Published by Institution of Permanent Way Engineers (India)
Published Jan, 2005
Papers compiled by Technical Committee, IPWE(I), New Delhi, India
Designed & produced by Concept Graphic, Noida
Opinion expressed by Authors in the Technical Papers are not necessarily the opinion of
IPWE(India)
PREFACE
The Institution of Permanent Way Engineers (India) has
organized the seminar on "Mechanization of Track Maintenance,
Relaying and Construction on Indian Railways" from 20th - 21st
January, 2005. Now only concrete sleepers are being used for
track relaying and construction work to provide modern track
structure to meet the requirements of ever increasing traffic, fine
track geometry and higher speed. Presently about 51,000 Kms.
B.G. track on Indian Railways is laid on concrete sleepers. Age
old conventional system of Manual Maintenance is not suitable
for Modern Track Structure and mechanization of maintenance
of track is a technical necessity.
Being heavy it is very difficult to handle concrete sleepers
manually for relaying works. The progress of manual relaying is
very low and geometry of relaid track and its durability achieved
is not of high standard. Thus mechanized relaying is being
adopted in a big way on Indian Railways.
Need has also been felt for increasingly mechanizing the
various activities involved in construction of track which besides
expediting the progress, helps in exercising much higher degree
of quality control.
Five Technical Sessions have been planned in the seminar.
These sessions will provide forum for discussion and exchange
of views on various issues relating to track mechanization on
Indian Railways including organizational changes required at field
level.
The technical papers to be presented during the seminar
are brought out in this volume.
Hony. General Secretary
IPWE (India); &
Principal Chief Engineer/
Northern Railway
VISION
Track Machines on Indian Railways
Future Procurement Strategy
•
•
•
•
•
•
•
•
Complete mechanization by 2010
Plan and procure additional/replacement machines
Additional machines of similar designs
Procure machines for lifting 3 or more rail panels
Encourage use of electronic circuits
Procure mix of PRQS and TRT
Revise specifications of PQRS
Plan and procure special purpose machines
Organizational /Establishment strategy
•
•
•
•
•
•
•
•
Create Gazetted/non-gazetted posts as pernorms.
To anticipate vacancies/requirements and
initiate action.
Hard duty allowance for on line staff of TMO.
Augment/create training facilities at IRTMTC/ALD.
Exposure in India as well as abroad to officers
and staff of TMO
Provide adequate amenities in camping coaches.
Provide protective clothing/uniform for on line staff
To establish an exclusive website for TMO.
Infrastructural Set up
•
•
•
•
Create stabling sidings with working platform
Adequate communication facilities
Adequate number of camping coaches
Set up mobile repair vans
Working and Maintenance Strategy
•
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•
Set up divisional depot
Set up/upgrade zonal depot
Set up new POH workshop at SC
Need based maintenance policy for machines other
than tampers
Incorporate SOD below rail levels
Aim at excellent overhauling output
Switch over to unit exchange system
Spare parts management Strategy
•
•
•
Develop drawing specifications and
acceptance tests for procurement
Exchange information on LPR quarterly
To have rate contracts with OEMs
THE INSTITUTION OF PERMANENT WAY ENGINEERS (INDIA)
Governing Council
President
S.P. S. Jain,
Member Engineering, Railway Board
Vice President
Budh Prakash,
Addl. Member, Civil Engg., Railway Board
Hony. Genl. Secretary and Chairman Northern Railway Centre
Shri S. K. Vij,
Principal Chief Engineer, Northern Railway
Hony. Treasurer
R K Gupta,
Executive Director/Track (MC), Railway Board
Chairman of Zonal Centres
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
C. K Narsimhan
B. B. Saran
A K Gupta
S. K. Vij
Onkar Singh
R. Ramanathan
K. K. Sharma
D.C. Mitra
R. K. Goyal
Rajat Mitra
A. K. Goel
K. Gangopadhyaya
R. N. Verma
P. Sriram
Parth Sarathi
D.D. Devangan
Anirudh Jain
18. Shiv Kumar
Principal Chief Engineer, Central Railway, Mumbai
Principal Chief Engineer, Eastern Railway. Kolkala
Chief Engineer, East Central Railway, Hajipur
Principal Chief Engineer, Northern Railway, New Delhi
Chief Engineer, North Eastern Railway, Gorakhpur
Chief Engineer, North East Frontier Railway, Guwahati
Chief Engineer, North Western Railway, Jaipur
Principal Chief Engineer, Southern Railway, Chennai
Principal Chief Engineer, South Central Railway, Secunderabad
Principal Chief Engineer, South Eastern Railway, Kolkata
Principal Chief Engineer, Western Railway, Mumbai
Chief Engineer, East Coast Railway, Bhubaneshwar
Principal Chief Engineer, North Central Railway, Allallabad
Principal Chief Engineer, South Western Railway, Hubli
Chief Engineer, West Central Railway, Jabalpur
Chief Engineer, South East Central Railway, Bilaspur
Executive Director(Track), RDSO, Lucknow
Director, lRICEN, Pune
Executive Director, IPWE
K. P .Singh
Executive Secretaries, IPWE
1) H. L. Suthar
2) S.D. Sharma
NATIONAL TECHNIAL SEMINAR ON MECHANISATION
OF TRACK MAINTENCE, RELAYING & CONSTRUCTION
ON INDIAN RAILWAYS
CO-ORDINATION & VENUE SETUP COMMMITTEE
Convener
Sh. Pankaj Jain,
Chief Track Engineer
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh.T. Gupta,
Chief Engineer/Const./Central
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh.K.K.Miglani, Dy.CE/TO
Northern Railway,
Baroda House, New Delhi
Members
Sh. V. K. Bali, Dy.CE/TMC/Line
Northern Railway,
Sh. D. P. Lal, Dy.CE/TP
Northern Railway,
Sh. R. B. Rai, Sr.DEN/Estate/DLI
Northern Railway,
Sh. Rajbir Singh, DEN/E/DLI
Northern Railway,
Sh. N. K. Kohli, XEN/TR
Northern Railway,
Sh. S. C. Gupta, AEN/DOT
Sh. O. P. Singh, AEN/Horticulture
Sh. S. P. Singh, SE/P.Way/Safety
Sh. V. K. Kataria, PWI/USFD/RF
Sh. Vipin Chhibbar, Suptd./DOT
TECHNICAL & SOUVENIR COMMITTEE
Convener
Sh. Alok Ranjan,
Chief Engineer/P&D
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh. S.N.Singh,
Chief Engineer/TMC
Northern Railway,
Baroda House, New Delhi
Sh. Anurag Sharma,
Chief Engineer/C/NW
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh.Sunil Bhasker, Dy.CE/P&D
Northern Railway,
Baroda House, New Delhi
Members
Sh. R. C. Gupta, Dy.CE/TMM
Northern Railway,
Baroda House, New Delhi
Sh. N. S. Negi, Dy.CE/MIS
Northern Railway,
Baroda House, New Delhi
Sh.Anjum Parvez,Dy.CE/C/TKJ
Northern Railway
Sh. Mohd. Isha, XEN/P&D
Northern Railway
HOSPITALITY COMMITTEE
Convener
Sh. Lalit Kapur,
Chief Engineer/TSP
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh. A.K.Verma,
Chief Engineer/C/North
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh.B.K..Gupta, Dy.CE/TS-II
Northern Railway,
Baroda House, New Delhi
Members
Sh. R. B. Rai, Sr.DEN/Estate
Northern Railway
Sh. S. S. Niyogi, TSO-I
Northern Railway
Sh. B. K. Sharma, TSO/ IV
Northern Railway
Sh. Rajbir Singh, DEN/Estate
Northern Railway
Sh. O. P. Deshwal, AEN/Insp.
Sh. G. P. Sharma, PWI/TS
INVITATION COMMITTEE
Convener
Sh. H.K.Jaggi,
Chief Bridge Engineer
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh. Y.P. Singh,
Chief Engineer/C/East
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh. P.S..Gupta, Dy.CE/BD
Northern Railway,
Baroda House, New Delhi
Members
Sh. D. R. Dhingra, Dy.CE/Br.HQ
Northern Railway
Sh. Ashok Kumar, Dy.CE/Const./PTNR
Northern Railway
Sh. Pankaj Gupta, XEN/Br. Design
Northern Railway
Sh. D. K. Gulani, ABE/Design
ACCOMMODATION & TRANSPORT COMMITTEE
Convener
Sh. Ashok Gupta,
Chief Engineer/MRTS
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh. M.S.Rana,
Chief Engineer/C/NE
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh. S. P. Mahi,
Sr.DEN/C/DLI
Northern Railwayss
Members
Sh. B. B. S. Tomar, Secy./Pr.CE
Northern Railway
Sh. Jagtar Singh, Dy.CE/Land
Northern Railway
Sh. Anurag, Sr.DEN/I/DLI
Northern Railway
Sh. Arun Shrivastava, Sr.DEN/V/DLI
Northern Railway
Sh. R. B. Rai, Sr.DEN/Estate/DLI
Northern Railway
Sh. R. N. Singh, Dy.CE/C/S.E.Road
Northern Railway
Sh. S. P. Singh, XEN/Land
Northern Railway
Sh. Deep Sharma, AEN/NDLS
Sh. Ravneesh, AEN/Insp.
Sh. Suhel Ahmed, PWI/NDLS
Sh. Dinesh, IOW/MRTS
RECEPTION COMMITTEE
Convener
Sh. Ved Pal, CE/G
Chief Engineer/G
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh. B.D.Garg,
Chief Engineer/C/North
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh.Mudit Bhatnagar Sr.DEN/II/DLI
Northern Railway, Delhi
Members
Sh. A. K. Singh, Sr.DEN/III/DLI
Northern Railway,
Sh. V. K. Gupta, DY.CE/W
Northern Railway,
Sh. Vinay Singh, Dy.CE/Const./
Shivaji Bridge
Sh. Arjun Lal, XEN/G
Sh. D. N. Thakur, DEN/DEE
Sh. Bhagwan Malik, AEN/DLI
Sh. G. L. Meena, AEN/E/NDLS
Sh. Sanjay Puri, IOW/NDLS
Sh. Trehan, IOW/E/NZM
EXHIBITION & CULTURAL COMMITTEE
Convener
Sh. S.N.Singh,
Chief Engineer/TMC
Northern Railway,
Baroda House, New Delhi
Co-Convener
Sh. M.R.Choudhary,
Chief Engineer/C/NC
Northern Railway,
Kashmere Gate, Delhi
Member Secretary
Sh. V. K.Bali, Dy.CE/TMC/Line
Northern Railway, Delhi
Members
Sh. Arun Kr. Singh,
Dy.CE/TMC/HQ, Northern Railway
Sh. Rajendra Prasad, Dy.CE/TS-I
Northern Railway
Sh. Y. K. Bhatnagar,
Dy.CE/Br.Line/LPNR
Northern Railway
Sh. A. K. Nanda, Sr.DEN/IV/DLI
Northern Railway
Sh. R. K. Sood, DEN/Track/DLI
Northern Railway
Sh. Aamir Hamza, XEN/TMC/Line
Northern Railway
Sh. V. K. Singh, AENs/TMC
Sh. Mahender Kamra, AEN/Estate
Sh. Sunil Kumar, IOW/S.P. Road
National Technical Seminar
on
Mecanisation of Track Maintenance,
Relaying & Construction
on Indian Railways
SESSION – I
Theme: TRACK MAINTENANCE AND CONSTRUCTION:
PLANNING AND UTILISATION OF MACHINES.
S.N. Title
Authors
1.
Safety in working of
Track machines – An overview.
Rajat Mitra, Pr.CE/SER.
R. K. Srivastava, Dy.CE/TM/SER.
2.
Role of Small Track Machines in
Track Maintenance and Laying.
Surendra Kumar, ED/TM/RDSO.
A.K. Chakraborty, SE/TM/RDSO.
3.
Planning and deployment of two
BCMs on same line and in single
block section.
T.V. Mahaganapathy,
SSE/P.Way/Ambur./S.Rly.
4.
Planning and deployment of
Track Machines.
Rajesh Agarwal,
Sr.DEN/HQ/Ratlam/WR
5.
Role of small track machines in
construction of Track.
Narender Kumar, Dir/TM/RDSO
B. P. Awasthi, Dir./TM/RDSO.
6.
Planning, Utilisation and
performance of on-track
machines on Indian Railways.
S. K. Singh, ARE/TM/RDSO,
D.S. Prajapati, JE/Engg.-I/TM/RDSO.
SESSION – II
Theme: MECHANISATION OF TRACK MAINTENANCE AND
CONSTRUCTION : RECENT TRENDS AND
DEVELOPMENT.
S.N. Title
Authors
1.
Improving inherent Track
Quality by Improved methods
of Ballast compaction.
R. K. Verma,
Sr. Prof./IRICEN/PA
2.
Complete Switch Maintenance.
G. Robert Newman,
Harsco Track Technologies,USA.
3.
New Technologies to survey
and upgrade high capacity
lines.
Ing. Rainer Wenty,
GM, Mktg & Tech sales
Plasser & Theurer, Austria.
4.
Electronics Monitoring
System of Patrolling.
Alok Tiwari,
Sr.DEN/Central/SBC/WC Rly
5.
The role of rail grinding in
improving safety of the
Railway.
Stuart L – Grassie
Consultant,
Loram Maintenance of Way Inc
SESSION – III
Theme: MECHANISATION OF TRACK:
INNOVATION AND CASE STUDIES.
S.N. Title
Authors
1.
3X Tamper –
Modification on SCR.
B.Deva Singh,
CTE/S.C. Rly.
2.
Development of cost effective
conveyor belt rivets and joining
of open belts replacing endless
conveyors for FRM and BCM.
B.D. Sen, AEN/TMC/E.Rly.
S. K. Sinha, SE/TMC/E.Rly.
3.
Precision Top table surfacing
with track stabilization using
the Dynamic Track Stabilizer.
Mukesh Kumar,
Dy.C.E./Track Machines
E.C. Rly.
4.
Mechanised Production &
laying of Blanket Material
in Railway embankment.
H.K. Jaggi, CBE/N. Rly.
S.K. Raina, ED/QA/RDSO
P.K. Gupta, Dy.CE/Con./N.Rly.
5. Mechanised Track renewal
by PQRS during night hours,
without power block and by
using contractor’s portal at
base in Sealdah division.
Rajesh Prasad,
Sr.DEN/C/SDAH/E.Rly.
A. K. Mishra,
AEN/Renaghat/E.Rly.
6.
Experience in use of Rail
grinding machine on N. Railway.
V.K. Bali,
Dy.CE/TMC/Line/N. Rly.
7.
Method to increase the
productivity of Ballast
cleaning machine.
Devinder Kumar,
Sr.DEN(W)/CKP/S.E. Rly.
SESSION – IV
Theme: MECHANISATION OF TRACK : CASE STUDIES.
S.N. Title
Authors
1.
Renewal of Diamond Crossing
layout by T-28 machine
– A field experience.
Sitesh Kumar Singh,
Sr.DEN/II/HWH/E.Rly.
2.
Design Lining on busy routes.
Ashish Agarwal, .
ADEN/DRD/W.R
Roopesh Gadekar,
JE (P.way)/PLG/W.R.
3.
T-28: Renewal of turnout,
rectification/ shifting of
cross overs (A case study)
and suggestions.
Sunil Gupta,
Sr.DEN(C),Ranchi/S.E.Rly
4.
Laying of diamond crossing
on PSC sleepers using
T-28 machine on Indian Railways.
Vivek Kumar Gupta,
Secretary to GM/C. Rly.
SESSION – V
Theme: MECHANISATION OF TRACK :
ORGANISATIONAL ISSUES.
S.N. Title
Authors
1.
J. C. Parihar, CTE/N.F. Rly.
Yogesh Wadhwa,
Dy.CE/TD/NF Rly
Baldev Singh,
DEN-I/Rangiya/N.F. Rly.
Future strategies for manpower
planning with adoption of
mechanised maintenance
of track.
2. Three tier track maintenance
system on Pipavav Railway
Corporation Ltd.
G.C. Jain, Sr. DEN/HQ/BVP.
V. K. Mishra
SSE/P.Way/MMU/W.C. Rly.
3.
Mechanised Maintenance of
track in Bangalore division
– a unique concept.
Amith Garg,
Sr. D.E.N./Coord./Bangalore.
4.
Mechanisation of Track
Maintenance – Can it be
optimised by mobile
mechanised unit (MMU).
A. K. Chakraborty,
S.E./TM/RDSO.
5.
Track Maintenance on
Indian Railways
– The missing Links.
J. S. Mundrey,
Formerly Advisor,
Civil Engg., Rly. Board.
SAFETY IN WORKING OF
TRACK MACHINES- AN OVERVIEW
RAJAT MITRA*
R.K.SRIVASTAVA**
SYNOPSIS
Mechanization of almost all activities related to laying,
maintenance and renewal of track have come of age and we envisage
complete mechanization of track maintenance in near future. Our
focus have been mainly on improving utilization of track machines
and in this pursuit of improving utilization of track machines, safety
in working of track machine took a back seat. It is high time that
safety in track machine working is given same importance as for it’s
utilization so that system of working of track machines could be placed
on sound footing. To identify the issues related to safety in track
machines working, the author has gone in to the details of all the
cases of accidents of track machines whether reported or not, which
happened on S. E. railway during last ten years and areas which need
system improvement to ensure safe working of track machines, have
been discussed in this paper.
1.0 INTRODUCTION
Any working practice or activity related to working of track
machines which has the potential of causing an accident within the
meaning of accident defined in Accident manual is to be treated as
unsafe working practice. Accident as defined in Accident manual
narrates that “Any occurrence which does or may affect the safety of
the railway, its locomotion, rolling stock, permanent way, passengers
or servants or which affects the safety of others or which does or may
cause delays to trains or loss to the railway, is termed as an accident”.
Keeping in view this definition of accident in mind, the author has
gone in to details of all the cases of accidents of track machines on
S. E. Railway which have happened during the last 10 years and
reasons of accident have been analyzed to identify unsafe working
practices and suggestions have been made to eliminate these unsafe
working practices by improving the system of working of track
machines.
* PCE/SER
**Dy.CE/TM, SER
1
2.0 CASES OF ACCIDENT OF TRACK MACHINES OVER
S. E. RAILWAY DURING THE PERIOD OF LAST 10 YEARS
All the cases of accident of track machines whether reported or
unreported, have been taken in to consideration for the purpose of
subject study. These cases of accidents have been listed below as
per the classification of accident given in Accident Manual:
Sl. No.
Accident
I
Collision of track machines with track
machines/other vehicles
Averted Collision of track machines
Derailment of track machines
Accident caused by infringement
during working of track machines
Failure of machines in block section
resulting in to disruption of traffic
(for more than 4 hrs).
Cases of run over of workmen at
machine site or knocked down by a
train at machine site.
Cases of machine staff suffering injury
during working & maintenance of track
machines.
II
III
IV
V
VI
VII
Class of
Accident
A
C
B
-
H
M
P
Few specific cases under each type of accident of track machines
as classified above, have been described in the following paras:
2.1 Collision of Track Machines with Track Machines / other
Vehicles
It is seen from the cases of collision of track machines that in
all the cases of collision except one case, either BRM or DGS was
involved. Though all the cases of collision did not entail any major
injury to staff or damage to machine but it is pertinent to deliberate on
each case of collision to understand the system failure behind it and
thus, to prevent any disaster in future.
2
In one case, DGS machine while working between stations
Ghunghuti – Badhwabara, Dn line of BSP division, collided with Tower
Wagon working in the same block section. Operator of this machine
left the machine unmanned without applying parking brake. There being
down gradient, DGS rolled down and collided with Tower Wagon,
causing injury to TW staff. It was found during enquiry that a mechanic
of BCM was operating DGS for which he was not having the requisite
competency certificate.
BRM machine while working between stations Talaburu –
Kendposi, Dn line of CKP division, collided with Ballast cleaning
machine as operator of Ballast Regulating machine could not control
the movement of machine. It was found during enquiry that a mechanic
was operating BRM machine for which he was not having the requisite
competency certificate.
DGS while working between NMP – GKL of KGP division, collided
with DUOMATIC machine because operator of DGS machine could
not control the speed of machine well in time. It was found during
enquiry that operator was not having requisite knowledge and
competency for operation of DGS.
CSM and DGS while working between Gangaghat – Gondia
section of NGP division, DGS collided with CSM because operator of
DGS could not control the machine well in time. It was found during
enquiry of this accident that a technician was operating DGS machine.
In all the above cases of collision, either DGS or BRM was
involved in the collision and reasons were same i.e non availability of
competent staff to operate these machines. It is a fact that machine
like BRM/DGS are generally operated by Technicians and other lower
category staff due to shortage of manpower in track machine
organization. BRM and DGS not being a main machine in a group of
machines working together, full complement of staff is not deputed on
these machines to save manpower. This thinking has proved counter
productive to safe working of machines. To avoid such accidents in
future, it is necessary that full complement of staff is posted not only
in important machines but on all track machines.
In one case of collision, two CSMs were permitted to work
between Contai Road and Bakhrabad stations of KGP division. While
returning to the base station after completion of work, one CSM had
to stop at home signal which was in ‘ON” position. Other CSM, which
3
was running behind, could not maintain the requisite distance due to
restricted visibility and collided with CSM waiting at home signal. The
lesson learnt is that wherever machines are working in a group, real
time communication among machine operators must be available to
safeguard against such eventualities.
2.2 Cases of Averted Collision of Track Machines
There are few cases of averted collision but reasons behind these
cases of averted collision are quite revealing. Few specific cases of
averted collision, have been described in following paras:
UNIMAT while working between Uluberia and Phuleswar stations
of KGP division, was to return back to Uluberia station after completion
of block time. As the return movement of UNIMAT from site to Uluberia
was a Non-signal movement, machine was waiting at advance starter
for Pilot-In by station Staff. Cabin man waved signal to machine operator
allowing him to enter in to the station. At the same time, one passenger
train started from down loop towards advance starter of middle line
crossing through DN main line. On the face of approaching train,
machine operator who had started moving towards DN M/L, stopped
just start of passenger train. Driver of passenger train applied
emergency brake and collision was very narrowly averted. It was found
during accident enquiry that starter signal to DN loop could be taken
off for the passenger train because the track machine was in nontrack circuit portion between Advance starter and starter at that point
of time. The lesson learnt is that machine operator must insist for
Pilot In/Out memo whenever he has to make a non-signal movement
or pass the signal at danger.
In one case of averted collision, traffic block was given between
Bagnan and Birshibpur station for working of 5 track machines. The
last machine could not leave the station along with other four machines
because it developed some problem after crossing starter signal. After
20 minutes, one passenger train was given starter signal for movement
from DN Loop to middle line (It was a three line section i.e. UP, DN &
Middle). By that time, the fifth machine which got stuck up between
starter and advance starter on DN main line, had also started moving
towards DN main. Collision of this machine with passenger train was
averted by timely application of brake by operator of the machine as
well as by driver of the passenger train. Enquiry of this averted accident
revealed that ASM on duty assumed that all the machines must have
4
entered in to block section of DN Main line but he did not verify the
same through porter. As the machine was stuck up between starter
and advance starter in a non-track circuit portion, the ASM did not
face any problem in taking off signal of DN loop starter. The lesson
learnt is that whenever machines are allowed to move in group from a
station, ASM must ensure that all machines which are permitted for
movement in a block section, have cleared the last stop signal. In the
event of any machine not being able to leave station immediately behind
other machines which have already left, the paper block ticket of that
machine should be taken back and machine should be brought back
to a secure line from where it can leave only after getting fresh authority
for movement from ASM of the station. Also, if operator of the machine
finds the he is not in a position to leave the station within reasonable
time, he should immediately advise the same to the station master.
One case of averted collision happened when CSM was returning
to ADL station in right direction after working between SEL – ADL,
DN/Line. Home signal was given for reception of a train on middle to
DN M/Line but operator of the machine misunderstood the signal as
through given for reception of machine on DN M/Line. However, collision
was averted very narrowly by timely application of brake by operator
of the machine. The lesson learnt is that whenever a track machine is
working in a multiple line section, Road learning of the operator must
be ensured.
In one case of averted collision, which happened on Garpos –
Tangarmunda DN/Line of CKP division, CSM entered in this block
section that was already occupied by a train. Section controller had
given order no. for imposition of traffic block after passage of this train
but the machine was allowed to enter in to this section for working
assuming that by the time machine reaches the location of worksite,
train will reach the station at other end. Incidentally, that train did not
clear the section and a rear collision of machine with train was averted
by timely application of brake by operator of the machine. Accident
enquiry of this case revealed that ASM and PWI agreed to allow the
machine in Block section to get more time for machine working. The
lesson learnt is that machine should be allowed to enter in the block
section only after ensuring that last train has cleared the block section
before imposition of block,
5
2.3 Derailment of Track Machines
In this part, few cases of derailment have been discussed which
have taught lessons in improving the safety in working of track
machines.
There are few cases of UNIMAT derailment on point because
point was not clamped after removing stretcher bar for machine packing
since points do open up during lifting & tamping operation. It has to
be made sure by machine operator and P. Way supervisor that point
is clamped before tamping.
There are cases of PQRS portal derailment due to poor condition
of AT at site. It is generally found that AT at site is not laid properly
which not only affect the quality of renewed track but also causes
such derailment. Though, these derailments have not caused any injury
to staff or damage to machine, it resulted in to major bursting of block
(i.e. line remain blocked for traffic for more than 4 hrs.)
There are few cases of derailment of gantry of TRT in which one
case of derailment of gantry, failure of bridge rail at location of inverted
U joint caused the derailment and other case happened due to lifting
of bridge rail at one end due to failure of locking pin. To prevent such
derailments, it has been made a part of daily maintenance of TRT to
inspect the bridge rail at the location of U joint and locking pin for any
crack and wear.
During working of Ballast Regulating Machine, one joggled
fishplate lying in the ballast came over railhead along with ballast and
derailed the Ballast regulating machine. Therefore, it has to be made
sure that no such obstructive materials exist in the ballast profile
zone of track before working of track machines.
There are few cases of derailment of track machines during
shunting operation. All these cases of derailment of track machines
during shunting operation happened because point was not clamped
(Non interlocked points). No short cut should be permitted in shunting
operation of track machines to prevent such derailment.
There is one case of machine derailment in which machine
derailed because the operator did not remove skid before starting
movement of the machine.
6
2.4 Cases of accident caused by infringement during machine
working
There are few cases in which waste conveyor of BCM had hit the
OHE mast and in all these cases, safety rod to protect the waste
conveyor from such structures like OHE mast/signal post by timely
stopping the movement of machine, was not used. It has to be insisted
that machine staff use all safety devices to protect the machine from
such damage.
There is one case of such accident in which ballast guide plate
of chain trough of SBCM, opened up during lifting of chain trough
while closing the machine working. This opening of ballast guide plate
was caused due to breakage of yoke connecting the actuator for
controlling the movement of this plate. This ballast guide plate in raised
condition caused infringement to moving dimension on adjacent line.
It hit the leg of a person sitting on the footboard of an EMU train,
which was passing on the adjacent track at the same time. The lesson
learnt from this accident, is that operator of machine should make
sure that there is no train on adjacent line while operating any part of
the machine which may cause infringement to adjacent lines.
2.5 Cases of breakdown of machines which resulted in to
bursting of block for more than 4 hrs.
There are few cases of PQRS failure and T-28 failure, which
caused major bursting of block. It revealed during enquiry that
emergency system of these machines were not in working order in
one case of PQRS failure and T-28 failure. In other case of PQRS and
T-28 failure, machine staff were not aware as how to use emergency
system for winding up the machine to clear the section. The lesson
learnt from these accidents is that emergency system of all track
machines, must remain functional and the same to be checked before
taking any track machine for block working and machine In-charge to
organize a mock drill to train each and every staff of machine about
the use of emergency system.
2.6 Case of run over of workmen at machine site or knocked
down by a train causing serious injury
There is no case of run over but few cases of injury, which
happened because machine staff could not hear the sound of the
7
train coming on adjacent line. The system of remote control hooter
and actuation of hooter through Walkie-Talkie set will eliminate this
type of accident to a greater extent.
2.7 Cases of machine staff suffering injury during working /
maintenance of track machines
There is good number of such cases in which staff sustained
injury during operation/maintenance of machines. All these cases are
attributable to lack of self-disciple and lack of use of safety devices/
protective clothing while operating or maintaining the machine. Though
machine staffs have been provided with Helmet, Industrial grade Boot,
dust protector and sound insulator, its usage by machine staff is not
much. Most of the cases are of leg injury and in all these cases,
machine staff was wearing “Chappal” which hardly protects the feet
and prevent imbalance of body on slippery surface. The discipline on
usage of these protective clothings and devices must be insisted upon
machine staff.
3.0 SUGGESTIONS
8
1)
For movement and working of track machine at a station,
which is not fully track circuited (Home to advance starter
on double line/multiple line and advance starter at advance
starter in single line), occupation of track by machine
should be physically verified by station staff before allowing
train movement.
2)
Utilization and safety of machines like BRM and DGS must
not be neglected over other important machines like BCM,
CSM etc to ensure effective utilization and safe working of
these important machines.
3)
For Non-signal movement of machine, operator must seek
Pilot In/Out memo from the station. No such practice of
relaying signal through body gesticulation should be
accepted as authority for movement of machine in to the
station.
4)
Operator of machine must not move the machine over a
point and crossing when it has not been clamped if it is so
required like for hand operated points. Also, operator of
UNIMAT should tamp Point & Crossing only after ensuring
that point has been clamped after removing the stretcher
bars.
5)
No track machine should be allowed in to a block section if
its’ emergency system is not in working order. Functioning
of emergency system should be checked daily as a part of
daily maintenance of machine.
6)
Each machine site should be equipped with the hooter
arrangement which can be operated remotely or through
Walkie-Talkie system, to relay audible warning well in
advance to all the staff working near machine, in case of
double and multiple line sections.
7)
On a multiple line section or sections having special working
principle like twin single system, machine operator must
be given road learning before allowing him to work in that
section.
8)
No machine staff should be allowed to perform duly without
wearing Helmet and Shoes. Loss of manpower due to IOD
cases is a big financial loss to the system.
9)
Devices in track machine to protect the machine from
damage during its working, must remain functional and to
be used regularly which is generally bypassed by the
machine operator.
10) Operator of track machine must ensure that necessary
track protection on adjacent running line is available
whenever such unit of the machine like wings of BRM, Chain
trough of BCM and FRM, are extended during working as it
may cause infringement to adjacent running lines,
9
ROLE OF SMALL TRACK MACHINES IN TRACK
MAINTENANCE AND LAYING
Surendra Kumar*,
A.K.Chakraborty**
SYNOPSIS
Indian Railways is in transition stage regarding track maintenance
and laying practices. Demand for higher speed passenger traffic and
heavy axle load compels to reduce track down time for maintenance.
Presently the maintenance of track is done by manual as well as
mechanized way. Due to changed socio-economic scenario, manual
works of maintenance and laying are no longer desirable and should
be replaced by mechanized methods. Use of more and more
machines, makes the maintenance and laying practice more efficient
and quality oriented. This paper deals with deployment of small track
machines, their functional aspects and latest innovations in this field.
1.0 INTRODUCTION
With upgraded track structure, track maintenance and laying
practices are becoming different as compared to that of earlier times.
Concrete sleepers with elastic fastenings and higher rail section of
upgraded metallurgy need mechanised track maintenance and laying
practice. With this type of track structure, manual practice of work is
becoming almost impossible. Higher UTS rails and pre-stressed concrete
sleepers are prohibited from manual handling. Like wise packing of
concrete sleeper track is to be done by mechanized way only. Although
small track machines were developed more than a decade ago but nonacceptability of these machines hindered switching over to the mechanized
maintenance practice. In this paper the design and functional aspects of
some more commonly used small track machines alongwith few latest
innovations in this field has been covered in brief.
* Executive Director/TM, Track Machine and Monitoring Directorate, RDSO, Lucknow.
** Section Engineer/Engg./TM, Track Machine and Monitoring Directorate, RDSO,
Lucknow
2.0 DEPLOYMENT OF SMALL TRACK MACHINE IN TRACK
MAINTENANCE ACTIVITIES
S.N. Type of work
Activities involving STM
Type of STM that
may be
deployed
Remarks
1.
Through
Packing
(concrete
sleeper track)
i) Lifting, aligning &
correction of Xlevel
ii) Renewal of
damaged/ jammed
fastenings
iii) Spacing/ squaring
of sleepers
iv) Packing of sleeper
i) TRALIS / Mech or
Hyd. Track jack.
For aligning
turn outs,
higher
capacity
TRALIS
(as mentioned
in para 6-b)
2.
Repair to rail
fracture
(involving rail
changing)
i) Rail cutting for
changing.
ii) Closure rail
preparation
iii) Welding of closure
rail.
iv) Finishing of welded
joint.
i) a. Abrasive rail cutter
b. Rail drilling machine
ii) Weld trimmer
iii) Rail profile weld grinder
3.
Destressing of
LWR
i) Cutting of closure
/Abrasive rail cutter.
ii) Removal of fitting
iii) Rail tensioning
(when destressing
is done below td.)
iv) Welding of closure.
v ) Finishing of welded
joint.
i) Saw type rail cutter
ii) Heavy duty hydraulic
extractor for
jammed ERC.
iii) Hydraulic sleeper
spacer.
iv) Off-track tampers
with Hyd. Or Mech.
Track Jack.
ii) Hyd. Extractor for
jammed ERCs (if
jammed ERCs exist).
iii) Hydraulic Rail Tensor.
iv) Weld Trimmer.
v ) Rail Profile
Weld Grinder.
4.
Adjustment of
gap in SWR/
Single rail fish
plated track
i) Pulling back of
rails/ panels
Hydraulic Rail Creep
adjuster.
5.
Picking up
slacks
i) Lifting of track
ii) Packing of sleepers
i) Hyd ./ Mech. Track
lifting jack.
ii) Off-track tampers.
6.
Correction of
hogged joints.
i) De-hogging of rail
ends.
Hydraulic Rail joint
straightened.
7.
Screening of
i) Manual opening
shoulder ballast
of ballast &
(during overhauling
screening.
/remaining work
of deep screening
left over by BCM)
Semi-mechanised
ballast cleaner
8.
Re-alignment
of curve
Slewing
TRALIS
9.
Pulling back of
rails in fish
plated track
Pulling back
Hydraulic rail creep
adjuster.
For aligning
turn outs,
higher
capacity
TRALIS (as
mentioned in
para 6-b)
3.0 DEPLOYMENT OF SMALL TRACK MACHINES IN TRACK LAYING WORKS
S.N. Type of work
Activities involving
STM
Type of STM that may
be deployed
1.
Laying of rail
on plain track
Pairing and butting
on cess.
Powered rail hauling
system
2.
Sleeper
(concrete)
changing on
plain track.
i) Unloading of sleeper
ii) Carrying of concrete
sleeper in case of
scattered renewal of
sleeper in such
locations where
sleepers cannot
be unloaded.
i) jib crane attachable
to BFR/BRH
ii) Attachment for rail
dolly for transportation
of concrete sleeper.
3.
Welding of rails
for conversion
of SWR/single
rails to LWR
welded joints
i) Making gap for
welding.
ii) Welding
iii) Finishing of
grinder.
i) Rail creep adjuster
ii) Weld Trimmer
4.
Leading released Carrying released
rails
rails/rail pieces for
rail changing site to
nearest depot/
stacking area.
iii) Rail profile weld
Rail Dolly
Remarks
4.0 SOME COMMONLY USED SMALL TRACK MACHINES
4.1 Hydraulic Rail Tensor
Main Features:
A hydraulically operated robust and rugged rail tensioning
equipment
Pulling force – 70t, pushing force- 30t, hydraulic stroke – 300mm
Overall weight is 375 kg and maximum weight of heaviest part
is 115 kg
Usefulness:
For Tensioning of rail during destressing of LWR when rail
temperature is less than td.
4.2 Weld Trimmer Power Pack version
Main Features:
A hydraulically operated trimming equipment powered by
separate power pack
Shearing force upto 18 t is exerted on red hot weld.
Trims the left over metal of the weld within the very short time of
2 to 3 minutes
Usefulness:
Trimming of left over material of the weld during welding of rails.
4.3 TRALIS (Track Lifting cum slewing device)
Main Features:
Hydraulically operated, state of art equipment for lifting and
slewing of track simultaneously.
Vertical Jack capacity – 10 t (15t for higher version), lateral jack
capacity – 5t (7.5 t for higher version)
Vertical Jack lifting capacity- 80 mm (120mm for higher version),
Slewing capacity – 50 mm on either side (150mm on either
side for higher version)
Usefulness:
Correction of alignment of track/turnout
Re-alignment of curve
4.4 Hydraulic Rail Bender (Jim-Crow):
Main Feature:
A robust and study rail banding equipment of 60 t bending
force .
Holding span – 725-900 mm
Hydraulic stroke – min 40 mm
Weight – 115 kg (max.)
Operation time is only 10 minutes
Usefulness:
Used for bending/De-kinking of all type of flat bottom rails.
4.5 Portable DC welding generator
Main Feature:
A portable DC welding machine powered by 20 hp engine having
weight upto 150 kg.
Current range is 600 to 200 amp. with maximum welding current
is 200 amp at 60% duty cycle.
Auxiliary output – 2.5 to 5 KV at 230 v AC in single/3 face
Usefulness:
Very useful for reconditioning of worn out points and
crossings in situ.
4.6 Electronic Toe Load Measuring Device
Main Feature:
A handy device for measurement of toe load of ERC at site.
Load cell capacity – 2000kg at – 50 C to +700C operating
temperature.
Display 8 or 16 character Alphanumeric.
Weight – upto 10 kg
Usefulness:
Used to measure the toe load of elastic rail clips in service.
5.0
LESS POPULAR SMALL TRACK MACHINES WHICH ARE
EQUALLY USEFUL
5.1 Portable Shoulder Ballast Compactor :
Main Feature:
The compactor is powered by 3 to 3.5 hp engine (petrol/
kerosene)
Overall weight – 75 kg
Climbing ability – Gradients and undulations up to 20%
slope.
Usefulness:
Used for compaction of track ballast in crib and shoulder portion
of Track.
5.2 Hydraulic Rail Joint Straighter:
Main Feature:
Maximum rated capacity – 80 t
Maximum Ram stroke – 60 mm
Total weight – 275 kg (max.); Heaviest component – 120 kg.
Time for straightening of 60 kg 90 UTS rail joint – 8 min
(max.)
Assembling/dismantling time – 5 min (max.)
Maximum lift – 80 mm
Usefulness:
Manually operated hydraulic equipment for dehogging dipped
welded/fish –plated joints for improving longitudinal profile of rail.
5.3 Powered Rail Hauling System:
Main Feature:
Weight of complete unit -190 kg
Engine capacity – 6 HP (Min.) at 1500 rpm
Fuel Tank capacity of engine – 4 lit. (min)
Mean rope hauling speed – 2-3 m/min.
Usefulness:
Pairing and butting edges of long welded rails (10/20 rail panels).
Hauling heavy material, structures, equipment during
construction, accidents, derailments etc.
5.4 Hydraulic Sleeper Spacer
Main Feature:
A light weight ( 14 kg) hydraulic equipment with rated capacity
of 8 t.
Spacing capacity –125 mm + 75 mm (screw extension)
Operation time – 5 to 7 min.
Usefulness:
Used for re-spacing/ squaring of sleepers.
6.0 AVAILABILITY OF MANUFACTURERS AND SUPPLIERS:
For all the above mentioned machines, there are several
approved vendors for each item cleared by Railway Board. The
approved vendors are supplying the machines to zonal railways. The
approved list of manufactures and suppliers of Small Track Machines&
P-way measuring tools is issued time to time by Railway Board.
7.0 LATEST INNOVATIONS
7.1 Heavy duty hydraulic extractor for jammed ERC:
One model of 10 t capacity
of the extractor was developed
long ago and is still available but
now a days, 10 t load is
insufficient and in the field it is
observed that average load of 12t
to 17t is required to remove
moderate to heavily jammed
ERCs. The weight of existing
modal is around 35 kg. In view
of this, higher capacity (30t) extractor has been successfully evolved.
Technical features of the equipment are as follows:
(i) Maximum Pushing force
: 25t to 30 t (pressure release valve to
be set to release between 29t and 30 t)
(ii) Hydraulic stroke (Max.)
: 40 mm to 50 mm
(iii) Weight without oil &
J-hooks
: 30 kg (Max.)
(iv) Fixing/Removing time
: 05 Minutes (Max.)
(v) Extraction time
: Depends upon the extent of jamming
and generally it is less than 7 min.
(vi) Pressure pin size
: Taper (22 mm Ø x 19 mmØ), length
95 mm, 100 mm and 105 mm.
(Different lengths are required for
overdriven, correctly driven and
under driven ERCs.)
Prototypes of such high capacity extractor have been successfully
tested in field for removing jammed ERCs. Some of the field trial
observations are given below:
Field trial details of hydraulic ERC extractor (higher capacity):
i)
Location: Dn Main Line at KM 211/22-20 & 211/02-32 near
Asansol Station.
ii)
Sample No. 01
Extraction
No.
(By
Sample
No.1)
Pressure
Gauge
Reading
(Kg/ Cm2
1.
Effective
area
of piston
(Cm2)
Total Force
Exerted
on central
leg of ERC (t)
Time Taken
(Including
Fitting time
and removal
time) in
minutes
800
23.6
9
2.
800
23.6
7
3.
700
20.65
6
4.
600
17.70
10
5.
300
8.85
8
6.
400
11.8
7
7.
400
11.8
6
8.
600
17.7
9
9.
700
20.65
7
10.
700
20.65
10
11.
600
17.7
6
12.
900
26.55
10
13.
900
26.55
10
14.
400
11.8
5
15.
600
17.7
6
16.
800
23.6
8
17.
800
23.6
10
18.
850
25.07
5
19.
700
20.65
8
20.
800
23.60
12
21.
700
20.65
8
22.
200
5.90
7
29.5
29.5
Remarks
Broken
central
legs.
Extraction
No.(By
Sample
No.1)
Pressure
Gauge
Reading
(Kg/ Cm2
1.
Effective
area
of piston
(Cm2)
Total Force
Exerted
on central
leg of ERC (t)
Time Taken
(Including
Fitting time
and removal
time) in
minutes
600
17.7
6
2.
300
8.85
6
3.
400
11.8
8
4.
400
11.8
7
5.
300
8.85
6
6.
800
23.6
10
7.
900
26.55
7
8.
800
23.6
8
9.
850
25.07
8
10.
700
20.65
6
11
700
20.65
10
12.
600
17.7
6
13.
600
17.7
8
14.
800
23.6
10
15.
850
25.07
7
16.
600
17.7
10
17.
400
11.8
6
18.
800
23.6
7
19.
600
17.7
10
20.
400
11.80
12
21.
600
17.70
7
22.
600
17.70
7
23.
400
11.80
8
24.
400
11.80
6
25.
800
23.60
7
29.5
Remarks
Heavily
jammed
Field trial details of hydraulic ERC extractor (higher capacity):
i)
ii)
iii)
Location: Platform line no. 14 and 15 of Mumbai CST Station.
Sample No. 01
Date of trial: 06-07-2004 to 08-07-2004.
Extraction
No.(By
Sample
No.1)
Pressure
Gauge
Reading
(Kg/ Cm2
1
Effective
area
of piston
(Cm2)
Total Force
Exerted
on central
leg of ERC (t)
Time Taken
(Including
Fitting time
and removal
time) in
minutes
700
20.65
8
2
600
17.7
10
3
700
20.65
8
4
600
17.70
10
Heavily
Rusted
5
300
8.85
8
6
400
11.8
7
7
400
11.8
6
8
600
17.7
9
9
700
20.65
7
10
500
14.75
6
.
The time
includes
fitting,
extraction
and
equipment
removal
time
11
600
17.7
6
12
400
11.8
5
13
600
17.7
6
14
300
8.85
6
15
200
5.90
7
16
400
11.8
6
17
600
17.7
9
18
400
11.8
6
19
500
14.75
6
20
400
11.8
6
29.5
Remarks
Heavily
Rusted
7.2 Higher capacity Track Lifting and Slewing Device:
Existing model of TRALIS is having 10 t capacity vertical jack
and 5t capacity lateral jack which can slew the track 50 mm on either
side. Some problems have been experienced in field during its use.
Mainly during slewing, the equipment itself shifts its lateral position
w.r.t the track, resulting no slewing action. This was studied and
analyzed. A joint demonstration was also conducted at Subedergunj
of ALD division in presence of DEN track/ALD/NC Rly, all the
sectional incharge SEs/SSEs and RDSO representative. The out
come of the analysis indicated designing a higher version of TRALIS
with following technical features:
(i) Reaction trough size
:
180 + 5 mm x720 + 5 mm
(ii) Capacity
:
(a) Vertical jack
: 15 tons.
(b) Horizontal jack : 7.5 tons.
: 120 mm + 5.0 mm
(i) Hydraulic lift
:
(a) Vertical jack
(b) Horizontal jack
:
150 mm +5.0 mm (left or right)
(iv) Overall weight including :
oil & hoses
120 + 05 kg
(vi) Close Height (top of saddle :
to bottom of plate)
230+ 02mm
7.3 Continuous Rail Thermometer:
This device is used for continuously displaying rail temperature,
storing the data at pre-set interval and printing the same through
attached printing device. The main technical features of the device
are given below:
Alphanumeric LCD display :
Resolution
Accuracy
:
:
minimum size 97 mm X 22 mm of
2 lines with 16 characters each.
0.1 deg. C
+ 1 deg. C
Measurement Range
:
-05 to 85 deg. C
7.4 Train Speed Recorder
Train Speed Recorder is a device for measurement of speed of
the passing train in both double and single line track. The instrument
can be preset at any desired speed upto 200 kmph and the print out
will mark all speeds above the preset speed as ‘ excess speed’. The
main technical features of the recorder are given below:
i) Range of Speed
ii) Traffic condition
iii) Mode of speed
Measurement
:
:
:
iv)
:
v)
vi)
Tolerance of speed
measurement
Calendar and time
recorder
Weight of the instrument
:
:
01 to 200 kmph
Bi-directional on double lines.
Repetitive speed measurement on
passage of atleast every fourth
wheel set.
01% for all speeds.
High stability crystal based real
time clock to drive calendar & time
with an accuracy of 1 micro sec.
Maximum 20 kg (Approx.)
including battery, cable etc.
8.0 CONCLUSION
Track maintenance and laying require right type of machine,
trained manpower and acceptability of mechanised way of track
maintenance and laying works. With modern track structure, there is
no other option but to switch over to mechanised maintenance & laying
practices. Counseling/training of the users at the grass root level,
solving the field problems, proper maintenance and repairing
infrastructure at divisional level are the key points to enhance the
acceptability of mechanised system of maintenance and laying of
track.
PLANNING AND DEPLOYMENT OF TWO BCMs
ON SAME LINE AND IN SINGLE BLOCK SECTION
T.V. MAHAGANAPATHY *
SYNOPSIS
Deep screening is one of the regular track maintenance
activities to be done once in 10 years. In PSC sleeper track it is
essential to deploy BCM for deep screening work for ensuring
quality and high progress. Even though the BCM gives more
progress than the manual deep screening in normal conditions,
the traffic density and availability of line blocks, compelled us to
think about deploying more than one track machine in a single
block section. The deep screening work by BCM involves imposition
of speed restrictions in addition to line block requirement. To
maximize the utilization of speed restrictions and line blocks, two
BCMs were deployed for ballast cleaning work in the same block
section in SSE/P.Way/Ambur section. The experience gained is
brought out in this technical paper.
(A) PLANNING
1.0 ASSESSMENT OF BALLAST REQUIREMENT
1 m length of track was deep screened at every 1 km and quantity
of ballast deficient was computed. The deficiency was 0.6 to 0.65
cum per meter length of track.
2.0 PLANNING OF SIMULTANEOUS ACTIVITIES
Following activities were planned and executed simultaneously
1. Isolation of LWR
2. BCM working
3. Destressing
4 Replacement of broken sleepers.
5. Recoupment of missing fastenings.
6 Ensuring Zero missing fittings.
* SSE/P.Way/Ambur
1
7. Painting of liner seat
8. Shifting of liner seat.
3.0 PRELIMINARY WORKS FOR DEPLOYING LARGE SCALE
ON TRACK MACHINES
3.1 Foot by foot survey was conducted prior to deploying BCM.
3.2 Fixed structures likely to infringe cutter movement are noted
and MCD for cutter chain diagram was prepared.
3.3 Infringements, which can be cleared, were cleared as shown
in following photos:
3.4 Structures like bridges with inadequate clearance for cutter
chain working were excluded from BCM working.
3.5 Ballast collection was done along side. Ballast from Depot
collection was arranged for locations where along side
collection is not feasible.
3.6 Survey of inadequate cess and low cess locations was done
for discharging of muck at needed locations.
3.7 Stabling line with adequate capacity for stabling eight machines
is available at adjacent station at PCKM. The Line capacity of
stabling line was adequate for stabling camp coach of machine
staff also. At VN where stabling line is not available permission
for temporary occupation of loop line was obtained.
2
3.8 There was difficulty in getting water, power supply, and toilet
effluent disposal to camp coach. To overcome this problem
i)
A temporary water tank was erected near stabling line.
ii)
A vacant quarter was allotted as rest house for
machine staff.
3.9 Diesel stockyard was created near stabling line.
3.10 Watch man was arranged at stabling site for round the clock
guarding of machines and materials.
4.0 MULTIPLE TRACK MACHINES WORKING
View of multiple track machines ready for line block working.
4.1 Following Track Machines were Arranged to Work in One
Block Section
1. BCM 337.
2. BCM 343
3. Duomatic 8059
4. DGS 350
5. Duomatic 8020
6. UT 8770
UT 8770 was used as stand by for use in case of failure of Duomatic.
3
5.0 REQUIREMENTS OF SUPERVISORS
S.No
Activities
1
2
3
4
5
Tamper two machines
BCM two machines
Welding
De stressing
Casual renewal of sleepers
& Other activities
Total
Requirement
of JE/SE
1
2
1
1
1
6
The minimum requirement of JE/SE is difficult to provide.
Presently work sites are managed with 50% of requirements. If full
requirement of JE/SE are provided there is scope for further
improving quality.
6.0 OTHER ACTIVITIES
6.1 Removal of guard rails and check rails
6.2 Obstructions such as cables, joggled FP removal
6.3 Portable welding plant for reconditioning of Track Machine tools
6.4 Checking of parameters during tamping and BCM working
7.0.CONTRACT FOR BCM WORKING
Contract for BCM working was awarded with following provisions.
1. Screening of ballast left out by BCM at shoulder portions
2. De-stressing
3. Rail cutting
4. Hole drilling
5. BCM line block working
6. Welding
7. Post tamping work
4
(B) DEPLOYMENT OF BCMS
8.0 BCM WORKING – PRE REQUISITES.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Following were ensured for deployment of BCM
Minimum ballast cushion 250 mm. This requirement was
already achieved during cushioning work. Hence no lifting of
track was done.
Foot by foot survey to assess width of ballast, cess width, land
availability for waste disposal.
Survey and plotting of longitudinal profile and re alignment of
curve
Gas cutting and welding plant for reconditioning tamping, BCM
tools and cutting and removing obstructions.
Peg marking of final levels
Signal rod, cables likely to infringe BCM cutters shifted
temporarily.
Approaches to bridges that cannot be screened by the machine
screened manually.
Opening of LC programmed.
Sleeper’s fastenings intact.
Special precautions for disposing soil while working in cutting
and station yards.
A trench of 30 cm depth and one metre width should be made
for lowering cutter bars duly re-spacing of sleepers.
9.0 WORKING METHOD WHEN DEPLOYING TWO BCMS
Two BCMs in a block section can work in three possible ways:
9.1.Two BCMs can work in the same direction.
5
9.2 BCM can work in opposite directions from centre of block
section to either end
9.3.Two BCMs can work in opposite direction from either ends
towards centre of block section .
All the three methods were tried at different stretches and
progress achieved is as follows:
m
m
6
m
10.0 ADVANTAGES AND DISADVANTAGES OF DIFFERENT
METHODS OF WORKING
10.1 Advantages of BCM working in Same Direction
a)
Work was done with single work caution with overlapping speed
restrictions. Pre decided output was achieved.
b)
Effective supervision and control was possible as all machines
are working in close proximity.
c)
No confusion to drivers in observing speed restriction as it
was single overlapping speed restrictions in a block section.
d)
Length of caution and engineering time loss were least
e)
Work can be done with single tamping machine
10.2 Disadvantages of BCM working in Same Direction
a)
During failure of BCM progress of two days works getting
affected due to programmed progress could not be achieved
on that date and BCM has to be deployed for screening previous
day left out work
b)
Shifting of cutter chain to be done daily.
c)
Optimum utilization of rear BCM is not possible.
10.3 Disadvantages of BCM working in Opposite Direction:
a)
Work was commenced with a single caution. As the work
progresses it becomes two work cautions with over lapping
speed restrictions.
b)
On completion of each days work distance between BCM
increases requiring independent supervisors for each set of
machines.
c)
Length of caution increased.
d)
Two work cautions in the same block section caused confusion
to some goods train drivers while observing second caution
due to over lapping of train formation in both the cautions.
10.4 Advantage of BCMs working in Opposite Direction:
Optimum utilization of both the BCMs is possible from the second
day onwards.
7
11.0 ACTIVITIES AND SPEED RESTRICTIONS
11.1 During the entire period of work rail
temperature was recorded and it was
460 to 480 and within temperature range of
t d +10 0 C to t d -20 0 C (t d =46 0 ; range of
temperature 26 0 to 560)
11.2. Operation During Traffic Block
a) Lowering of cutter bar
8
b)
When the machine starts working one person should move
with the machine to watch for obstructions to cutter chain.
c)
Immediate stopping of machine in case of obstruction to cutter
chain for taking corrective actions.
d)
Screening to be stopped 30 minutes before expiry of traffic
block to permit closing and clearing within the block time.
e)
If the machine stopped moving during work closing of clean
ballast out let to be ensured to avoid heaping up of screened
ballast at one place.
f)
Safety switches provided to sense the mast to be kept on to
avoid waste disposing conveyer hitting against electrical mast.
g)
Safety helmet and mask to be worn by all staff working with
machine.
h)
While closing work 5 sleeper spaces are left without ballast, to
be filled with ballast manually.
i)
Checking vertical and lateral clearances before clearing line
block.
j)
Posting of watchman at cutter bar location.
k)
One round of tamping along with DTS after BCM speed can be
raised to 30 kmph.
11.3 Rear Packing and DTS Working
a)
Availability of adequate ballast at shoulder and crib for 20 mm
lift was ensured.
b)
Training out of ballast for locations where along side collection
was not feasible was done.
c)
Squaring of sleepers and spacing adjustments was done soon
after BCM working.
9
d)
Marking of proposed levels at 30 m interval was done.
e)
Marking beginning and end of transition curve and SE was
done. The cumulative frequency of versine variation was above
85% hence re-alignment of curve was not done.
f)
Heaping of ballast in tamping zone
g)
Lift limited to 50 mm.
h)
Recording of track parameters was done soon after packing.
11.4 De-stressing Work
a)
De-stressing was done after one round of packing with
Duomatic machine and one round of consolidation with
DGS 350 machine.
b)
Cutting of LWR was done at 500 m interval to facilitate shifting
of liner seat and De-stressing.
c)
Ensuring zero missing fastenings was done along with
destressing work.
d)
Painting of liner seat & Shifting of liner seat were also done
during de stressing.
12.0 POST TAMPING OPERATIONS TAKEN UP ARE
a)
Checking and tightening loose fastening
b)
Replacement of broken fastening
c)
Dressing of ballast
d)
Re-fixing of check rail and guard rail removed
e)
Clearing the muck disposed by BCM
10
13.0 PROGRESS AND SPEED RESTRICTION
During the deployment of two BCM the progress achieved and
time taken for relaxing speed restriction are as follows:
Above progress was achieved for line block of three hours and actual
working time of 100 minutes (excluding travel time, setting time
and closing time of BCM)
11
14.0 SAFETY OF WORK SPOT
14.1 Track protection during line block and men for piloting
arranged
14.2 Special whistling caution for adjacent line was issued
14.3 Track parameters were recorded soon after BCM as well
as tamping.
(C) CONCLUSION AND RECOMMENDATIONS
1.
Deployment of two BCMs is advantage as daily progress of
deep screening is about 800 m.
2.
A stretch of 8 km of track was deep screened within 12 days in
SSE/P.Way/Ambur section.
The rapid progress of deep screening is also with following
problem areas requiring further refinement. Following are some
of the problems I have faced, likely solutions for the problems
are also furnished for trial adoption.
2.1.Contract for BCM Working
Contract for BCM working was awarded for activities listed in
Para 7.0
As the length of Deep screened stretch increases rear works to
be done also increases, Contractor did not have adequate men to
meet the needs.
12
The normal process of termination of contract does not work for
line block activities, as termination of contract will affect BCM
working.
z To tackle such a situation the probability of selecting two
contractors for track works can be considered. If L1 & L2
contractor are selected in case of failure of L1 contractor,
L2 contractor can be deployed to take up the left out works.
z
There can be a special condition stating that in case of failure
of L1 contractor during the execution of work the work will be
got done by L2 contractor at short notice, risk amount will be
recovered from L1 contractor, so that progress of works will not
be affected on grounds of termination and risk tender procedures.
Currency of L1 & L2 contractors will be same. Agreement for
L2 contractor to be drawn duly mentioning that he is wait listed
contractor and shall be ready to take up the work at short notice
during the currency period.
2.2.Execution of Welding Works
Presently SKV welding needs are met through two ways.
z
Track welding contract executed by portion manufacturing firm
itself.
z
SKV Welding done by departmental authorized welders with
portions supplied to railways by manufacturer.
For works like BCM number of joints to be welded is about 10
welds for each km of track. As need for welding is less it is difficult
to fix
track welding contract executed by portion manufacturing
firm. Hence welding needs are met by SKV Welding done by
departmental authorized welders with portions supplied to railways
by manufacturer.
Problems faced in this type of welding are that it is difficult to
ensure quality of consumables including portions. Added to this
problem due to the practice of first in first out method older portions
and consumables are sent to welding works, keeping new supply
intact.
Present method of first in first out is a serious threat to quality
welds due to prolonged storage of consumables including portion.
13
z
2.3
To over come this problem we can try execution of welding
works through works contractor, with portion and consumables
purchased from authorized manufacturers by works contractor
himself duly hiring qualified staff from portion manufacturer or
railways, so that fresh portions and consumables can be used
for work and long storage of welding portions by field officials
can be avoided.
Transporting Diesel from P.Way Depot to Work Spots
Presently diesel for the requirements of track machine is
transported from P.Way depot to base depot by zonal contract
agreements. There is also loss of diesel during transit due to spillage
and leakage.
z
To over come this problem the probability of fixing contractor
for transporting diesel from oil Company to various base depots
of division on demand can be considered.
2.4 Screening of Ballast left out by BCM on Shoulder Side:
z
Instead of the method of screening the ballast left by BCM on
shoulder side manually under the contract, provisions may be
made for removing the ballast from shoulder and putting into
center of track before actual BCM work as a pre-block activity
z
Alternatively BRM can be made as one of the machines working
alongwith BCM
14
PLANNING & DEPLOYMENT OF TRACK MACHINES.
RAJESH AGARWAL*
SYNOPSIS
The perennial problems of vacancies of Gang Men and their
continuously increasing age profile is leading to reduction in efficiency
of manual maintenance of track. The track structure has become
heavier. The deployment of track machines has become inevitable.
The amalgamation of Track Machines Organization with open line
P.Way set-up and their co-herent working has become the need of
the time. Proper infrastructure for repair of Track Machines, basic
needs of Track machine staff and maintaining their motivation level
are of utmost impotence for achieving high productivity. This paper
touches upon various factors, which have helped in achieving the
above goal.
1.0 INTRODUCTION
The introduction of Track Machines has helped to maintain the
track geometry. The machine organization has been developed as a
separate setup within engineering department. The cadre of staff upto
supervisory level is deferent. This is necessary due to expertise
required for operating and maintenance of machine. These machines
have to maintain the track structure. This track structure is directly
under the control of P.Way supervisor. Hence, there are two streams
of staff working for the common goal. At times the disputes between
the two organizations are inevitable. These problems have to be kept
under check by proper management at higher levels.
2.0 CONVENTIONAL MAINTENANCE & TRACK STRUCTURE
The problems with manual maintenance system adopted in the
past are well known. The role of this manual maintenance has changed.
This manual maintenance of track depends upon availability and
physical ability of Gangmen. The ban on recruitment of men power for
many years has withered away the manual maintenance gangs.
*Sr. Divisional Engineer (HQ), Western Railway, RATLAM
1
The total number of sanctioned posts of Gang men over Ratlam
Division is 3616. The vacancies existing during 2004-05 is 528. The
efficiency is further decreased due to adverse age profile of available
Gangmen. The average age profile is reflected in the following table:
Age profile of Gangman
2004-05
Age Group
No. of Gangman
%
Up to 30 year
81
2.24
>30Yrs to 35 yrs
120
3.31
>35Yrs to 40 yrs
482
13.32
>40Yrs to 45 yrs
1510
41.75
>45Yrs to 50 yrs
942
26.05
>50Yrs to 55 yrs
330
9.12
>55Yrs to 60 yrs
151
4.17
3616
2
99.96
2.1 Track Structure of the Division on Broad Gauge :
The broad feature of the track structure over Ratlam Division is
as follows:
“SLEEPERS”
SECTION Total
Length
SLEEPERS
PRC
ST
CST-9
W
97.56
101.31
1.34
9.57%
0.13%
TRACK STRUCTURE B.G.
TOTAL
1058.02
%
857.80
81.08% 9.22%
“RAILS”
SECTION Total
Length
52 KG
RAILS
90 R
75 R
60 R 50 R
531.30
4.63
-
-
-
49.35% 50.21% 0.44% -
-
-
60 KG
TRACK STRUCTURE B.G.
TOTAL
%
1058.02 522.09
The BG section is being maintained by track machine as well
as with the available men power.
3.0 TRACK MACHINE ORGANIZATION OVER RATLAM DIVISION
The track machine organization over Ratlam Division comprises
of one AEN (TMC) assisted by Chief Track Machine Foreman.
3
The machine wise staff detail are tabulated below :
Machine
Operator /
Forman
Skilled
Khallasi
Unskilled
Khallasi
CSM – 935
2
2
5
DGS-352
1
1
3
Unimat-8287
3
2
5
UTV-003
1
2
2
FRM-80
2
3
4
BRM-121
1
3
1
KBCM-121
3
2
5
PQRS
1
4
3
3.1 Infrastructure of Track Machine Organization :
3.1.1
The residential accommodation for the staff is provided at
Divisional HQ. More number of quarters are being arranged to
increase the present satisfaction level of 0.38. Camping
coaches have been made available along with machines. These
coaches are periodically repaired by interacting with other
branches like Mechanical and Electrical. Rest Houses for Track
machine staff have been provided at Piplod, Dahod, Meghnagar,
Ratlam, Nagda, Ujjain, Bercha, Shujalpur and Sehore.
3.1.2
One Divisional Maintenance Centre exists at Ratlam.
3.1.3
Divisional maintenance center at Ratlam has been provided
with facilities as below.
4
Sr
Description
Area
1
Total Floor area
2241 sq m
2
Total covered shed
986 sq m
3
Office space
45.6 sq m
4
Pit line length
20 m
5
Apron track
31 m
6
Under ground fuel tank
20 KL
7
Diesel fuel dispense
One
8
Equipments:
i)
3 phase welding plant
One
ii)
Chain pulley block
One
iii)
Portable welding set
One
At the DMC extensive improvement has been done by providing
complete machine shop concrete floor, repairs to covered shed
and Office of Chief Foreman (TMC).
3.1.4
Cash imprest of Rs.15000/- for purchase of small essential
spares & repair of Track machines is sanctioned with
Sr.DEN(HQ). Further upto Rs.25,000/- local repairs to track
machines may be executed .
3.1.5
Rest house facilities are available at the DMC office at Ratlam
for the staff coming from other Division along with Track
machines.
4.0
Some successful case studies:
The Track Machine Organization over this Division is fully
integrated with P.Way set-up. Some case history of successful
track machine utilization using T-28, Night PQRS, UTV and
regarding major repair of CSM-935 are described below.
4.1
CSM-0935:
Since commissioning of Machine in March 1993 on Ratlam
Division, 7500 km tamping has been done. The IOH which is
normally done at ZMC were planned and executed for the first
5
time on Western Railway in any DMC at Ratlam. Following
main repairing works were performed:
i) Replacement of Tamping bank.
ii) Replacement of Machine Engine
iii) Reconditioning of Important accessories like lifting unit,
Satellite beam, Bogie wheels & feeler rods etc.
iv) Cleaning and pressure testing of hydraulic oil coolers and
Engine radiator.
v)
Recharging of hydraulic equmelator by N2 gas and refitting
the same.
vi) Replacement of Hydraulic and pneumatic hoses.
vii) Complete painting of the machine.
All these above works were carried out with limited resources
and within a very short time that is of 10 days. The failure rates of this
machine have decreased. The time that would have been lost in
movement of machine to and fro Ratlam and ZMC at Valsad was also
saved. The Performance of machine during last four years is as follows:
Year
2000-01 2001-02 2002-03 2003-04
Tamping done in km
731
902
945
927
4.2 Point & Crossing laying Machine (T-28)
Ratlam Division used one set (2 Nos.) of T-28 machine during
2003-04 and 64 turnouts were laid. The machine was used in different
manner for switch laying, complete turnout laying, simultaneous two
switch laying etc. during day and night traffic blocks depending upon
the site condition.
Working of machine required preparation and preliminary
arrangement for smooth execution and proper laying. Some important
points are as under:
i)
ii)
6
Selection of location for out side linking of switch/turnout
according to feasibility for T-28 machine working,
transportation of switch/turnout to be replaced etc.
Unloading of PRC sleepers, switch and crossing at proper
place.
iii)
iv)
v)
vi)
Planning for T-28 machine unloading machine BFU and
stabling
Linking of switch/turnout in proper shape, line and level
with all respect including Signaling work.
Making of desirable smooth path for machine working
during block even during monsoon.
Arrangement of sufficient wooden blocks as packing
pieces for machine working etc.
The layout was improved. This involved re-locating OHE masts
and shifting of SRJ & Crossing.
A View of T-28 lifting full Turn-out
4.3 UTV - 03
First Utility vehicle of “Phooltas” make on Western Railway was
commissioned during October 2003 on Ratlam division. The machine
comprise of two vehicles, One is machine it self along with telescopic
crane of 10 MT capacity, other BFR for carrying materials. The UTV is
able to collect, transport and unload Rail, Sleepers etc. The UTV is
very useful to collect released materials from the section as well as
station yards. The machine has been utilized to make “Released
materials free zone” in Ratlam Division and saved lot of manpower
and led to utilization of surplus materials.
7
The UTV machine working were planned to remove unused/
released materials from the section due to heavier vacancy of Gangman.
In first phase Ratlam yard and Nagda-Godhara sections on Rajdhani
route was planned and completed. In second phase Nagda – Bhopal
and Ujjain – Indore is planned and work is in progress.
Following works have been carried out by the machine :
1) Removal of released material i.e. rails and sleepers etc. from
PQRS yard Ujjain and transshipment of the material from BG
to MG BFR, for further use in MG for secondary CTR. About
14,000 RM rails were transferred in this way within 38 days.
2) The released and unserviceable material lying in the sections
between Nagda-Godhra were already been picked up to the
nearest station yards and sections were made released
material free zone. Within one year period 4821 Rails 7454
sleepers from mid section have been lifted departmentally.
The materials, which were picked up, were lying in the section
since long because of non-availability of proper means of transport
and road approaches. The lot of man power was saved by getting this
job done through UTV and the work which were not feasible otherwise
were carried by the machine. The unguarded released material removal
improved safety of track.
A view of UTV machine
8
4.4 PQRS Night working
In Ratlam-Nagda and Ujjain-Bhopal section primary renewals of
PSC 52 Kg. Track with 60 Kg. PSC were sanctioned and in UjjainDewas-Indore (IDU) secondary TSR with released 52 kg PSC sleepers
were sanctioned. Both the renewals were planned simultaneously with
PQRS. The released panels of the primary CTR track were planned to
be used directly on the secondary CTR locations through PQRS
working at both the place. In IDU section even a two hours traffic
block is not possible in day time due to heavy rush of passenger
trains. Hence, night working of PQRS was the only option. Planning
of the work was as under:
(1)
PQRS working on Primary renewal site in day and secondary
renewal site in night were planned. The PQRS rake in as it is
condition from primary renewal site was planned to be shifted
directly to the secondary renewal site.
(2)
At secondary renewal site only PQRS working was planned
in night and other preparatory and post works were planned
in day time.
(3)
For night working of PQRS sufficient lighting arrangement
with four sets of generators, eight high power halogen lamps,
along with one complete as spare were planned. One portable
light set for portals movement was also planned.
32 km secondary TSR was executed through night working of
PQRS successfully in IDU section of Ratlam division. While execution
of the night working of PQRS following activities were monitored
vigorously.
(4)
i)
Working of different groups of machine staff, P. way
supervisor and contractor supervisors & labour.
ii)
Movement of rake
iii)
Site preparation for day and night work.
iv)
v)
PQRS yard working.
P. way material feeding.
Movement of the rake was planned on the same day to the
secondary site for night PQRS working. Second day rake was
planned for unloading of secondary released materials and
loading of new panels for primary CTR. This way for day and
9
night PQRS two day blocks and two night blocks each week
were planned and executed. The direct use of primary site
release track panels saved lot of activities and hence saved
lot of revenue
5.0 THE FINAL RESULT
5.1
The improvements effected thro’ better management of Track
machine has ultimately resulted in maintaining the track
geometry to a good level of acceptability. The 3 year TGI values
of Rajdhani route over the division are as follows:
Comparative TRC result for last 3 years on GDA-Ratlam-NAD
Section
Section
Line
DIVISION DN
UP
Sept’ 2002
Sept’ 2003
Sept’ 2004
TGI
CTR
TGI
CTR
TGI
CTR
102
89
94
77
97
82
98
84
95
80
106 88
5.2
The successful utilization of T-28 has enabled provision of Fanshaped PRC layouts at all way-side stations on Rajdhani route.
The panel interlocking on Indore-Dewas-Ujjain section could be
completed using T-28 for laying PRC turnouts. The sectional
speed is now increased from 75 KMPH to 100 KMPH in single
line section.
5.3
The scattered material lying on the cess has been removed
increasing the safety from miscreants. The same material has
been used for yards and MG sections in secondary works.
5.4
The continued PQRS has helped in completing the scope of
PQRS in Ratlam division. Now, according to feasibility, CTR
through PQRS of loop lines of the stations is being done.
10
6.0 CONCLUSION
The management problem of integrated work involving track
machine organization and P.way staff needs human touch and
arrangement of basic needs of TMC. Once these items are taken
care of, the desired result automatically pour in. The time spent in
improving the facilities is worth and is better utilized than time spent
in fire fighting. The enhanced productivity and low failure rates are
proof in themselves for above premise.
11
ROLE OF SMALL TRACK MACHINES IN
CONSTRUCTION OF TRACK
NARENDER KUMAR*
B.P.AWASTHI*
SYNOPSIS
Due to growing traffic and introduction of heavier track structures,
faster and more efficient methods of track maintenance and
construction are needed to be evolved. Track relaying/construction
by TRT, PQRS involves huge investment and these machines are
costly assets. There is a wide gap between manual construction and
relaying/construction of track by TRTs/PQRS. Though relaying/
construction is not desirable by manual means, better quality and
progress of track construction can be achieved if Small Track
Machines are extensively used on construction/relaying projects. The
use of Small Track Machines is quite economical and is essential for
quality and safety as well.
1.0 GENERAL
In the changed socio-economic scenario, role of Small Track
Machines has increased for quality maintenance and construction of
track. Thirty three types of Small Track Machines have been developed
on Indian Railways. These Small Track Machines/tools can be
effectively used for day to day maintenance, laying and construction
of track, thereby reducing the manual labour content.
Objective of this paper is
To bring out the causes of poor usage of Small Machines,
Action to be taken for improving the present position,
To introduce the P-Way engineers to some of the Small Track
Machines which can be extensively used to achieve better
quality / progress of track construction.
To evaluate economy in usage of small track machines.
* Director/Track Machine
1
Introduction of these machines would help in development of skilled/
semi-skilled labour, availability of which will be better than unskilled
labour presently being employed by the contractors on track
constructionprojects. This will reduce the dependence on unskilled
labour.
1.1 Causes of Poor Usage of Small Machines
Poor acceptability of small track machines in field is caused by
so many factors. Experience of IR personnel on Small Track Machines
is limited due to:
a) No or improper training,
b) Non-availability of proper system of procurement of
consumables.
c) No facility for transportation of small machines and
d) Improper maintenance system.
e) Human nature of non accepting a new practice over an old one.
1.2 Action to be taken for Improving the Present Position:
Following immediate steps must be taken to overcome the above
factors:
a) Designing system for procurement of Small Machines and their
consumables.
b) Proper training at the time of supply of machine.
c) Practical solution for transportation of man and small machine.
d) Proper maintenance system.
All railways have been instructed to compulsorily arrange
training by the manufacturer at the time of supply of machines. A
positive step has already been taken by introduction of small track
machine manual which is under approval. The manual will address
the other problems by evolving a system of procurement of machines
consumables and their maintenance. The problem of transportation
of Small Machines is being tackled through development of Rail cum
Road Vehicle, which is under trial. Other alternatives available on world
railways are also needed to be looked into. Contractors doing the
track construction work can also be asked to procure and deploy
Small Track Machines for all activities which can be mechanized.
Railway Board vide letter no. 2003/Track-III/TK/6 dated 06-08-2003
has circulated the accepted recommendation of committee on use of
Small Track Machines elaborating guidelines regarding conditions for
2
usage of Small Track Machines to be included in the tender documents
of all track construction projects.
1.3 Small Track Machines which can be Extensively Used in
Track Construction
In many of the construction activities small track machines must
be deployed for efficient and economic execution of construction works
like laying of sleepers, linking of rails, welding, laying of turnouts etc.
Adoption of right type of small track machine for a specified job will
not only increase the work out put but also it will render a quality
execution. Few track construction activities for which Small Track
Machines are available have been discussed below:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Rail drilling
Rail cutting
Weld trimming
Rail profile weld grinding.
Rail loading/unloading on BFR/BRH.
Material transportation on rail.
Track lifting and slewing.
Sleeper spacing.
Track tamping.
2.0 SPECIFIC CONSTRUCTION ACTIVITES
2.1 Rail Drilling
Rail drilling is an important activity of track construction in which
about 200 holes per km are to be drilled for laying a three rail panel
track. A small light weight machine has been developed in addition to
the conventional drilling machine.
3
This machine makes hole by cutting only the perimeter of the
hole (core cutting) rather than cutting and removing complete material
of the hole (Conventional drilling). Power pack is a two stroke, petrol
driven engine or single phase, electric driven engine. Holes are made
with broach cutters of desired diameter. The time taken to drill a hole
in the web of 60 kg 90 UTS rail is about 30-40 seconds, weight of the
machine is less than 20 kg. Machine is a bit costly as presently it is
being imported. Only one man is required for its transportation /
handling/lifting and drilling holes as against 3-4 persons for an ordinary
mechanized drilling machine weighing about 65 kg. So cost recovery
is quite fast due to saving in manpower.
2.2.
Rail Cutting
Rail cutting becomes an important construction activity where
second hand released rails are used.
Two types of machines are in use, namely, (i) Saw type and (ii)
Disc type.
2.2.1 Saw type rail cutting machine
Saw type rail cutting machine is an engine driven sawing machine
weighing upto 70 kg and can give a perfect cut in rails of any section
from 60 R to 60 kg section. The engine is air cooled, petrol start and
kerosene run having 2 to 3 HP rating at 3000 to 4000 rpm. The time
taken to cut a rail section depends upon the rail metallurgy and blade
quality and ranges from 10 min to 20 min. The machine can easily be
handled by two men (one skilled and one unskilled). The machine
can be rolled to the work spot either on cess or on rail by the wheels
fitted to the trolley of the machine.
The machine is economical for track construction works as it can
work continuously.
4
2.2.2 Abrasive type rail cutting machine
Abrasive rail cutting machine is a light weight state-of-art, fast
cutting equipment which cuts the rail by abrasion and not by sawing.
The cutter is very useful where cutting time is important. The average
time taken for cutting 90 UTS rails of 60 kg section is within 5 minutes
whereas 52 kg sections are cut within 3 minutes. The tolerance of
square-ness for both, vertical and lateral, surfaces is + 1 mm. The
cutting machine is powered by a 7 h.p. portable engine integral to the
cutting unit which can impart rotations as high as 7000 r.p.m. The
abrasive cutting wheel is 4 mm thick and having 400 mm outer dia
and 22.23 mm bore. The disc is fitted to the power shaft, which is run
by the engine. The weight of the cutter including clamping arrangement
is about 35 kg. One operator is sufficient for operation.
2.3. Weld Trimming
Whether it is construction or maintenance of track, weld trimming
is compulsory for trimming extra weld material left during AT welding
of rails. Operated by an external power pack, the trimmer is very
handy equipment and can trim the red-hot material within one minute
for any rail section including and upto 60 kg, 90 UTS. The overall
weight of trimmer including trimming unit, power pack and trolley is
less than 175 kg. The carrying trolley is having nylon wheels (for
running on cess) as well as double flanged wheels (for running on rail)
which eases the transportation of the machine.
5
The power pack unit comprises of a hydraulic pump (with
directional controls) coupled with an air cooled petrol / diesel engine
having minimum continuous rating of 3 HP. The weld trimmer is easily
handled by two men (one skilled and one unskilled).
2.4.Rail Profile Weld Grinding
The finishing of rail weld after trimming is efficiently done by rail
profile weld grinder. The rail profile weld grinder is a compact grinding
machine powered by an in-built air cooled engine (petrol start, kerosene
run) / electric motor and total weight is within 80 kg. Electrically
driven grinder weighs only 33 kg. Cup-shaped grinding stones are
used to grind the weld profile and the machine has top and side guide
rollers, which enable the grinder to tilt upto 900 deflection for grinding
top and faces of the rail head. For operation of the machine one man
is sufficient. Grinding time is about 15 minutes, which depends upon
the quantity of left over material after trimming.
6
2.5. Rail loading/unloading on BFR/BRH wagon
Rail loading/unloading is a huge labour extensive exercise and
introduction of higher UTS rails demands increased care in the
handling process. If handled manually a lot of unwanted stresses are
induced in the rail panels.
The powered rail loader/unloader attachable to BFR/BRH is useful
in loading and unloading of single rails and three rail panels. One rail
loader / unloader set can be attached to one BFR/BRH without any
special modification of the wagon. The rail loader / unloader consists
of a column (built up structure), a cantilever (built up beam) and a self
powered winch assembly which can lift/lower the rail by rail clamp
and wire rope and after lifting the rail, the same can be traversed
along the width of the BFR / BRH. Each hoist, having lifting capacity
1-2 tonnes, is operated by an operator sitting in a small cabin attached
to the hoist engine for operating the winch assembly. Time for fitting
one rail unloader set to the BFR / BRH is about 20 – 30 minutes.
Time required for loading / unloading of single rail is about 2 to 3
minutes including clamping and de-clamping work. Three men are
required for operation and no power block is required.
The rail loader / unloader set has been developed by one firm
which has been approved for placement of trial orders by the zonal
railways for the manufacture and supply of this equipment (vide
Railway. Board’s letter no. 96/Track-III/TK / 32 dated 04.2.2002).
2.6.Track Lfting and Slewing
The newly laid track requires a lot of labour inputs for lifting and
alignment to bring the track parameters as per the track laying
standards. These activities can be very efficiently performed with the
help of handy track jacks and TRALIS.
7
2.6.1 Hydraulic track jack
Hydraulic track jack is a very handy and simple hydraulic
equipment for lifting track upto 80 mm at a stretch. The weight is
only 13.5 kg (maximum) and is easy to operate and handle. It can lift
a load upto 15 tonnes vertically with maximum close height is 166
mm + 3 mm. It can easily be handled by one man. The jack is noninfringing type and can be released instantaneously on the face of an
approaching train.
2.6.2 Hydraulic track lifting-cum-slewing device (TRALIS)
Lifting and slewing of track can simultaneously be done with
this equipment. TRALIS is a hydraulic equipment and comprises
of one lifting and one slewing jack (double acting) fixed together.
The jack assembly is operated by an external hand pump. The
directional control of the hydraulic oil is also actuated through
D.C. valves attached as integral part of the pump. The vertical lift
of the jack is 80 mm with 10 t load whereas capacity of horizontal
jack is 5 t and it can traverse upto 100 mm (50 mm on either
side). Overall weight of the equipment is within 60 kg. The
equipment can easily be handled by two men.
8
Now a 15T higher version of TRALIS has been developed and is
under trial order; The salient features are:
Vertical lift
:
120 mm
Horizontal traverse
:
150 mm on either side
Vertical jack capacity
:
15 t
Horizontal jack capacity :
7.5 t
This higher version is more suitable for construction projects.
2.7. Transportation of Material on Rails
A newly developed self propelled light weight trolley with trailer
is very useful for construction sites for carrying small track machines
and P.Way materials like fittings & fastenings etc. Overall weight of
the system is 330 kg (160 kg + 170 kg trolley) and payload capacity
is 1000kg (trailer – 700 kg + trolley 300 kg). The trolley, powered by
petrol/diesel engine is having seating capacity for five persons (front
3 + rear-2) and can run at a speed upto 20 km/h. One manufacturer
has been approved by Railway Board for trial of this trolley with trailer
by railways. The trolley can be lifted by four men.
9
2.8 Sleeper Spacing
Squareness and exact spacing of sleepers is of prime importance
for a newly laid track. The modern track tamping machines require
exact sleeper spacing for proper tamping operation. Exact spacing
cannot be achieved in manual laying of track without a sleeper spacer.
Sleeper spacer is a very simple hydraulic equipment which comprises
of a hydraulic jack of 8 tonnes capacity having 125 mm hydraulic
stroke. Overall weight is only 14 kg. The jack is placed in between
the sleepers near rail seat and operated by the hydraulic pump
attached to the jack. Being light in weight, the sleeper spacer can be
handled by one man. Reaction rods are used in the adjacent sleepers
where re-spacing/squaring is not required.
2.9 Track Tamping
Proper packing of newly laid track is important as on-track tampers
or any other vehicle can not be entered in the section without being
sure of adequate packing of each sleeper. The light weight off-track
tampers are intended for packing of track just after construction before
heavy on track tampers are deployed. One set of the equipment
consists of four nos. hand held off-track tampers with tools and two
generators. The tampers are very light in weight (14.5 kg including
tamping tool) and can impart vibrations in the range of 900 to 2200
blows per minute during packing of sleepers. The tampers are powered
by external generator (230V AC at 8.5 amp). The average output is
forty to fifty sleepers per set of tampers per hour. Four operators are
required to operate one set of four tampers with one additional man to
look after the generators.
10
2.10 Activities performed by common power pack
Presently, emphasis is on development of one common power
pack for all the machines which usually perform at a work site.
Electrically driven Rail drilling, Rail cutting, weld trimming and Rail
profile grinding machines with a common power pack for welding sites
have already been developed. For the same activities hydraulic
machines with a hydraulic common power pack are being developed
for Indian Railways.
3.0 ECONOMICS OF SMALL TRACK MACHINES
Per unit cost has been calculated for each activity discussed
above and has been compared with manual unit cost of the activity
and has been tabulated below. It clearly reveals that inspite of initial
cost investment in Small Tack Machines, the unit cost of each activity
is cheaper if mechanized, as compared to manual cost. And above
all quality of work output is much superior.
11
S.N
1.
Name of
machines
Approx.
cost.
(Rs.)
Light Weight Rail
200,000.00
Drilling Machine
2.
Unit cost of work done
By using
By manual
Machine
effort
(Rs.)
(Rs.)
4.57 per
38.4 per hole
hole
Rail Cutting M /c
i) Saw type
Remarks
122.40 per cut
35,000.00
117.56 per
--
cut
ii) Abrasive disc
60,000.00
type
3.
Weld trimmer
cut
1,10,000.00
(Power Pack
5.
Rail Profile Weld
Grinder
40.42 per
weld
version)
4.
148.86 per
trimming
40,000.00
38.88 per
weld grind
Power Rail Loader 1,65,000.00 22.90 per rail
attachable to
per crane
BFR/BRH.
6.
Self Propelled
3,25,000.00 20.98 per KM
--
Note:
i) Effective
working
63.00 per
hours per
weld
day is
trimming
taken as 5
hrs.
101.00 per
ii) Daily
weld grind
wages of
96.0 per rail workmen
is taken as
Rs.200/plus 20%
57.60 per Km overhead.
Light Wt. trolley
with trailer.
7.
Hydraulic Track
6,5000.00
Jack 15t capacity
8.
Hyd. Track lifting
3.86 per lift
(80mm)
52,000.00
Cum Slewing
15.36 per lift
(80 mm)
29.45 per
230.40 per
slew (50 mm)
slew (50 mm)
Device (TRALIS)
9.
Hydraulic Sleepers
8,000.00
spacer
46.48 per
69.12 per
sleeper
sleeper
respaced
respaced
10. Off-Track Tampers 5,00,000.00 18.11 per
(One set consists
per set
sleeper
57.60 per
sleeper
4 tampers &
2 generators)
4.0 CONCLUSION
In view of the above discussion, in the present scenario of
construction and relaying of railway track, construction wings should
endeavour to use more and more small track machines for
construction/relaying of railway track in order to keep pace with quality
and productivity along with cost optimisation.
12
PLANNING, UTILIZATION AND PERFORMANCE OF
ON-TRACK MACHINE ON INDIAN RAILWAY
S.K.SINGH*
D.S.PRAJAPATI**
SYNOPSIS
On Track machine is a costly sophisticated but effective system
of track maintenance for modern track structure. Now it has a great
importance for track Engineers. Proper and meticulous planning for
deployment of track machines, its proper utilization can result better
performance of the machines and thereby a good quality of track
standards. There are no. of problems related to effective utilization
of the track machine. In this paper effort has been made to explore
various ways and means for effective planning, utilization and ensure
better qualitative output by on track machines.
1.0 INTRODUCTION
Indian Railway is the largest means of transportation managed by
a single management in the world. With the use of heavier track
structure, increased sleeper density, enhanced train speed and traffic
density, the time for track maintenance is reducing rapidly day by
day. Traffic density which was 7.45 million units in 1970-71 has now
increased to 16.85 million units in 2001-02. Meaning thereby, the
work which is presently being done by means of manual method has
to be done by the track machines that too in lesser time. Moreover
number of staff which was 15.453 lakhs in 2001-02 has been reduced
to 14.719 in 2002-03. Therefore no any option is left except to go for
mechanised maintenance. On Indian Railway there are two types of
track machine
a) Large/On-track machine
b) Small Track Machine
Since on Track machine will be used only in traffic block, therefore
planning utilization and its performance monitoring needs to be very
carefully examined during day to day working in the actual field.
*
**
Assistant Research Engineer/TM , RDSO, Lucknow
Jr.Engineer/Engg-I/TM, RDSO, Lucknow
1
2.0 PLANNING FOR DEPLOYMENT OF MACHINE:
Working of all types of machines shall be managed and controlled
by Zonal Railways at head quarter level. Based upon the maintenance
needs, track renewable needs, availability of blocks, an annual
requirements of the machine shall be prepared taking into consideration
requirement of construction organization over Zonal Railway. Detail
planning shall be based on chapter-5 of Indian Railway track machine
manual –2000. Moreover following aspects must be taken into
consideration while planning for deployment of track machines.
2.1
Base Depot Location
Base depot of the track machine shall be centrally located in
the section where actual work is to be carried out. It will reduce
the transit time to /from work place. All basic facilities shall be
made available at the base depot location. A typical layout for
base depot shall be as per IRTM Manual – 2000.
2.2
Loco requirement and Loco Power availability
There are some machines which needs loco for working during
block or for base depot work. While planning the requirement of
track machine for a zonal railway, a MOU shall be signed among
engineering department and power control etc. at division/ head
quarter level. This MOU shall be circulated to all divisions at
the time of circulating annual planning of on track machine. Any
change in MOU shall be approved by Divisional Railway Manager
at the division level and by GM at zonal railway head quarter
level. Proper co-ordination among the senior officers at division/
headquarter level is required for proper control over such issues.
2.3
Block requirement and availability
Depending upon previous year performance for different types of
track machine work, block requirement shall be prepared for
different works. Availability of block shall be monitored effectively
for proper work output. Non availability of block or block refusal
shall be viewed seriously. Post block work shall be properly
witnessed by a responsible official.
2.4
Necessity of Ballast
Foot by foot survey for ballast shortage shall be carried out by
SE/P-way of each section and it should be verified by respective
AEN of the section. At times, it is seen that quantity of ballast
is not sufficient for proper working of track machines. In such
2
case speed restriction is to be imposed for want of ballast as a
temporary measure. It may also cross the limit of the speed
restriction as per allowance given for engineering department at
division level. Since ballast feeding takes a lot of time, therefore
indent for ballast shall be placed at proper time giving extra
margin of time so that activities of track machine working is not
hampered.
2.5
Speed Restrictions - While drafting the annual requirement of
different track machine, engineering officials must have an
exercise that speed restriction in his jurisdiction should not
exceed the time frame allowed at division/head quarter level.
Speed restriction chart shall be available with SE/P-way /AEN
level for ready reference.
2.6
Output of Individual Machine – After each block, output of
the individual track machine shall be properly monitored at division
level so that future requirement for deployment of machines can
be undertaken. Deployment of Gangs after work shall be ensured
as per requirement.
2.7
Effective availability of Machine
Effective utilisation of machine shall be monitored properly taking
into account time allowance for periodical maintenance/ IOH/
POH during that year for any particular track machine. The
productivity and the utilization of machine is joint responsibility
of the division concerned as well as the track machine
organization. The role of track machine organization is to make
their machine available in prefect working order for doing various
maintenance work. The arrangement of traffic block and its proper
out put as well as effective utilization is the responsibility of
division concerned.
2.8
Priority/Target for completion of project/works
Depending upon the requirement given by the division and
availability of the machine, the priorities and targets shall be
fixed at the zonal head quarter level and annual deployment
programme of track machine shall be circulated to all divisions
in advance. All divisions should carefully plan the man power/
consumables/etc. for proper utilization of machine during traffic
block. Once the programme of deployment of track machine is
issued by headquarter, the division shall deploy the track machine
accordingly.
3
2.9
Co-ordination between Branch Officers
Proper co-ordination among different branch officers shall be
made for effective utilization of track machine and traffic block
(specially with TRD and S&T) in order to do proper pre/during/
post block works. A MOU shall be signed among different branch
officers at division level also.
Keeping above items in view, if planning for deployment of track
machine has been made, there is every possibility to have better
quality output and there by good quality of track standards.
3.0 UTILIZATION OF TRACK MACHINE
For each of track machine, the block hours per machine and
output of the track machine is fixed by the Railway Board. Analysis of
deployment of machines on different zonal railways and performance
of the some important track machine have been done in following
tables for the year 2002-03:
CSM
SN Rly No. of Rly. Bd’s
m/c
target/hr
Progress Actual
Shortfall %age
KM
obtained
shortfall
(sleepers)
1
C
8
2000sleeper 0.85
1309
691
34.55
2
E
5
2000sleeper 0.93
1432
568
28.39
3
N
6
2000sleeper 1.06
1632
368
18.38
4
NE 2
2000sleeper 0.92
1417
583
29.16
5
NF 2
2000sleeper 0.82
1263
737
36.86
6
S
6
2000sleeper 0.67
1032
968
48.41
7
SC 6
2000sleeper 0.82
1263
737
36.86
8
SE 7
2000sleeper 0.93
1432
568
28.39
9
W
8
2000sleeper
0.93
1432
568
28.39
IR
50
2000sleeper
0.88
1357
643
32.15
4
BCM
SN Rly No. of Rly. Bd’s
m/c
target/hr
1
2
3
4
5
6
7
8
C
E
N
NF
S
SC
SE
W
IR
5
5
4
1
3
3
4
4
29
250m
250m
250m
250m
250m
250m
250m
250m
250m
Progress Actual
KM
obtained
(sleepers)
0.09
90
0.11
110
0.08
80
0.14
140
0.07
70
0.11
110
0.16
160
0.15
150
0.11
114
Shortfall %age
shortfall
160
140
170
110
180
140
90
100
136
64
56
68
44
72
56
36
40
55
DGS
SN Rly No. of Rly. Bd’s
m/c
target/hr
1
2
3
4
5
6
7
8
9
C
E
N
NE
NF
S
SC
SE
W
IR
4
3
3
1
1
3
2
4
3
24
1400m
1400m
1400m
1400m
1400m
1400m
1400m
1400m
1400m
1400m
Progress Actual
KM
obtained
(sleepers)
0.85
850
1.02
1020
1.28
1280
0.81
810
1.36
1360
0.67
670
2.1
2100
1.09
1090
2.54
2540
1.30
1302
Shortfall %age
shortfall
550
380
120
590
40
730
-700
310
-1140
98
39.29
27.14
8.57
42.14
2.86
52.14
-50.00
22.14
-81.43
6.98
DUO(BG)
SN Rly No. of Rly. Bd’s
m/c
target/hr
1
2
3
4
5
6
7
8
C
E
N
NF
S
SC
SE
W
IR
2
6
5
1
2
4
5
2
27
1500sleeper
1500sleeper
1500sleeper
1500sleeper
1500sleeper
1500sleeper
1500sleeper
1500sleeper
1500sleeper
Progress Actual
KM
obtained
(sleepers)
0.76
1170
0.56
862
0.66
1016
0.44
678
0.36
554
0.57
878
0.78
1201
0.7
1078
0.60
930
Shortfall %age
shortfall
330
638
484
822
946
622
299
422
570
21.97
42.51
32.24
54.83
63.04
41.48
19.92
28.13
38.02
From the above table performance of these commonly used track
machine on Indian Railway indicates that:
i)
Shortfall in achieving the targets has caused huge financial
loss to IR and under utilization of capacity of track machines.
ii) As per IRTM clause 5.2 of Chapter-5, adequate block have not
been ensured by zonal railways due to various reasons.
5
iii) Poor performance of these important track machines may be
due to :
Optimal traffic block not granted.
Lack of pre block works in the sections.
Un-planned deployment of track machines
Brake down of the track machines
It is clear that all most all track machines are under utilised
compared to target fixed by Railway Board. After analysis, it has been
found that some measures are to be adopted to ensure the traffic
block as per IRTM. We must understand that traffic blocks are costly
for railway system, hence a method is required to be evolved to ensure
the utilization of track machine in a most economical way.
4.0 PERFORMANCE OF TRACK MACHINES
Performance of the track machines will greatly depend upon the
up-keep of the machine. Attention must be given to following aspects
while carrying out the regular inspection of the machine by open line
officials. These are necessarily required for getting best out put from
any track machine. Some following important aspect for commonly
used track machines shall be kept into consideration.
4.1 In case of Tamping Machines
Quality of pre tamping work.
Squeezing pressure required for the work
PSC
sleeper
110-120 kg/cm2
ST
sleeper
100-110 kg/cm2
CST 9
sleeper
90-100 kg/cm2
Vibration motor pressure.
Condition of tamping tool.
Setting of tamping depth.
Squeezing time- 0.4 to 0.6 second.
Track parameters after tamping.
Out put of the machine.
Proper functioning of brakes/horn/light.
6
4.2 In case of Ballast Cleaning Machines
Minimum 250 mm of ballast cushion (caked+clean).
Obstruction by OHE and S&T department to be removed.
Arrangement of proper quantity of ballast.
Four hour traffic block for effective utilization of machine.
Provision of LWR manual to be followed:
All level crossing to be opened in advance.
Gas cutting equipment to be made available on the
machine.
Complete and tight fittings to hold rail with sleeper.
Proper functioning of brakes/horn/light.
Proper ramp at start and closing at the time of day’s work.
Depth of cut as per site condition.
4.3 In case of Dynamic Track Stabilizer
Frequency range to be selected within 32 to 37 Hz.
Pressure variation range shall be 60-80 bar.
Effective load range 230-290 KN.
To be used after tamping machine work.
Complete and tight fittings to hold rail with sleeper.
Adequate quantity of track ballast.
Working temperature of ZF Gear Box.
Ensure proper functioning of brakes/horn/light.
5.0 Performance/productivity can be increased by getting work done
by any track machines with minimum expenditure on the
operation and maintenance of the track machine. Following point
needs to be considered for improving the productivity:
i)
ii)
iii)
iv)
v)
vi)
Logical deployment/ suitable grouping of machines.
Availability of traffic block.
Reducing brake down time .
Timely spare parts management.
Control over expenditure.
Technical competence and working environment.
7
vii) Welfare of officials working with track machines.
viii) Providing Walkie-talkie set for easy communication with
engineering control.
ix) Obeying proper maintenance schedule as per IRTM.
x) Maintenance of brake down register with its remedial
measures.
6.0 CONCLUSION
On track machines are highly cost intensive but efficient means
for maintenance of modern high speed track. IR should not purchase
any non-compatible machine. Its deployment should be logical and
only need based. We can not afford losses of traffic block and these
costly machines since IR is investing crores of Rupees towards track
machine for betterment of track. In order to ensure safety we should
make our track world class with proper understanding of need for
procurement, planning and deployment of track machines.
At last but not the least, a few points for consideration to all of
us for the sake of IR betterment are:
a)
b)
c)
d)
e)
f)
g)
h)
8
Are all the manuals made for accident enquiries only.
Are we obeying the clauses of IRPWM/IRTM.
Is traffic block is only responsible for poor out put of track
machine.
Can we increase work out put of track machines.
Do we need different types of machines for similar work.
Requirement of separate control for engineering department
for all divisions is necessary.
Do we need improvement in working atmosphere of tamping
machine officials.
Are we doing justice to the work assigned to us.
IMPROVING INHERENT TRACK QUALITY
BY
IMPROVED METHOD OF BALLAST COMPACTION
R.K.VERMA*
SYNOPSIS
This paper brings out the shortcomings in the present practice
of ballast compaction on new lines/doublings and suggests an
improved method, which would reduce track maintenance cost and
give a better ride. This applies to track renewal/deep screening sites,
too.
1.0 INTRODUCTION:
Homogeneously compacted formation and ballast are important
factors for the durability of the track geometry. While detailed
specifications for the compaction of the earthwork are available on
the Indian Railways (IR), no details are available for the compaction of
the ballast bed. In the absence of such a specification, different
practices of ballast compaction are being followed on zonal railways.
In this paper, the author has brought out the shortcomings in the
present practice of ballast compaction, being followed on zonal
railways. He has also discussed the practice, being followed abroad
and its advantages. Finally, the author has suggested the laying down
of a detailed specification, on lines similar to the one being followed
abroad. This will reduce the frequency of maintenance tamping, extend
the ballast life and ensure good ride.
2.0 INHERENT TRACK SHAPE:
It has been observed, that the track appears to have an inherent
shape, which remains with it throughout its life. This inherent shape
appears to have been introduced into the track at the time of its original
construction. Achieving subsequent changes in this inherent shape
is very difficult. The reason for this shape is largely attributed to the
shape of the rail and the profile of the supporting ballast bed.
* Sr. Professor, Indian Railways Institute of Civil Engineering, PUNE – 411 001
1
For short wavelengths of less than 5m, the stiffness of the rail
compared to that of the ballast bed is high, resulting in, the rail,
imprinting its shape onto the ballast bed. For longer wavelengths, the
stiffness of the ballast bed is high compared to that of the rail, resulting
in, the ballast bed, imprinting its shape onto the rail.
A comparison of the longitudinal rail levels of a track before routine
maintenance (i.e. tamping, levelling and lining) and subsequent to the
routine maintenance, after the passage of certain traffic, would indicate
that these profiles are virtually identical, i.e. the track inherits its present
geometry from the long term geometry, associated with the previous
maintenance cycle.
3.0 INHERENT TRACK QUALITY
From the foregoing para, it also follows that the track has an
‘Inherent Quality’. It has been observed that:
i)
Track has an inherent quality, which is determined during the
early part of its life. It is a function of the quality of the components
from which the track was constructed, as well as, the smoothness
and the compactness of the supporting ballast bed.
ii)
Track having a good inherent quality requires little maintenance
and track having a poor inherent quality requires much
maintenance.
Clearly, the two major factors responsible for the ‘Inherent Shape’,
i.e. the shape of the rail and the profile of the supporting ballast bed,
need special attention at the time of track construction. Rails should
be straight and the ballast bed should be free from longitudinal and
cross level faults, as far as possible.
4.0 SHORTCOMINGS IN THE PRESENT PRACTICE OF BALLAST
COMPACTION
The general practice being followed by zonal railways is,
compaction by a few passes of light rollers/material trains and tamping
machines. Such a method does not give a homogeneously compacted
bed, as the compaction is carried out by crushing/squeezing action,
which acts locally and also damages the stones. Even if vibratory
rollers are used, it is not effective, as explained in para 5. Therefore,
subsequent loadings due to the traffic loads, cause uneven settlement
2
of the ballast bed, resulting in the development of long wavelength
faults, in a short period. This requires correction by tamping machines,
but, no matter how many times the track is tamped, it deteriorates,
acquiring the same shape, i.e. the ‘Inherent Shape’, which is not good
due to inhomogeneous compaction.
Another shortcoming is, inadequate compaction of crib/shoulder
ballast. This results in poor lateral stability of the track against thermal
forces of LWR/CWR and lateral forces due to vehicles. This leads to
the development of lateral misalignments, which could be severe at
high speeds/on sharp curves.
5.0 IMPROVED METHOD:
The uniformity of compaction and the homogeneity of the ballast
are of great importance because they have a considerable influence
on the uniformity of the remaining settlements and thus, the durability
of the track geometry. This can be achieved by means of a dynamic
track stabiliser (DTS), which carries out force-free spatial (volumetric)
compaction.
The tests carried out abroad reveal that ballast compaction with
horizontal oscillations is seven times more efficient than that with
vertical oscillations. The DTS works on this principle. It vibrates the
track in lateral direction combined with a vertical load for controlled
settlement. With the machine’s maximum vertical load of 240 kN,
this produces a ballast compression of 0.08 N/mm 2 . This is
considerably lower than the permissible ballast compression of around
0.3 N/mm2. Therefore, the compacting effect of DTS is termed as
force-free spatial compaction. The ballast stones re-arrange
themselves more closely together and that, without any damage. The
contact surfaces between the stones are much larger and more
frequent, as also, between the ballast and the sleepers.
The effectiveness of the compacting equipment decreases with
depth. This indicates the necessity of insertion of the ballast in layers.
The ideal combination considered, is tamping and compaction by DTS,
in layers of 70-100 mm thickness. Inhomogeneities of the ballast bed
are shown up immediately by the DTS. Any inhomogeneities are, then
smoothened out by ballasting, tamping and compaction by DTS, in
the procedure for the next layer of ballast. Correct ballasting before
every tamping cycle is of course important.
3
On German Federal Railway’s high speed lines, ballast
compaction with the DTS is carried out with full vertical load (automatic
levelling device switched off) on the last but one tamping pass (top
layer of ballast). The following operating parameters are chosen:
120 kN vertical load/rail
33 Hz working frequency
1 km/h working speed.
On the last tamping pass with the residual lifts, the DTS is worked
with the automatic levelling device switched on. The working speed of
the machine is raised to 1.2-2 km/h.
On the British Railways, the line is opened with a full speed of
200 km/h after track renewal works, in a traffic block of 48 hrs., by
adopting a similar method.
6.0 RECOMMENDATIONS:
Trials should be conducted on the IR to frame a detailed
specification for carrying out ballast compaction in layers, as described
briefly above. When this specification will be adopted on new lines/
doublings, track renewal/deep screening sites (depending on the
feasibility of traffic block), a track with good inherent quality will be
produced, which will need less maintenance and give a good ride.
4
COMPLETE SWITCH MAINTENANCE
G. ROBERT NEWMAN*
SYNOPSIS
Complete maintenance of switches, crossovers, or points and
crossings includes grinding, ballast cleaning, and surfacing. Although
most mainline tampers now can surface a switch efficiently, grinding
and ballast cleaning are essential elements of switch maintenance
that are often neglected. Efficient machines that can clean ballast
in switches and machines that can properly grind switches for correct
wheel to rail interface contact are needed.
This paper is written to describe the newest and most efficient
technologies for switch maintenance.
* President, M/s Harsco Track Technologies, USA
1
1.0 SWITCH COMPONENTS
The basic components of a switch are as follows:
1. Sleepers
2. Ballast
3. Track parts
a.
b.
c.
d.
4.
5.
unique to the switch
Frog
Points
Linkage
Etc.
Rail
Rail to sleeper fasteners
2.0 MAINTENANCE PRACTICES
Maintenance practices for the components that support the train
in the switch are described. These components need regular
maintenance to provide a smooth and safe ride for the train.
Specifically, this paper will explain the latest technology to maintain
switches. These technologies include:
1.
2.
3.
Ballast cleaning to maintain a solid foundation for the switch
Grinding to extend the life and safety of the running switch
components
Tamping to maintain surface quality
3.0 BALLAST CLEANING
In ballast cleaning projects the switches are often neglected
because large high production ballast cleaners are not well suited
to cleaning the ballast in switches. Switches have very long
sleepers to bear the weight of the train on the mainline and the
turnout. These sleepers can be up to 7 or 8 meters in length.
Adjusting the high production ballast cleaner’s cutting bar to this
length is time consuming and difficult. In some cases the length of
the bar must be adjusted twice during the cutting process. This
isnot the efficient use of such a machine.
In many cases it is decided to skip switches rather than clean
them in a ballast cleaning project, but now there is a newer type of
machine that is designed specifically to clean the ballast in switches.
This machine has the ability to cut into a switch and cut out of the
2
switch very quickly compared to the large production ballast cleaner.
No manual labour is required such as digging the longer trench
perpendicular to the track for the longer cutting bar or connecting
the extra links for the longer chain.
Machines of this type have been around for about 25 years, but
they could only spoil ballast rather than clean it. They were also
small machines that could not be transported in train like other major
pieces of track maintenance machinery. Another disadvantage of
the older designed machines is that they have to be turned 180° on
the track in order to undercut the turnout. This was a task that took
time and space and often fouled the clearance diagrams of both
tracks.
Now there is a much larger and more capable machine of this
type that can clean or spoil the ballast. This machine and its
specifications are shown on the next two pages. This new machine
can be moved in train and it can move up to six loaded spoil wagons.
In addition it does not have to be turned to undercut and clean both
the mainline and turnout of the switch.
Another new feature is that trenching wheels are mounted on
both sides of the machine. As a result the machine can be used as
a shoulder cleaner.
The recently commissioned machine can be seen operating in
the USA, and could be easily adapted to Indian Railway conditions.
This new technology machine is presented as follows:
GO4S-IIIBC
Switch Undercutter/Cleaner
3
4.0 SPECIFICATIONS
Work Capacity
Minimum cut depth of 200mm below bottom of sleepers.
Maxi mum cut depth of 360mm below bottom of sleepers. Capable
of processing 290 cubic meters per hour at 3.5 meters/min forward
progress.
Digging Components
Two digging wheels and undercutter bars for working right and
left hand turnouts and switches. Spoil material can be discharged
on hopper cars pulled by machine or to either side of track.
Ballast Shaker Screen
Two-deck type, hydraulically driven, spoiled material size under
20mm and over 75mm self leveling for operation in super- elevated
curves.
Mainframe and chassis
Structural tubular sections, long service life, full draft gear, buff
and draft loads of 120 tons.
Y27 Type bogies
Brakes
Spring applied parking brakes, air chamber actuators. Train
line brakes for in-train formation.
Drive Train:
Hydraulic motor drive at each axle (4 axles), work mode thru
planetary reducer. Maximum track travel speed of 80 kmph thru
hydraulic motors with planetary disengaged. Towing capability of
upto 6 loaded ballast cars.
Engine and Controls:
Cummins QSX 15 diesel engine, turbo-charged and charge air
cooled, 15 liter displacement, 680 HP @ 1900 RPM, EPA Tier II
compliant
Cabs
2 cabs, climate controlled, sound dampened, shock mounted.
Dimensions
Length: 22 meters, Weight: 90 Tons, Wheel base: 16 meters
4
5.0 Grinding:
As explained in section III ballast cleaning of switches with high
production machines is difficult. In a similar situation, with high
production rail grinders, it is not possible to grind switches. Rail
grinding programs to increase rail life are common with most major
railways world wide, but grinding switches is not as common.
Machines specifically designed for grinding switches have been
available for about 17 years.
A modern switch and crossing grinder is shown in the picture on
the next page. This machine has 20 grinding stones, and can
completely grind switches at 0° - 75° to the gauge side and 0° - 45°
on the field side. This includes grinding the frog and the gauge side
of the running rail at guard rails.
The picture below shows the most important safety reason to
grind rail and switches. The picture at left shows the wheel to rail
contact point close to the gauge face. This is a dangerous
condition since it can cause gauge corner cracking and eventually
catastrophic rail failure. With proper profile grinding the correct
wheel to rail contact pattern is shown after grinding in the picture
to the right.
Wheel to Rail Interface on
Gauge Corner
Wheel to Rail Interface away
from Gauge Corner (Proper
Contact)
Another reason for grinding switches is to remove surface defects
that could also cause catastrophic rail failure. An example of surface
defect before and after grinding is shown:
5
BEFORE - INCORRECT INTERFACE
• Shorten Rail Life
• Noise
• Excessive Wheel Wear
AFTER
•
•
•
- CORRECT INTERFACE
Maximum Rail Life
Quiet Rail
Extended Wheel Life
Proper grinding of switches is accomplished with grinding heads
that can articulate to create the required rail profile. A gang of
switch grinding heads are shown:
6.0 SURFACING:
Surfacing of switches with tampers has been a standard practice
for many years on most railways world wide. Therefore this paper
does not cover any details since this is a well known process, and
the machines to surface switches have been standard to most
railways.
6
7.0 SUMMARY:
With the latest technology switch ballast cleaning and switch
grinding have become feasible with methods that require little time
on the track.
It is expected that these latest technologies will do for switch
ballast cleaning and switch grinding what the switch tamper did for
surfacing switches. In other words, it is expected that switch ballast
cleaning and switch grinding will become common place for major
world railways. The result is safer, quieter, and smoother riding
railways.
8.0 CONCLUSION:
New machines are now available to efficiently grind switches
and also to clear ballast in switches. The switch grinders are
specifically designed to maintain the correct wheel to rail contact
interface for all running surfaces of the switch including the stock
rail, points, and frog. Regarding ballast cleaning in switches, a
machine designed specifically to clean ballast in switches is not
being developed. When considering the cost to replace switches,
including the time required for track occupancy, these new machines
working in a properly planned program, have a fast payback in terms
of safety and elimination of switch replacement cost.
7
NEW TECHNOLOGIES TO SURVEY AND UPGRADE
HIGH CAPACITY LINES
ING. RAINER WENTY *
SYNOPSIS
The term “High Capacity Line” cannot be unambiguously be
assigned to a certain mode of traffic. It covers a wide range from
heavy haul freight traffic over densely used lines with mixed traffic to
lines especially designated to high speed traffic. The term “High Speed
Traffic” again does not define an exact speed range, it depends on
local conditions how this term Is defined. But whenever the speed or
capacity of a line is increased, the application of appropriate track
maintenance and upgrading procedures is very important to enable
optimal and efficient use of the lines.
The continuous development and improvement of track
maintenance machines has led to a series of designs for all
applications, that not only fulfil the high accuracy demands of high
speed railroads but also provide cost effective solutions. Either by
increasing the working speed or by implementing technologies that
save precious raw materials Investment In high-tech machines with
high-tech units is worthwhile. The output of the machines for track
laying and maintenance is far greater than before and intelligent control
circuits are being used increasingly. This has decisive effects on the
work result and on the cost-effective performance of the jobs. The
focus is always on the long-term effect of a maintenance operation
and at the same time optimisation of the costs. Cheap methods,
which do not fulfil these demands, cause resulting costs not only for
the operating department but also for the maintenance department
which far exceed the original savings.
1.0 INTRODUCTION
The term “High Capacity Line” cannot be unambiguously be
assigned to a certain mode of traffic. It covers a wide range from
heavy haul freight traffic over densely used lines with mixed traffic to
lines especially designated to high speed traffic. The term “High Speed
Traffic” again does not define an exact speed range, it depends on
* General Manager Marketing and Technical Sales, Plasser & Theurer, Austria,
Vienna
1
local conditions how this term is defined. But whenever the speed or
capacity of a line is increased, the application of appropriate track
maintenance and upgrading procedures is very important to enable
optimal and efficient use of the lines.
The track maintenance technologies are developed continuously
in order to meet the demands of high performance railway traffic.
Investment in high-tech machines with high-tech units is worthwhile.
The output of the machines for track laying and maintenance is far
greater than before and intelligent control circuits are being used
increasingly. This has decisive effects on the work result and on the
cost-effective performance of the jobs. The focus is always on the
long-term effect of a maintenance operation and at the same time
optimisation of the costs. Cheap methods, which do not fulfill these
demands, cause resulting costs not only for the operating department
but also for the maintenance department which far exceed the original
savings.
2.0 HIGH SPEED TRAFFIC
2.1 Characteristics of High Speed Lines
High speed traffic is set up for the rapid connection of
conurbations. It is characterised on the one hand by the maximum
speed, but more important is, to achieve an unchanged high speed
over a maximum of the route. On upgraded lines this is often realizable
only with the use of tilting train technology.
Generally high speed traffic is divided into three categories:
Speed up to 200 kmph.
Speed from >200 to 300 kmph.
Very high speed over 300 kmph.
During a 24 hour day, high speed lines very often have only certain
periods with very dense passenger traffic so that windows for additional
freight traffic are available.
The permanent way for such routes must have a precise geometry,
very narrow tolerances must be kept in the millimetre range. Routes
for tilting trains in addition require an exact compliance of the geometry
of the transition curves to avoid maladjustment of the coach body
inclination. In spite of the high demands on the track it must be
constructed and maintained in a low-cost way to safeguard the
2
competitiveness with other traffic carriers. Although alternative track
designs as paved track are developed, the predominant part of the
high speed routes is today furnished with ballasted railway track. The
construction and maintenance methods for that were optimized since
years, the modern ballasted railway track is a very economical solution
also with regard to the life-cycle costs.
In India high speed traffic needs to be introduced on the lines
between Chennai, Delhi, Kolkata, and Mumbai. Although the speed
will be rather in the 160 k.p.h. range, the experience gained at higher
speeds highlighted problems that have to be considered at any high
speed line.
2.2 Interaction of Track and Rolling Stock
Track faults of different wavelengths stimulate the car bodies with
different frequencies. Frequencies between 0.5 and 10 Hz are regarded
as critical for the rolling stock. At lower speeds these frequencies are
caused by short wave errors, correcting the track in smoothing manner
therefore is sufficient. At higher speeds faults in track geometry with
larger wavelengths also cause considerable dynamic forces and
therefore must be eliminated. Figure 1 shows that wavelengths of up
to 100 meters must be considered at speeds of 160 k.p.h., at 350
k.p.h. even 200 meter long faults cause rolling stock reactions1. This
theoretical survey coincides with the practical experience of high-speed
operators and caused recently a change in the track maintenance
strategy of some railways – changing from smoothing mode to absolute
track geometry.
3
2.3 Absolute Track Geometry
On high speed lines deviations of track geometry from target
position have to be kept to a minimum. High speed railways therefore
use absolute reference systems for track geometry.
2.3.1 Austria, Germany
With the introduction of combined levelling- lining- tamping
machines in 1960, the general trend was to do smoothing track
correction only. It appeared very soon, that the tracks moved away
from the original position, and transition points were shifted. This
resulted in loss of ride comfort and in increased rail stresses. From
1972 onwards, in Austria and Germany therefore fixed reference points
were established on monuments or catenary masts. The position of
the track is defined in relation to the fixed points and the versines in
between (figure 2,3), the target values are saved in the general track
database.
2.3.2 France
The usual track correction method on high speed lines in France
is to use a relative measuring base considering wavelengths of up to
4
60 metres. It was observed, that long wavelength transverse or
longitudinal defects are not properly corrected and distortions appear
in transition curves after a lot of relative base tamping, causing
acceleration peaks which induce discomfort for passengers and
solicitations for the track and the number of tamping operations was
growing. Figure 4 shows the problems which arise from relative base
tamping.
To improve the ride comfort it was decided to restore track
geometry in accordance to construction rules, but to take into account
its real position. Therefore a new definition of the track target position
was necessary. When the new mapping of track geometry is finished,
track correction will be carried out in an absolute reference system,
using an automated system 2. 2003 on about 5% of the tamping
operations a classic, manual absolute base system was used. In
2008 already 70% of all maintenance tamping will be done using an
automatic absolute base track geometry system.
2.3.3 Great Britain3
Current UK Practice
In the UK track quality is assessed over 35 and 70 metre chords.
To eliminate defects, particularly over 70 metre chords, the track is
surveyed immediately before maintenance to calculate the lifts and
slues required. This can be done either by traditional manual methods
5
(measuring levels and versines with surveying equipment) or by the
tamping machine with its track measuring trolleys and on-board
computer. A ‘smoothing’ or new design is calculated to eliminate the
irregular top and line, ensuring that any tight structure, six-foot or
OLE clearances are taken into account, and the maintenance tamp
and line is executed. Track geometry today, therefore, is maintained
to a quality measure and not always by continual reference to the
original design. Furthermore, as other railways have discovered, in
calculating the lifts and slues to produce high quality, it is inevitable
that there will have to be a compromise to the datum plate offset
dimension if a complete re-survey has not been carried out.
Upgrading the West Coast Main Line
The line from London to Glasgow is the most heavily used mixed
traffic route in Britain. In 1997 a commercial contract was struck
between Railtrack, the owner of the infrastructure, and Virgin Trains
the new Franchisee for passenger trains on the route, to upgrade the
line to 140mph and introduce ‘Pendolino’ tilting trains.
The track design policy for the upgrading project includes the
requirement to register the ‘as built’ design on datum plates, fixed
predominately to OLE masts at intervals of 40 – 50 metres. Maintaining
track geometry on a railway running 125mph tilting trains requires the
urgent attention to minor discrete faults, particularly on high cant
deficiency curves, to prevent growth of the geometry defect and retain
passenger comfort. Therefore some form of Track Machine Guidance
seemed a logical requirement to be included in the emerging track
maintenance policy in the spring of 2002.
Decision Point - EM-SAT
In March and April 2002 visits were made to Austria and Switzerland
to look at the two systems and in May, following a review with interested
parties from the UK rail industry, the West Coast project team
commenced the development of a pilot using the Austrian system
developed by Plasser and Theurer. Two EM-SAT machines (figure 5)
were purchased. This system was chosen as it is compatible to
Plasser and Theurer’s ALC tamping machine guidance software fitted
to the majority of the UK track maintenance contractor’s tamping
machine fleet.
6
The Benefits:
There are many significant benefits to be gained. For the WCML
it is considered that these are:
The provision of configuration control of track design
The improvement in productivity of tamping machines as the
need to do a geometry measuring run is eliminated
Track geometry can be maintained to within +/-10mm of
design, consistently
The provision of baseline track design data to maintenance
engineers enabling them more accurately to monitor track
geometry and plan maintenance
The provision of a survey base leading to the automation of
track design
A reduction in the number of unrelated track improvement
schemes
A reduction in the number of physical track surveys for
renewals
A reduction in the number of staff having to work on the
infrastructure
The opportunity to have software compatibility between EMSAT survey data, existing on-track machine guidance software
and track design software.
The mitigation of rolling contact fatigue on the rail head by
the control of long wave alignment.
7
2.3.4 Norway4
In 1999 the first tilting trains took up regular service in parts of
Norway’s railway network. Soon afterwards there was an incident:
the wheel set axle of the powered front bogie of a tilt-bodied train
broke.
Measuring runs were made on the line between Oslo and
Trontheim. The test programme identified greater stresses generated
by certain categories of track geometry flaws at critical cross-sections
of the measured wheel set axle in stretches of line with spaceconstrained layouts. These narrow layouts were characterised by small
radii with or without trackside points of constraint. Geometry flaws
were mainly curvature changes in full curves. This resulted in the axle
being subject to massive transverse displacement. Full curves with
points of constraint and additional track geometry defects in level and
alignment created enhanced stresses and strains. The measured
results revealed that there was a close correlation between higher
stresses at critical axle cross-sections and track geometry defects
(i.e. changed curvature in tight curves). A similarly strong correlation
was observed for additional geometry flaws in level and alignment in
combination with points of constraint.
It appears to be necessary that track maintenance operations
achieve a standard compliant quality of track position so that track
geometry as a whole (rather than track position) is able to sustain the
required speeds.
2.4 Substructure
The ballast and the substructure form the basis for a stable track
and long lasting track geometry. Especially long wave errors can only
be eliminated and avoided, if ballast bed and substructure have
sufficient strength. Increase in line capacity very often demands ballast
and subgrade rehabilitation, as the lines were not designed for higher
loads and speeds.
3.0 TRACK MAINTENANCE
On high capacity tracks, the necessary maintenance must be
ensured, as for any other production plant. Production breaks for
maintenance of catenary, signaling installations, rails and fastenings
and the track geometry should be scheduled so that the customer
does not change to other traffic carriers due to unexpected production
8
breakdowns or delays. In these production breaks, it is of course
advisable to bundle the various maintenance jobs to be performed.
New tracks must be serviced accordingly from the outset. Neglect
of the maintenance in the initial phase of service life will cause inherent
failures that cannot be compensated later.
3.1 New Technologies
Track maintenance technologies are further developed continually
in order to meet the requirements of high-capacity rail traffic. It is
worthwhile investing in high-tech machines with sophisticated work
units. Machines for track maintenance have become more efficient
and are increasingly equipped with intelligent controls. This has
decisive effects on the work results and on the cost-efficient
performance of the tasks. The long-term effect of a maintenance
measure together with optimisation of the costs stands at the forefront.
Some of the latest developments and trends are:
3.1.1 Track survey
Before any efficient and precise track maintenance work can be
carried out, a track survey of the actual geometry measuring the level
and the alignment of the track has to be done. In the past extensive
manual track survey with sighting instruments was involved for this
job.
If the track should be restored to design geometry or new design
the data of the database must be made available in the track. In curves.
The EM-SAT (figure 5) track survey car enables fully mechanised
measurement of the actual track geometry using a laser reference
chord. It consists of a main machine with the computer system and
the laser receiver and an auxiliary trolley (“satellite”) which carries
the laser transmitter. Measurements are taken in a cyclic sequence:
the machine moves forward along the laser beam and deviations from
the target geometry are measured and recorded. Every 50 to 150
metres it has to stop at a fixed point and then the laser satellite
trolley is moved forward again. The working speed of the machine is
8 km/h. While the average measuring speed (including all stops) is
2.5 km/hr and besides the displacement and lifting values,
superelevation and gauge faults can also be measured.
9
The recorded data and the calculated correction values are
displayed on the computer screen in a similar manner as on the ALC
screen of the Tamping machine computer and can be reprocessed
on-board or off-board if necessary. Electronic transmission of data to
a tamping machine equipped with the ALC automatic guiding computer
guarantees highest precision and at the same time prevents any
transmission faults which can occur in manual measuring.
The experience of DB-AG (German Railway) is: accuracy of
1 mm, measuring speed of 1.5 to 2.6 km/hr and cost reduction of
EURO 3.- per metre of measured track.
The EM-SAT is not only used for track geometry survey when
preparing for tamping of the track, it is also used on track relaying
and rehabilitation sites and for the acceptance of newly built tracks. It
can also be used to establish a track geometry database where these
data are unknown.
3.1.1.1 Satellite-supported track surveying
Maintaining the fixed points is labour intensive and therefore quite
costly. Furthermore, when checking their position it is often found
that their position has changed in the range of some centimetres. The
manual measurement of the track position in relation to the reference
points slows down the measuring speed and is also a source of
inaccuracy and further costs.
For building new lines and for the survey of existing lines with
regard to their general layout, the application of the satellite-supported
Global Positioning System is already standard technology. The latest
development now is to use it also for the control of track geometry in
conjunction with track maintenance.
10
From 1993 to 1995, the Geodetic Institute of the Technical
University Graz and the Research and Testing Department of Plasser
& Theurer studied in a joint research project the possible uses of
GPS for track surveying. The objective was to answer the question
whether GPS could achieve a similar accuracy to laser reference chord
measuring methods.
The answer to this question was definitely negative. The highest
absolute alignment accuracy achievable with differential GPS is
approximately ± 6 mm. The accuracy in level is worse by a factor
between 1.5 and 2. GPS is not precise enough to be used instead of
a laser reference chord measuring system. The requirements in terms
of track correction values to guide tamping machines are about
1 mm.
On the other hand the absolute accuracy of EM-SAT
measurements using a laser chord is better than 1 mm. To determine
the chord position and hence the actual and target track geometry in
a co-ordinate system, fixed points are necessary which have the
drawbacks mentioned above.
GPS provides an elegant method of replacing fixed points. The
achievable accuracy in line of ± 6 mm and ± 9 to 12 mm in level is
fully sufficient for these purposes.
The calibration of a fixed point (spacing and height) using span
measuring methods induces costs of € 130 (plus track safety costs)
per measurement. This clearly demonstrates the savings potential of
the combined use of EM-SAT and GPS (figure 6).
3.1.1.2
Combination of EM-SAT and GPS
The geographic information system (program) used for the mapping
of the tracks is Geo++®-GNBAHN, which is a system for kinematical
track measuring5. It allows the complete recording of the track
geometry, i.e. the three-dimensional track coordinates, the
superelevation as well as the track gauge with high accuracy and
high spatial density in one operation in real-time. GNBAHN was
developed in co-operation with DB Netz AG and has already been
used successfully on many tracks of the DB Netz AG (figure 7).
11
The EM-SAT main machine is equipped with a GPS measuring
device: a GPS antenna is mounted on the roof of the machine. The
antenna’s exact geometric position relative to the wheel points touching
the rail is calibrated and recorded. Additionally, a GPS receiver of the
latest generation (simultaneous reception of Navstar and Glonass
satellites), which is linked to a computer for data recording, is mounted.
The GNBAHN program for kinematical track measuring is installed on
the computer. A non-contact gauge measuring and superelevation
measuring device provides the antenna’s relative position to the rail at
all times. Additionally the main vehicle is fitted with the non-contact
distance measuring unit, which accurately measures the distance
between the satellite trolley and the main vehicle, once the latter is
halted. This enables the relation between the curvature of the track,
the laser reference chord data and the GPS co-ordinates to be
established. On at least one calibrated reference point (at a distance
of 4 km for example), a GPS reference receiver is located and equipped
with a notebook for data recording. Both systems (reference receiver
and rover) are linked to each other via radio.
While the satellite trolley is moving forward, the GPS receiver
data are received and stored on the notebook. The system operates
on-line in real time, but off-line processing of the measured data is
recommended, as the EM-SAT continues to work with undiminished
quality even if the radio connection is interrupted. Not until the end of
a measuring period are all the collected data put together to calculate
the absolute track geometry co-ordinates and track correction values.
12
3.1.1.3 Use of the combined EM-SAT - GPS system
Simultaneous measuring of the actual track with laser reference
chords and GPS makes it possible to store the laser reference chord
(working in a local co-ordinate system) in the absolute WGS84 system
(World Geodetic System 1984) , and thus to transform the high
accuracy relative laser reference chord data into absolute coordinates
(WGS84).
Once the target position of the track is defined by its WGS84
co-ordinates, the combined system is able to measure the deviation
of the track from the target values at any time. Any point on the track,
where GPS data is obtained, may be used as a fixed point. There
would no longer be a need for defined fixed points - these could be
freely chosen (figure 8)
On unmarked track, track coordinates with a very high internal
accuracy and an accuracy in the order of 1 cm at the chord end
points are obtained. These provide an excellent basis for the layout of
a line or for line improvements by the surveying engineer. Using the
combined EM-SATGPS system has enormous saving potential
compared to geodetic measuring methods.
EM-SATs equipped with a GPS measuring device are currently in
operation on the Austrian Federal Railways and on the German Railway.
13
3.1.1.4 Incorporation of ballast profile measurement
Additionally the EM-SAT can be equipped with a non-contact
ballast profile measuring system. In the course of track surveying the
system determines the ballast situation accurately together with the
lifting values.
The system records the ballast profile by means of a laser scanner.
When the laser pulse hits the ballast profile, it is reflected and the
distance and measuring angle are registered in the receiver of the
laser scanner.
The contour of the ballast profile is computed from the sequence
of received pulses and stored at every 2m (max. speed 15 km/h). On
the computer display the measured profile is superimposed by the
image of the target profile which is selected by the operator at the
start of work appropriate to the line. A surplus (green bars) or a lack of
ballast (red bars) is separately indicated for the right and left side of
the track (figure 9). This allows the ballast profile to be checked
immediately during the measuring run. The recording results, which
can be exported onto a floppy-disk or ZIP for an in-depth office
evaluation, enable decisions to be made about the lifts to be performed
and ballast requirements.
14
3.1.1.5 Data Transfer from EM-SAT to High Performance Tamping
machine and Ballast Distribution System
The track geometry data and the information regarding the ballast
profile gathered by the EM-SAT can directly be used by the
corresponding maintenance machines (figure 10).
3.1.2 09-3X Dynamic Tamping Express
The maintenance of a track requires a range of work processes
which must be coordinated as efficiently as possible. The better the
work technologies act together, the higher will be the achievable work
output, the quality of work and ultimately the cost-efficiency.
One of the latest machine concepts for High Performance Tamping
machines is the 09-3X Dynamic (figure 11). It incorporates the
outstanding continuous action 3 sleeper tamping unit paired with two
stabilizing units on an articulated trailer. Especially for the duty on
High Speed Lines the 09-3X Dynamic is an interesting and cost
effective alternative to the use of 2 separate machines. Due to a further
15
increase in overall performance the time of track possession and thus
the cost can be reduced.
3.1.3 Ballast management
Considering that a single kilometer of a conventional doubletrack line has between 3000 and 5000 m³ of ballast (depending on
type of permanent way and track spacing) the absolute necessity for
an economical handling and management of this valuable asset
becomes obvious. The detailed knowledge of the quantities of ballast
in the track (see EM-SAT ballast profile measuring) is the first step
towards an efficient ballast management. Some sections of a track
lack ballast while others have a surplus. So the goal has to be to
regain the surplus ballast and add it where it is needed.
The combination of this task with the ballast profiling and
distribution work is at hand. The big advantage of this incorporation
compared to the previous method of loading, transportation, distribution,
reclaiming and returning the excess ballast is the saving of time,
personnel and equipment, thus achieving a much higher cost efficiency.
Two proven machine concepts could be used for this task.
The USP 2010 SWS combines high performance ballast
distributing and profiling with a ballast storage capacity of 10 m³. By
using an additional trailer the integration of a second sweeper brush
unit would be possible (figure 12).
The other alternative is the BDS – Ballast Distribution System,
successfully in operation in the USA on AMTRAK’s and Union Pacific’s
track as well as Latvia (figure 13) and Lithuania. One of the unique
features of the BDS is that the ballast storing capacity can be enlarged
as required by adding material conveyor and hopper units.
16
The BDS was introduced in May 1991. As a result AMTRAK was
able to reduce its purchase of new ballast by 71 % during the remainder
of that year, a saving of around US$ 36.000, equivalent to approx.
34.000 t of ballast. Amtrak estimated that the system paid for itself
within 2 years.
3.1.4 Ballast cleaning
A clean, elastic and homogenous ballast bed is an absolute
necessity for problem free functioning of the wheel on rail system.
Above all on high speed lines and other high capacity sections of
track, this is gaining additional importance.
3.1.4.1 High performance ballast cleaning machines
In order to minimize track occupancy times on major worksites,
the use of high capacity ballast cleaning machines is required.
This trend started with the RM 800, successfully proven in operation
for numerous years, and was then followed by other machines of the
RM 800 series and the machines of the RM 900 series achieving
cleaning outputs ranging from 800 to 1,000 m³/h. These machines are
capable of keeping up with the performances of track renewal trains,
thus accomplishing major worksites in shorter track possession times.
17
However, a high ballast cleaning performance must not be achieved
at the expense of the cleaning quality. Attempts to attain higher output
rates by increasing the material passed through a single screening
box proved to be unsuccessful. The high output rates obtained by the
machines of the RM 800/900 series were achieved through the operation
of a separate screening vehicle equipped with two vibration screening
units.
Another important characteristic is the good track geometry
available directly behind the ballast cleaning machines. A straight
subgrade with the specified cross-fall and a uniform undercut of the
excavation chain are achieved with the aid of an excavation depth
control, using either the main frame of the machine as a relative
reference base or a laser device as an absolute reference base. The
track geometry produced is determined by the ballasting system. To
prevent the formation of ballast pits at start, end and interruption of
operations as well as on sections with widely varying fouling conditions,
the transport conveyor belts as well as an integrated silo are used to
store a sufficient amount of ballast.
As a further improvement machines were developed capable of
taking ballast from MFS material conveyor and hopper units and
distributing it in the cleaned track under the machine.
3.1.4.2 RM 2002
The RM 2002 (figure 14) is a high capacity ballast cleaning
machine for plain track, in standard railway vehicle design, fully
hydraulic with own traveling drive for 90 km/h, consisting of an
excavating machine articulated connected to the screening car:
Excavating machine
The main unit is a large size excavating chain with hydraulic chain
cutter bar snap closure for short set up times. Further units are a
track lifting and slewing device, distributing conveyor belts and chutes
to bring the cleaned ballast back into the track directly behind the
excavating chain and a profiling plough for uniform distribution of the
ballast which is achieved in combination with the lifting and slewing
device.
18
A ballast hopper with 2 m³ capacity serves as a buffer when the
machine has to stop and at the beginning and end of work.
A work cabin near the working area provides excellent operating
conditions, a cabin with driver’s desk is positioned at the rear. The
excavating machine is also equipped with a drive engine for its hydraulic
system.
Screening car
The double screening unit with a screening area totalling 46 m² is
a key feature for the high output of 1000 m³/h. In superelevated track,
the screens are positioned horizontal by hydraulic operation. Conveyor
belts transport the cleaned ballast to the excavation machine, the
spoil is transported to the front end to a turning and slewing transfer
conveyor belt.
The screening car has its own drive engine. A cabin with driver’s
desk and controls for the screening unit is at the front end.
For total excavation, the screening car can be uncoupled and
used as a working drive unit behind the excavating section
3.1.4.3 RM 900
The basic design of the RM 900 (fig 114) is similar to the
RM 2002, but it is additionally possible supply of new ballast into the
ballast distribution system from the rear side of the machine.
The machine is composed of three sections:
Drive and screening car with two eccentric oscillating screens
with 46 m² screening area.
Excavating car with excavating chain, ballast hopper, slewing
distributing conveyor belt, supply of new ballast and profiling
plough.
Trailer with sweeper unit, measuring , control and recording
equipment.
19
3.1.4.4 Loading and unloading the spoil
During ballast cleaning using track bound cleaning machines
around 0.6 to 1m³ of spoil per meter of track is generated, depending
upon excavation depth and the degree of fouling. Deposit of the spoil
onto the embankment using the conveyor belt of the cleaning machine
is only possible to a limited extend. Such depositing should not be
carried out at all on cuttings. In all cases where the spoil cannot be
deposited to the side, it has to be loaded onto suitable railway wagons.
Over the last two decades the most efficient method has proven to be
loading onto MFS material conveyor and hopper units.
A material conveyor and hopper unit (MFS), consists of a special
car with the hopper and conveyor equipment mounted onto the vehicle
frame. The floor of the hopper is designed as a conveyor belt. This
allows continuous and complete loading of the MFS. A slewing
conveyor belt is positioned at the front end of the unit for unloading or
passing on the material (figure. 15).
Several models are in operation with different storage capacity,
ranging from 40 m³ (MFS 40) up to 100 m³ (MFS 250).
3.1.4.5 Future developments for ballast cleaning machines
Over the last two decades environmental protection gained more
and more significance. Nowadays goal is to achieve a sustainable
development in as many areas as possible. The almost ancient term
“sustainability”, it dates back to 1700, was newly defined by the United
Nation Brundtland Commission in 1987 as “Meeting the needs of the
present generation without compromising the ability of future
generations to meet their needs”.
20
As for the ballast from railroads a sustainable development must
focus on the reduction of the usage of new ballast in order to save raw
materials as well as on waste reduction.
If the present ballast cleaning machines are additionally equipped
with a crushing plant to sharpen the old ballast and with a ballast
washing unit combined with a purification plant (to treat the wash
water) an even higher cleaning level could be achieved. Another
advantage would be that wet ballast could be cleaned from fine
particles at a much better degree. It would be possible to reuse ballast
from sites, where nowadays cleaning is not possible, e.g. mud areas
which are containing clay.
Presently such a recycling system is already successfully in
operation on a Formation Rehabilitation Machine, of the PM 200-2 R
type.
The dense traffic on high capacity lines inspired the development
of the RM 1500, a ballast cleaning system with an output of 1500 m³/
hr. It will be delivered in May 2005 to the German contracting company
Wiebe.
Ballast cleaning cum relaying machine
The complete renewal of a section of track requires both the
cleaning of the ballast bed and the exchange of the skeleton track.
According to UIC regulation this must be performed exactly in the
following order: in the first working operation the track ballast is cleaned
using a ballast cleaning machine and then the skeleton track is
exchanged using a track renewal machine.
Since these two operations can practically never be performed in
the same track possession, the track has to be made ready for traffic
again after the ballast cleaning using tamping machines or an MDZ
mechanised maintenance train to ensure unhindered passage of trains
between the two phases of construction. Track renewal is later
performed in a second track possession, after which the MDZ will
also have to produce the correct final track geometry.
The economic costs associated with renewal work on this scale
are correspondingly high. In addition to the costs for planning, machines
and staff, worksite security, etc., there are the respective operational
hindrance costs for two complete track possessions to be considered.
Nevertheless, this a generally accepted technology today which has
been in use around the world for many years - not least for lack of
realistic alternatives.
21
The combination of ballast cleaning and track renewal in one
machine has already been discussed for some time. Above all, the
railway administrations want such a technology because the associated
saving potentials would be enormous.
RU 800 S A machine revolutionises line renewal
Now the answer is here: Plasser & Theurer is designing the RU
800 S, a continuous action ballast bed cleaning and track renewal
train. This machine combines the two working operations of ballast
bed cleaning and track renewal in one single machine. This makes it
possible to perform the renewal of sections of track in only one track
possession, with all the associated technological, logistic and above
all economic advantages. It will be supplied to the Austrian Contractor
Swietelsky in May 2005 (figure 16).
3.1.5 Formation rehabilitation
Not only the rise in axle loads and train speeds, but also the
construction of tracks on formations with low bearing capacity and
neglected drainage will lead to formation failure6. Göbel-LieberenzRichter from Dresden, Germany7, see defects in the bearing capacity
of the formation as the prototype of formation failures by which mud
pockets are created which further on by the presence of water lead to
pumping of slurry. The whole track becomes vulnerable to frost and
looses its horizontal and vertical stability. Defects in the bearing
capacity are caused by an increase in loads and speeds on existing
lines, but also by deferred ballast cleaning and blocked drainage. It
can be prevented by placing a blanket material between the ballast
and the formation. A typical attrition and mud pumping spot is shown
in figure 17.
The first indication of formation failure is the necessity of frequent
track tamping and very quick return of ballast fouling after track
undercutting and ballast cleaning. Track geometry recording cars with
the ADA 2 analysing system made by Plasser & Theurer can deliver
quality indices for the formation. The formation index is calculated on
an empiric basis and uses the twist based on l6 meters.
Today different methods are applied for formation rehabilitation
and protection, but it has been found that the application of a correctly
22
dimensioned and compacted blanket of a specified mixture of gravel
and sand shows the most durable results. In the 1930’s German Railway
(DB) found natural pits with the right composition of gravel/sand. They
started to rehabilitate track sections on clay in the Nürnberg area and
these sections still have sufficient bearing capacity today.
In the years 1954/55 DB investigated extensively gravel/sand
blankets that had been installed in the 1930’s and developed their
“substructure construction standard DV 836” which contains exact
instructions how to build a Formation Protection Layer (FPL). This
standard has been continuously improved according to the latest
research results and is the model for similar standards in other
countries.
The classic method of formation rehabilitation is to dismantle the
track and use road construction equipment to excavate ballast and
formation material, bring in the new material, distribute and compact
it and then lay the track again. This “open construction” method
provides good access to the formation but has also major
disadvantages:
The track is closed to traffic for the whole rehabilitation period,
this can last several weeks
Large amounts of material have to be transported by lorries
23
Very often the formation is to weak to carry the trucks and the
construction equipment, water traps are created which will very soon
cause new formation problems (figure 18)
The alternative is to use on track equipment which can carry out
formation rehabilitation without the necessity to dismantle the track.
In 1984 the first track bound formation rehabilitation machine PM 200
was developed by Plasser & Theurer and put into operation by a
German contractor. This machine excavates the ballast and formation
under the existing track, loads the fouled material onto special cars
in front of the machine, inserts the gravel-sand mixture behind the
excavating chain, grades and compacts the material, inserts the first
layer of new ballast and tamps the track using an integrated continuous
action tamping unit so that traffic can commence immediately at
70 km/h.
Another machine with an integrated innovative ballast cleaning
concept, which went into service in August 2002, is the formation
rehabilitation machine PM 200-2R8. With a length of 200 m, this is
the longest machine ever to be produced in a Plasser & Theurer
workshop (figure 19).
24
As a new method for ballast processing, a ballast washing plant
has been incorporated which frees the ballast of cohesive material.
Due to a separate purification plant on the machine for the wash water,
the water consumption can be kept very low despite highly efficient
cleaning of the ballast.
A large amount of ballast can be recovered and is put back on the
compacted formation protection layer that had been inserted under
the track by the machine.
On track sections with weak formation, mechanised formation
rehabilitation pays back in very short times. On such sections the
annual track costs can be eight times as high as on sections with
good formation. The cost of the machine operation is paid back within
the first two years.
4.0 CONCLUSION
The continuous development and improvement of track
maintenance machines has led to a series of designs for all
applications, that not only fulfil the high accuracy demands of high
speed railroads but also provide cost effective solutions. Either by
increasing the working speed or by implementing technologies that
save precious raw materials.
25
LITERATURE:
1
2
3
4
5
6.
7
8
26
Haigermoser, Dr. Dipl.Ing. Andreas: Demands of rolling stock
on track quality, paper delivered to working committee track
of ÖVG on 2004-11-08
Le Bihan, André: Track geometry maintenance on high speed
lines – SNCF’s experience, ÖVG Conference “Optimising the
Wheel/Rail System – Quality, Cost Efficiency, Financing”, 14.16. September, Salzburg, Austria
Spoors, Richard: Introduction of fixed point based geometry
on British tracks, ÖVG Conference “Optimising the Wheel/
Rail System – Quality, Cost Efficiency, Financing”, 14.-16.
September, Salzburg, Austria
Gåsemyr, Hallstein; Ly, Jon N; Müller, Roland: Recent findings
in vehicle-track interaction, ÖVG Conference “Optimising the
Wheel/Rail System – Quality, Cost Efficiency, Financing”,
14.-16. September, Salzburg, Austria
Wübbena, Gerhard; Lahr, Bodo; Marx, Lothar; Lichtberger,
Bernhard: GPS satelliteassisted track surveying on German
Rail, Rail Engineering International, 2003/4, p. 13…16
Selig, Ernest T;. Waters, John M.: Track Geotechnology and
Substructure Management.Thomas Telford Services Ltd,
London, 1994. pp. 10.9-10.19
Göbel, Claus; Lieberenz, Klaus; Richter, Frank: Der
Eisenbahnunterbau (The Railway Formation). German Railway
(DB)-Fachbuch No 8-20, Eisenbahn Fachverlag, HeidelbergMainz, 1996. pp. 164-173
Beilhack, Fred: Planumsverbesserungsmaschine der zweiten
Generation (Formation Rehabilitation Machine of the Second
Generation) PM 200-2 R, ETR Eisenbahntechnische
Rundschau.–. No 4/2004, pp. 225-228
ELECTRONICS MONITORING SYSTEM OF
PATROLLING
ALOK TIWARI*
SYNOPSIS
Patrolling of track by keyman & patrolman is a vital activity.
However except patrol chart there is no foolproof method
available to check that the keyman/patrolman has actually done the
patrolling of the track in the section. With development of technology
in electronics it is possible to check this.
A new Electronic Monitoring System has been developed&
introduced in Bangalore-Mysore section of Bangalore Division in
South Western Railway. The paper describes the system in detail &
its advantages and cost benefits.
1.0 INTRODUCTION
In Indian Railways, Keyman patrolling of railway track is a vital
activity, which ensures safety of travelling public and train services
at large. With its vast network of railway tracks, spread over the
country and with more than 63,000 route km of track, the
continuous vigil of the railway track has its own importance.
Keyman is of vital importance, because he is the nominated guard
of the track all the times to ensure safety of the train operation.
There are number of incidents, where alert keyman has averted
several untoward incidents and thus saved lot of lives. With the
latest technology developments, an attempt is made for introducing
the electronic surveillance system in track patrolling.
2.0 PRESENT SYSTEM
At present, the keyman of a particular gang walks over his
entire beat length (about 6 km on each line in double line and about
12 km in single line) per day for checking the conditions of track to
ensure safe passage of trains. After completing his beat length
inspection, he will carry out the programmed works as set in his
diary. His presence will be checked during trolley inspection, Foot
plate/LV /IC inspections by higher officials.
* Sr. DEN/Central/Bangalore, SW Railway
1
3.0 DRAW BACKS IN EXISTING SYSTEM
The existing monitoring of track patrolling is not fool proof
and is prone to errors and is very difficult to cross check. It is mainly
depending on the sincerity of the individual doing keyman patrolling.
During inspections, the presence of keyman is noted, but the existing
system does not ensure, whether, the keyman covered entire beat
& if so, what time? Availability of keyman & patrolling of beat is
necessary in Indian Railway system, more particularly, when law
and order problems are increasing day by day. With increase of anti
social activities, it is utmost necessary to ensure that keyman does
patrolling regularly every day, round the year. There is no accurate
and cost effective system available so far for better surveillance of
the keyman patrolling system.
4.0 E–TRACKING:
To over come the above said draw backs, the system of
E- tracking is developed and introduced in Bangalore – Mysore
section of Bangalore division in South Western Railway.
After many round of discussion, M/S Techmech Engineers/
Bangalore was engaged to develop Electronics Monitoring
System. This was installed on experimental basis for a length of
one gang beat in Bangalore – Salem. The system was continuously
checked for about one and half year and the performance was found
satisfactory. This system was found to be useful for better monitoring
the keyman patrol and also night patrolling. After field trials, the
E-tracking system is now implemented in Bangalore – Mysore section
of South Western Railway.
The system consists of concealed passive tags fixed along side
the track at specified locations and hand held proximity readers
with interface facilities with mobile printer and PC connectivity. The
reader is powered by a self contained rechargeable and the
ocation identifier, without any need for power source. The tag is
weather proof and can be embedded under cement plaster to
prevent pilferage.
2
The system shall consist of the following:
Tag
Reader
PC interface
Personal Computer
Portable Mini Printer (Optional)
Mains Charging Unit
Personal Computer
Portable Mini Printer (Optional)
Mains Charging Unit
TAG is a credit card sized non-powered, passive electronic device
containing a unique ID. Tag is weatherproof and maintenance-free.
The Tag is designed to be concealed within cement plaster and is
able to operate.
READER is portable, the size of a TV remote control with built-in
rechargeable battery. It has simple operations.
4.1 Operation
The Reader is brought within reading range (about 10 cms) of
the Tag and activated by pressing a button. The Reader automatically
acquires the Tag-ID and stores it along with the date and time of
acquisition and switches itself off. The LED turning from Green to
Red and a double beep confirms this. If no Tag is found during
power-on the Reader switches itself off in four seconds, that is, the
Green LED stops glowing. The Reader is provided with two
connectors. One for data downloading and the other for battery
charging. No physical contact is needed between the Reader and a
Tag for data acquisition.
The PC interface connects the Reader through a standard serial
(RS232) port of a PC and is able to download data from the Reader
in to the PC. The mains charging unit is used to periodically recharge
the built-in battery. A fully charged battery can ensure a minimum
of 100 readings in the field.
4.2 Minimum System Requirements:
A standard Pentium Personal Computer, with at least 64MB
of RAM, 2GB Hard Disk, Monitor, Keyboard, mouse and Serial Port
3
is required to download Reader Data. A suitable Dot-matrix, Laser
Printer or Ink-jet printer is required to print various Reports.
4.3 Technical Specifications:
TAG:
Size
: 50x85mm, 5mm thick.
Weight
: Less than 20 grams
Placement
: Can be fixed externally or
concealed within wall plaster
Power requirement
: None
Length of Tag ID Data word : 120 bits.
Operating Temperature
: 0 to 60oC
READER:
Size
Weight
Power requirement
:
:
:
Battery life
:
Minimum Capacity
Data storage capacity
:
:
Power requirement for
Data retention
Estimated data latency
Read range
Portability
:
:
:
:
Charging unit
Interface
Software
Compatibility
:
:
:
:
4
70x130mm, 25 mm thick
Less than 250 grams
Through built-in NiMH
rechargeable battery
At least 2 years and about 500
recharge cycles
5000 readings
About 5000 Tag ID’s with date
and time stamp
None
About ten years
5 to 10 cm.
The Reader shall be provided with
a zipper carry case, which can be
worn around the neck.
DC Adapter
RS232 Interface and cable
Download and Reporting Software
Microsoft Windows
operating system
INTERFACE UNIT:
Size
Weight
Power requirement
Cable ends
:
:
:
:
80x52mm & 30 mm thick
Less than 50 grams
None
9 pin D Shell and RJ11
CHARGING UNIT:
Size
Weight
Input Voltage
Output Voltage
Current
:
:
:
:
:
80x48mm, 50 mm thick
Less than 100 grams
230 V AC
12 V DC
250 milli Amps
OPTIONAL ACCESSORIES:
Portable Printer
Technical Specifications for
Size
:
Weight
:
Power requirement
:
Battery Type
Printer Type
Interface compatibility
:
:
:
Paper Size
:
Print speed
Capability
:
:
Portable printer.
Portable
Less than 500 grms
Dual option to work on batteries
and AC Mains
Rechargeable
Dot matrix
Interfaces with Reader through
RS232 to print Reader Data
Standard 57mm width
plain paper rolls
15 CPS
Prints Reader ID, Tag ID,
Individual ID
Date and time of recordings
5.0 BRIEF MANUFACTURING AND TESTING PROCEDURES
A single board is used for the reader and for the interface unit.
These boards are double-sided Plate through Hole boards. 80 % of the
electronic components are Surface Mount Devices and do not have
any lead wires. The populated PCBs are soldered. The microprocessor
is loaded with embedded software. The PCB is assembled inside the
enclosure. The real time clock is reset and calibrated.
5
The reader is connected to the PC through interface unit. Once
the reader is tuned on, the communication will be between the
Reader and PC. Once the data in the Reader is down loaded to the
PC, the data in the reader will be erased. In the case of hand held
printer, the data in the Reader will not erase even after printing.
5.1 Installation
Installation of Tags is carried out under the supervision of the
Engineer in charge. The Tags are embedded in existing concrete
surfaces which are permanent such as Parapets of bridges, Bases
of signal posts, Hectometer posts, Km posts etc., alongside the
tracks. The Tags are fully covered by a layer of cement and additional
markings for the purpose of identification can be painted. Fluorescent
markings could be ideal for this purpose
Antenna
Interface Cables
Populated
PCB
Rubber Spacers
(Place Holders)
Enclosure
Mounting
Screws
Interface Unit Assembly
Reader Unit Assembly
Battery Compartment
6
1.0”
Track
Milestone
/Distance
Post
Embedded Tag
302
400
2.3”
3.5”
5.2 Mode of Working:
The Keyman carries the Reader in a carry case. The Reader is
clicked on and brought near a Tag. The Reader instantly acquires
the Tag ID and stamps it with the current date and time and stores
the same securely within its permanent memory. The Reader can
acquire more than a hundred readings before needing a re-charge.
When required, the Reader can be charged from the mains through
the charging unit provided. Neither the Reader nor the Tag needs
any type of maintenance. Any standard PC through the interface unit
provided can download the accumulated data in the Reader. The
Reader has a capacity to store around five thousand readings at
which point in time it can be erased after downloading the data to a
PC. The Reader is again ready to store five thousand readings.
A small re-chargeable battery powers the Reader. Hence, there
is no recurring cost. It is very light and small in size. The Reader
acquires the data from the electronic Tag without any contact, not
even a direct line-of sight requirement. Once acquired the data is
retained indefinitely. Even if the battery is removed, the data is intact.
7
The outer casing is made from a superior engineering plastic-ABS.
Thus it needs no painting or any other maintenance.
The Reader has a capacity to store about 5000 readings. This
can be printed out in the field itself by using a small field printer.
Any standard PC through the interface cable provided can generate
more comprehensive reports.
5.3 Reports
Data reporting software is provided with the system. This
software enables the Administrator to generate reports either of the
entire range of data stored in the computer database or selectively
between any two user specified dates. The stored data can also be
exported to any other standard computer formats. Thus the reporting
software provides a very powerful tool for the management to check,
control and manage the track patrolling and hence track integrity
and passenger safety. A second provision allows for downloading
of data in raw format directly to a portable field printer without the
need for a computer. This offers an ideal solution for scrutiny by
the PWI during his inspections of the track and key-men.
5.4 Print outs
Extracts of live data from the field show the following:
Date of patrol – the actual date on which the key-man
checked the track
Time of patrol - the actual time of day when the
key-man checked the track
Location ID - the actual location on the track which
the key-man had traversed
Name of the person who did the Patrol for the given
date
The results are reliable and the field people cannot tamper them.
The print outs can be taken for different options, such as location
wise, date wise, Reader ID wise, Personnel ID wise. Summary
reports, consolidated reports, list of locations and unvisited points
etc can be obtained from the PC. The print out from the portable
printer will give date, time, reader ID and tag ID. It can be printed in
ascending order or descending order. It is very friendly without any
complications. Print out of key man & security patrolling are shown
in Annexure I & II.
8
6.0 ADVANTAGES
The E - Track system removes any doubt by providing absolute
record of all track patrols performed.
Since the track location ID is stamped with time and date of
recording electronically, the system is absolutely tamper-proof.
Further, since the records are held permanently in memory, the
same provides even at a later date incontrovertible evidence
for any eventual enquiry.
This protects the integrity of railway operation by all the persons
concerned.
It also protects the key-men from being falsely victimized.
This improves safety, as there will be some fear among the staff,
that they are being monitored regularly.
This can be adopted not only for key man patrolling but also for
monsoon patrolling, security patrolling and any other patrolling,
since the tags are installed at every km, important bridges,
vulnerable locations etc,
By assigning personnel ID to individual key man/ patrolman, it
can be ascertained whether the patrolman has actually gone or
not.
Simplicity of operation.
No special skills/training is required to operate.
Maintenance free.
Accurate patrolling data is available at any time for any
reasonable period
Works effectively in any type of terrain and weather proof.
No power supply is required in mid section for operating.
This will not interfere with any of existing installations such as
track, signal, cable, trains etc,
Cost effective and comparatively reliable system for monitoring
patrolling,
7.0 ECONOMICS OF E- TRACK SYSTEM
The cost for effecting this system in 131 km stretch of SBC9
MYS section is only about Rs.2.44 lakhs or Rs. 1862 per km of
track. When compared with the monitoring of safety related key
man patrolling, this amount is meagre. There is no recurring
expenditure involved, since the tags are fixed permanently. The
procurement of software is also one time exercise. There is no
maintenance expenditure, except to keep the readers in working
condition, which may be about Rs.500 per Reader. This works out
to about Rs.12,000 per year for 24 Readers, which is very marginal.
8.0 CONCLUSION
This E tracking system has been implemented in full SBC- MYS
section of South Western Railway and the results are very
satisfactory. Among the systems available at present for better
monitoring of track patrolling, E- tracking will definitely better others.
10
ANNEXURE-I
Look out man at Vulnerable Un-manned L/C 34 at Km 40/0-100
in SBC-MYS section.
Patrol Date: 03/11/2004
Reader ID: 1234
Tag ID
Time
Location
SE/P.way
Name
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
1048
6:54 Hrs
7:23 Hrs
7:55 Hrs
8: 12 Hrs
8:53 Hrs
9: 18 Hrs
9:58 Hrs
10: 11 Hrs
10:38 Hrs
11 :08 Hrs
11:22 Hrs
11:46 Hrs
15:06 Hrs
15:06 Hrs
15:36 Hrs
16:53 Hrs
17:40 Hrs
17:52 Hrs
19:02 Hrs
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
40/000-1000
Channapatna
Rudra
Ballaiah
11
ANNEXURE II
Key man patrolling in Channapatna section in SBC –MYS section
Of Bangalore Division
Patrol Date: 1/12/04
Reader ID: 5549
Tag ID
Time
1053
1052
1051
1050
1049
1048
1047
1046
1045
1044
1044
1045
1046
1047
1048
1048
1049
1050
1051
1052
1053
7:33 Hrs
7:50 Hrs
8:09 Hrs
8:31 Hrs
8:46 Hrs
9:10 Hrs
9:22 Hrs
9:35 Hrs
9:49 Hrs
10:03 Hrs
10:40 Hrs
10:50 Hrs
11:05 Hrs
12:21 Hrs
12:35 Hrs
14:35 Hrs
1457 Hrs
15:05 Hrs
15:43 Hrs
16:02 Hrs
16:28 Hrs
12
Location
Area
Name
43/200-300
Channapatna Mariya
Ninga
42/600-700
41/900-42/000
41/200-300
40/600-700
40/000-100
39/600-700
39/000
38/300
37/700-800
37/700-800
38/300
39/000
39/600-700
40/00 -100
40/00 - 100
40/600-700
41/200-300
41/900-42/000
42/600-700
43/200-300
Implementation of E- Tracking at Vulnerable U/M LC
Printer, Reader, Individual Id Card
13
Embedding Tag
Embedding Tag in Km Post
14
Clicking of Reader Near Tag
Embedding Tag
in Pedestal
THE ROLE OF RAIL GRINDING IN IMPROVING
SAFETY OF THE RAILWAY
STUART L GRASSIE *
Rail grinding has increasingly become one of the critical
components of what could be termed “rail husbandry” i.e. a means of
taking care of rails routinely so that “problems” do not occur. The
“problem” that has become increasingly significant is that of rolling
contact fatigue (RCF), which describes the phenomenon in which
cracks develop as a result of repeated rolling of wheels on the rail.
Reasons why RCF has become more significant include lower wear
rates of the rail, because of harder steel , better lubrication and less
wheel slip, and higher traction coefficients exerted more controllably
by powered axles. RCF can and often does break rails, with potentially
catastrophic consequences (Figure 1).
Figure 1
Derailment arising from rolling contact fatigue, Hatfield, UK,
October 2000
“Head checks” and “squats” are particular types of RCF in which
cracks are initiated at the rail surface (Figures 2 and 3), propagate
down into the rail to a depth of a few millimetres as a result of
entrapment of water or lubricant in the small, surface-breaking cracks
(Figure 4), then develop sometimes (but not always) to break the rail
transversely (Figures 5 and 6). Head checks are associated primarily
with the high rail in curves , but occur also in S&C and periodically on
* Consultant to Loram Maintenance of Way Inc
1
the gauge corner in straight track where trains “hunt”. Squats are
associated primarily with straight track and gentle curves.
When a rail breaks as a result of RCF, it is not uncommon for
there to be multiple breaks, since the RCF cracks exist at intervals of
only a few centimetres or so on the rail surface. A multiple break of
this type can result in loss of a section of rail e.g. Figure 1.
The derailment that occurred at Hatfield in the UK in 2000 is a well
publicised example of such consequences in which there were 4
fatalities, and the British railway system was brought to its knees as
the extent and severity of RCF became recognised.
Figure 2 “Head checks” highlighted on a rail surface; trains
travelling from right to left
2
Figure 3 Cross section through a head check (such as that in
Figure 2)
Routine reprofiling of rails, most commonly by grinding, is the
most effective treatment currently known and used for RCF. The
treatment is effective for two reasons in particular:
(1)
Because it provides a means of controlling the wear rate of the
rail, so that small cracks are removed before they propagate
uncontrollably into the rail;
(2)
Because the transverse profile of the rail can be modified to
move the wheel away from critical areas in which contact
stresses would be high and cracks initiated more readily.
Figure 4
Initial propagation of RCF crack as a result of “hydraulic
entrapment”
3
Figure 5 Later stage of propagation of RCF as a result of
“hogging” of rail
Figure 6 Rail break from head checking
As is the case with any treatment, the “dose” needs to be
prescribed in order for the treatment to be effective and to avoid also
an “overdose”. In this case, the “dose” includes how much metal should
be removed from the rail, how frequently and how it varies with factors
such as curve severity. There are some rules of thumb which provide
a treatment that works for most railway systems, but it is best to
undertake tests to ensure that the grinding programme that is developed
copes satisfactorily with idiosyncrasies of the railway system.
Mathematical modelling currently contributes greatly to understanding
4
the mechanism of crack development and the influences upon this,
but it is not yet (and may never be) sufficiently sophisticated to allow
a grinding strategy to be developed for a particular railway.
Grinding has at least two further influences on development and
detection of RCF, and accordingly on safety of the railway.
By removing irregularities, dynamic loads are reduced. The
bending waves in the rail that result from dynamic loading are
critical in the later stages of crack propagation (Figure 5).
The ultrasonic waves used in non-destructive testing (NDT)
are reflected by surface cracking. If there are sufficiently severe
surface cracks, it is impossible to inspect the rail reliably for
internal defects. By grinding the rail and removing surface
cracks, the rail can be inspected more reliably and therefore
more safely.
Fatigue cracks can (and often do) develop also in the bogie. On
metro systems in particular, the dynamic loads arising from corrugation
are often associated with premature failure of components, such as
bolts, brake gear and even the bogie frame itself. Such failures can
also have catastrophic consequences: it is not unknown for traction
motors to fall off and for brake gear to become lodged in points, thereby
preventing their movement.
The success of rail grinding as a treatment of RCF, thereby
contributing to a safer railway, is not only physically reasonable but
has also been widely demonstrated.
This can be achieved also with an overall cost saving. For example,
the costs of rail grinding, rail replacement and the overall cost are
shown in Figure 7 for a line in Sweden that carries primarily iron ore
[1]. In 1997 routine grinding of the track commenced to give a high rail
profile that relieved the area in which cracking typically occurred, giving
rise to a dramatic and almost immediate reduction in rail defects and
broken rails.
5
Figure 7
Costs of rail and of rail grinding, and total cost, Malmbanan
1997- 2000 [1]
It is clear from Figure 7 that over the 4 year period shown, the
overall cost of rail and rail grinding decreased by more than 30%. The
railway was not only less expensive to maintain because there were
fewer defects and breaks, but as a result it was also safer. Track
quality also improved. This is typical of what has occurred on railway
systems of all types world-wide where RCF has been a significant
problem.
Further evidence of the significance of RCF on a wide variety of
railways and alsoof the wide acceptance of rail grinding as a means
of treating the problem is provided by several review articles e.g. refs
[2]-[4], and also in a “Best Practice” manual for “wheel and rail interface
issues” that was published in 2001 under the auspices of the
International Heavy Haul Association [5]. Although relevant primarily
to so-called “heavy haul” railways, this manual is a useful text for any
railway system.
The relevance of this experience to India can only be assessed if
the severity of RCF is known. In the UK, the severity of RCF and its
effect on rail breaks was hugely underestimated before the Hatfield
derailment in 2000. Following the Hatfield derailment, it was found
that RCF was particularly severe in headhardened rail that had been
laid during the previous decade to reduce wear of the high rail in curves,
6
and which had not been ground since installation (despite strong
recommendations being made to this effect by British Rail Research
throughout the 1980s and into the early 1990s e.g. refs [6] and [7]).
A rough guide to the likely contribution of RCF to breaks and
defects in curves can be obtained by examining how many more rail
breaks occur in the high rail of curves than in the low rail, regardless
of the cause that has been noted. The possible influence of corrugation
and railhead irregularities on fatigue damage to bogies, traction motors
and brake gear can similarly be assessed only from a review of records
and experience. Whether or not rail defects go undetected because
they are “shielded” by RCF can also be determined only be examining
experience on IR itself. A start could be made with this just by reviewing
the standards critically to determine the actions to be taken if rails
cannot be inspected with conventional NDT equipment.
India Railways would be an unusual if not unique system if rail
grinding had no role to play in improving safety of the network by
treating RCF and corrugation, and thereby reducing rail defects, breaks
and fatigue problems more generally. It is strongly recommended that
records and experience within IR be reviewed to ascertain whether
there is a problem that could be treated by this means, and if so what
is its magnitude. The reward for this could be a railway that is not
only safer but also less expensive to maintain. Ignorance may
sometimes be bliss, but peace of mind on a railway is more likely to
arise from knowing not only the magnitude of a problem but also that
it is being treated satisfactorily.
7
REFERENCE
8
1
Grassie SL, Nilsson P, Bjurstrom K, Frick A and Hansson LG, Alleviation of rolling contact fatigue on Sweden’s Malmbanan,
Wear, 2002, 253, pp42-53
2
Grassie SL and Kalousek J, “Rolling contact fatigue:
characteristics, consequences and treatments”, Procs of 6th
International Heavy Haul Railways Conf., Cape Town, 1997,
pp381-404
3
Cannon D, Edel K-O, Grassie SL and Sawley KJ, “Rail defects
– an overview”, Fatigue and Fracture of Engineering Materials
and Structures, special issue on wheel / rail interface, 2003,
26, pp865-886
4
Magel E, Roney M, Kalousek J and Sroba P, “The blending of
theory and practice in modern rail grinding”, Fatigue and
Fracture of Engineering Materials and Structures, special issue
on wheel / rail interface, 2003, 26, pp921-929
5
“Guidelines to best practices for heavy haul railway operations:
wheel and rail interface issues”, Intnl Heavy Haul Association,
May 2001
6
Clayton P and Allery MBP, “Metallurgical aspects of surface
damage problems in rails”, Canadian Metall Q., 1982, 21, pp3146
7
Frederick CO, “Future rail requirements”, in JJ Kalker et al
(eds), “Rail quality and maintenance for modern railway
operation”, Kluwer Academic Publishers, Netherlands, 1993,
pp 3-14
3X TAMPER- MODIFICATIONS ON SCR
B. DEVA SINGH*
SYNOPSIS
Problems were encountered in the tamping units of 3X Tempers
leading to frequent breakdowns on S.C. Railway. Field engineers were
reluctant to utilise the machine as performance was uncertain. Experts
of OEM have carried out modifications, but they have resulted only in
some temporary improvement and the problems persisted to a great
extent. Problems were studied in house by SCR personnel and
modification in hydraulic circuit was carried out which lead to drastic
reduction in failure, thereby substantially improving both program and
reliability.
S.C. Railway has also developed several spares required for
overauling of Temping unit indigeneously leading to substantial savings.
The paper describes the modification in hydraulic circuit carried out
on S.C. Railway and spares developed indigeneously.
1.0 INTRODUCTION
1.1 Packing of track is the most
important activity of track
maintenance. Indian Railways
started mechanised maintenance
of track in the Sixties with
Universal Tamper (UT), which was
capable of tamping one sleeper
at a time.
In view of ever increasing traffic
and gradual reduction of time slot between two trains, Duomatic
machines, capable of tamping two sleepers at a time were
introduced. Gradually 09-32 series continuous action machine
(CSM) were introduced in the Nineties.
1.2 09-3x series continuous tamper, capable of tamping three
sleepers at a time, was introduced in S.C.Railway during August
2000.
* Chief Track Engineer, South Central Railway, Secunderabad
1
2.0 SPECIAL FEATURES OF 3X TAMPER
2.1 Special Features of 3X Tamper over 09-32 Series CSM are:
It is capable of tamping three sleepers at a time. It can also be
used for tamping single sleeper at a time.
3X Tamper is equipped with laser system for correcting the
alignment on straight track. The transmitter (Laser Gun) is
mounted on a trolley, which is to be placed on the track during
traffic block according to the requirement. The receiver (Laser
Receiver) is a splash proof unit fixed with the screws on the
chassis of the machines under the front cabin. The receiver
receives the signals from the laser gun and feeds the same to
the control unit of the machine. Normally a distance of 250-300
meters is selected between the transmitter and the receiver.
The machine is highly powerful and capable of lifting/slewing the
track upto 150mm irrespective of ballast resistance.
The rated progress of tamping is 1.6 km per effective hour.
3.0 PERFORMANCE ON S.C.R.
3.1
In order to get best output in a traffic block there was harmony
among traffic and engineering officials with an understanding that
the blocks must be made available to the machine as and when
required. Temporary single line (TSL) working were introduced on
Group ‘A’ routes to give longer blocks. The results were rewarding
and highest records of tamping were set where in best progress per
day of 19 kms and best progress per month of 250 km were achieved.
4.0 PROBLEMS OF TAMPIMG UNITS
4.1 Experience on SCR: Initial enthusiasm apart, there were
frequent problems in the tamping units in early stages itself.
The machine was not available for blocks quite often due to
frequent breakdowns. Even though Service Engineers of Original
Equipment Manufacturer (OEM) attended the machine very often
during warranty, there was little improvement. The failures
continued to an extent that some of field engineers were reluctant
to utilise the machine, as the performance was uncertain.
Meanwhile the issue was taken up with M/s Plasser (India).
Teams comprising several experts of OEM were deputed to the
2
machine. The personnel of OEM carried out several modifications
to the hydraulic system at different times. Though there used to
be some improvement temporarily, the problems persisted to a
great extent. Following instances of major failures happened on
the machine Over a period of about two years:
Tamping Units: 45 instances
TOTAL failures: 51
Tamping unit and related hydraulic circuit accounted for 90% of
the total failures.
4.2 Experience on Other Zonal Railways: The experience on other
zonal railways was not any different either. The experts of
M/s Plasser & Theurer, Austria visited the 3X-Tampers deployed
in NR, WR & SER who made a report on the failures.
“A general conclusion, which can be drawn from this report
is that the machines have been used intensively, probably more
than comparable machines elsewhere in the world, however, that
the effort to achieve a high production is not matching the effort
for adequate maintenance. According to the readings for tamping
head insertions, engine hours and mileage done, the distances
worked by these machines within 2 to 2½ years corresponds to
1700 to 2200 km of track treated, respectively to 850.000 to
1.150.000 tamping head insertions. In their environment
machines usually are overhauled annually (during the winter
season) but in any case after 400.000 latest 600.000 tamping
head insertions. On the machines visited, absolutely necessary
repairs had been carried out, however, on none of them any
general overhaul had been done.”
In view of the excessive use on the one hand and lacking
adequate overhaul on the other, some of the units are in a really
run-down condition and it has to be expected that they will shortly
be beyond economical repair.
5.0 ANALYSIS OF FAILURES
5.1 A critical analysis of failure suggests that the conclusion is
rather simplistic and tend to put a heavy financial burden on
the user for trouble free working of the machine. True, timely
overhaul is necessary which, as indicated, corresponds to
800-1200 kms and 9-10 months period at expected output. It is
noteworthy in this context that the cost of overhauling the
tamping unit with OEM spares is estimated to the tune of
3
Rs.1.5 crore. The unit cost of tamping on this count alone works
out to Rs.1.5 lakh per km, which is prohibitively costly.
5.2 Credible explanation is not available for the incessant failures,
which hindered proper utilisation of the machine right from
beginning when the systems were new. Further, the type of
failures/breakages was unprecedented as there has been a long
experience of 10 years with CSM tamping units. The remedy,
therefore, seemed too elusive. The attentions given by the OEM
were found lacking in content in the wake of results. The tamping
unit and related hydraulic circuit were studied in terms of cause
and effect.
6.0 HYDRAULIC CIRCUIT OF 3X MACHINE
6.1 The tamping units of 3X tamper are provided with 4 units with
provision to tamp 3 sleepers at a time. Small squeezing cylinders
with reduced piston stroke pack the middle sleepers. This is to
ensure foul free movement of adjoining small squeezing cylinders’
piston assemblies.
6.2 Normally the squeezing cylinders operate on differential
pressures. Rod side pressure is high since the effective area on
which the pressure applied is less. Piston side pressure is low
but applied over a larger area to obtain desired force. This pressure
is continuously applied to prevent internal movement of piston
assembly inside the cylinder barrel due to vibration of tamping
unit and this is known as counter pressure.
6.3 In CSM each sleeper is packed with a pair of one big and one
small squeezing cylinder. Latter is known as closing cylinder
due to its lesser linear stroke. In this system the squeezing and
displacement of ballast for packing under the sleeper is done
largely by big squeezing cylinder. However the role of small
squeezing cylinder is mainly to prevent escaping of packed ballast
from small arm side and this action is known as closing.
6.4 But in case of 3x tamper the center sleeper in each set of
3 sleepers, is packed on both sides by small squeezing cylinders.
i)
4
So it becomes essential that in the brief squeezing time, full
and positive packing is done under middle sleeper on par
with adjoining sleepers packed by big squeezing cylinders.
This phenomenon necessitates operation of full stroke in
very small period of time by small squeezing cylinders. To
ensure this a directional valve is provided in the circuit to set
the counter pressure to tank while squeezing is on and thus
full stroke of small male squeezing cylinders is achieved.
When once squeezing is complete, the opening to tank is
closed and the counter pressure is switched over to piston
side chamber of squeezing cylinder.
ii) However for quick stroking and retrieval, the counter pressure
of two different ranges is applied to small male squeezing
cylinders. These pressures are 40 bar and 75 bar. The 40
bar pressure is applied while squeezing is on and 75 bar is
applied when tamping units are lifted up and are in nontamping mode.
iii) Because of this switching over, the counter pressure is not
consistent for a movement on the piston side chamber of
small male squeezing cylinder. Due to these fluctuations of
counter pressures, undesirable vibrations are caused and
piston assemblies are getting damaged. The spool of
direction control valve provided in the counter pressure circuit
is stuck up due to fine phosphorous bronze particles of
damaged piston head and thus causing drop of pressure to
zero.
7.0 MODIFICATION OF HYDRAULIC CIRCUIT
7.1 To prevent this failure, on trail basis, the switching over of
pressures from 40 to 75 bar and vice versa is stopped and a
continuous counter pressure of 40 bar is applied to small male
squeezing cylinder in 3x- 3957 machine of SCR. After this
modification, the jamming of directional control valve and dropping
of counter pressure to zero is totally eliminated. The failure of
piston assemblies and cylinders has reduced drastically. The
progress has increased and reliability of machine improved.
8.0 IMPROVEMENTS NOTICED AFTER MODIFICATION
8.1 The following tables gives the number of different type of failures
occurred before and after modification of the hydraulic circuit.
The machine under went tamping unit overhauling (with
indigenous spares) in base depot during 3-2-03 to 10-3-03.
5
8.2 Type and number of failures before and after modification of
hydraulic circuit over a period of two months in 3x- 3957 are
enumerated in the table below. Due to reduction in failures per
hour progress of tamping has escalated to higher levels and
monthly progress has further increased.
Type of failures
Before
After
Remarks
a) Cover plate
bolts shearing
5
0
Failures nil
b) Piston head
bolts shearing
12
4
Reduced
c) Bush and piston
breakage
9
2
Reduced
d) Seals and
‘O’ ring failures
8
4
Reduced
e) Male squeezing
cylinder failures
3
1
Reduced
f) 35 bar pressure
dropping to zero.
15
0
Failures nil
Total failures
52
12
Significant
improvement
6
8.3 Tamping Units of 3X - 3957 are Overhauled 3 times on this
Railway and Details are as under.
Overhaul
Served from
Served upto
No of
Months
Kms.
Monthly
tamped average.
Initial units 1/8/2000
19/9/02
14
2020
138
1ST
24/9/02
5/2/2003
17
1936
119
2ND
10/3/2003
20/6/04
15
1483
99
3RD
6/7/2004
(Upto 1/11/04)
4
542
135
9.0 FURTHER IMPROVEMENTS IN PIPE LINE
9.1 Although the failures have drastically reduced and negligible the
same are not totally eradicated and the following issues are still
to be tackled.
Rarely the small male squeezing housing breaks.
Remedy - Forged small male squeezing cylinder in
EN- 19 steel material is being developed to increase
life in place of machined cylinders from M.S billet.
After tamping about 600 to 700 kms, failures like the
piston head & bush damage, seal failure and cylinder
breakage may occur occasionally.
Remedy. If the tamping arm connected to this cylinder
is shaking, the same shall be
attended by replacing
arm bushes at site. This will give additional life of 250
Kms tamping from the same unit.
10.0 INDIGENOUS DEVELOPMENT OF TAMPING UNIT SPARES
AND ECONOMY.
10.1 SCRly has first overhauled 3X tamping units in Indian railway
and instrumental in developing spares required for overhauling
indigenously. To name, squeezing cylinders, tamping arms,
vibration shafts and bearings were developed and used by SCR
initially. This resulted in savings of Rs 1.3 crores for 4 units
overhauling and cost ratio between imported and indigenous
spares is 9:1.
7
INDIGENOUS DEVELOPMENT OF TAMPING UNIT SPARES for 3X
S.No Description
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Closing
Cylinder
Closing
Cylinder
Closing
Cylinder
Tamping
Arm (big)
Tamping
Arm 35mm 0
Tamping
Arm 40mm 0
Vibration
Shaft
Vibration
Shaft
Sliding
Sleeve
Sleeve
Sleeve
Roller
Bearing
Roller
Bearing
Vibration
Shaft Bearing
Vibration
Shaft Bearing
Vibration
Shaft Bearing
TOTAL
8
Part No.
HZSIA-40-418
HZSIG-575-403
HZSAG-150-273
UD-17.673
Quantity
Imported
Indigenous
Unit
Rate
Rs.
Unit
Rate
Rs.
Amount
Rs.
Saving
Rs.
Amount
Rs.
8
188810 1510480
28000
224000
1286480
8
286592 2292736
28000
224000
2068736
8
210317 1682536
28000
224000
1458536
8
234200 1873600
14000
112000
1761600
UD.17.702
8
240327 1922616
13000
104000
1818616
UD.19.202
8
306223 2449784
14000
112000
2337784
UD.25.901
4
129416
517664
6420
25680
491984
UD.25.902
4
107784
431136
6420
25680
405456
CU.20.732
4
70773
283092
10000
40000
243092
CU.20.730
CU.20.731
NUP.2313.
EM1C3
NU2313.
EM1C3
U.20.220S
4
4
8
65771
66646
17631
263084
266584
141048
9200
9200
13156
36800
36800
105248
226284
229784
35800
8
13952
111616
12470
99760
11856
16
17562
280992
4000
64000
216992
8
22132
177056
3500
28000
149056
8
25383
203064
4000
32000
171064
1493968
12913120
U.20.221
P/83mm
U.20.223
P/83mm
14407088
11.0 CONCLUSION
Retentivity of packing after modification.
It is doubted that this modification may affect the packing force
and retentivity. In small squeezing cylinder, the packing is done
by piston rod stroking inside the cylinder body. So by keeping
the counter pressure to 40 bar the original hydraulic circuitry
conditions of tamping unit as designed remain same during
tamping operation and does not change the force applied on the
arm or vibration RPM or stroke length of the piston into the
cylinder while squeezing. This aspect was examined and it was
found that the squeezing pressure, vibration and stroking of piston
rod remains same before and after modification.
3X-tamper costing Rs 7 Cr needs to be utilized properly for
making best use of traffic block and return on investment. While
timely overhaul is necessary, the problems encountered in the
initial stages needs to be addressed adequately by the OEM.
As the basic problem of tamping unit persisted, innovative ideas
were used to modify the hydraulic circuit of the 3X- tamper. The
machine has since been working satisfactorily
9
DEVELOPMENT OF COST EFFECTIVE
CONVEYOR BELT RIVETS AND JOINING OF
OPEN-END BELTS REPLACING ENDLESS
CONVEYORS FOR FRM AND BCM
B.D.SEN*
S. K. SINHA**
SYNOPSIS
The existing arrangement of conveyor belts in FRM and BCM
poses lot of problems during their replacement. Eastern Railway has
carried out some modifications in the design which has made
replacement during maintenance much easier and cost effective. The
paper describes the modifications carried out by Eastern Railway to
achieve above objectives.
1.0 INTRODUCTION
Shoulder ballast cleaning & Ballast cleaning machine is an
important maintenance machine being used to keep the clean ballast
bed for railway track and this is done mainly by Plasser make
FRM-80 & BCM RM-80 machine in Indian Railways. The existing design
of conveyor belt in use in FRM & BCM has lot of problems. While
FRM uses open ended & endless conveyor belt, BCM uses only endless
conveyor belt. Changing both of these type conveyor belt during
replacement is difficult. Eastern Railway, to overcome this problem
has done certain modification in the existing arrangement making the
replacement during maintenance more cost effective & less
cumbersome .The paper deals with the modification done by Eastern
Railway to achieve this objective.
2.0 THE EXISTING DESIGN OF OPEN ENDED CONVEYOR BELT
This type of conveyor belt is in use only in FRM-80. FRM
excavates unclean ballast & carries it over to the screen mesh and
after screening, the cleaned ballast is fed into the track and different
spoil is discharged away from the track. Four types of conveyor belts
*
**
AEN/TMC/E.Rly
SE/TMC/E Rly
1
do the whole system of carrying ballast right from excavation. These
are:
(1)
Waste conveyor belt
(2)
Distributor conveyor belt
(3)
Main conveyor belt
(4)
Excavating conveyor belt
Out of those four types of conveyor belt, main conveyor belt and
excavating conveyor belt are open ended having chain sprocket drive
and endless & having tension drive.
Two chains linked with supporters fixed by bolts and nuts fabricate
these chain sprocket drive conveyor and those supporters support
the conveyor belt of 10mm thickness. The belt is fixed with every
alternate supporter by using pop rivets as shown. The life of conveyor
belts is about 100 Kms of working and after that the conveyor belts
are required to be changed.
2.1 Problems Experienced in the Existing Arrangement of Open
End Conveyor Belt
During changing of chain sprocket drive conveyor, the following
problems have been faced.
(i)
2
Removing of old conveyor belt from its supporters is very
difficult.
(ii)
Removing of old pop rivets from its supporters is trouble some.
(iii)
To fix up new conveyor belt, it is required to be riveted with
supporters in new locations as the pop rivets can not be used
in the existing some locations. By using pop rivets, one
supporter becomes perforated for rivet holes.
(iv)
Pop rivet is costly and not widely available.
(v)
Requires special riveting gun, special drilling mechanism and
hand drill machine.
(VI) Requires special skill for drilling and riveting.
2.2 Modification as done by E.Rly.
To overcome the above problems, Eastern Railway found a solution
by developing a simple designed rivet and washer replacing pop rivet
equipped by OEM. It is very convenient to fix up and the life of such
rivet is not less than pop rivet. A simple designed rivet and washer is
developed as shown below
3
2.3 Procedure for Fixing Rivets
First of all, to fit these rivets (shown in fig. No-2) supporters are
required to make its holes through as shown below:
Fig:4
Then rivets are fixed with the supporters as shown
Fig:5
All the supporters are kept ready by fixing all rivets with the supporters
in advance as shown in fig. 5. Finally rivets are riveted to fix conveyor belt
after giving proper tension to the conveyor chain by adjusting bolts. Only
two different drifts and one hammer are required for riveting conveyor belts
by this process.
4
2.4 Advantages of This Alternative Method
i)
Removing of supporters from damaged conveyor belt is easier
for its reuse.
ii) Removing of old rivets from supporter is easier.
iii) New rivets can be fitted in same locations of holes. So no
further perforation takes place in supporters and that’s why
the life of supporters becomes more than double .
iv) Modified designed rivets are too cheap in comparison to pop
rivets and it is easy to manufacture by simple turning operation
in lathe machine.
v)
No need of special rivet gun, special drilling attachment, drill
machine and special skill.
vi) Machine down time is less to change conveyor belts than
that of pop riveting.
vii) Alternative method of conveyor belt riveting with modified rivets
is cost effective.
2.5 Cost Analysis
Total No. of rivets required for one complete change =1300 Nos.
(A) Cost of one pop rivet =Rs 3400
Total cost of rivets =Rs 44,200/-
(A) Cost of one modified rivet
= Rs 3.00
Total cost of rivets =3900/-
(B) Cost of supporters
25% of total supporters are
rejected in case of pop riveting
cost of new supporters @ Rs 947/(OEM’S AMC rate) =110 x 947/- =
Rs 1,04,170/Total cost = A+B = Rs 1,48,370/-
(B) NIL
Total cost = A+B = Rs 3900/-
The above comparison clearly reveals that by adopting alternative
process of riveting conveyor belts Rs- 1,44,470/- can be saved in every
change.
5
3.0 REPLACEMENT OF END LESS CONVEYOR BELTS
(TENSION DRIVE) BY OPEN END CONVEYOR BELTS USING
COLD VULCANIZING METHODS
3.1 Present Arrangement
There are several sizes of end less conveyor belts used in several
conveying system in BCM and FRM.
Four endless conveyor belts of BCM are:
(1) Distributor conveyor/ Feeder conveyor
(2) Main conveyor
(3) Waste conveyor/ disposal conveyor
= 02 Nos
= 01 No
= 01 No
And three conveyors of FRM are:
(1) Distributor conveyor/ feeder conveyor
(2) Waste conveyor/ disposal conveyor
= 02 Nos
= 01 No
A great extent of technical difficulties arises during procurement
of these conveyor belts because of endless and different sizes. Even
same type of belts of same type of machine differs in length in
respect of different machine. So each type of belt for each particular
machine is required to be kept in store to meet the demand at the
earliest. This involves lots of investment, increases inventory and
moreover in case of long storing the quality of the material
deteriorates as these are rubber items .
Secondly, fitment of endless conveyors is very difficult, so many
dismantling works are involved in wearing of these conveyors and it
takes a lot of time with hard working. So down time of the machine is
high approximately two to three days for one change.
All above problems arise due to its endless ness. So to avoid all
problems Eastern Railway has adopted to use open end conveyor
belts and made them endless by using cold vulcanizing method.
Initially, open end conveyor belts are put in its position in machine at
site without any dismantling jobs and then open ends are made
endless by using cold vulcanizing method only in 24 hours, the cold
vulcanizing joints give 100% strength, so down time can be reduced
to 1/3rd of the normally taken .
6
3.2 Cold Vulcanizing and its Process :
It is a new concept of conveyor belt repairing, joining maintenance.
A specially formulated cold vulcanizing solution joins the belts
with some preparation within 3 to 4 hours down time. These are some
reputed companies products available in market.
Mainly the vulcanizing solution is having two parts, one is base
solution and other is hardener. These two solutions are required to be
mixed in certain ratio by weight as directed by the respective
manufacturer. Generally the vulcanizing solution is available in 4 litres
or 5 litres minimum pack with 4 to 5 bottles of hardener containing
certain weight of hardener.
Generally one bottle of hardener is mixed with one litre of base
solution. Pot life is normally one hour and curing time is 10 minutes
in between coats subjected to humidity in the atmosphere. Two coats
are preferred and its coverage area is 6 to 7 Sq.Mt. per litre.
Details of effective geometry of joining conveyor belt by using cold
vulcanizing solution are as follows:
W = Width of the belt, SL= Splice length = W/2 for 3 ply conveyor.
L = Total Length of over lap = 1.6 W
7
3.3 Advantages of Using Cold Vulcanizing Solution:
(1)
(2)
(3)
(4)
(5)
(6)
Procurement of end less conveyor of several sizes is not
required.
Fewer inventories.
Less investment in cenveyor belt head.
Less down time by higher productivity.
Less manpower.
Simple and easy job.
4.0 CONCLUSION:
Process of alternative rivets and riveting process is easier & does
not require any rivet gun, special drilling arrangement, hand drill
machine and special skill. Moreover, this process does not damage
supporters. Overall it is cost effective. Also by adopting latest
technology for joining conveyor belts, lot of problems related to joining
conveyor belt are eliminated. Cold vulcanizing process also reduces
down time to 1/3rd approximately. This process has been tested in
BCM-321 & FRM-1873 which is currently working in Eastern Railway.
8
PRECISION TOP TABLE SURFACING WITH TRACK
STABILIZATION USING THE DYNAMIC TRACK
STABILIZER
MUKESH KUMAR*
SYNOPSIS
The Dynamic Track Stabilizing machine has been in use, in the
Indian Railways for over 10 years now but largely remains an
underutilized and often an ignored machine. The utility of this machine
is commonly confined to faster relaxation of speed restrictions after
track maintenance, renewals and routine maintenance operations.
The inherent capabilities of this machine, is never exploited to
its full potential and its importance gets belittled before other machines
like the fast track tampers and BCMs. Little it is known, that this
machine is also equipped with the same proportional leveling system
which forms the basis of working of the Tampers, in as much as that
this machine can even be used for leveling of the track even after the
Tampers have done their job; and with greater precision and enhanced
stability.
1.0 INTRODUCTION
With the advent of PSC sleepers ‘On-Track Tampers’ have become
the mainstay of mechanized track maintenance. Restoration and
correction of geometric parameters of the track is required after track
renewals, ballasting and as routine maintenance. While this task is
performed by the tampers, the function of DTS is relegated to the secondary
role of stabilization of track to ensure faster relaxation of Speed
Restrictions.
The fact that coupled together with the obvious benefits of mechanized
stabilization, the track geometry can be further ‘fine-tuned’ to perfection
is never realized. That this machine shall be equipped with a leveling
*Dy.CE/Track Machines,East Central Railway
1
system also forms part of the contract, under which this machine is
purchased. Even the benefits of stabilization with DTS are seldom given
care.
This paper endeavors to not only show-case the DTS as a machine
meant for precision top – table surfacing but also to reiterate and underline
the importance of controlled track stabilization.
2.0 PRECISION TOP TABLE SURFACING
That the DTS can improve Track Geometry in general and achieve
design mode finishing of the track with cross level as per the inputs is not
much known. The Dynamic Track Stabilizer comes with the same
proportional leveling system which is employed by the tampers. Unlike
the tampers the leveling chords are not distinctly visible but are provided
under the main deck and with the same arrangements of the front, middle
and rear feeler rods and pendulums as in the tampers.
Whereas the tampers work on the general principle of ‘lifting the
track to corrected geometry’, the DTS ‘settles the track to the corrected
geometry’ under controlled dynamic loading. The machine is equipped to
function both in automatic and design mode apart from the constant
pressure mode.
2.1 Variable or Automatic Mode:
This machine is invariably used in this mode. Working in this mode
the machine reduces the errors of longitudinal level by a factor of 0.5 in
accordance with the ‘machine-ratio’ but the cross level values are copied
as they are. The settlement value can be pre-selected and is just like the
‘general lift’ input given in the tampers but of course opposite in nature.
The cross level selector is switched in automatic mode. The front
pendulum reads the cross level of the track as left by the leading tamper.
This becomes the target cross level value for the middle feeler rods. This
is achieved through a distance encoder and time delay circuit, where this
measured reading is transferred to the middle feeler rods in the actual
working area of the stabilizing units.
These cross level inputs are fed into the lowering circuit of the rail,
opposite the basic rail. While the pre - selected settlement value is for the
basic rail the signals of the super elevated rail overrides the pre - selected
value for the other rail.
2
In this mode the cross level progression as existing is copied.
However a manual overlaying option permits additional corrections. This
option can be utilized when it is noticed that settlements are not as desired.
2.2 Constant or Design Mode:
In this mode of working, manual inputs of cross levels are fed
according to the desired values of cross levels. The selector switch is
switched for the manual input mode. Working in this mode precision cross
level corrections can be carried out to eliminate all the errors left behind
by the tamper leading in the front.
Unlike the automatic mode the existing cross level values are utilized
for correction inputs and the machine works on the selected rail for cross
level correction w.r.t. to the basic rail.
While the current (front) cross level input is utilized for proper
electronic alignment of the leveling chord, the time- delay circuit allows
the target value to synchronize and incorporate the distance from the
front to the middle feeler rod for ‘delayed’ inputs for cross level correction
signals.
The settlement inputs for both the rails can be summarized as below.
Signal inputs
for settlement
Inputs for the
Reference / Basic
Rail
Inputs for the Super
elevated Rail
1.Reckoned from 0.5x the pre-selected
the position of
settlement value +
front feeler rods
0.5x the pre-selected
settlement value +
2. Reckoned at
Level difference with
the position of
profile of the chord
middle feeler rod. level w.r.t. the middle
feeler rod
Level difference with
profile of the chord
level w.r.t. the middle
feeler rod +
3.Reckoned w.r.t. to the feeler rod
of the reference
rail
Difference between
the nominal X-level
at middle feeler rod
and the target cross
level value as set
manually
3
Monitoring of the corrected cross level values is possible with the
digital display of the values of the rear pendulum. However to achieve
design mode functioning a comprehensive understanding of the interplay
of the following parameters is necessary.
Amount of the pre-selected settlement, which also governs
the vertical loading pressure.
The vertical loading pressure
The servo current for flow valves for both the rails
The ‘Gain’ given in the potentiometers for both the rails
The vibrating frequency
Speed of working.
(The loading pressure determines the settlement at both and
ultimate correction of track geometry. The loading pressure is
dependant upon the pre-selected settlement, the gain given and the
currents from the ‘transducers’. The servo current is also indicative of
the vertical loading pressure).
Basically the control over desired settlement is through the ‘Gain’
for both the rails. If desired settlements are not achieved or if the
cross level corrections are not being achieved then of course the
‘settlement’ can be reduced.
This however is depends upon the looseness of ballast structure
and height of the preceding lift given by the tamper.
Following settings can be adopted to achieve design mode working.
Settlement
Loading pressure
‘Gain’
Frequency
Speed
Super elevation inputs
10 mm
60- 80 bar
50 %
30 – 35 Hz
‘matching with the tamper’
as desired for the curve/
straight track
Note:
However it should be borne in mind that the design mode working/
correction of track parameters is only limited to ‘Fine- tuning’ or ‘precision
working’. The range of correction is thus restricted within the achievable
settlement range of the track, which at the maximum is 20 – 25 mm.
Cross level corrections within +/- 6 mm from the existing super elevation
can be possibly carried out with proper machine settings.
4
A typical lifting and lowering sequence of track leading to restoration of
the original rail level with final round done in ‘precision mode’.
Maintenance
soperations
Change in
level (mm)
Before commencement of work
-Expected lowering
due to screening
-BCM lift input
-Expected settlement
0
+ 80
- 20
- 40
-Lift given in 1st
round of tamping
after ballasting
+ 50
-Expected Settlement - 15
-Settlement by DTS - 20
+ 15
-Lift given in 2nd
+ 50
round of tamping
-Expected Settlement - 15
-Settlement by DTS - 20
+ 15
Deep Screening
by BCM
- 40
- 40
DTS working in
automatic mode
with leveling
switched off
DTS working in
constant
pressure
working mode
- 25
DTS working in
automatic mode
with leveling
switched on
- 10
+ 25
- 5
- 10
+ 10
Remark
Starting level
before screening
- 100
-Lift given in initial
+40
round of tamping
-Expected Settlement - 20
-Settlement by DTS - 20
0
-Lift given in final
round of tamping
-Expected Settlement
Settlement by DTS
Balance level
of Rail Top
(mm)
DTS working in
design mode
0
Final Level
5
During the entire operations care as regards DTS should be taken
regarding
Unforeseen standstills of the machine.
Foreseen standstills of the machine
Stabilization of tracks adjacent to buildings
Stabilization of track over bridges
Stabilization of track in tunnels (prohibited)
2.3 Case Study
CSM 923 and DTS 347 worked in DN Mainline Raghunathpur and
Turigang stations of Danapur Division of ECR on 29.07.2004. Stabilization
by DTS with a manual overlay of 2 mm cross level input was tried in
between kms 634/ 22 and 634/ 20. Stabilization in Design mode with
Cross Level input as ‘0’ was tried in between kms 634/ 20 and 634/ 18.
The comparative results can be seen in this table
Xls taken at every 5th sleeper
Operation
1st
trial
2nd
trial
Xls after tamping
by CSM between
634 / 22 - 20
2L 2L 0
Xls after Stabilization
with DTS with a
manual overlay
of 2R
2L 2L 2L 0
Xls after tamping
by CSM between
634 / 20 – 18
2L 0
0
Xls after Stabilization
with DTS in Design
mode (xl = 0)
0
0
0
2L 4L 0
0
0
2L 2L
4L
4L 2L
2L
0
0
0
2L
2L
2L 0
0
2R 4R 0
0
2L 2L 4L
2L
0
2R
2R
0
0
0
2L
0
0
0
2L 2L
2R 0
0
0
The degree of corrections carried out in both the trails is graphically
depicted in the following diagrams where the quality of top table surfacing
done in design mode of surfacing can be appreciated.
6
3.0 STABILIZATION
3.1 Need For Stabilization:
The DTS is used as the very name suggests stabilizing the
corrected track. The unavoidable reduction of the track’s resistance
to lateral displacement after the tamping requires speed reductions
until the track has settled again under the impact caused by the load
of a certain number of passing trains.
Settlement of the track is achieved artificially or by traffic loading,
which occurs due to the movement and the rearrangement/realignment of
the ballast stones. The resulting reduction in voids governs the degree of
consolidation of the ballast and the settlement of the track.
3.2 Adverse Effect of Rolling Stock
Over unstable ballast structure, contrary to the DTS, rolling stock
acts very differently on the permanent way,
By introduction of uneven settlements.
By magnifying some of the inherent defects in track geometry.
This leads to a rapidly progressive deterioration of the track
geometry. On loose ballast the traffic loading causes high forces acting
on the touching points and edges of the ballast stones, resulting in
crushing. There then occurs a disproportionately high amount of the
7
fine granulates, which needless to mention impair drainage
characteristics and effective ballast cushion.
3.3 Adverse Effects Caused By Tampers
Tampers work on the principle of elevating the track to corrected
geometry. In the process an inherent stability is introduced in the
track structure by way of.
Orientation of the aggregates becomes unstable (longer
dimension tending to be in upward direction).
The consolidated structure of the ballast is completely shaken
up.
Track lifting introduces more voids between the sleepers, in
which the compacted ballast tend to loosening up with
passage of traffic.
The sleeper to ballast contact surface is disturbed.
There is reduction in surface to surface contact in the ballast
which causes high concentration of stresses and faster deterioration
of the aggregates.
3.4 Advantages of Stabilization
The Dynamic Track Stabilizer works on the principle of controlled
settlement of the track to corrected geometry. The existing instabilities
introduced by action of tamping are removed as the sleepers are rubbed
down into the ballast bed whilst plastic state of ballast is achieved
under forced vibrations.
With the “controlled” settlement by uniform dynamic action only
around 30 % maximum of the forces occurring due to the traffic load
are transmitted and therefore the ballast is not unduly stressed. The
adverse affects caused by the tampers and subsequent damage
caused by rolling stock is minimized.
The benefits of the controlled, dynamic stabilization can be
summarized as:
Elimination of the uneven initial settlements which are caused
by the uneven impact of passing trains.
Conservation of the corrected track geometry.
8
Building up of a homogeneous structure of the ballast bed,
Raising the resistance to lateral displacement and thereby
eliminating chances of misalignment.
Enhancing safety against track buckling
Longer service life of the track.
Faster relaxation of the speed restrictions.
4.0 RECOMMENDATIONS
Proper upkeep and calibration of the machine is necessary if the
maximum utilization of the machine is desired. It is also important
that the rail level profile is meticulously maintained so that the lifting
and lowering of the track following runs of tampers and DTS can be
monitored to work out the proper inputs for achieving the desired
results. After all the DTS needs a certain range of cushion of
unconsolidated ballast to achieve the desired track parameter.
Secondly an in-depth understanding of the functioning of this
machine is required without which the control parameters governing
the inputs given to the machine cannot be judiciously worked with.
5.0 CONCLUSION
The utility of DTS is an established fact beyond doubt. A track
structure with a lasting ‘top- table surface’, finished to the finest levels
and formed over a consolidated bed of stabilized ballast is precisely
what we need and the most effective way, would be to utilize the DTS
to its full potential.
References:
1. The technology of Dynamic Track Stabilization by M/s Plasser
&Theurer
2. DTS operating manual
3. Catalogued electrical drawings of DTS
4. Indian Railway Track Machines Manual
9
MECHANISED MANUFACTURE
AND
LAYING OF BLANKET IN RAILWAY EMBANKMENTS
H.K.JAGGI*
S.K.RAINA**
P.K.GUPTA***
SYNOPSIS
Almost all the existing formations of Railways were constructed
many decades ago without any consideration of soil strength. Due
to phenomenal increase in the axle loads, traffic and speed of trains
in recent years, large lengths of existing formations are showing
signs of distress/instability. Improvement in top layer of railway
sub-grade by providing suitably designed sub-ballast layer, called
blanketing is therefore essential to withstand higher stresses.
Specification of blanketing material have been laid down by
RDSO. Experience has shown that required material conforming
to these specifications is not available in natural form at most of the
places. Non-availability of blanketing material as per required
specifications has become a bottleneck in completion of a number
of projects of new lines & doublings.
Work of new line from Chandigarh to Ludhiana was taken up
for execution during the year 2000. On detailed survey of the area
it was found that none of the natural material available in the vicinity
of the project conforms to the specifications of blanketing material.
Trials were made for obtaining blanketing material by blending two
or more natural materials. This was also found to be unsuccessful
as uniform blending was not possible by manual mixing and
mechanical mixing would not be economically viable. After all the
efforts to get material of consistent specifications turned futile, an
innovative method of manufacturing blanketing material by
mechanical crushing of stones was tried. After a number of trials
with different combination of sieves and crushing pressures, it was
possible to mechanically produce blanketing material as per
specifications. This has been successfully laid over about 40 kms
of track on Chandigarh – Ludhiana new line.
*
Chief Bridge Engineer, N.Railway
** Executive Director/QA,RDSO
*** Dy. CE/(Con), N. Railway
1
This paper mainly deals with the method of manufacturing of
blanketting material, trials conducted during manufacturing of
blanketting materials and the procedure of laying and compaction.
Results of compaction and gradation curves of different trials are
also being discussed.
1.0 INTRODUCTION
Almost all the existing formations on core routes were
constructed many decades ago without any design consideration
of soil strength. Due to phenomenal increase in the axle loads,
traffic and speed of trains in recent years, large lengths of existing
formations are showing signs of distress/instability. Lengths of such
stretches are likely to increase in future with introduction of heavier
axle loads. Improvement in top layer of Railway sub-grade by
providing suitably designed sub-ballast layer/Blanketting is essential
to withstand higher stress.
Blanket is a layer of adequate thickness of selected granular
material laid between ballast & subgrade.
2.0 ROLE OF BLANKET LAYERS
Following are the main functions of the blanket layer
1.
Improving the bearing capacity by modifying the stiffness and
achieving a better distribution of transmitted loads on the subgrade soil, thus preventing ballast penetration into the
formation.
2.
Reduction of induced stresses on the top of sub-grade to a
tolerable level.
3.
To prevent mud pumping, and fouling of ballast by upward
migration of fine particles from the sub-grade.
4.
To prevent damage of sub-grade by ballast.
5.
Shedding surface water from the ballast and draining away
from the sub-grade.
6.
Protection of sub-grade against erosion and climatic variation.
2
3.0 CHARACTERISTIC OF BLANKET LAYER
1.
Should be impervious enough to drain out rainwater falling over
it to prevent softening of subgrade soil.
2.
Should be reasonably pervious to allow full dissipation of pore
pressure within the blanket.
3.
Should have sufficient strength to withstand the trainload
without appreciable plastic deformation and there should be
no heaving under repetitive loading.
4.
Should be easily compacted to have minimum plastic
deformation and should not get eroded during rains.
5.
Should not cause mud pumping under repetitive loading.
4.0 SPECIFICATIONS OF BLANKETTING MATERIAL.
Specifications of blanket material on Indian Railways were
initially issued as per “Guidelines of Earthwork – 1987” by RDSO.
These specifications are as below:
1.
No skip grading to be allowed.
2.
The blanket material should be coarse, granular and from hard
rock.
3.
The material should have small quantity of fines. If the fines
are plastic, the percentage of fines i.e. particles up to 75
microns, can be up to 5%. If fines are non-plastic, these can
be up to 12%.
4.
Uniformity coefficient (D60/D10), in no case should be less than
4. Preferably, it should be more than 7.
5.
The coefficient of curvature (D230 /D60 x D10), to be within 1 & 3.
In addition to above specifications, gradation curve of the
material should lie between two enveloping curves as shown in
Annexure I.
Specifications of blanket material for Indian Railways have
now been included in para 4.3.4 of “Guidelines of Earthwork
in Railway Projects No. "GE G-1, July-2003". Two sets of
enveloping curves for blanket material have been covered in
these specifications. One of these curves is almost identical to
3
the enveloping curve given in the “Guidelines of earthwork1987”, while other curve is for coarser blanket material.
5.0 RDSO STUDIES OF 2000-2001
During 2000-2001, RDSO carried out suitability tests on more
than 150 naturally occurring soil types. As reported in Report no:
GE-37 in May 2001, it was concluded that only 22 out of 150
expected blanket materials passed the required specifications. Only
33% of the other samples were close to the specifications, while
45% of these were totally unsuitable. Hence, if a project site is not
located close to the source of naturally occurring blanket material,
machine manufacturered i.e. crushed rock material could be the
only desirable alternative.
6.0 SUITABILITY OF MATERIAL FOR BLANKETTING
6.1 The most natural choice for Blanket material is river bed which
is mostly coarse sand mixed with various size of boulders.
However following are main difficulties encountered in using
river bed material for Blanketting.
a)
INCONSISTENCY:
Material varies widely and it is difficult to meet the
specifications especially coefficient of curvature which
should be between 1 & 3.
b)
ERODABILITY:
Generally this material is prone to erosion resulting into
serious damage to embankment during rainy season.
Confinement of this material by providing clayey soil on
both sides and sand / boulder drains has been tried but it
is difficult and time consuming process.
c)
AVAILABILITY.
Most of the time, this material is not available near to
projects which increases the cost substantially.
6.2 Blanketting with moorum has been tried at a number of places
but availability and erosion - proneness of this material are
serious problems.
6.3
4
Due to non availability of the blanket material conforming to
specifications in natural form, various methods of blending of
different materials have been tried. However, these have also
not been found very successful as it is very difficult to achieve
uniform blending with manual mixing. Mechanical mixing leads
to very high cost.
7.0 CHANDIGARH-LUDHIANA NEW B.G. RAIL LINK PROJECT
The work of new B.G. Rail Line from Chandigarh to Ludhiana
was taken up for execution during the year 2000.
7.1 Selection Of Blanketing Material
7.1.1 Natural material
On detailed survey of the area, it was found that none of the
natural materials available in the vicinity of the project conforms to
the specification of blanketing material.
Samples from river bed material near Burj-Kotiyan were
collected and particle size distribution (PSD) was checked. It was
found that the naturally occurring river bed material is only partly
suitable, and could be made fit for use by blending with some other
material. Since no other sand/gravel type material was available
from nearby rivers, this option was not feasible.
7.1.2 Highway subgrade
Different materials being used for construction of Highways were
also examined. Sub base of granular material duly compacted of
approx. 30 cm thickness is being laid in National Highway and other
important roads over the sub grade.
In the construction of National Highways in the vicinity of
Chandigarh, material for Granular Sub base is being obtained from
bed of river Ghaggar.
As per specification of MOST, the material to be used for the
work shall be natural sand, moorum, gravel crushed stone or
combination thereof depending upon the grading required. Material
like crushed slag, crushed concrete, brick metal and Kankar may
be allowed only with the specific approval of the Engineer. The
material shall be free from organic or other deleterious constituents,
conform to one of the three grading ( given by MOST) given in the
following table.
5
Sieve Designation
Percent by weight passing the sieve
Grading 1
Grading II
Grading III
90 mm
100
100
100
63 mm
90-100
90-100
90-100
37.5 mm
75-95
78-100
82-100
22.4 mm
65-90
68-99
75-100
5.6 mm
39-72
44-91
53-100
600 micron
14-38
16-56
22-68
75 micron
0-20
0-25
0-30
7.1.3 The set of enveloping curves (shown in Annexure-I) as per
“Guidelines for earthwork 1987” issued by RDSO was the criterion
for passing of blanket material for Chandigarh Ludhiana B.G. Rail
Link. Grading of Blanket material for Railway work as per this set
of enveloping curves has been compared with gradings of granular
sub base of national Highway (As discussed in para 7.1.2 above) in
annexure II, III & IV. Comparison of the important parameters of
Cu (Coefficient of uniformity) and Cc (coefficient of curvature) of
the material permitted for granular sub base and material for
blanketing is as under:
Item
6
Granular sub-base of roads
Requirement
of Blanket
material.
Grading I
Grading II
Grading III
Range of
coefficient of
uniformity
25 to 350
30 to 43
15 to 40
Co-efficient of
curvature of left
hand curve/ave-rage curve/right
hand curve
4.02/1.36/1.94 1.09/0.73/1.07 0.56/0.54/0.76 1 to 3
>7
It is observed from the above table that none of the grading of
granular sub base completely fits into the specification of blanketing
material as it is not possible to achieve the value of coefficient of
curvature. Moreover function of the granular sub base is different
than blanketing material as granular sub base is enclosed on all
sides and therefore not susceptible to erosion, though method of
spreading and compacting of granular sub base is identical to
spreading and compacting of blanketing material.
7.2 Blanket Material by Mechanical Crushing of Stones
After all the attempts to obtain natural material for blanketting
failed, option to manufacture blanket material by artificial means
was explored. In view of the availability of crushers within a
reasonable distance from the project alignment, it was decided to
try machine crushed blanket material. Easiest method to
manufacture blanket material was considered to be one which
involved only one operation. 2/3 crushers near River Ghaggar in
village Burj Kotian near Chandigarh were requisitioned to
manufacture required blanket material by crushing of stones.
Before starting the manufacture of the material, analysis of different
combination of crusher dust and 10mm stone grit was carried out.
Both these materials are available in plenty at crushers. Graphical
representation of these results vis-a-vis enveloping curve of
blanketting analysis is shown in Annexure V. Values of various
parameters for different combinations of crusher dust and 10mm
stone grit are as under.
Sam Colour
-ple
No.
Gradat
-ion
Curve
Ratio
D60
D30
D10
Cu
Cc
Fine
-ness
Crus 10mm
-her stone
dust grit
1
Red
30
70
6.35
1.55
0.11
57.73
3.44
8.04
2
Green
40
60
5.40
0.70
.075
72.00
1.21
10.72
3
Purple 50
50
3.45
0.37
.055
62.73
0.72
13.40
4
Yellow
60
40
1.98
0.26
0.046 43.04
0.74
16.08
5
Blue
70
30
1.50
0.18
0.038 39.47
0.56
18.76
7
From above, it can be seen that coefficient of uniformity could
be achieved in all 5 different combinations. However, coefficient of
curvature was achieved only when 10 mm stone grit and crusher
dust was mixed in the ratio of 60:40.
Initial trials were done on the crusher site of M/s. Bathinda Stone
Crusher, Burj Kotian. Screening of crusher dust during the
production of 10mm stone grit was stopped and the sample of
10mm stone grit mixed with crusher dust was taken. The same
was got tested from M/s. Uppal Lab in Chandigarh. This sample
was found to contain 39% 10mm stone grit and 61% crusher dust
and its co-efficient of uniformity was found to be 67.6 and coefficient
of curvature was found as 0.52. However, it was observed that
production of blanket material with 10mm stone grit and crusher
dust in the ratio of 60:40 should be possible by adjustments of
crusher jaws, changing the combination of sieves and by using
different sizes of raw material.
Only minor relaxation required in the specification was that the
gradation curve will cross the enveloping curve on right hand side
by a slight margin.
First contract for carrying out blanketting for CDG – LDH B.G.
Rail Link was awarded to M/s. Amarnath Aggarwal Construction
Company, Panchkula. During the transportation of the material, it
was observed that there is a possibility of segregation of crusher
dust and stone grit if the material is transported in dry condition.
Therefore, transportation of the material in wet condition was done
which has been found to be very successful. This wet material is
directly laid on the site and can be compacted with combination of
vibratory roller and static roller. This makes the whole operation
very quick and easy. However, transportation of the material in wet
condition adds to the cost slightly.
7.3 Procedure for Execution
The material is being transported in wet condition from crusher
site directly to the embankment. Compaction is being done
immediately after receipt of material as the operation of watering
can be saved. Testing of the material is done by taking sample
from the finished bed of blanketting. Since there is a possibility of
a little segregation of material, samples for checking the parameters
are being obtained from four places and then mixed thoroughly.
8
8.0
RESULTS OBTAINED
8.1 The above method of blanketting has been found very
successful on Chandigarh – Ludhiana B.G. Rail Link.
Advantages observed are:(i)
The embankment obtained is almost impervious, hard and
dense with a dry density of more than 2.1.
(ii)
Compaction in the range of 98 to 99% has been achieved
throughout.
(iii) Speed of execution is also very fast. About 2 lac cum of
blanketting has been executed with this process in a span of
6 months
(iv) There was little damage to the top and slopes of the blanket
layer during subsequent rains. The top layer gives the
appearance of a hard surface road.
(v)
The cost was about Rs. 380 to 400 per cum on this project
which is comparable to the cost of blanketting carried out at
other places using natural material. However, cost will depend
upon distance of the source of stones.
8.2 It has also been noted that if the stone used for crushing is
soft, it is not possible to achieve the desired parameters. That
indirectly controls the quality of stones being used for crushing,
though nothing has been specified anywhere regarding the
quality of stones to be used.
9.0
RDSO SPECIFICATIONS FOR MECHANICALLY
PRODUCED BLENKETING MATERIAL
Subsequent to the experience gained in the project RDSO has
issued provisional specifications for mechanically produced
blanketing material (IRS-GE-2, Feb’2003). Three grading of blanket
material have been specified in this document as under
S.N
IS Sieve size
Grade A
Grade B
Grade C
1
40mm
100
95-100
95-100
2
20mm
100
93-100
80-100
3
10mm
95-100
85-95
65-85
9
S.N
IS Sieve size
Grade A
Grade B
Grade C
4
4.75 mm
92-99
70-92
43-70
5
2 mm
65-90
46-65
22-46
6
600 micron
33-50
22-33
08-22
7
425 micron
28-40
18-28
05-18
8
212 micron
16-27
10-16
00-10
9
75 micron
00-12
00-10
00-08
Material of grade A in above table is almost similar to
specifications of blanket material given in “Guidelines of earthwork1987”. Grade B and Grade C are for coarser materials.
10.0 COST ASPECTS
Cost analysis of production of blanket material at Chandigarh
shows that the material can be produced with a nominal additional
cost. There is generation of 40mm-65 mm ballast as the main
product, which is usable in railways/road works. Blanket material
becomes available as a by-product. If crushing of stones is done
in an appropriate ratio which avoids wastage of quarry dust, the
cost of production can be reduced further.
11.0 CONCLUSION
It is obvious that mechanically produced material makes very
good blanket material, which can be easily transported, easily
spread and easily compacted, to the desired levels. One can expect
to achieve the best desired properties. Moreover, its production is
financially viable, considering the consistency of results and speed
of execution.
10
12.0 RECOMMENDATIONS
Based on the experience gained in executing the blanketing
work on Chandigarh-Ludhiana B.G. Rail Link, following
recommendations are made:
(i)
Specifications of blanketting should contain the specifications
of stone to be used which can be similar to stone being used
for ballast.
(ii)
This method of manufacturing blanket material by using
crushed stones should be universally adopted as it ensures
the consistency of quality of embankment.
11
12
0
0.001
10
20
30
40
50
60
70
80
90
100
5.
4.
1.
2.
3.
0.01
PARTICLE SIZE ( ON LOG )
0.1
1
PARTICLE SIZE DISTRIBUTION CURVE
10
ENVELOPING CURVES OF BLANKETINGANNEXURE -I
100
ANNEXURE -I
No skip grading to be allowed.
The blanket material should be coarse, granular and from hard rock.
R. D. S. O
The material should have small quantity of fines, if the fines are
GUIDING ENVELOPING CURVES
plastic, the the percentage of fines i.e. Particles up to 75 microns
FOR
can be up to 5%. If fines are non -plastic, these can be up to 12%
BLANKET MATERIAL
Uniformity coefficient (D60/D10), in no case should be less than 4.
Prefrably it should be more than 7.
DRG.NO: GT/SD/011/Rev.1/2000
The coefficient of curvature (D230/D 60xD 10), to be with in 1 & 3.
Notes:
CUMMULATIVE %AGE
13
0
0.001
10
20
30
40
50
60
70
80
90
100
0.01
1
PARTICLE SIZE ( ON LOG )
0.1
PARTICLE SIZE DISTRIBUTION CURVE
10
GRANULAR SUB-BASE OF HIGHWAY GRADING - I
D 60
D 30
D 10
CU
CC
7.4
0.87
0.075
98.67
1.36
(Average curve)
(Left Hand curve)
2.8
0.3
0.008
350
4.02
BLUE
GREEN
10.7
2.95
0.42
25.47
1.94
(Right Hand curve)
RED
PROPERTIES OF GRANULAR SUB-BASE OF HIGHWAY GRADING - I
CUMMULATIVE %AGE
100
ANNEXURE -II
14
0
0.001
10
20
30
40
50
60
70
80
90
100
0.01
PARTICLE SIZE ( ON LOG )
0.1
1
PARTICLE SIZE DISTRIBUTION CURVE
GRANULAR SUB-BASE OF HIGHWAY GRADING - II
D60
D30
D10
CU
CC
0.75
0.12
0.0175
42.86
1.09
(Left Hand curve)
GREEN BLUERED
3.5
0.375
0.055
63.64 3
0.73
(Average curve)
10.45
1.95
0.34
0.73
1.07
(Right Hand curve)
PROPERTIES OF GRANULAR SUB-BASE OF HIGHWAY GRADING - II
CUMMULATIVE %AGE
10
100
ANNEXURE -III
15
0
0.001
10
20
30
40
50
60
70
80
90
100
0.01
PARTICLE SIZE ( ON LOG )
0.1
1
PARTICLE SIZE DISTRIBUTION CURVE
10
GRANULAR SUB-BASE OF HIGHWAY GRADING - III
D60
D30
D10
CU
CC
0.385
0.075
0.026
14.8
0.56
(Left Hand curve)
1.87
0.23
0.052
35.96
0.54
(Average curve)
9.5
1.2
0.24
39.58
0.76
(Right Hand curve)
PROPERTIES OF GRANULAR SUB-BASE OF HIGHWAY GRADING - III
GREEN
BLUE
RED
CUMMULATIVE %AGE
100
ANNEXURE -IV
16
0
0.001
10
20
30
40
50
60
70
80
90
100
Red
Green
Purple
Yellow
Blue
Crusher dust
30
40
50
60
70
0.01
1
Ratio
10mm stone grit
70
60
50
40
30
PARTICLE SIZE ( ON LOG )
0.1
PARTICLE SIZE DISTRIBUTION CURVE
10
CRUSHER DUST & 10 mm STONE GRIT ( COMBINED)
Colour of curve
CUMMULATIVE %AGE
100
ANNEXURE -V
MECHANISED TRACK RENEWAL BY PQRS DURING
NIGHT HOURS, WITHOUT POWER BLOCK AND
BY USING CONTRACTOR’S PORTAL AT BASE IN
SEALDAH DIVISION OF EASTERN RAILWAY
RAJESH PRASAD*
A. K. MISHRA**
SYNOPSIS
PQRS method is a semi - mechanised method of re-laying track
and is extensively used all over in Indian Railways. Sealdah division
basically comprises of Suburban sections where the corridor blocks
have been stipulated during night hours. More than 200 Track Km.
of various sub-urban sections is overdue for renewal. Because of
suburban traffic, blocks are being made available during night hours.
In order to increase efficiency of the PQRS, we have used
Contractor’s portal at base as a part of the works contract and efforts
were also made for undertaking the work without power block as per
standing order of Chief Engineer and Chief Electrical Engineer of
Eastern Railway. The experience of the work done has been
described in the paper.
1.0 INTRODUCTION
In view of heavy track structure to cater the requirement of heavy
axle loads mechanised renewal has almost become a necessity. This
is more so when availability of block is only during night and speedy
renewal is required due to worn out track structure of Sealdah division.
Due to this, mechanised track renewal by PQRS during night hours
without power block and by using contractor’s portal at Base in
Sealdah Division has been adopted and in spite of many constraints
like availability of limited block period, non availability of sufficient
number of BFRs, availing blocks only during night hours and other
difficulties relating to operating department, maximum progress of
10.10 Km. in Dec‘04 was achieved. The rationale behind using
contractor’s portals at base will be explained later in the paper.
*Sr. Divisional Engineer(Co-Ordination), E. Rly./SDAH
**AEN / RHA, E. Rly. Ranaghat.
1
2.0 PQRS BASE
PQRS base was made at Ranaghat because of many factors as
availability of suitable space near railway lines, existance of big yard like
CPE yard and fuelling point, availability of local power for shunting and
other purposes and so on. Availability of local pilot and not interference of
yard movement as the base depot is approximately 2.0 km. for main
station. The layout of RHA base is placed as under:
The salient features of Base area as follows:
There are altogether 4 lines out of which two lines are heaving AT
lines. All the activities of fabrication and dismantling are carried
out on these two lines only.
Line No. (1) is used for stabling of PQRS rake and shunting
purpose occasionally. This line also used for loading the scrap
or released materials.
Line no. 4 is exclusively used for loading of scrap and released
materials.
At a time 10,000 sleepers can be stacked in the base.
If blocks for PQRS work are taken on alternate days, the base
can fabricate and dismantle 60 panels without any difficulty.
For all the activities at base, contractor’s portals were
unavoidable and used without much of problem.
2
3.0 WHY CONTRACTOR’S PORTAL AT BASE ?
Contractor had employed his own 2 no. of portals at base. These
portals were very sturdy and less prone to break downs. These were
very effective too.
The Portal was very innovative in design to handle higher loads with
very low fuel consumption of around 3-4 litres/hour.
3.1 Benefits of using Contractor’s Portals at Base.
As per agreement we paid
to Contractor for fabrication of
one panel and loading it into BFR
having a length of 12.60 m.
(Panels used in the division were
12.6 to 13.20 m long).
a.
b.
c.
d.
Unloading of PSC sleepers
Spreading of PSC sleeper
Linking of PSC sleeper
Loading of panel into BFR
-
7.50x21
7.00x21
24.50x12.6
20.50x12.6
=
=
=
=
Rs. 157.5.
Rs. 147.0
Rs. 308.7
Rs. 258.3
Total Rs. 871.50 per panel
So total Cost of fabricaion, handeling and loading of one panel is
Rs. 871.50.
If we use departmental portals, cost per panel would be more
than the double i.e. Rs. 1700/- per panel as per the following.
Average cost of maintaining 2 portals per month.
=
Rs. 210830 x 2 (approx)
=
Rs. 421660/Cost of 15 no. labourers required for each panel
=
15 x 100 x 30.
Total cost = 421660 + 90000 = Rs. 511660/Average no. of panels per month 342
So cost per panel
=
Rs. 5,11,660/342
=
Rs. 1496.08 per panel.
3
If we add the cost of repairs of the aged portal machine, overtime
allowance of staff, depreciation cost of machine, reduction of the staff the
cost would be much more besides poor reliability.
3.2 Features of the Indigenous (Local) Portal Gantry machines
are
Maximum speed
Moving Dimension of machine
Capacity
Engine
Lighting arrangement
Fuel consumption
=
=
=
=
=
40 Kmph
21’ X 13’
15 T (minimum)
S – Model Engine of Tata
4 higher power lamps are
fitted to work during night.
= 2.0 – 2.5 Lts of HSD
oil / hour during slow motion
mode and it can go up to
3.0 to 4.0 liters during
working mode.
Members can be dismantled and transported by road. Does not
need any BFR for its movement.
Easier to fabricate and erect portals.
Cost
= Rs. 2.5 to 4.0 Lakh depending
upon how old Engine has
been used
3.3 SOURCE
Portals of the following manufacturers have been tried and
performance has been satisfactory
Hydromech
62 G. T . Road, Megasol.
Phone - 0341 – 3100325.
Guru Govind Engineering Works.
77, Fazal Ganj, Kanpur.
Phone – 0512-229856
4
4.0 PLANNING BEFORE BLOCK.
Since renewal in RHA – GXD KLNP – STB, KNJ – LGL line
was from CST – 9 track to concrete sleeper track special
care was to be taken before actually availing the block.
Sufficient AT was made in advance, proper care were taken
to provide CST – 9 plates at every 2 m.
Wherever LC gates or bridges were to be met during block,
Ramp (1 in 1000) were made by excavating the ballast beneath the track, so that during actual working extra time
would not be consumed in providing ramp at the end of the
work.D
At the beginning of the track 50% of renewed track in ramped
portion is lifted by the portal then the work starts in old
track.
The ballast from the pockets of CST – 9 plates used to be
cleaned to avoid unnecessary transportation of ballast.
AT used to be laid over the bridges also (upto a span of 20’)
with rail clusters..
5
5.0
PQRS WORK DURING BLOCK
5.1
Since PQRS work was also done without power blocks special
precautions were to be taken.
.
5.2
Proper earthing and bending were ensured as per. Joint circulars
issued by CE & CEE. But on isolated days having rainy nights or
overcast weather we thought it fit to avail power blocks.
5.3
The track had concrete sleepers interlaced in few locations. While
lifting the existing panels. The pandrols were opened so that
concrete sleepers are left at their position and removed from track
before laying new panels.
5.4
Wooden sleepers interlaced were also released in the same way
but these wooden sleepers were kept in the next tray to be carried
to the base.
5.5
Since the RHA – GXD is a double line track Mechanical hooter with
a man was provided at the site. The hooter was placed at least 600
m from the actual spot of work. So that an approaching of , the man
could blow the hooter and the men on work could be alerted. Apart
from hooter one moveable whistle board with luminous paint was
also provided on the other track in the direction of approaching
train.
5.6
At the end of the work, site in-charge ensures track parameters
within limit & records G & XL and certificate in the track parameter
register regarding safety of the track and block is cancelled.
5.7
Two cylinders of gas (one of DA & other of oxygen) were always
kept ready at the site with a cutting torch to be utilized in case of
emergency.
5.8
Released rails after rail renewal next day of the block were trolleyed
and kept in the converted panel tray so that they could directly be
brought to base with the released panels.
6
6.0
ADVANCE PLANNING
6.1
Existing fitting surveys were carried out with the contractor for proper
accountal of released materials and avoid disputes with contractor
regarding returns of released materials.
6.2
Initial L – section were taken and proposed level were also marked
on each mast and other permanent structures.
6.3
LWR plans were prepared and got approved.
6.4
Sufficient quantity of ballast was ensured to be available during
PQRS work.
6.5
Deep screening is planned after PQRS manually and at certain
location by BCM.
7.0 WORKING WITH OR WITHOUT POWER BLOCK
KNJ – LGL section is non – electrified section so power block was
not required but in other section due to requirement of power, good amount
of margin used to be wasted besides affecting the adjoining secions.
Following bonding diagram used to be followed.
7
As such PQRS work without power block became the
requirement. All bonds, discharge rods, to be transported, carried,
connected and disconnected by Engg. staff as per directive of TRD
supervisor/skilled staff. The details of bonding diagrams is as under:
PQRS working zone is ABCD.
Bonds 1,2,3,4,5 and 6 are to be connected before opening
rail at ABCD.
Bonds 7,8,9,10 are to be connected before putting the portal
on auxiliary track.
Bonds 13,14 are to be connected by Engg. staff for earthling
PQRS portal with auxiliary track before lifting the portal from
BFR and reloading on BFR.
Bonds 11 and 12 are to be connected, if the beat of PQRS is
more than 300 m.
In this connection joint guide lines of Engineering and Electrical
(TRD) have been issued by CE and CEE vide letter no. W 520/2/3/12/
Pt. 8 dt. 9.02.90. The instructions were having following restrictions.
Confined to day light only.
To be avoided in inclement weather i.e rains, fog etc.
High humidity to be avoided.
Not applicable to under over line structures such as FOB, ROB,
flyover, through gide.
But few traffic blocks without prior blocks were taken during night
hours also and it is confirmed that with sufficient precautions it can
be done.
8.0 POST RENEWAL WORKS
Deep screening, LWR conversion, cess repairs etc. are common
items normally undertaken after renewal. In the division, girders of small
bridges e.g Bridge no. 115, 116, 118 etc. of RHA-GXD section having
span of 20’ or less, were replaced by slabs manually during the shadow
blocks using derricks erected at site.
8
·
9.0 WORKING DURING NIGHT HOURS
The corridor blocks provided in various sections planned for
renewal are
RHA – GDX section – 4 hrs. (00.00 to 4.00 hrs.).
KLNP – STB section – 3 hrs. (02.15 to 05.15 hrs.).
So it was necessary to provide adequate lighting over the whole
stretch where blocks are planned. 2 Diesel driven generators with one
no. of stand by are placed centrally having capacity of 5.0 to 7.5 KVA
with tubelights placed at an interval of 20 m. The provision of adequate
light used to be the part of the agreement and no extra money used to
be paid to the contractor.
The biggest disadvantage of old CST-9 track is falling of pots during
renewal by PQRS which could endanger the safety of men working at
site. To eliminate this problem it was necessary to provide adequate
fittings to the CST-9 besides providing adequate lighting arrangements
at the renewal site.
9
10.0 CONCLUSION
Mechanisation of track works both in field of renewal and
maintenance has become absolutely necessary and unavoidable in
present context of Civil Engineering.
The key words in the topic of paper are night blocks, without power
block and Contractor’s portal.
The features about night working of PQRS, trials made for renewal
without power block and using Contractor’s Portal at base have been
deliberated in this technical paper with a hope that it would be fruitful to
the field staff of other places.
10
EXPERIENCE IN USE OF RAIL GRINDING MACHINE
ON
NORTHERN RAILWAY
V.K.BALI*
SYNOPSIS
“Rail is the single most valuable asset. The rail/wheel interface
is a sophisticated subject because of the huge cost involved in
frequent rail renewals. Typical problems encountered on heavily loaded
lines include shelling, side wear, plastic flow, low welds, corrugation
and fatigue.
Rail grinding is considered the single most effective maintenance
practice to control surface conditions, restore profile and avoid
premature renewal of rails.”
1.0 INTRODUCTION
The life of rails is reduced due to fatigue, excessive side wear,
development of gauge corner flaws and corrugation. Rail Profile gets
continuously changed under the passage of traffic by rail/wheel
process, which can be reduced by rail grinding. The ground profile of
the rail controls the location where wheels will run over the rail. Also
the wheel guidance capability of the ground rail profile determines the
location and extent of the interfacial contact pressure & the wheel
sliding reactions on the rail.
The main reason for rail failure on the heavy density route is
rolling contact fatigue i.e. development of surface and sub surface
cracks in the rail head which arise largely as a result of high points.
Grinding is thought to be one of the treatments to be given to rail for
treatment of these defects and is considered essential for high wear
resistance rails.
2.0
RAIL GRINDING MEANS
a)
b)
Re-shaping of the railhead to a predesigned profile to obtain
a proper rail wheel contact.
Removal of fatigue metal from the railhead.
*Dy.C.E./TMC/Line/N.RLY
1
c)
d)
e)
Controlling the location of wheel contact zone on the
railhead.
Controlling the size of wheel contact on the railhead.
Removal of rail corrugation, which generates noise cause
rough riding and reduces life of rail and wheels .
Rail Grinding as it appears today is a major item of work in the
maintenance of P.Way on major World Railways to prevent rail fractures
on account of gauge corner cracking.
3.0 BENEFITS OF RAIL GRINDING
1. Rail grinding will reduce stresses in the rail thus resulting in
lesser fractures.
2. Defers rail renewals by reducing relaying cost.
3. Improves riding quality.
4. Reduces track maintenance cost.
5. Helps in fuel savings.
6. Reduces wheel wear thus increasing their life.
There are two methods of grinding:
1. Preventive grinding - To remove surface defects.
2. Corrective grinding - To correct surface defects and the shape
of the head of rails.
4.0 RAIL GRINDING MACHINE
(Experience of working RGM in Northern Railway)
Rail Grinding machine designed and manufactured by M/S
LORAM , USA was purchased by the Railway Board in 1990 for grinding
of rails on Indian Railways.
2
The SALIENT FEATURES OF RAIL GRINDING MACHINE SX-11 are
as under :
This machine has been designed & manufactured by M/s. LORAM,
USA, the details of which are as under:
1.
Model
:
SX - 11
2.
Number of stones
:
16
3.
Date of commissioning
:
17 th May 1990
4.
Engine
:
Cummins KTTA19P
700 HP Double Turbo
Engine
5.
Speed on own Power
:
60 KMPH
6.
Speed in Train Formation
:
40 KMPH
7.
Grinding Speed
:
1 to 6 kmph.
8.
Fuel consumption on own power :
60 lts./hr.
9.
Fuel consumption while working :
90 – 100 lts./hr.
10. Water tank capacity
:
800 gallons , to take
Care of Fire hazards.
11. Spark guards
:
For arresting dust and
Sparks.
12. Staff required
:
7 Nos.
5.0
UTILIZATION OF RAIL GRINDING MACHINE
The machine worked on KK Line on South Eastern Railway from
1990 to 1998, when it became defective on account of seizure of the
Engine. The machine was recommissioned in December 2002.
Thereafter as per orders of Railway Board , the machine was
shifted to Northern Railway due to serious problem of Gauge Corner
Cracking in rails having been detected on Ambala-Ludhiana section .
6.0
GAUGE CORNER CRACKING ON AMBALA-LUDHIANA
SECTION
There had been large number of fractures and also detection of
rails having gauge corner flaws on Ambala- Ludhiana Section of Ambala
3
Division as under:
Year
Total length of
track both on
up and down
line
Total number Incidence of
of defective
defective rails
rails detected per 100 Km.
of rails
1999-2000
194
50
25.77
2000-2001
194
89
45.87
2001-2002
194
194
100.00
2002-2003
194
229
118.00
This high incidence of development of defective rails had forced
premature replacement /renewal of rails even when these had not
covered 50% of the life .
This was a cause of concern for the safety of traffic as such in
addition to frequent testing of rails by USFD in this section, it was felt
that grinding of rails on this section may help in reduction in
development of gauge corner flaws .As such the rail grinding machine
available on S.E.Railway was decided to be shifted to this section
and it is working since Nov. ‘2003.
Ambala- Ludhiana section
Track Structure
UP Line LWR Track of 60Kg 90 UTS rails on
PSC sleepers with M+7 density and 300 mm
ballast cushion.
DN Line LWR Track of 52 Kg. 90 UTS rails on
PSC sleepers with M+7 density and 300 mm
ballast cushion .
7.0 PROCEDURE FOR WORKING OF RGM
1. A mini profiler (owned by RDSO) is used to measure pre grinding
rail profile.
2. The angles of various grinding stones are being kept on trial
error method, as there is no scientific method of setting of
stones to give a particular rail profile.
3. After grinding to check whether the contact band has been
shifted to center or not, yellow paint is applied on rail head and
4
the width and location of contact band is recorded after passage
of a train.
4. The ground profile is then measured by mini profiler & is super
imposed on the pre ground profile of rail to see results achieved.
5. The post grinding profile is checked by using template also.
8.0 PROGRESS OF RAIL GRINDING ACHIEVED SINCE
COMMISSIONING OF THE MACHINE
On South Eastern Railway
Length of track grinded
:
Length of track grinded in passes in Kms. :
195 Kms.
2942 Kms.
On Northern Railway
Year
Section
Total
Block Hrs.
Length
of track
grinded
in Km .
Passes in Km.
Nov.2003
-Mar. 2004
UMB-LDH
186.05
43.541
285.859
Apr.2004
-Nov. 2004
UMB-LDH
107.00
27.01
162.17
293.08
70.62
448.06
Total
i)
The progress of the machine at present is 6 to 7 kms per
month.
ii)
The availability of blocks so far has been 1.70 hrs. per day .
Efforts are being made to enhance block availibity to improve
the progress of the costly machine.
iii)
Presently the grinding of rails is being done on 60 Kg. rails on
UP line between Rajpura-Sirhind to remove rolling contact
Fatigue as also to attend to rails having wheel burns . Scabbing
and roaring of rails defectes to improve running .
iv)
Preventing grinding of rails is being done basically to bring
the wheel/rail contact band to center of rail table . Five to ten
5
passes of grinding of rails are being given to bring the rail/
wheel contact band to center of rail table.
9.0 ACHIEVEMENTS
By using the preventing grinding, the contact band on rail
head is shifted to the non-gauge face side by about 20 mm
i.e the contact band gets reduced from 55-60 mm to 35-45
mm, which leads to:
a)
Shifting of load directly to the web and thereby reducing the
eccentric loads.
b)
The shifting of contact band reduces tendency of flow of metal
on railhead.
c)
Shifting of contact band to center of rail table and reduction in
its width is a favorable situation against developing gauge
corner fatigue and cracks in rail surface.
d)
The progress being less the section has not been fully covered.
However since USFD testing is being done every two months
whatever defects (GCF) get generated they are detected and
removed. However since contact band is shifted to center the
generation of these defects is definitely getting delayed .
e)
Wheel burn marks are reduced thus resulting in lesser
hammering action on the rails which otherwise could have
resulted in fracture. This reduction in hammering action also
results in lesser maintenance effort.
f)
The dip in cupped welds gets reduced to some extent thus
resulting in improved riding quality.
g)
However it is noticed that post-grinding surface is quite rough
at some locations which may be due to improper angle of the
stones having been set and scratches are left on top of rail
table.
10.0 MONITORING OF THE WORKING OF RAIL GRINDING
MACHINE
a)
6
The target profile has been provided by RDSO for 52 Kg rail
and the target profile for 60 Kg is under process of finalization.
b)
RDSO has prescribed a Performa for recording pre and post
grinding results and this is to be submitted to RDSO every
month.
c)
The data is analyzed by the RDSO.
11.0
COST ANALYSIS OF GRINDING OF RAILS
i)
With present level of output, the cost of preventing grinding of
rails is coming out to be Rs. 78000/- per track km of rails
without CRF .
ii) Efforts are being made to enhance block availibilty for the
machine to increase the progress thus in turn bringing down
the cost of grinding .
12.0 ASSISTANCE REQUIRED FROM RDSO
RDSO’s help is needed in:
a)
Deciding the modules for preventive (maintenance) grinding
of rails.
b)
Target profile of 52 Kg and 60 Kg rails. The target profile for
52 kg rail given by RDSO stipulates grinding of rail up to 2.8
mm which is too much as such needs review.
c)
Grinding of rails as per the target profile given by RDSO for
52 Kg.rail was thought to be excessive as such only surface
grinding of rails is being done to bring the rail wheel contact
band to the center of rail head.
13.0 ANNUAL MAINTENANCE CONTRACT
i)
The AMC with the representative of the OEM i.e. M/s Vandana
International, New Delhi is in the final stages of finalization.
ii)
However due to the fact that the machine is of very old model
there is some difficulty in procurement of spares which also
affects the out put of the machine .
7
14.0 SOME OF THE OTHER PROBLEMS IN THE MACHINE ARE
AS UNDER:
i)
There is no system of measuring the rail profile before grinding
as well as post grinding of rails .
ii)
The computer of the RGM fails frequently because of vibrations.
iii)
The tempature of hydraulic oil in the machine rises above
1000 C because the capacity of the hydraulic Tank is 465
gallons where as the total discharge of the pumps is 800
GPM. The matter has already been referred to the OEM.
iv)
This rise in temp. causes bursting of hydraulic Hoses and
seals quite frequently and thus stoppage of machine working.
v)
Hydraulic radiator is fitted on top of the machine as such in
OHE section It is difficult to clean it every day.
vi)
The hydraulic transmission of working does not get
disconnected during traveling mode.
vii) The dust/iron particles get collected on the various parts of
machine and are safety hazard for the staff operating the
machine and also cause fire in the adjoining fields.
15.0
8
DEVELOPMENT OF RAIL GRINDERS WORLD OVER
1.
Large grinders machines have been developed by various
machines manufacturers, which have grinding stones e.g. up
to 120 nos.
2.
These grinders are capable of grinding switches as well .
3.
The grinding speed is upto 15 kmph
4.
These high capacity rail grinders have modern features like
measurement of pre and post rail profiles, automatic setting
of grinding stones to desired angles for grinding.
5.
They are capable of removing corrugation and surface defects
and can restore proper profile in a single pass.
6.
These rail grinders have improved spark controls and dust
collection Systems.
7.
These also have foam fire suppression system.
16.0
CONCLUSION
1.
Use of RGM on UMB-LDH section has helped in reducing the
width of contact band and also in shifting it to the center of
rail table which will avoid eccentric loads.
2.
This is also expected to help in reduction in gauge corner
cracks , flow of Metal, corrugation and wheel burns
17.0
RECOMMENDATIONS
1.
Rail grinding should be adopted on all high speed routes .
2.
Newly developed Rail Grinding Machines with higher number
of grinding stones e.g. up to 120 available world over need to
be procured for use on Indian Railways to achieve the correct
target profile of rails and to enhance the life of rails.
9
METHODS TO INCREASE THE PRODUCTIVITY OF
BALLAST CLEANING MACHINE
DEVINDAR KUMAR
SYNOPSIS
BCM machines were provided to CKP Division in the financial
year 2003-04 and subsequently continued in 2004-05. As per the joint
M.O.U. signed by COM & PCE the out put of 0.1 km per gross block
hour was stipulated for ballast cleaning machine. It was targeted
that a block of 4 hrs. per day in a single spell or two blocks of 2-1/2
hrs. per day will be granted to achieve the desired out put. It was in
this backdrop the machine was deployed in CKP Division. Initially
the machine was deployed in TATA-CKP section and effective out put
of 9 to 10 km were being achieved. The machine was shifted between
TATA-JSG section in the month of October-03. It was also mentioned
in the M.O.U. that length of speed restriction at the work site should
not exceed 2.5 km, consisting of 0.5 km for 20 kmph, 0.75 km for 50
kmph & 1.25 km for 75 kmph.
With this constraint the BCM work was started and a great deal
of co-ordination amongst various departments was set up. Machine
staff was motivated, field staff also put in concerted effort, which
resulted in a highest ever out put of 20.17 km in the history of Indian
Railways in the month of November-03, while working in Dn. line of
JSG-ROU section. Similar performance was achieved continuously
for 3 months at an average out put of 19 to 20 km per month.
This has prompted me to write this technical paper for sharing
my experience with the readers regarding methods adopted, which
resulted in fantastic performance of BCM machine.
It is worthwhile to mention that with the experience gained in the
year 2003-04, excellent progress of 21.56 km have been achieved by
the same machine in May-2004 in the section of DEN(South)/CKP in
between section RKSN-DPS.
* Sr. Divl. Engineer (West), Chakradharpur, SE Railway
1
1. INTRODUCTION
1.1 Demands on the Ballast Bed
A clean, elastic and homogeneous ballast bed is an essential
foundation for the smooth functioning of the wheel-on-rail
system. The ballast bed has a considerable influence on the
service life and the quality of the track geometry and
subsequently the cost-efficiency of the overall track
maintenance.
A well-functioning ballast bed has to fulfill the following tasks:
most uniform transmission of the ballast pressure on the
subgrade,
great resistance to longitudinal and lateral displacements
of the sleepers,
easy restoration of the track geometry after its alteration
(tamping and lining work),
assurance of the track elasticity to reduce the dynamic
forces,
good permeability of water and air to assure a long service
life of the sleepers and to preserve the bearing strength of
the subgrade.
Subsequently the subgrade formation has to possess the
following quality features:
Adequate strength to absorb and distribute the dynamic
forces.
Stability and to prevent fine particles from penetrating the
ballast. The sub-grade must be level and have a cross fall
of 1:30 to 1:40 so that water falling on the ballast is drained
off.
1.2 Fouling of the Ballast Bed
The desired properties of the ballast bed defined by the ballast
structure will be lost if the quantity of fine particles in the ballast
bed is much greater than the permissible proportion. On new
ballast the permissible proportion of fine grain is normally 3 to
5% of the total weight of the ballast specimen. (Normally ballast
2
stones with a diameter smaller than 25 mm are regarded as
fine particles.)
The causes of fouling are on the one hand the dynamic forces
(causing attrition of the ballast stones) and on the other hand
pollution from the air, spillage during transport (coal dust, ore,
etc.) and rising fines from the sub-grade.
Before elaborating further I would like to discuss briefly about
the need of ballast cleaning machine with simple details, which
would help the readers to comprehend the functioning of the
BCM machine.
1.3 Need of Deep Screening
Where field drainage of ballast drain is beyond repair it is
necessary to go for deep screening. In deep screening the
entire bed is screened to remove fines and restore the resiliency.
There are no clear cut guidelines to determine the expected
life of the ballast at which deep screening should be taken of.
The fouled ballast bed will cause a regular settlement of the
track and it has been experienced that track parameters, starts
getting deteriorated when ballast fouling reaches approximately
30% weight.
Following graph may set the need of deep screening in correct
respective
3
It can be seen clearly that a completely fouled ballast bed does
not prompt any drainage and there is unequal pressure distribution as
can be seen from the figure below:-
1.4 Method of Correction in Track Parameters in Older Times
In older times when track parameters were deteriorated to a
considerable extent then a method called “Measure Shovel
Packing” was adopted to correct the track parameters in which
crushed stone chips of size varying from 10 to 20mm were inserted
at rail seat. But in this method the main draw back was that it
caused a consideration reduction of the track resistance to lateral
displacement. Hence the track was not getting stabilized after
tamping. Moreover, this method was not suitable for track where
speed was more than 100 kmph.
In the above paragraph I have discussed briefly about the need of the
ballast cleaning. It is emphasized that to achieve an excellent performance manually ballast cleaning is not suitable. Hence mechanical ballast cleaning is the only solution.
2.0 REQUIREMENT OF MECHANISED BALLAST CLEANING AND
OTHER PRE-REQUISITES
To achieve a qualitative out put from the Ballast Cleaning
Machine, vis-à-vis the clean ballast cushion and suitable sloped sub
grade, BCM should have the following features :4
2.1 Excavating Device
It is desired that the excavating device should be capable of
producing of a properly sloped sub grade both in longitudinal &
transverse direction with cross slope in 1 in 30 to 1 in 40. This can be
achieved by suitably varying the depth of the excavation at 2 points
on either side of the track at a given location. Here skill of the operator
comes into play. The ballast must be excavated on the entire width of
the ballast bed and skilled operator achieve a suitable slope by
adjusting the depth of the cutting.
Here the operator of the machine was quite competent and he
was adjusting the cutting depth as necessary for the type of ballast
bed encountered with.
2.2 Lifting and Slewing Device
It is the standard mechanism, which is available in the vicinity of
the excavating chain. The track is lifted with the help of lifting and
slewing device so as to achieve minimum excavating depth and to
obtain better ballasting thereafter.
5
2.3 Vibration Screening Unit
It is imperative that the vibration screens should work efficiently
and should be able to segregate all the materials, which do not
correspond to the specified stone size. Generally 3 levels of screens
are provided :
1st level : Separation of over-sized stones.
2nd level : Recovery of medium sized stones.
3rd level : Recovery of small stones, separation of fine particles.
To achieve a better quality the vibrating screens should be having
proper jaw size, which should not be elongated or worn out. Vibration
should be proper so that it can effectively screen the entire fouled
ballast also.
2.4
Chain Cutter Unit
This is the main component, which have direct bearing on the
quality as well as quantity of deep screening. The chain consists
essentially of scraper shovels with two to five fingers, members and
bolts. The fingers loosen the encrusted material from the ballast bed,
the scraper shovels convey the material into the chain guides directly
to the screening unit. This process already achieves a certain degree
of separation of the spoil from the ballast.
The chain is guided underneath the track in a cutter bar. This
enables an exact and straight cut over the entire excavating width.
The required cross fall of the sub-grade can be produced accurately
in this way.
6
2.5 Ballasting
To achieve effective and increased out put, it is necessary that
the cleaned ballast is reinserted in the track as uniformly as possible
under the sleeper and around the sleeper. Hear the cleaned, reclaimed
ballast coming from the screening unit is transported via hydraulically
adjustable baffles and slewing distribution conveyor belts or unloaded
directly into the track.
The entire ballast is placed in the track using slewing distribution
conveyor belts directly behind the excavating chain. It can be
distributed there uniformly over the entire sub-grade or deposited in
the required zones depending upon the setting of the slewing area.
The trajectory parabola of the distribution conveyor belts ensures
uniform filling underneath the sleepers. A height-adjustable profiling
device behind the trajectory device produces a perfect sleeper bed.
The entire ballast falls into the track directly in the area in front
of the rear bogie.
A plough grader is positioned behind the ballast distributing unit
which sweeps off the ballast left on the sleepers and even the rails
during ballast cleaning and at the same time grades the ballast crown.
7
2.6 Transport of Spoil
During ballast cleaning machine heavy quantity of spoils are
generated which is necessary to be dumped at a suitable location so
that it cannot fall on the track again. To transport the spoil a conveyor
belt is provided in the machine to transport the spoil at a suitable
location safely at a distance of approximately 4 metres from the center
line of the track. In case of cutting, difficulty may be faced for disposal
of spoil when the cutting depth is more. Here generally all the side
drains become choked hence it is necessary that side drains are
cleaned promptly to avoid re-fouling of the ballast. In cutting if suitable
hoppers can also placed on the adjacent track, in case of double line,
than transporting of spoils is possible at the same time, but for this
OHE block is also needed on both lines.
2.7
Efficient and Skilled Machine Staff
Efficient and skilled machine staff is a desired and very important
pre-requisite as any incremental out put is only possible when the
operator is able to adjust the condition of the machine according to
the ballast bed condition promptly.
With this brief pre-requisite of BCM and its staff, I would now
like to elaborate various points, which were taken care of.
8
3. MODUS OPERANDI ADOPTED IN THE CKP DIVISION
I would like to offer my gratitude to our respective DRM, who
ensured an uninterrupted traffic block of 4 hrs. at a stretch without
which this out put would have not been possible. Other logistics were
then decided at our level.
3.1 At Divisional Level
Sr.DOM was taken into confidence so that there was no block
bursting and he was able to plan his traffic movement accordingly.
Two Nos. of DTIs were deputed on both the adjacent stations to
monitor the single line working safely during the traffic blockage period.
All the ASMs, Guards, Train Porters, Staff & other operating
staff were counseled and were informed about the necessity of saving
time, which can result in the increased effective block hours.
It was also ensured that ballast DMTs were readily available on
the very next day for unloading of the ballast in the previous day’s work.
During working of the BCM machine continuous monitoring was
ensured by directly making AEN responsible for giving feed back about
the failure or assistance required so that machine can work
uninterruptedly on the next block. For this all the maintenance
requirement of machine were catered to immediately.
As BCM requires huge consumption of diesel, hence it was
ensured that at no point of time the work is stopped/delayed on
account of non availability of diesel. As a number of machines were
working in the division, hence for this sometimes divisional imprest
was also utilized to purchase diesel from the nearby locations. In
CKP division diesel is procured in 2 depots, i.e. at ROU & TATA and
daily consumption of diesel was to the tune of 1000 ltrs for BCM and
other machine, working in conjunction with BCM. Hence necessary
transport arrangements were made from the nearest depot, i.e. from
ROU & sometime from TATA so that diesel is always available. In
case of shortage of the diesel from the depot divisional imprest was
activated and diesel was purchased from the local available sources.
A proper co-ordination was ensured amongst other concerned
sister departments which are essentially required to ensure
uninterrupted working of BCM. It was ensured that 5 to 6 OHE staff
were always available with the machine who can open the structural
bonds ahead of the machine and are able to refix the same at the
close of the day.
9
Signal Dept. was also taken into confidence and necessary
signal staff were provided with the machine to take care of any signal
requirement, specially nearer to the station where lot of junction box
and wires are there. They removed all the infringements well in advance
and the same was refixed at the time of closing of the work so that
minimum interruption to the traffic is caused.
4 machines were deployed simultaneously including BCM
machine so as to achieve increased out put. These machines were –
(1) BCM, (2) BRM, (3) Duomatic & (4) DGS. These machines were
marshelled together and were sent in the same block section at a
time, which also resulted in simultaneous operations of ballast
regulation, packing and consolidation. The BRM machine was able
to regulate the ballast behind the BCM machine, for the same day’s
as well as previous day’s work. Here Duomatic 8055 was very efficient
and it was possible to tamp the same days work and previous days
work also. It became possible to open the traffic at 30 kmph instead
of 20kmph on the same day after closing of the work, which
substantially reduced the time loss.
3.2
At Field Level
3.2.1 Item taken care of before Block
All the rail posts like TPTC, SEJ, LWR and other boards were
removed well in advance as this could have infringed the working
portion of the BCM. It is worthwhile to point out that during working in
a particular block section we encountered the rail posts, which were
buried at the center of the track. These rail posts were probably laid
for initial laying of the track. When these were encountered during
one of the block, the entire length of the track, where BCM was
deployed, was surveyed and it was seen that in various block sections
these rail posts were at a considerable height and could have infringed
the cutter chain. Hence these were cut by gas well in advance.
All L.C. gates & their check rails were opened in advance.
All the deficient & defective fittings like pendrol clips, liners and
other fittings were recouped as any deficiency or defective fittings
might cause dropping of the sleeper at the time of lifting of the track
during working. Once the concrete sleeper gets dropped, a
considerable time of approx. 10 to 15 minute is lost, which results in
loss of out put.
10
In JSG-ROU section most of the platforms are rail level. Hence
there are two options either to leave the platform area or to open the
rail level platform so that work can be carried out in yards also. Hence
all the PCC blocks of rail level platform were removed and yard’s main
lines were also deep screened.
Crib and shoulder ballast of one sleeper in advance was opened
before taking of the block as a considerable time is lost while placing
the chain and cutter at the start of the work. Due to this we achieved
a saving of at least 10 min. and cutter was placed in advance and it
was fixed promptly with the chain at the time of block. In case of
curves, super-elevation was written on every 5th sleeper so that operator
of the BCM can easily see and adjust the working accordingly.
A survey of critical implantation was also carried out and all the
OHE implantation was listed and location where the chances of
infringement was there, were identified so that special precautions
can be taken at those locations.
All the bridge approaches were also opened well in advance.
Here it is worthwhile to point out that generally bridges are there in
every block section hence considerable time is lost while starting the
work on other side of the bridge on the next day. Here a 2nd cutter bar
was arranged and it was placed by opening shoulder and crib ballast
before closing of the previous day’s work. This also resulted in
considerable time saving on the next day’s block.
As the effective out put entirely depends upon the skill of the
operator and other staff hence every effort was made to make the
machine staff comfortable and motivated.
It was ensured that routine maintenance of the machine was
carried out well in time before taking up of the block so that machine
work continued uninterruptedly.
Traction Dept. also deployed 5 to 6 staff so as to open the
structural bonds well in advance and this was refixed before closing
of the block.
Signal Dept. also deployed their necessary staff so as to take
care of the interruption to signal installations like - junction boxes,
axle counters etc.
One PWM each was also stationed with walkie-talkie on both
the adjacent stations. They co-ordinated with the staff of Operating
and other Departments so that machines are properly marshelled and
ready before granting block. They also ensured that points are properly
11
set so that minimum time is wasted for despatching of the machine
after granting block. Similarly they also ensured that points are again
reset to receive the machine at the closing of the work and time loss
is avoided. We experienced that at least 20 to 30 min. were saved by
this co-ordination amongst the staff, which resulted in more effective
block.
3.2.2 During block operation, following items were taken
care of
PWI ensured that 60 to 70 competent personnel are available
with BCM and other machine to take care of various items during the
block work. This labour forces along with supervisors ensured that
working portion of the track is cleared from all the infringements, all
the missing fittings were getting recouped, all the track parameters
were safe after working of the BCM machine. It is to point out that
this labour force was highly essential as sometimes very small and
silly mistakes are committed and assistance is required immediately.
So the assistance was provided promptly, which resulted in saving of
the time loss.
Although ballast regulator distributes ballast evenly after screening
still ballast has to be drawn manually below rail seat so as to keep
track properly aligned and leveled. Sufficient man power was provided
just behind BCM, which continued the ballast insertion during the
operation of the BCM so that ballast may not remain scanty.
Similarly sufficient man power was kept along with Duomatic
machine to draw out the ballast from the adjacent lines so that
Duomatic can tamp the work of the same day. Here it is worthwhile to
mention that after initial tamping track was opened with a speed of 30
kmph instead of 20 kmph, which resulted in considerable saving of
time loss.
Sufficient man power was kept for various miscellaneous works
like squaring of sleeper, recoupment of fittings, renewal & fixing of
check rail of L.C., making up of surface of L.C. so that the minimum
back work is left at the time of closing of the work, as all these items,
if lagging far behind, will affect the out put & safety.
A gang was also formed to pick up the slack manually for the
last stretch of deep screening, which is approximately 40metres as
Duomatic was not able to tamp the last stretch of the track.
Similarly all pre-tamping and post tamping readings were taken
and rectification was done within the block day.
12
As pointed out earlier great deal of effort was made by the Division
to ensure that regular ballast DMT, sufficient to cater to one day work,
is made available before the start of the next day’s work. For this the
activities were expedited at the ballast depot which was at a distance
of approx. 50 kmph from the work site. It was ensured that the empty
rake is placed on same day. It is loaded within the minimum possible
time and loaded rake is taken out from the depot and is available at
the adjacent station before morning of the next day. Before taking
BCM block this ballast rake was moved by taking a block of 1 & 1-1/
2 hrs. so that it could unload the ballast on the previous day’s work.
3.2.3 Post Work
As pointed out in the previous paras PWI ensured that the
minimum back work is left behind and all the post machine work is
carried out on the same day itself. It was ensured that guard rail of
bridges, check rail of L.C., resetting of PCC blocks of L.C. were fixed
on the same day after BCM work.
All the structural bonds, wires, junction box etc. were also fixed
on the same day to provide minimum interruption to the traffic.
As pointed out a qualitative tamping work was taken from the
Duomatic and it was possible to open the track at 30 kmph, which
has also resulted in less time loss.
It is very important to point out that in a gross block of 4 hrs.
generally net effective block of 2 hrs. 50 min. is available as 1 hrs. 10
min. is generally wasted in pre & post machine movements. But by
taking of the precautions and with better co-ordination we were able
to achieve a net effective block of 3 hrs. 15 min. on an average.
Interruption to the working were also kept to the minimum possible.
Generally the maximum out put of the BCM machine was 400
cum per hour, means approx. a progress of 200 to 300 metres of deep
screening per hour. If all these precautions and co-ordinating efforts
were not taken then an average out put of 400 to 600 metres was only
possible in a 4 hrs. block period. But we were able to achieve a
maximum out put of 300 to 350 metres per effective block hour and on
an average a daily out put of 800 metres. per day was achieved. Thus
in a month of 30 days, if the work is done daily, an out put of 24 km
can be achieved. However, one day’s rest in a week is generally
required to rejuvenate the staff. Hence 4 to 5 days were kept off in a
month and a maximum out put of 20.17 Km. was achieved in the
month of November 03.
13
Same performance was maintained and a progress of 19 km
approx. in next two months was achieved.
With the experience gained from the machine in the year 2003,
CKP Division ensured the highest ever progress of 21.56 km. in the
month of May-2004 in the section of DEN(South)/CKP.
4. CONCLUSION
4 hrs. block at a stretch is highly essential to increase the
effective out put.
Great deal of co-ordination is required amongst officers at
Divisional level and ground level staff in the field level.
Various logistics required for the machine should be kept
prepared in advance to achieve minimum interruption of the
block and to save time loss during the block.
Post BCM work is also very essential and sufficient contracts
should be available in hand to handle post BCM work like cleaning of haunch ballast & cleaning of the muck & cess.
At the end it is emphasized that nothing is impossible for the
human, only strong will and hard work is required.
14
RENEWAL OF DIAMOND CROSSING LAYOUT BY
T-28 MACHINE - A FIELD EXPERIENCE
SITESH KR. SINGH1
SYNOPSIS
Renewal of Diamond Crossing wooden layouts in Burdwan station
yard of Howrah Division, Eastern Railway by Fan shaped layouts
manually was a daunting task for the Engineers. There is large number
of signal rods as well as running track on either side of these diamond
crossings. To execute the work within corridor block of 3 – 4 hours
was not feasible manually. Hence, the work was planned by the use
of T-28 machine with innovative technique. The article describes the
scheme of actual execution of the work using T-28 machine.
1.0 INTRODUCTION
Burdwan is an important junction station at Km 106/21-23 on
Howrah – Asansol quadruple G. C. route via Chord line as well as
Main line section of Eastern Railway under Howrah Division. This
station yard has 14 sets of Diamond crossings on passenger running
lines. These points were laid on wooden layout with 90R rails of 1962.
These were required to be renewed with Fan shaped layouts sleepers
with 60 kg rails. It was not possible to execute this work manually
within 3-4 hours of corridor traffic block due to large number of signal
rods as well heavy busy traffic on all lines of this quadruple suburban
section. There is space constraint to keep long fan shaped sleepers
in between tracks. Considering the limitation there was no option but
to execute the work by T-28 machine. As the work was being done for
the first time using T-28 machine, the main job was to do necessary
adjustments in lifting arrangement of T-28 machine, proper balance of
weight, minimum infringement to adjacent tracks during crawler
movement and within minimum traffic block.
2.0 LIMITATION OF OPTIONS
It was not possible to use conventional method of renewal of
sleepers manually. Due to large number of rod operated points &
crossings, adequate space was not available for stacking of Fan shaped
sleepers near Diamond crossings. Burdwan station yard being on heavy
* Sr DEN/II/ HWH
1
busy quadruple suburban section, apart from limited corridor traffic
block, trollying of long fan shaped sleepers during block period was
not feasible. Availability of signal rods in between tracks as well as
heavy traffic on adjacent tracks made it almost impossible to insert
Diamond crossing sleepers during pre-block period for manual renewal.
Therefore, need was felt to utilize T-28 machine for this job.
3.0 ADJUSTMENTS TO T-28 MACHINE
It was decided to try adjustments to lifting arrangement of T-28
machine so that total weight of pre- fabricated Diamond crossing set
is equally distributed between both portals of machine. Further half
load of Diamond crossing set was required to be so adjusted that it is
handled with proper balance by each portal. Since layout of diamond
crossing (RDSO Drg. Nos. T-5363 for Single Slip & T-5364 for Double
Slip) is different than the normal 1 in 12 (RDSO Drg. No. T-5553) or
1 in 8 ½ (RDSO Drg. No. T-5353) fan shaped layouts and hence
following alteration/changes were tried successfully:
(i)
Adjustments in sling arrangement.
(ii)
Balancing of weight by portals.
3.1 Adjustments in Sling Arrangement
In normal points & crossings one of the portals of T-28 machine
lifts crossing portion (with single clamp for crossing holding & double
clamp for holding of flared portion) & other portal lifts switch portion
(with double clamp holding on both sides). In diamond crossing, since
there are crossings on both ends & therefore both the portals were
adjusted to hold crossing portion only. For this double clamps were
provided between 2nd & 3rd sleepers from centre line of obtuse
crossings nose. Slight adjustment was made in crossing portion also
by shifting of single clamp on inside by one hole each between sleeper
Nos. 44 & 45.
2
P-1: Double Clamp holding near Obtuse Crossing
P-2: Single Clamp holding near Acute Crossing
3
3.2 Balancing of Weight by Portals
T-28 portals have rated lifting capacity of 30 tonnes each. For
easy handling of diamond crossing set only 60 Nos. of sleepers
weighing 54 tonnes were lifted by T-28 machine, leaving aside 5 Nos.
of sleepers which were laid manually during block period. Fan shaped
layout sleepers in pre-assembled set were No. 1 of 22 & 42 to 49 i.e.
30 sleepers per portal with total approx. weight of 27 tonnes.
P-3: Holding of both Portals near Obtuse Crossing
4.0 EXECUTION
Whole of the work was split into following categories:
4
(i)
Works executed before the traffic block.
(ii)
Works executed during the traffic block.
4.1 Works Executed before the Traffic Block
(i) Assembly of new turnout
New turnout was assembled with complete fittings. Suitable
locations were chosen in the yard so that there was minimum
infringement of OHE mast or signal post for trollying of fabricated set
to site of work.
(ii) Signaling work
All pre-block work of signaling was completed in assembled turnout.
P-4: View of completed Signaling works
(iii) Sleeper Nos. 50 to 54
These end sleepers were trollied in advance to suitable locations
as near to Diamond crossing to be renewed as possible.
5
P-5: Assembled panel being taken for renewal
4.2 Works Executed during Traffic Block
Traffic block of 4hrs were arranged for execution of the work and
following activities were planned and executed:
6
S. No. Description
Duration
1.
Dismantling of old turnout and
trollying of loaded assembled
turnout to site of work including
insertion of Sleeper Nos. 50 to 54
60-75 minutes
2.
Unloading/Lifting of turnout by T-28
portals & placement in position
including finer adjustments
90-105 minutes
3.
Linking of track on ends, filling of
ballast & packing of turnout
60 minutes
P-5: Linking of track in progress
5.0 PROBLEMS FACED & SOLUTION
Following problems were encountered during execution of this
work:
At many locations lock bars were housed between running
rail & check rails opposite acute crossing nose. This problem
was overcome by providing ‘U’ Clips in place of check blocks
to allow passage of lock bars.
Rods run obstructed free movement of portal crawlers.
Sufficient wooden blocks were provided to safeguard signal
rods.
Infringement of long Diamond crossing sleepers with concrete
sleepers of adjacent tracks. Taking accurate measurements
in advance to foresee necessary adjustments/shifting
minimized this problem.
7
P-6: Sleeper Nos. 50 to 54 inserted manually
Movement of loaded motorized trollies over enroute Diamond
crossings. Adequate precautions need to be taken while
negotiating such locations.
Corridor blocks were available mostly during nighttime &
hence adequate lighting arrangement required particularly
near portal wheels. Each portal was provided with independent
generators for proper lighting below portal under frame.
Intermittent failure in working of T-28 portal or its motorized
trolley. Ensuring fitness of machines, provision of gas cutters
and adequate manpower is essential.
8
P-7: Train passing over renewed Diamond Crossing
6.0 RECOMMENDATION
In view of the successful execution of Diamond crossing renewal
by T-28 machine, it is recommended to utilize T-28 machine more
conveniently for this work. The above adjustments facilitate better load
balance by portals, speedier renewal, less chance of traffic block burst,
cheaper in cost and better quality work.
9
DESIGN LINING ON BUSY ROUTES
ASHISH AGRAWAL *
ROOPESH GADEKAR **
SYNOPSIS
Good riding depends mostly upon the alignment of the track.
TRC has given very heavy weightage to alignment than other
parameters of the track. Generally the alignment between two good
point is not perfect. Sometimes this is distinctly visible on the track
or there are slight error in the alignment, not apparently visible on the
track. In recent past many methods have been developed to measure
the slew required on the track. We are interested in working with the
method that can be used on busy routes (Automatic Block Section).
For this purpose we have used the tools developed by Mr. S. K. Gupta,
Mr. Malkhan Singh and Mr. R. Solanki described in their paper
“Innovative Equipments & Tools for Track Maintenance.” This method
does not require traffic blocks for measuring the slews required for
the track. This paper explains how to achieve the design lining on
busy routes by using the track machine effectively in day as well as
night.
1.0 INTRODUCTION
The perfect alignment in the field can be achieved with the help
of design lining. The design lining requires the measurement of slew
between two good points. There are different methods developed in
the past to measure the slew required for perfect alignment on the
field.
The method described in IRTMM uses 40metre chord for taking
slew measurement. In our opinion this does not give the correct picture
of alignment of the field. The second method used by
Shri S. K. Pathak, SR. DEN (Co.) Nagpur, H. S. Chaturvedi,
ADEN Warora, B. K. Jha, ADEN, Betul, Atul Deshpande, JE.(W)
Nagpur, of Nagpur Division of Central Railway. They have used ranging
rods & theodolite for the measurement of slew. This method requires
the availability of traffic block as the setting of theodolite can not be
disturbed during measurement of slews. The other method used by
*
**
Ashish Agrawal, ADEN DRD, Western Railway
Roopesh Gadekar, JE(P-Way) PLG, Western Railway
1
Mohd. Shamim, AEN/Surat & G. P. Sisodia, SSE (PW) NVS describe
in the paper Viseur-Mire Aided Design Alignment of Track. The
limitation of this method is viseur has small range of visibility.
We have used the tools & equipment developed by
Shri. S. K. Gupta, Shri. Malkhan Singh and Shri. R. Solanki of Kota
division. This method does not require traffic blocks and can be used
on busy routes. The following equipments are used in this method.
1) Theodolite.
2) Scale Sliding Table (SST) : This is a table fixed on which
theodolite slides laterally at any required distance from
reference.
3) Satellite : is a teethed graduated scale to read the value of
slews.
4) Target : is set at other good point and has got a red vertical
central line passing to zero point (chord point) towards
theodolite.
5) VHF Set : 3 Nos.
We have developed tools & equipment based on the paper written
by them for the measurement of slews on field.
2.0 SURVEY OF THE TRACK:
This method requires four persons with PWI. The advantage of
this method is that it can be worked on track without taking traffic
block.
The step by step procedure of this method is as follows :
i) Identification of two Good points (correct alignment) : This is
most important point of the survey. Whole survey depends
upon identification of good points. The thedolite available with
us is of the range of 400 – 500 mtrs. Good points available on
the track are L.C., Bridges, Tangent Points of curves, P&C
etc. If two good points are available within the range of thedolite
then the survey becomes easier, but if not then problem arises.
Solution of this problem depends upon the experience and
correctness of PWI conducting the survey as he has to choose
good points with the available data and track structure visible.
The survey fails if PWI takes good point on incorrect alignments.
2
After finding the good point,SSt is fixed at one good point and
target on the other good point. Coincide the target with the vertical
hair line of thedolite.
The satellite is designed in such a way that if we place the satellite
in between SST & target, it gives us the designed slew along with
direction required at that location of the track with reference to SST &
target (good points). As per opinion of sectional PWI, he may take
the readings of satellite on every 30th or 20th sleeper and finally distribute
on alternate sleepers, showing the direction of slew. This is to note
that taking reading and writing it on the sleeper may be done at the
same time to avoid repetition of work. The daily progress of
measurement of slew on the field is 2km.
3.0 WORKING OF TAMPING MACHINE:
The slews are available at alternate sleepers on the field. It is
important to note, at this stage that the sectional PWI should himself
accompany in front cabin of the machine. If two VHF sets are available
then that will be helpful. Generally one can easily see the value of
slew written on the sleeper with white paint while feeding the data
from the front cabin. It simply requires seeing the data & feeding it
into the front cabin. Moreover this is to mention here that we could
easily see the slew written on the sleeper at night also. Person
standing in front of the machine can also read the value of slew written
on the sleeper & with the help of VHF set he can communicate with
the PWI sitting in front cabin.
Our sectional PWIs have used the innovative method for feeding
the slews sitting in the front cabin without seeing every time on the
sleeper. They have made the paper rolls in which they have written
the slews required on every alternate sleeper. From the front cabin
they start working at one point where they check the reading on the
paper rolls with the value written on the sleeper at field. If these two
values match then they start feeding the values of slews in the front
cabin. They check the value of slew written on the paper roll with the
value of slew on the sleeper on every 20th sleeper. This system reduces
the field work as it doesn’t require writing the slew on every alternate
sleeper. Moreover in the night this is very useful as it causes very
less strain on the person sitting in front cabin. However the PWI has
to check the reading on every 20th sleeper with the field data. We
worked both during day as well as in night successfully.
3
4.0 FIELD & GRAPHICAL ANALYSIS
4.1 At Boisar station the distance between track and platform coping
has increased to the value of 1910mm causing serious trouble to
the passengers. With the help of design lining the track has been
slewed to the correct alignment (1680mm), resulting into the
permissible distance between track and platform coping. This
required slewing of track by more than 200mm. To achieve slew of
200mm, inner shoulder ballast was cleared and the help of OHE
staff taken simultaneously.
4.2 Track between 83 Km. To 101 km. Tamped in design mode
achieving slew upto 150mm.
4.3 Normally the slew upto 20 to 40 mm can be easily obtained in the
field with the help of machine. However if the slew required is
more than 50mm then the portion of shoulder ballast should be
cleared to accommodate required slew. As per IRTMM, heavy
slewing normally is to be done in steps of not more than 50 mm.
That has been followed while doing our machine tamping.
Graphical representation of value of TGI from Dec. 03 to
Sept. 04 have been Plotted & following conclusions have been
made:
1) The machine tamping in smoothening mode has been done
in Jan & Feb 04 from km. 92 to 102 along with lifting. The
improvement in TGI in March 2004 in Comparison to Dec.
2003 was 7.54 for up line. However after design tamping in
July & Aug. 2004 the improvement in TGI in Sept. 2004 was
23.3. This shows that improvement in value of TGI after design
tamping is 3 times better than in smoothening mode.
2) The value of TGI from km 92 to 102 drops down to value of
71.9 in June 2004 from value 78.63 in March 2004. This shows
that retaintivity of tamping is very less in smoothening mode.
Moreover there is very less improvement of alignment of track
in smoothening mode. Hence value of TGI do not retain for
long time in smoothening mode.
3) The value of TGI in Sept. 2004 for km 92 to 102 is after 1½
month design tamping. This shows that once we do tamping
in design mode then retaintivity of TGI is much more as
alignment of the track has improved to the designed values.
4
4) The machine tamping in design mode have been done from
km 83 to 102 in month of July & Aug. 04. The improvement in
value of TGI in Sept. 2004 in comparison to June 2004 was
22.0 for UP line & 20.99 for DN line.
5) The value of TGI obtained in Sept. 04 was the highest of the
section.
5.0 CONCLUSION
The machine can be utilized effectively only with the help of
design tamping supported by the improvement in TGI values. This
requires the tools and equipment to take the slew measurement without
taking the traffic blocks for the design lining on busy route. The full
process of design tamping depends upon choosing good points at
site for calculating effective slews and availability of experienced person
in front cabin of the machine. The result of the TRC shows that that
retaintivity of design tamping is much more than smoothening mode.
Moreover the value of TGI obtained after design tamping was highest
of the section.
5
Reference:
1.
2.
3.
Indian Railway Permanent Way Manual 1986
Indian railway Track Machine Manual 2000
“Viseur – Mire Aided Design Alignment of Track” by Mohd.
Shamim, AEN/SURAT, G. P. Sisodia, SSE(P-way)/
NVS,Western Railway.
4 “Notable Improvements In Track Geometry Parameters On
Nagpur Division Of Central Railway ,” October 2002,Published
by IPWE.
5. “Innonative Equipments and Tools For Track Maintenance”
2000,Published by Indian Railway Institute Of Civil
Engineering, Pune.
6
T-28 : RENEWAL OF TURNOUTS, RECTIFICATION/
SHIFTING OF CROSSOVERS (A CASE STUDY) AND
SUGGESTIONS
SUNIL GUPTA*
SYNOPSIS
This paper shows steps involved in mechanized renewal of
turnouts using T-28 machine along with its advantages & limitations.
Also, the highly advantageous use of T-28 in correction and shifting
of crossovers is discussed with a case study of Nekurseni yard of
Kharagpur Division. Suggestions are given for further mechanization
& improvement.
Key words
T-28, PSC, fanshaped, block, turnout, crossover, jib crane, portal,
assembly, cess, SR, SRJ, TNC, ANC, HOC.
1.0 INTRODUCTION
Before proliferation of PSC sleepers as a high performance substitute
of CST-9, IRS, STO & Wooden sleepers, most of the track renewal and
maintenance work in Indian Railways used to be labour intensive. But
even Indian Railways had to go for mechanization of track renewal &
maintenance to overcome the only draw back with PSC sleeper i.e. its
heavy weight. Also, mechanization was attractive because PSC sleepers
have much better amenability to machine working due to its uniform and
regular geometrical shape.
With the development PSC sleepers for turnouts came the need for
handling PSC turnouts with machine.
2.0 MANUAL RENEWAL OF PSC TURNOUTS
Renewal of turnouts with PSC sleepers is also done manually. The
problems encountered in manual renewal are as follows:
Difficulty in handling heavy turnout sleepers weighing upto
550 kg.
Long duration of work due to slow progress of work in a phased
* Sr. DEN/Co-ord/Ranchi S.E. Rly.
1
manner like manual TSR.
Disruption to the traffic for a longer period by way of speed
restriction.
Difficulty is ensuring good quality of layout regarding sleeper
spacing, welding, etc as the work is done in-situ.
Safety at work site is required to be ensured for a longer duration
as all work is done in situ.
Most of these shortcomings are overcome in mechanised renewal
of turnouts using T-28 machine.
3.0
MECHANISED RENEWAL OF TURNOUTS USING T-28
MACHINE
The stages involved in mecahnised renewal of turnouts can be
broadly put in following five groups:
(i)
(ii)
(iii)
(iv)
(v)
3.1
Advance planning.
Assembly preparation.
Pre block preparation.
Block working for renewal.
Post renewal activities.
Advance Planning
The following aspects need to be taken care of:
MOU with Operating department for availing traffic blocks.
Identification/Preparation of location on cess where the layout
can be assembled. The location should be such that there
should be no infringement to T-28 portals when it moves with
the new assembly. Obstructions due to masts and S&T gears,
rods etc should be minimum & a plan should be chalked out to
negotiate the unavoidable obstructions.
Availability of full compliment of material including required
number of glued joints.
Survey and Measurement of geometry of existing layout.
Calculations to check for any discrepancy in existing layout
which may need to be rectified during renewal.
In case shifting of SRJ/ANC is necessary a joint survey should
be conducted with S&T and TRD departments to ensure
2
3.2
simultaneous preparation and corrective action by them.
Assembly Preparation
The activities involved are:
Spreading of sleepers on a stage sequentially as per cumulative
spacing from SRJ.
Checking of mid and quarter point ordinates of curved stock
rail and tongue rail and rectification where required.
Fixing of all bearing plates of switch portion, fixing of switch,
lead rails of appropriate length, crossing, check rails, etc.
Welding.
Checking of throw & setting of switch for both normal & reverse
movement.
Precautions
Grooved rubber pads should be pasted to the sleepers with
glue.
All the four joints ahead & behind crossing should be gapless.
Correct length of lead rails should be ensured.
Proper driving of ERCs with liners in position should be ensured
to avoid falling of sleeper due to twist in the assembly during
lifting & movement by portals.
3.3
Pre-Block Preparations
3.3.1 Site preparation
Deepscreening of turnout including approach track, if due, should
be so planned that it is completed one day in advance of planned
block for renewal.
Reference points like proposed SRJ, ANC, etc. should be
marked at site.
If required, approach track should be lifted with provision of
proper ramp so that it can be matched with the level of the
turnout after renewal with minimum effort.
Crib ballast should be opened up and 20 kmph imposed, only
3
one day in advance.
Based on proposed location of SRJ, including rectification
involved if any, cutting of rails should be completed one day in
advance.
In case shifting of SRJ is involved, a new foundation may be
required for rodding arrangement for point operation, in case of
mechanised interlocking. This should be completed in advance
in consultation with S&T branch.
One gas cutting equipment with sufficient gas in cylinder should
be arranged to clear obstructions, if any encountered, during
dismantling or preparation of bed.
In case track centre is less than 5.0 m, there is a possibility of
sleeper No.81, 82, 83/52, 53, 54 of the new assembly
overlapping with the existing sleepers on adjacent track. Actual
site measurements should be taken in advance and sleepers
of the adjacent track may be re-spaced, if required.
3.3.2 Machine preparation
The machine should be in good working condition. All its
movements should be checked for proper functioning.
Adequacy of fuel, hydraulic oil & track machine staff should be
ensured.
Adequate number of wooden blocks should be available to
facilitate negotiating of crawlers over S&T and electrical gears
without damaging them.
Before block is imposed, the portals should be ready over the
new assembly with clamps in position to lift it and move.(fig-1)
3.3.3 Other preparation
Block programme should be finalized in consultation with S&T
branch and confirmed at least 24 hrs in advance to ensure
availability of S&T staff at site for block work.
TRD department should also be informed if there is major shifting
of ATS/ANC.
A caution order should be imposed on the adjacent line for
driver of passing trains to OES & BLW.
4
3.4 Block Working for Renewal
Jumpers should be provided as per site conditions before
causing a discontinuity in track with electric traction.
As soon as traffic block is imposed, track should be protected
as per extant provisions.
The existing turnout is dismantled.
The ballast bed is leveled properly to accommodate extra
thickness of PSC sleepers.
Shifting of the new turnout assembly with portals can start
simultaneously and reach as near as possible to the position
in which it is to be laid. So that only longitudinal movement is
balance. As latest movement is more tedious & time consuming.
After preparation of bed, the new turnout assembly is laid in
position and continuity of track effected by fish plating the
joints.(fig-2)
Visible kinks, if any, are eliminated with one portal using the
aligning hook attachments. The other portal meanwhile clears
the site.(fig-3)
Ballast is put back and one round of packing done to make
track fit for traffic.
After checking gauge & XL and ensuring that there is no
infringement block can be cancelled.
3.5 Post Renewal Activities
All measurements of the turnout to be checked & rectified if
disturbed during laying.
SRJ to be welded at the earliest with insertion of GJ where
required.
Availability of all fittings to checked and ensured once again.
Ballasting & three rounds of packing.
Segregating & stacking released Pway material.
5
4.0 ADVANTAGES OF MECHANISED WORKING
Almost all the drawbacks associated with manual renewal of
turnouts are overcome in mechanised working using T-28. The
advantages are as follows:
The heavy PSC turnout sleepers can be handled using Jib Crane
for preparation of assembly. Difficulty, if any, in manual handling
during assembly of the layout does not affect traffic as the
work is not done in situ.
Duration of in situ working is reduced substantially from about
50 hrs to only 3 hours.
Disruption to traffic, by way of SR, is minimized from about 14
days to 9 days.
Convenience of cess working can give very good quality of
renewal in terms of sleeper spacing, layout geometry and better
quality of welding.
Duration for ensuring safety at work site reduces from 50 hrs to
3 hrs.
Mismatches or shortage in material, if any encountered, can
be sorted out in advance during preparation of assembly on
cess.
S&T working for changing/fixing FPL etc is much more
convenient and peaceful as it can be done in advance on cess.
4.1 Limitations of Mechanized working
Problems encountered in T-28 working are as follows:
Sufficient and appropriate space is not available at all sites for
the new turnout assembly. In such cases, the assembly has
to be done in some over run line, sand hump, etc thus affecting
operations.
In yards with mechanical interlocking, it is quite cumbersome
for the portals to negotiate over the S&T rodding arrangement.
In spite of all precautions, if some S&T gears are damaged,
operations may get affected.
In case of breakdown of machine, which is not rare, the
repercussion on punctuality may be severe. Because, after
having dismantled the old turnout it is not possible to put the
new turnout in position manually during the planned block period.
6
5.0 UTILISATION OF T-28 FOR RECTIFICATION/SHIFTING OF
CROSSOVERS
Situations do arise where the crossover length needs to be
corrected by shifting one or both the turnouts, for improving the
alignment.
Also there are cases where the CSL of a line is to be increased
by shifting a turnout or a complete cross-over.
In such cases T-28 can be used very advantageously.
5.1 Case study:-Crossover Rectification in NSI yard
5.1.1 Problem
There was a severe kink in the south end crossover in NSI
yarand manual rectification was quite difficult since both points
had already been renewed with PSC fanshaped layouts.
5.1.2 Brief particulars
The south end crossover of NSI yard between UP & DN main
line, comprised of Pt.No.S5S and S5N, both 1 in 12 with PSC
fanshaped layout.
Point No.S5S is on straight track on UP line while Pt.No.S5N
on a ½° curve on DN line.
As can be seen in fig.4, the track centre to centre distance
between UP and DN line varies from 5.02 m at ATS of Pt.No.S5S
to 7.12 m at ATS of Pt.No.S5N.
5.1.3 Crossover calculations:
From measurement of track centre to centre distance
at every 1 m, the average track centre was determined
as 5.95 m.
Theoretical TNC to TNC= D Cot α − G Cot α/2
= 5.955 x 12-1.673 Cot α /2
= 31.31 m
Theoretical ANC to ANC= (TNC to TNC) - 2x0.186
= 30.93 m
Actual ANC to ANC
Excess X-over length
= 33.190 m
= 33.19-30.93 = 2.25 m
7
Thus it was clear that the X-over length was required to be reduced
by 2.25 m to eliminate the kink.
5.1.4 Decision
Considering that Pt.No.S5S on UP line was on straight track
and other site conditions, it was decided to shift this point by 2.25 m
towards KGP to reduce the X-over length. It was decided to carry out
the shifting with T-28 machine to avoid the time and manpower required
to do it manually.
5.1.5 Pre-block activities
Casting of a new foundation for S&T rodding arrangement for
point operation.
Removal of Crib ballast without disturbing the cushion.
Cutting of rails in main line & cross over behind HOC at
appropriate location to accommodate shifting of X-over by
2.25 m and providing joggled fish plates.
Marking reference points for the new proposed location of SRJ
& ANC.
Imposition of 20 kmph temporary speed restriction.
5.1.6 Activities during block
Removing rails & sleepers behind HOC for 2.322 m length.
Lifting of complete assembly of turnout No.S5S by T-28
machine.
Levelling of ballast bed for laying the turnout assembly at the
new shifted position.
Laying of the turnout assembly at the new position as per
reference points marked earlier.
Making the track fit for passage of traffic.
5.1.7 Result
The turnout was shifted in a traffic block of only 1:30 hrs with
deployment of only 40 men (for bed preparation). The amount of time
and labour required for shifting a PSC fanshaped layout manually is
too obvious to be elaborated.
8
6.0 SUGGESTIONS
During renewal, if site conditions permit it can be advantageous
to dislodge the complete old turnout assembly with T-28
machine, remove it and place it clear of area for dismantling
manually (fig-5).
With this the only major manual activity left during block is
preparation of ballast bed (fig-6).
The manual effort in preparation of ballast bed can also be
reduced by using the jib crane with a bucket attachment to
break the core and soften the bed for clearing & leveling
manually.
If the existing turnout assembly is lifted and removed as a whole
using T-28, and if the situation so warrants, it is also possible
to utilize the complete released turnout for renewal of 90R or
unserviceable wooden turnout in loop lines.
On a number of occasions lot of time is taken in rectification of
the machine after breakdown during block period, since all
operators are not expert enough to identify the fault. Even for a
trivial, but not so obvious, fault during block period the machine
remains under breakdown. A database should be built up with
regular contributions from all Railways and an updated print
copy kept available at site for reference.
The availability of spares including crucial pumps and motors
at site should be improved even if it is a costly affair; early
restoration of traffic is more precious.
ACKNOWLEDGEMENTS
The author wishes to thank Shri Durgesh Govil, Sr.DEN/Adra and
Shri A.K. Suryavanshi, ADEN/South/KGP for their assistance.
9
Fig-1
T-28 portals in clamped position over the new assembly
Fig-2
Laying the new assembly in position
10
Fig-3
Aligning the new assembly after laying
Fig-4
Sketch of south end crossover of NSI yard
11
Fig-5
Removing the existing turnout with T-28
Fig-6
Ballast bed after removing the existing turnout
12
LAYING OF DIAMOND CROSSING ON
PSC SLEEPERS USING T-28 MACHINE ON
INDIAN RAILWAYS
VIVEK KUMAR GUPTA*
SYNOPSIS
Maintenance of Turnouts and cross overs which are essential
adjuncts of track structure has been a challenge to P-way Engineers.
These special layouts need more than routine attention especially
after introduction of modern track structure consisting of concrete
sleepers, elastic fastenings and mechanized maintenance practices.
Mumbai Division of Central Railway took the lead and Diamond
Crossings on PSC layouts was laid using T-28 machine first time on
Indian Railways on 10.01.2002. Author in this paper discusses
various considerations while planning to replace the existing special
layout laid on wooden sleepers with PSC sleepers and also gives
details of problems encountered, remedial measures etc.
1.0 INTRODUCTION
Turn outs and cross over are essential adjuncts of a track
structure, which are provided to permit the rolling stock to pass from
one line to another. The existence of these special layouts are
mandatory due to consideration of change over from one line to
another. They are also considered to be weak link in the track owing
to special characteristics such as difficult geometry, configuration,
layout and maintainability. Improvement in the turnout design and
geometry has been a problematic area for railway track Engineer
due to safety and riding comfort considerations.
2.0 T-28 BASIC CHARACTERISTICS:
Indian Railways have procured points and crossings changing
machines manufactured by M/s. Ameca of Italy for laying of turnouts
on PSC sleepers. It consists of 2 nos. self propelled portal cranes,
2 sets of motorized/non motorized rail trollies and a jib crane. The
portal crane permits adjustments of span and height and can be
worked on crawler chains.
* Secretary to GM, Central Railway
1
3.0 GENERAL DETAILS OF A DIAMOND CROSSING
A square crossing is formed when the tracks cross one another
at right angle. The square crossings are to be avoided wherever
possible since the gaps in the running rails for wheel flanges being
opposite to each other cause severe jolting to vehicles resulting in
rapid wear of the crossings and also damage to rolling stock on
account of the heavy impact.
A Diamond crossing where the angle of the inter-section is less
than the right angle is laid whenever track crossing becomes
inescapable. A long flat diamond especially curved one is not a
desirable feature in track as this type of layouts is very much apt to
derailment since gaps at elbow of the obtuse crossings, which is
excessive in flat diamonds, may permit wheel to turn and take the
wrong side of the nose. Similarly, if the angle of the intersection of
diamond crossing is very acute, the possibility of derailment becomes
greater since the noses of the 2 obtuse crossings are nearly opposite
to each other and excessive gaps at elbow causes a perceptible
drop of the wheels running over a diamond. Indian Railways track
manual, therefore, specify that diamond crossings should not
normally be flatter or less acute than 1 in 8½.
4.0.
REQUIREMENT OF MINIMUM TRACK CENTERS TO
ACHIEVE GEOMETRICALLY GOOD LAY OUT OF A
CROSS OVER
Indian Railways have stipulated to have 1 in 12 turnouts on all
passenger running lines, because of lesser angular crossings and
higher lead radius. For obtuse crossings, the requirement is,
however, different as discussed in para 3.0 above. It is not desirable
to have flatter diamond. The requirement of 1 in 12 turnout for
cross overs and 1 in 8½ for diamond brings a contradiction in the
desirable features of a change over point. It therefore, becomes
mandatory to design change over points with 1 in 12 on both ends
and 1 in 8½ in between.
The need to have a junction of 1 in 12 and 1 in 8½ lay out
requires minimum track centers between two parallel tracks to have
a good geometry. To have connecting curve of the radius of 1 in 8½
turn out (232.32 m), minimum track centers required is 4.815 m.
This is minimum track center requirement for achieving theoretically
correct geometry of a lay out. If the track centers are less than
4.815 m, it becomes indeterminate solution and impossible to lay a
cross over of different crossing angle between the tracks.
2
5.0 MECHANISED RELAYING OF DIAMOND CROSSING-VISMANUAL RELAYING:
Mechanised laying of track is superior to manual relaying in
many ways. Apart from better quality in terms of proper spacing,
squaring of sleepers, ensuring adequate ballast cushion below the
bottom of sleepers, it also ensures proper handling of rails and
sleeper components.
Above aspects are still more important for laying of turn outs
and specials such as diamond crossings etc. Over a period of time,
due to the tendency of creep, the original track geometry gets
disturbed from its original position. The problem is more acute in
cases of multiple lines where making corrections at one particular
spot would mean changes in the entire layout of the area. Diamond
crossing connects 3 lines and it is practically impossible to manually
improve the geometry of the layout of the 3 lines simultaneously.
With the help of T-28 machines, it is possible to tackle the entire
layout and make necessary corrections in connecting curves between
the turnout and diamond crossing. Track centers between two
adjoining lines are very important and a small variation/error/change
in track center gets amplified 12 times while calculating the overall
length of turnout. Since making connection would mean shifting of
entire assembly, it is possible only by mechanised means. It is,
therefore, a must to replace existing special layouts like diamond
crossing using mechanised means only to affect any improvement
in geometry of area deteriorated over a long passage of time.
6.0 PLANNING AND EXECUTION OF WORK OF
REPLACEMENT BY T-28:
Figure 1
3
The first block of replacement of existing wooden sleepers
with diamond crossing on PSC sleepers was planned at Diva station
of Mumbai division on 10.01.2002. The diamond crossing was held
together by 2 cranes of T-28 machine as shown in Figure 1.
Obtuse crossings were held by twin clamps and acute crossings
by Central Clamps. There was a gap of 8.5 m between two twin
clamps of T-28 cranes. It was planned to replace existing Diamond
crossing on Up local line.
This diamond crossing was situated on the cross over from Dn
local to Dn thro line. A 3 line traffic block was operated.
i)
Up LL
00.00 hrs – 05.00 hrs = 5’ 00"
ii)
Dn LL
00.30 hrs – 04.30 hrs = 4’ 00"
iii) Dn Th
02.30 hrs – 05.00 hrs = 2’ 30"
Figure 2
LOG OF TIMINGS DURING THE BLOCK:
4
00.00 hr.
Block on Up LL imposed and dismantling of
existing wooden sleepers started.
00.30 hr.
Block on Down LL imposed and working of
T-28 started.
01.30 hrs
Dismantling work of Up LL completed.
01.30 hrs
T-28 cranes while bringing the assembled
turnouts reached upto the spot ‘A’ marked in
the Figure 2. While moving the assembled
diamond crossing, the acute crossing of KYN
end suddenly lifted up breaking all the ERCs
and all the sleepers from sleeper no.44 to 49
and 1E and 3 E dropped on the rails.
02.00 hrs
The dropped sleepers were refixed in the acute
crossing using jacketed wire of S&T department
since ERCs were not fitting properly in the
groove of acute crossing.
02.45 hrs
As soon as the machine started to travel
longitudinally with the assembled diamond
crossing, acute crossing of both the ends i.e.BB
end and KYN end uprooted from concrete
sleepers dropping all the concrete sleepers.
One of the fish plates of BB end acute crossing
was also broken in 2 pieces.
04.00 hrs
All the sleepers were again refixed and jacketed
wire used to tie the acute crossing with concrete
sleepers. Also, steel chain was used as an
additional support for lifting.
05.00 hrs
T-28 machine traveled for about 5 m and all
the concrete sleepers were again dropped from
acute crossing.
A decision was taken to shift the concrete sleepers manually at
KYN end of acute crossing to reduce the load. Simultaneously, the
clamping position of KYN end crane was changed from the existing
position to 7 sleepers ahead with the clamp now fixed with sleeper
no.41 and 42. It was also decided not to lift the turnout any more
and drag the entire assembly on the down local line.
05.00 - 6.00 hrs Turnout was further dragged for about 20m in
this period. There was one more breakage with
dropping of sleepers on acute crossing of BB
end happening once.
06.30 hrs
It was decided to put rails ahead of turnout so
that it can be slided on down local track and
an additional support of rail was provided
between Dn local and Up local line.
07.00 hrs
Slowly, the turnout was brought in position just
opposite to the point ‘B’ marked in the
Figure 2.
07.00- 07.45 hrs Turn out was shifted laterally on Up LL during
the period.
5
07.55 hrs
Block on Dn Local cleared and material train
standing at Home Signal of Dn local admitted.
08.00 -09.00 hrs Adjustment in the alignment of turnout was
carried out and T-28 cranes taken ahead after
unclamping at KYN end.
09.30 hrs
T-28 cranes taken out between Up LL and Dn
Thru’ lines.
09.55 hrs
Track given fit after attending the alignment
and fixing of acute crossing etc.
7.0 PROBLEMS ENCOUNTERED AND PROBABLE CAUSE OF
FAILURES.
As discussed in para 6.0 above, while moving the assembled
diamond crossing on cess, failure in form of sudden
disproportionate lifting of acute crossing of one end occurred which
eventually resulted in breaking up of all the ERCs and falling down
of sleeper no.44 to 49, 1E, 2E and 3E. The sleepers were
reassembled and another attempt was made to carry the assembled
diamond crossing to the position. However, second attempt also
failed and acute crossings of both ends lifted higher than the obtuse
crossing ends and sleepers dropped. The work then had to be
carried out by manually shifting the sleepers ahead and placing
them in position.
This type of failure was not anticipated and the reasons for the
failures were analyzed in detail. The total length of the diamond
crossing was about 37 metres which was matching with the length
of turn out which can be tackled with a set of T-28 cranes(2 nos).
The design of diamond crossing consist of 2 obtuse crossings and
2 acute crossings with sleeper no.41 upto 54 being the same as of
1 in 8½ turn out as per RDSO design no. T-4867. There are,
however, two such sets as against the one in simple 1 in 8½ turn
out. The central 41 sleepers are different and specially designed
for obtuse crossing. The clamping position of the diamond crossing
was planned as of simple turn out with central clamp tied near
acute crossing and twin clamps near the obtuse crossing.
The failure of this arrangement occurred most probably due to
rigidity of the layout as a whole. Obtuse crossing being CMS,
offered lot of resistance against rotational movement of
unsynchronized T-28 cranes movement. There was no way that
6
both T-28 cranes (which work independently) could be synchronized
for longitudinal or lateral movement of the assembly on the cess.
The movement of assembly on crawler chains of the T-28 machine,
resulted in uneven load distribution on various components of
assembly. Diamond crossing assembly, when moved as a complete
layout by the T-28 cranes with the twin clamps, holding the structure
near the obtuse crossing, formed a framed structure having high
modulus of elasticity and permitting lesser deflection. It could not
absorb unsynchronized movement and uneven load distribution. The
end clamps holding acute crossing portion worked independently
with excessive amplitudes eventually resulting in breaking up of
ERCs and dropping down of sleepers.
8.0 LAYING WITH MODIFIED ARRANGEMENT.
After analyzing the various reasons for the failures, it was
decided to modify the clamping and balancing position of the
diamond crossings. Additional clamping and balancing points were
introduced as given in figure 3.
Figure 3
The main features of the modified arrangements were as under:
i)
The diamond crossing was divided into 2 portions with one
portion holding one acute crossing and 2 obtuse crossing and
another portion only one acute crossing.
ii)
Additional rail pieces with PSC sleepers were joined to make
it workable with T-28 cranes.
7
iii)
A special clamp was provided near the heel of the acute
crossing. The clamp was fabricated using 100 lb double
headed rail pieces of 4.75 metres long joined together by 6
connecting bolts of 31 mm dia x 275 mm long.
iv)
The gripping chains provided with machines were also used
to balance the layout and provided midway. These chains were
very useful in maintaining the balance of the layout as an
assembly.
v)
The travel of cranes from the point of assembly to the actual
point of placement was kept minimum and also ground
undulations were made up to avoid uneven load distribution
on the assembly.
With the above methodology, diamond crossings could be
easily tackled using T-28 cranes.
9.0 CONCLUSION:
Availability of PSC sleeper layouts for various specials should
be used in the right perspective in the endeavour to achieve perfect
geometry of these specials. The maintainability and reliability of
these layouts with CMS crossing and PSC sleepers is very high as
compared to conventional wooden layouts. However, utmost care
is required to lay these specials geometrically correct, for which
proper study of the various parameters and constraints are required.
8
FUTURE STRATEGIES FOR
MANPOWER PLANNING WITH ADOPTION OF
MECHANISED MAINTENANCE OF TRACK
J. C. PARIHAR*
YOGESH WADHWA**
BALDEV SINGH***
SYNOPSIS
Traditionally, maintenance of track has been a manpower-oriented
activity. With the introduction of more and more track machines and
due to heavier track structure, the scope of manual efforts is
diminishing day by day. An attempt has been made through this paper
to analyse mechanisation vis-à-vis manpower by taking a live example
of various maintenance activities undertaken in the section of
Sr. Section Engineer (P. Way) on N F Railway.
1.0 PRESENT SCENARIO
The manpower for maintenance of track is worked out on the basis
of the Gang strength formula evolved by the special committee. The
committee has given weightage to the ETKM and other factors. The
other factors include the traffic density factor, formation factor, the
alignment factor and the rainfall factor. The values allotted to these
factors are fixed by the committee, which limits the scope of the
formula and does not provide for the fewer inputs required by today’s
track. The today’s track caters for a larger number of high-speed trains
for passenger traffic and the goods trains running at a speed upto
100 Kmph. In the near future, these loads, speeds and the number of
trains are going to increase further and, therefore, the scene has
undergone a complete change since the evolution of the Special
Committee Formula.
On the other hand, the inputs have also undergone vast variation
by way of deployment of track machines in a big way, the track
structure with higher UTS and poundage rails laid over concrete
sleepers including the concrete sleeper turnouts, increased ballast
cushion and larger size of ballast. The difficult to maintain ST sleeper
* Chief Track Engineer, NF Rly
** Dy. Chief Engineer/TD, NF Rly
*** Divisional Engineer/I,Rangiya, NF Rly
1
turnouts have vanished. 26m long rails have come to reduce
considerably the number of welds in track. And these remaining welds
also are being made mostly with the help of flash butt welding plant.
3.0 PROBLEMS BEING FACED
A glance through the present position on NF Railway reveals that
the number of ETKM has increased from 7563 to 8148 but the man on
roll have reduced to 12129 to 10703 thus though ETKM has increased
by 8%, the man power has reduced by 12% virtually deteriorating the
relationship of input vis-à-vis requirement of manpower.
Whatever staff be available on roll (On N F Railway, 78% of BOS),
the age profile as given below suggests the need for a serious review
and quick decision on the subject:
Table – Age Profile
AGE
NO. OF TRACKMAN
UPTO 30 YEARS
830
30 TO 35 YEARS
500
35 TO 40 YEARS
1000
40 TO 45 YEARS
3100
45 TO 50 YEARS
2830
50 TO 55 YEARS
1500
55 TO 60 YEARS
943
TOTAL
10703
This leads to the following immediate observations:
Apart from the ever-increasing figure of vacancies (presently
22%), 26% staff on roll is above 45 years of age. 22% staff is
above 50 years of age.
Non-functional requirements like security patrolling,
absenteeism and emergencies are met from within the
available staff strength, which are to the tune of 25%.
Net manpower in hand for use in the activities expected to be
done by P Way Gangs ~ 38% of BOS.
2
3.0 THE ISSUE
This problem cannot be sorted out through conventional process
of recruitment because:
Recruitment procedures lay stress on education oriented
selection procedure. The higher education is not conducive
for manual labour.
Educated new recruits would not prefer to work in P Way
Gangs.
Through this system of recruitment, though, we would be
collecting a workforce of literate personnel oriented towards
white-collar jobs. The requirement of track maintenance would
not be addressed.
Thus, without any material benefits, the system will be financially
overburdened due to fresh recruitments if wide-ranging changes are
not made in the recruitment policy. The effect of this situation is that
the track maintenance activity is put to backseat to be able to face
the routine constraints with available resources. Resultantly, the Civil
Engg. Deptt. of Railways is having large force of unskilled workers
yet under-equipped to keep pace with the growing demands of the
competitive world of transport systems of today.
4.0 POSSIBLE REMEDIES
We as a Railway system, the biggest of its kind in the World,
have to grow, advance and prove our safety and growth record to stand
in competition with other modes of transport. Fifteen years back, there
was virtually paralyzed road transport system and negligible air traffic
in the country but the enormous growth of these sectors is posing
threats. To achieve this, we have to find workable solution to this
issue, which can be possible with the following policy decisions:
(i)
Minimize the labour intensive departmental activities – doing
maximum works with the machines for better quality and
precision and off loading the non-safety items to the trade.
(ii) Review the gang strength formula to accommodate this
imperative need – reduce this strength in lieu of machines
and the contractual agencies and 20% of the balance be
recruited through ITI qualified personnel. The recruitment of
ITI qualified candidates will provide the opportunity to have
3
technically qualified persons out of multiskilled pool of trained
personnel.
(iii) Reduce the over age of the people as the working on track
requires lot of physical exertion which people above 45 years
of age can not give. For this, attractive avenues can be opened
for going to other departments requiring lesser physical
exertion in doing their duties.
(iv) There is huge burden of patrolling on track because of adverse
law & order situation and climatic conditions in the N.F.
Region. This activity can be offloaded by patrolling with a
modified wagon attached to light engine and having the facility
of online monitors. This will minimize the requirement of
manpower and provide better reliability and security. In a
phased manner, service road along the embankment can be
made and security patrolling can be introduced through these
service roads.
Besides these, there are other ways to address this problem:
1.
Accept the present level of staff availability and plan
maintenance through other means like regular manpower
supply contracts with proper conditions to ensure availability
of staff of right age group and regular item rate contracts for
different activities of routine works; and
2.
Use of more and more machines to minimize dependence on
manual labour – more skilled (ITI trained) personnel will be
necessary for running these machines / mechanisation.
5.0 PROVISIONS OF SPECIAL COMMITTEE FORMULA
The gang strength shall depend more, than what is anticipated
and provided for in the Special Committee Formula, on GMT carried,
Track Profile, Speeds and Climatic Factors. The Special Committee
Formula provides for constant value factors for these important aspects
of track maintenance. For example, Traffic Density factor of 1.4 for
heavily worked suburban or ghat sections / sections where annual
traffic density is more than 20 Million GTK per kilometer and over. For
all curves above 1.5°, same value of alignment factor is applicable for
equal length of curved alignment though the effort required for upkeep
of such curves varies largely. Similarly, the weightage for climatic
factors varies between 0.10 and 0.20, which does not provide adequate
relief towards the requirement of manpower to meet such situations.
4
There is no weightage for speeds. Sure enough, the value of this factor
cannot be the same on any two sections for simple reasons - where
there are different GMT; different numbers of curves of 1.5° and sharper;
different magnitude of rainfall and climatic variations; etc.
The following factors covered under the scope of a conventional
gang strength calculation need to be taken out of the scope of
departmental activity:
1.
Through Packing – not feasible in the modern track with PRC
sleepers;
2.
Overhauling - deep screening to be done with machines.
Occasional cess making can be tackled with BRM at a laid
down frequency.;
3.
Cess Repairs – can be given away on contract;
4.
Clearance of drains - can be given away on contract;
5.
Casual renewal of rails / sleepers and creep adjustment - can
be covered under the scope of P Way Zone Contracts;
6.
Overhauling of Level Crossings – deep screening to be done
with machines; and
7.
Special Attention to Points & Crossings - not required on PRC
layouts. Changing switch / crossings can be done through
P Way Zone.
The following activities need to be added in the scope of this formula:
1.
Major Technical Assistance to working of track machines
including pre survey to mark levels, take versines, check super
elevation, check condition of track leveling and correct with
off track tampers, sleeper spacing correction with suitable
machines, condition of ballast in the track, pre and post
observations etc. Pre and post attentions can, however, be
given on contract.
2.
Fracture repairs in LWR track including Repair Welding;
3.
Off track tamping;
4.
Technical Assistance in destressing etc.
5
6.0 CONCLUSION
To sum up, it is considered in this paper that a stage of complete
mechanisation of track maintenance is going to be achieved soon
when there will be full compliment of machines with the Sr. DEN /
DEN and they will have freedom and capacity to execute all track
maintenance jobs as per their own planning based on field
requirements. The Divisions will also have proper authority to carry
out a set of other works by way of outsourcing as pointed in this
paper. The P Way gangs of the department will only have certain
specified safety / security oriented works to do and hence only a bare
minimum strength of P Way gangs shall be required to maintained.
This will help in putting the people with right qualifications in proper
working place and in a manageable size. The size will be decided on
the basis of similar guidelines as in special committee formula but
updated to take care of the GMT carried, Track Profile, Speeds and
Climatic Factors and giving due regard to their magnitude on a given
section.
7.0 SUGGESTION ON WORKING OUT GANG STRENGTH BASED
ON DISCUSSIONS IN THIS PAPER
The gang strength can be worked out on the following lines:
6
1.
List down the various activities, which the departmental gang
will do, and activities, which are to be replaced with machines
and contracts.
2.
For the activities to be done departmentally, work out realistic
manpower requirement.
3.
From this, select the suitable candidates equal to 80% of the
required number from the available strength and keep them
for departmental activities of track maintenance.
4.
Select ITI trained persons equivalent to 20% of the required
strength and put them in skilled category for departmental
activities on track maintenance.
5.
Remaining staff may be offered suitable and attractive avenues
so that the staff who is incapacitated, because of their age
and other considerations, to meet the requirements of the
job of trackman, may opt out.
6.
Deploy the machines for all the activities identified to be done
with machines in such a manner that the machines are
available to all the units of track maintenances on the Railways
to meet their requirement realistically in view of the work load,
traffic density, climatic conditions and block availability. In
addition, keep some machines as stand by to cater to the
requirement of emergencies, break down and other unforeseen
things.
7.
Make it a system that the contracts for contractual activities
can be finalized smoothly and systematically on a regular
basis.
7
THREE TIER TRACK MAINTENANCE SYSTEM ON
PIPAVAV RAILWAY CORPORATION LIMITED
G. C. JAIN*
V. K. MISRA**
SYNOPSIS
The Pipavav Railway Corporation Ltd is a joint venture of Indian
Railways and Gujarat Pipavav Port Ltd. It is the first Public Private
joint venture in rail-sector, with equity of 50% owned by Indian
Railways and Gujarat Pipavav Port each. This non-government
Railways is a “special purpose vehicle”(SPV) for the transport of
freight traffic originating from Pipavav Port. The railway line has
been leased to PRCL for 33 years as per lease agreement. The
MOR and GPPL entered in to memorandum of understanding on
20th of January 2000. The corporation, briefly named as PRCL, was
established on 6th of April 2003 under the agreement signed between
Ministry of Railways and Pipavav Port Ltd. In all five agreements
were signed for – Concession, Lease, construction, Operation &
maintenance, Transportation and Traffic Guarantee. The PRCL was
set up with the aim to have mechanized maintenance with minimum
manpower like Konkan Rail Corporation Ltd. (KRCL). In fact KRCL
was entrusted with the job to develop and suggest system
maintenance of track, S&T, Communication, Operation etc. with
utmost economy. The manpower was kept bare minimum unlike
normal maintenance system being followed on Indian railways, to
keep SPV a viable system.
1.0 The following agreements were signed between Ministry of
Railways and Pipavav Rail Corporation Ltd.
Concession Agreement:
To construct, operate & maintain the project railway line for
33 years. MOR and PRCL singed the agreement on dated 20th
June 2001.
Lease Agreement:
The land, station buildings, MG formation, Bridges and all other
existing assets of MG system will continue to be the property
* Sr. DEN (HQ) BVP
** SSE (P.way) MMU WC
1
of IR These assets have been made available to the SPV on
lease basis at a pre specified rental after considering capitalat-charge at historical cost.
Construction Agreement:
To construct the project line on the cost basis as applicable to
inter-department for Railways.
Operation and Maintenance (O&M) Agreement:
To operate and maintain the efficiency project line for
concession agreement period for seamless operation,
enhancing and smooth operation of freight traffic.
Transportation and Traffic Guarantee:
It guarantees to PRCL the rolling stock from WR & rail cargo
from GPPL.
2.0 MAINTENANCE SYSTEM
Under the O&M agreement signed between Ministry of
Railways and PRCL, the following infrastructures are covered
for maintenance:
1.
2.
3.
4.
5.
6.
Track (3 tier track maintenance)
S&T (mobile maintenance)
Communication (mobile maintenance)
Operation (by Western Railway)
Medical (by Western Railway)
Security (by Western Railway)
Out of the above infrastructure maintenance, the Authors are
trying to highlight the maintenance system adopted in regard
to track maintenance by adopting 3 tier track maintenance
system as contained in IRPWM under para 203(1) (CS 53 dated
24/04/2000).
3.0 3-TIER TRACK MAINTENANCE
The track structure consists of 52kg 90 UTS rails laid on 60kg
PRC sleepers with M+7 density. Ballast cushion of 300 mm is
provided. Curved switches of 1 in 12 & 1 in 8 ½, 52kg on PRC
sleepers have been provided on the entire route. All Points &
crossings are panel interlocked. LWR track is provided in all
permitted locations.
Track is one of the most important components for any Railway
system. Choice of track components affects degree of
maintenance required during service. Keeping this aspect in
2
view, mechanized maintenance has been preferred on PRCL
in comparison to conventional system of track maintenance.
This has resulted in saving of manpower to a great extent as
can be seen from comparison drawn below:
3.1 Comparison of Manpower with Conventional Railway
System
Department
Manpower required
As per PRCL
As per RLY system
398
159
245
19
87
15
16
939
902
159
214
113
220
18
30
1656
Engineering
S&T/ IT
Operating
Commercial
Mechanical
Electrical
Medical
Total
Saving (%)
56
-14
84
61
17
46
44
Fully mechanized maintenance of track has been suggested so
as to keep human resource at bare minimum level. Though
temping of track and points and crossing is done using hired CSM
and UNIMAT machines, isolated track defects are attended by
using lightweight off-track tampers. RRV is used for attending rail
fracture and other track defects.
Broad Frame Work Of Track Inspection
MAINTENANCE
GEOMETRY
SLACK PICKING TAMPING
DEPARTMENTAL, ZONAL
STRUCTURAL ELEMENT
URGENT SHORT
TERM REPAIR
WELDING
DEPARTMENTAL
PLANNED
CONTRACT
3
Broad Frame Work of Track Inspection
INSPECTION
STRUCTURAL INSP.
GEOMETRY INSP.
PATROLLING
By USFD
MANUAL
(TROLLEY,
EFP, LV)
OMS (DEPT.)
INSTRUMENT
MONSOON
PATROLLING
TRC (RDSO)
COLD
WEATHER
PATROLLING
HOT WEATHER
PATROLLING
4.0 On PRCL section the track maintenance system has been
generally followed keeping in view the system prevailing on
KRCL. The KRCL type system has been proposed to be
adopted on Indian Railways with certain modifications as
contained in Para 203(1) of IRPWM (CS No.53 dated 24/04/
2000). A Comparison has been drawn below between the
conventional system, the system of track maintenance being
adopted on KRCL and the system adopted on PRCL:
4
7.
8.
9.
10.
11.
5
5.0 VARIOUS LEVELS OF TRACK MAINTENANCE:
The track maintenance has been divided into 3-tier system
z
Tier I - On track machines:
Looking to traffic density, it will be necessary to deploy CSM,
Unimat, BRM once in two years. Western Railway will provide
the track machines required for the maintenance as required
under the O&M agreement.
z
Tier II - Mobile maintenance units:
The Mobile Maintenances Units comprise of two units. Unit-I
has been provided with each Sectional Engineer (P. way) and
covers a length of approx. 80 to 90 Kms. This unit is basically
provided with a Rail-cum-Road vehicle (RRV). This RRV can
move on track as well as on road. It can be off tracked within
5 minutes in midsection on level crossings and with special
arrangement at other places by exchanging private number
under special instructions. RRV is equipped with welding set,
small track machines for urgent repairs, 2 Nos. rail pieces of
6.5 Mtrs./glued joints for replacement incase of rail fracture,
casual renewal of rails in emergencies and transportation of
P way materials like all maintenance equipment, fittings, scrap.
This unit is named as MMU-I.
Unit No. 2 named as MMU II ; This is kept under Senior Section
Engineer (P. Way-Workshop) and under direct control of ADEN.
This unit is provided with one mini truck. This unit has 8 men
mostly artisan staff. This unit is aimed to repair the small track
machines at site in emergencies and failures. In case of major
repair of small track machines, the MMU-II unit transports the
same to the workshop of the Sr. Sectional Engineer (P. way
Workshop). After major repairs, the small track machines are
transported back to the Section Engineer for use at site.
z
Tier III - Mobile maintenance gangs (MMGs):
These are basically DTM gangs having jurisdiction of 21 to 23
kms. There are 12 trackmen in each MMG, headed by one
P.way Supervisor (PWS). Works like picking up slacks, weeding
out grass, making up ballast profile etc. is done by MMGs. The
MMGs are using push trollies for day-to-day movement in the
section, however motor trollies with trailers are being procured.
Motor trollies with trailers will run in corridor blocks for daily
6
movement of gangs in section for maintenance. Motor trollies
with trailers will be off loaded at site of work and placed on
track after attending the work site by exchange of private
number and code words.
6.0 P. Way organization:
The entire 262 km length of PRCL has been entrusted to
three Senior Section Engineer (P. Way) and one SSE (W). Each
Senior Section Engineer (P. Way) is supported by Section
Engineer (MMU) and two sectional SEs/JEs. Each SE/JE has
two Mobile Maintenance Gangs (MMGs). Each MMG has one
Permanent Supervisor and 12 trackmen. It has a beat of approx
22 km each. Track safetymen with a beat of approx 7 km are
provided separately. Organization chart is shown below. Each
Senior Section Engineer (P. Way) and Section Engineer (MMU)
has approx 87 kms of single line track under his control.
ADEN
SSE
(P.WAY)
SSE
(P.WAY)
JE(P.WAY)
JE(P.WAY)
SSE
(P.WAY)
MMG
1+12
MMG
MMG
1+12
MMG
1+12
MMG
1+12
MMG
1+12
JE(P.WAY)
JE(P.WAY)
MMG
1+12
MMG
1+12
MMG
1+12
MMG
1+12
MMG
1+12
MMG
1+12
SE(P.WAY)
MMU I
MMU I
gang
SE(W)
MMU II
gang
JE(P.WAY)
MMG
1+12
JE(P.WAY)
SSE
(P.WAY)
MMU II
SE(P.WAY)
MMU I
MMU I
gang
SE(P.WAY)
MMU I
MMU I
gang
7
7.0 Outsourcing activity
Since the manpower on PRCL is bare minimum certain activities
similar to those on KRCL have been permitted by Railway Board
for letting out on contracts:
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x.
xi.
xii.
xiii.
xiv.
xv.
xvi.
xvii.
xviii.
xix.
Cess repair by earthwork.
Loading, unloading and dressing of ballast.
Over hauling of level crossing.
Casual renewal of rails and sleepers except in case of
rail fracture and it’s welding.
Greasing of ERCs.
Deep and shallow screening.
Cleaning of drains.
Distressing of LWRs.
Pre and post tamping attentions.
Track renewals.
Attending works at site of accident.
Cleaning waterways of bridges.
Weeding out grass and clearing of bushes.
Transportation of materials from depot to site of work.
Painting of hectometer posts, curve, P&C, SEJ, Indication
boards etc.
Casual changing of rubber pads and other fittings.
Minor Cess repairs.
Cleaning of crib ballast for effective drainage.
Any other unforeseen activity not covered in the scope of
MMU/ MMG.
8.0 SYSTEM OF MONSOON, SUMMER, WINTER PATROLLING:
The PRCL is located under temperature Zone III as such the
trackmen of MMGs are used for carrying out monsoon, winter,
summer patrolling. No additional manpower is needed for
patrolling, stationary watchman at vulnerable locations.
9.0 INSPECTION SCHEDULE:
The inspection schedules laid down on Indian railways are not
followed on PRCL. Railway Board has approved the following
inspection schedules for PRCL.
8
Nature of
inspection
Foot by
foot
Motor
trolley
With
OMS
2000
Track inspections
Sl.
No.
1
PWS
SSE P. way
ADEN
DEN/
Sr. DEN
Yearly
As
required
Once in a
Once in
month
a month
Once in
Half
four months yearly
Weekly
Quarterly
Half yearly
-----
Once in a
month
Once in two
months
alternate with
SSE
Monthly
Once in a
month
Once in two
months
alternate with
SSE
Quarterly
Alternate half
yearly by
rotation with
SSE
Monthly
Alternate half
yearly by
rotation with
SE/JE
Quarterly
Test check
Fortnightly
Monthly
Monthly
Monthly
Monthly
As
necessary
-----
2
Inspection of
LWR
Fortnightly
3
Curves
-----
4
Level crossings
-----
5
Surprise night
----inspection
(When patrolling
is on)
Equipment and ----tools
6
JE/SE P.way
Half yearly
Half yearly
As
necessa
ry
As
necessa
ry
As
necessa
ry
As
necessa
ry
As
necessa
ry
Note:
a. Key man to do daily inspection of track on foot.
b. SSE (P.way) and JE/SE P.way will accompany OMS 2000
alternatively and the month in which they are not accompanying
OMS -2000, they will do LV inspection.
c. Inspection of isolated spots as a result of footplate, lurch
message, and OMS/TRC run etc. should be done as early as
possible.
d. The frequency of inspection prescribed above is bare minimum.
Depending upon the requirement officials should carry out more
frequent inspections.
e. Greater emphasis should be placed on taking corrective
measures on items of previous inspections.
f.
Inspections of other P. way assets should be carried out at the
same frequency as laid down in the manuals.
9
g.
h.
Other inspections like inspections of water installations, platform
shelters, and other structures in the station area, colonies,
cuttings etc. as applicable.
Inspection schedule of BRI and IOW will be same as existing
in Indian Railways.
10.0 FIELD EXPERIENCE:
Initially staff was unacquainted in dealing with hydraulic system
as well as such type of modern equipments. It required 2 to 3
months of strenuous effort to train staff for satisfactory results.
In all the equipments we received Rail cum Road vehicle was
most critical as it affects safety any time. Its normal working is
desired all the time. So we will first discuss our experience
with RRV.
z
Rail Cum Road Vehicle:
a.
Change in loading pattern shifts centre of gravity, which tilts
vehicle forward or backward. Adjusting mechanism is provided
but it may take more time than expected. However with
experience and pre-testing this time gets reduced. This system
may be improved to avoid unforeseen delays.
Within a month of its use hind left side rail wheel started
vibrating at high frequency. With manufacturer’s attention it
was rectified by aligning the wheel set.
Grease was seen flowing out during run even though wheel
was not very hot and no grease burning was seen. Cap on the
greased part was not leak proof, which was made so by simple
local arrangement. Now there is no such problem.
In service it was seen that front rail wheel set when locked
properly was not remaining vertical and more shocks were felt
on riding. Then it was decided that suspension should be kept
vertical and lock to be secured by other means so that it does
not open during run.
Platform on which RRV is rotated is to be hung on hooks so
that it is not damaged when RRV is in motion. Hook on the
opposite side of operator is found to break due to poor visibility.
Its design needs improvement.
Boxes in carrier need improvement as these create hindrance
in movement of other equipments. These may be relocated.
b.
c.
d.
e.
f.
10
Overall performance of RRV is very satisfactory. RRV can be
on tracked in less than 15 minutes off tracked in 5-7 minutes.
Its truck portion is very reliable. Reliability of other parts may
be improved with experience.
z
Pandrol clip applicator cum extractor:
Pandrol clip applicator cum extractor is designed by
Shri V K Misra SSE/MMU/WC under the able guidance of
Sr. DEN (HQ)/BVP Shri G C Jain the presenter to reduce impact
load on Pandrol clips. Pandrol clips can be applied with this
equipment by one man with max. 30 kg force (by body wt.).
Weight of equipment is 6 kg and can be reduced further. It can
apply Pandrol clip at the same speed as by hammer without
damaging pandrol clip. It can also extract pandrol clip that are
not jammed heavily.
Clip Extraction stage 1
Clip Extraction stage 2
11.0 CONCLUSION:
The mechanized track maintenance by 3-tier system of track
maintenance is effective and economical. However, the system
can work only when full complement of small track machines
for day-to-day maintenance are available. For this the mobile
workshop plays a very important role and its effectiveness is
the pivotal of the entire track maintenance organization. In case
the small track machines are not maintained on day-to-day basis
the maintenance under the system may prove failure.
11
MECHANISED MAINTENANCE OF TRACK IN
BANGALORE DIVISION - A UNIQUE CONCEPT
AMITH GARG*
SYNOPSIS
The mechanised maintenance of track on KRCL pattern has
been adopted on the Bangalore division of South Western Railway
on the newly constructed line from Dharmavaram to Penakonda via
Puttaparthy (the abode of SAI BABA).
The Railway Safety Review Committee 1998 has recommended
the adoption of KRCL pattern of mechanized track maintenance over
the entire IR. This has been accepted by the Ministry of Railways.
However, it has been adopted for the first time only in Bangalore
division.
The Section engineer has been provided with a mobile
maintenance vehicle (RMV) and a party of Multiskilled men and has a
jurisdiction of 50km. These staff are trained for operation of RMV,
welding, rail cutting and drilling machines, operation of off track
tampers and other skilled jobs.
The system of mechanised maintenance adopted by KRCL and
transplanted as it is in Bangalore division on a small section is working
very satisfactorily.
1.0 INTRODUCTION
Of the 63000 route km of track in the Indian Railways, only 52km
can be strictly classified as track which is being maintained adopting
mechanised maintenance in its literary and true sense. Reference is
to be made to the prescriptions of I.R.P.Way Manual Correction Slip
no. 53 dated 24.4.2000 and no. 67 dated 24.4.2001.
The mechanised maintenance of track was adopted on the
Bangalore division of South Western Railway on the newly constructed
line from Dharmavaram to Penakonda via Puttaparthy (the abode of
SAI BABA). The system has been virtually transplanted as it is from
the system of maintenance, which has been tried on Konkan Railway
for the last six years successfully.
* Sr DEN/Coord/Bangalore, SW Rly
1
Railway Safety Review Committee 1998: recommended that “ IR
should work quickly towards adopting the pattern of track maintenance
established by KRC where each gang has been provided with a mobile
maintenance vehicle and has a jurisdiction of 40km. Complete switch
over to machine maintenance should be made a mission area, to be
given priority on par with any other activity connected with track.”
The Ministry of Railways accepted the recommendation. Have
any steps been taken to achieve this goal is a moot point.
It was thought that the traditional system of manual maintenance
shall not be applicable for track on concrete sleepers with modern
features. A new approach was attempted for mechanised maintenance
on the KRCL keeping in mind the geographical peculiarities of the
system and the modern track structure adopted.
The widely held but misplaced conception is that packing by
on-track tampers is mechanised maintenance.
2.0 PRESCRIPTIONS OF IR PWAY MANUAL
2.1 Extract from CS no. 67
Para 1408 (1): (a) : Concrete sleeper track should be maintained
by heavy duty on track tampers.
For spot attention/slack picking, multi purpose tampers and off
track tampers shall be used. Where off track tampers are not available,
as an interim measure, the packing may be done with the help of
crow bars/beaters duly taking care that the concrete sleepers are not
damaged.
2.2 Extract from CS no. 53 :
Para 203 (1): The track should be maintained either by conventional
system of maintenance or by 3 tier system of maintenance.
3.0 OBSERVATIONS:
It is clear that a PRC sleeper track should be maintained adopting
mechanised maintenance. However, only the first step of the
mechanised maintenance system has been used all over the IR where
as steps 2 & 3 related to MMU’s and mobile gangs have been
completely ignored.
2
The bigger issue that needs attention is that even though:
1. Mechanisation of track maintenance started 30 years back with
the import of tamping machines.
2. Concrete sleepers are the byword in track relaying and
construction. This year 1 Crore concrete sleepers shall be
produced.
3. 52/60kg rails, fan shaped layouts, thick web switches etc are
laid on nearly 40,000 km of track.
4. Enormous social changes like unwillingness to do manual labour,
unwillingness to live in far flung areas, increase in the average
age of trackmen to nearly 50 years, heavy track structure etc.
5. The inbuilt weaknesses of manual system of track maintenance
are well known.
no planned action has been taken to put in place a well structured
system of track maintenance based on mechanised methods.
3.1 As per para 228 of IRPWay Manual
3-tier system of track maintenance
3-tier system of track maintenance shall be adopted on
sections nominated for mechanised track maintenance.
This shall consist of the following 3 tiers of track maintenance:
1.
On track machines (OMU)
2.
Mobile Maintenance Unit ( MMU)
3.
Sectional gangs
The Mobile maintenance units shall comprise of two groups.
1.
2.
MMU-1: One for each PWl section
MMU-2: One for each subdivision
MMU-1 shall be a Rail cum road vehicle with a PWl in-charge
with a jurisdiction of 40-50km double line and 90-100km single line for
various works including need based spot tamping and in-situ rail
welding.
MMU-2 shall be a road vehicle based unit with each
subdivision for reconditioning of turnouts and minor repairs to the
equipments of MMU.
3
A large set of equipment shall be placed in the MMU-1 like walkietalkies, rail-cutting/drilling equipment, rail welding equipment, spot
tamping off track tampers, distressing devices like rollers, tensors,
inspection gadgets, material handling equipment like rail dollies, safety
and protection equipment, gas cutting set etc.
Sectional gangs shall perform functions like patrolling of track
and watching vulnerable locations (which is not included in the present
list of duties of trackmen), need based attention to bridges, turnouts,
SEJ’s, repairs to cess, pre and post tamping attentions and other
activities.
All the above guidelines are observed more In breach than in
practice.
4.0 NEW METHOD OF MAINTENANCE OF TRACK ADOPTED
IN BANGALORE DIVISION
The maintenance system on KRCL is fully mechanised. The same
has been adopted on Bangalore division duly taking the approval of
the Board (ME).
4.1
Salient Features of the Section:
Dharmavaram-Puttuparthv-Penakonda
4
Length of section
52 km under SWR and 1km under SCR
Number of stations
3
Ruling gradient
1 in 150
Track structure
52kg 90 UTS rails laid on PRC sleepers, LWR
Ballast cushion
250 mm
Points and
Crossings
1 in 12 and 1 in 8½ curved switches and
CMS crossings, PSC layout
Formation
Mechanically compacted with 1m blanket
layer
Bridges
Major-8; Minor-141
Tunnels
1 (234m long)- partially lined
The terrain in this area is plain with maximum depth of cutting
as 12m and max depth of bank as 14m. With the above improved
standards of construction and the area being generally dry with average
rainfall being less than 500mm, the requirement of track maintenance
on this line will be minimal. It was therefore considered ideal to
introduce the mechanised track maintenance system as adopted in
the Konkan railway.
4.2 The System in Brief is as under:
The maintenance system shall be divided into 3 tiers as under:
4.2.1
The top tier: the backbone of the system.
This is through CSM packing machine for the plain track and
UNIMAT for point and crossings. Machines from the existing
fleet of SWR have been diverted for programmed maintenance
in this route depending upon track deterioration and retentivity
of packing.
4.2.2
The middle tier: This consists of Mobile maintenance gangs
with skilled staff called MMG. The gang is responsible for
tamping of isolated spots or picking up slacks, attention to
weld failures etc. The middle tier is provided with self propelled
rail maintenance van(RMV) or gangers lorry. In Konkan Railway
as in our case the RMV is supplied by M/s OEPL, Hyderabad.
The gang comprises of multi-skilled artisans (MSM) in grade
305CM590 similar to that deployed in KRCL. These staff are
trained for operation of RMV, welding, rail cutting and drilling
machines, operation of off track tampers and other skilled jobs.
4.2.3
The bottom tier: This consists of the track maintenance
and monitoring gangs under the sectional PWI. This consists
of 15-20 trackmen who move with the RMV/ road vehicle either
independently or along with the middle tier depending upon
the nature of track attention to be done.
The top tier was already in existence in the Railway system and
was deployed as and when necessary. The middle tier and the bottom
tier have been set up later on . The staff required for this system have
been separately sanctioned and recruited.
The above system of maintenance is to be supported through
contractual agencies for some of the maintenance work requiring large
scale deployment of labour.
5
The daily patrolling of keyman will continue to be followed as in
the present IR system.
5.0 MANPOWER REQUIREMENT FOR THE REVISED PROPOSAL
The following posts are required as per the revised proposal of
track maintenance:
Category
SE/PWaY
JE/I/Pway
P Way
Supervisor
MSM
Keyman
Scale
6500-10500
5500-9000
5000-8000
Headquarters
SSPN
SSPN
SSPN
No of posts
1
1
3
3050-4590
2750-4400
8
7
Gate keepers
Trackmen
Store watchman
Clerks
TOTAL
2610-3540
2610-3540
2610-3450
4500-7000
SSPN
Respective
beats
At gates
27
20
2
1
70
In the revised system, trolleymen are not considered as
push trolley inspection is replaced by foot inspection by SE/JE/P.
Way. Two motor trolleys are stationed at SSPN. One MT is used by
the SE, AEN, DEN for inspections and the other is used by the P.
Way Supervisors for inspections and also for movement of mobile
gangs in emergencies.
The total manpower requirement in the present system is only 70
as against 128 as per the conventional system.
6.0 TRACK PATROLLING
In the revised system of maintenance, there is no end-to-end
patrolling during monsoon or any other emergencies Instead the
patrolling is being done in emergencies by RMV/ MT by the supervisory
staff.
6
7.0 INSPECTIONS:
The inspections are done by loco, rear van, OMS2000, motor
trolley and foot inspection Push trolley inspection is not contemplated
as in Konkan Railway
8.0 EQUIPMENT PROVIDED
Sl No.
Description
Quantity
Approx cost in
Lakhs
1
RMV- Gangers lorry
1
30
2
Off track tampers
with gen sets
2 sets
5
3
Rail cutting and
grinding m/c
1
4
Weld equipment
1
5
Motor trollies
6
Hydraulic jacks
7
Light commercial
2
1
1
1
5
vehicle 3-5t capacity
8
Communication
equipment
2
9
Other P Way
tools and measuring equipment
2
TOTAL
50 Lakhs
Motor trollies which are light weight with a trailer as adopted in
the Konkan Railway system which are capable to be offloaded with
just 2-3 men. The facility of clearing the block and availing the block
at mid-section through emergency sockets is also proposed to be
implemented in this section duly amending the provisions of the
G & SR.
7
9.0 COMMUNICATION FACILITY:
As the maintenance is based on mobile gangs, effective
communication is essential for the supervisors. In addition to the
railway facility to all supervisors, mobile communication like walkietalkie for the supervisory staff with a central VHF station at SSPN
covering the entire range from PKD to DMMM has been provided
10.0 EXPERIENCE AND CONCLUSION:
The Section Engineers / P. Way are extremely satisfied with the
working of this system. There are demands from almost all sections
that similar practice should be adopted in their sections too. The
SEs/P. Way are more confident in attending the routine maintenance
works which have become more organised and the chaos which
normally prevails when emergencies are attended has virtually
vanished.
The system of mechanised maintenance adopted by KRCL and
transplanted as it is in Bangalore division on a small section is working
very satisfactorily. It is essential that the issue of improved and
advanced maintenance practices is discussed at all levels and the
mechanised system of track maintenance is adopted in the IR in its
true spirit and substance.
8
9
10
MECHANISATION OF TRACK MAINTENANCE
CAN IT BE OPTIMIZED BY
MOBILE MECHANISED UNIT (MMU)
A.K.CHAKRABORTY*
SYNOPSIS
Indian Railways is facing a growing demand for higher speed
passenger traffic and heavy freight trains. Therefore, it is essential
to make efforts for optimizing the track maintenance practices to
ensure safe and comfortable travelling for men and material. On
Indian Railways, the maintenance of track is done simultaneously
by machines and manual methods. In order to evolve an economical
and suitable track maintenance practice, the time has come to
undertake steps for optimized maintenance of track. This paper
deals with the activities, work involvement, output and possibilities
of Mobile Mechanised Unit ( MMU ) as a step in the right direction
for optimization of track maintenance practices.
1. INTRODUCTION
Track maintenance practice is basically changing in nature. In
late eighties, the world Railway system was going through a period
of renaissance. New high speed lines were laid in Europe, Japan
and USA. On Indian Railways , the introduction of concrete sleepers
with elastic fastenings and 90 UTS rails proved to be a remarkable
improvement in track structure. Before such modernization of track,
the conventional track was being maintained mainly by manual
methods and in some important areas track machines were
deployed , although these areas could not be considered as fully
mechanized track maintenance zone. The track mechanization
process started on Indian Railways, about 30 years ago. Presently
over 370 on-track machines of various types are deployed in Indian
Railways for laying and maintenance of track.
Various small track machines are also being used for
maintenance purpose. Usage of all these machines makes the
maintenance system speedier and efficient. But so far optimization
* Section Engineer/Track Machine Cell,
Track Machine and Monitoring Directorate, RDSO,Lucknow.
1
of track maintenance is concerned, a systematic and planned way
of track maintenance work is required which involves optimum
efforts to be exercised for maintenance of track.
Area of track maintenance work may be broadly classified as :
1. Maintenance work by heavy on- track machines (OMU)
2. Maintenance work by small track machines (MMU)
3. Maintenance work by manual effort.
A fresh strategy for deployment of machines and manpower
for optimum track maintenance is necessary to cater to the
changes in track technology accompanied by phenomenal
increase in traffic density and changed socio-economic conditions
of trackmen. Mobile mechanized unit is the most important
machinery of mechanized track maintenance system. In the
following paragraph, the role of the MMU and the equipment of
the MMU has been described emphasizing the importance of Railcum-Road vehicle (RCRV).
2. MMU ORGANISATION
The mobile maintenance unit consists of two group :
i)
Group-I
Each PWI’s section of 40 to 50 Km of double lined track shall
be covered by Group-I. The headquarters of this group shall
coincide with that of the PWI/Incharge. The functions of this group
are :
2
a)
Needbased spot tamping
b)
In-situ rail welding.
c)
Casual renewals and repairs except planned renewal.
d)
Overhauling of level crossing.
e)
Replacement of glued joints.
f)
Rail cutting, drilling & chamfering.
g)
Permanent repairs to fractures.
h)
Creep or gap adjustment involving use of machines.
i)
Destressing of LWR track.
ii) Group-II
Each AEN-sub section shall be covered by Group-II and the
same shall be placed under PWI/Incharge having same headquarter
as that of AEN. The functions of Group II are :
a. Reconditioning of turnouts
b. Minor repairs to the equipment of MMU.
Miscellaneous works other than above shall be done by the
sectional gangs.
3. MOBILITY OF THE SYSTEM
As per the final report of the ‘Committee for machine &
manpower deployment for Track Maintenance’ in Indian Railways,
Feb, 1995, the mobility of the system shall be provided by (i) 8wheeler Track Maintenance Mobile Workshop(TMMW) and (ii) Railcum-Road vehicle(RCRV). The second one is mainly useful for
movement on both rail and road. It was felt that the rail-cum-road
vehicle may also play the role of TMMW because for transportation
of men and material from PWI/Store/depot/ Yard to work site,
RCRV may be the ideal means. Successful development of the
vehicle has already been done and the vehicle has been supplied
to some zonal railways. Initially, Allahabad division of N.C. Rly and
Kota division of W.C.Rly have been nominated for implementation
of MMU for mechanized track maintenance. The prototype vehicle
was developed by M/s Phooltas Tampers(Pvt) Ltd, Patna. Recently
30 RCRV are being supplied by the firm and four RCRV each are
being manufactured by another two firms namely M/s BHEL, Jhansi
and M/s. Standard Costing Ltd, New Delhi. Five more vehicles are
being manufactured by DCW/Patiala with some upgraded design.
4.0 EQUIPMENT & TOOLS FOR MMU
4.1 For MMU-I i.e for Group-I of the MMU system the nominated
machines/equipment & tools and their purposes are tabulated
in TABLE-I.
4.2 For MMU-II i.e for Group-II of the MMU system, the nominated
machineries/equipment & tools and their purposes are
tabulated in TABLE-2.
3
TABLE-I
LIST OF SMALL TRACK MACHINES FOR TRACK
MAINTENANCE WORK (FOR MMU-I WITH EACH PWI)
SN
1.
Machine
i. Off track hand held tampers with generator.
ii. Hyd./Mech. Lifting jack.
iii. Hyd. Track lifting cum slewing device.
i. Rail welding equipment.
ii.Weld trimmer
iii.Rail profile Weld Grinder.
i.Rail cutting machine (Abrasive/saw
type)
ii.Rail drilling machine
iii. Track lifting jacks (hydraulic/mech.)
iv. Various track tools like crow bars, beaters,
rake ballast, rail tongue etc.
i. Track lifting jack ( hyd./Mech. )
ii. Hyd. Track lifting cum slewing device.
iii. Off track hand held tampers with Generator.
iv. Various track tools like crow bars, beaters, rake
ballast, rail tongue etc.
i. Rail cutting machine (Abrasive/Saw type).
ii. Rail drilling machine.
iii. Rail welding equipment.
iv.Weld trimmer
for LWR/CWR
v.Rail profile Weld Grinder.
i. Rail cutting machine (Abrasive & Saw type).
ii. Rail drilling machine.
iii. Chamfering Kit.
Qty.
1 Set
4 Sets
2 Sets
2 Sets
1 Set
1 Set
Already
mentioned for
other works
i. Rail cutting machine (Abrasive/Saw type).
ii. Rail drilling machine.
iii. Rail welding equipment.
iv.Weld trimmer
v.Rail profile Weld Grinder.
vi Hyd.rail tensor.
i.Rail creep adjuster.
ii.Gap gauge.
i. Rail cutting machine (Abrasive/Saw type).
ii. Rail drilling machine.
iii. Rail welding equipment.
iv.Weld trimmer
v.Rail profile Weld Grinder.
vi Hyd.rail tensor.
vii. Destressing rollers.
viii. Wooden mallet.
Alrady
mentioned for
other works
1 Set
1 No.
As mentioned
for other works
Material Handling
(Loading and Unloading of
materials)
Inspection Gadgets:
(For
inspection
and
measurement
of
track
parameters
and
components).
i.Rail dolly.
ii. Monorail wheel barrow
6 Nos.
2 Nos.
1.
2.
3.
4.
5.
1 No.
1 No.
1 No.
1 No.
1 No.
Safety and Protection
1.Warning System
2. Red Banner Flag
3. Red Hand Signal Flag
4.Green Hand Signal Flag
5.Detonators
2.
In-Situ rail welding
3.
Casual renewals and
repairs except planned
renewal.
4.
Overhauling of Level
Crossing
5.
Replacement of Glued Joint
6.
Rail cutting/Drilling and
Chamfering.
7.
Permanent repair to
fracture
8.
Creep or gap adjustment
9.
Destressing of LWR/CWR
10.
11.
12.
13.
4
Work
Need based spot tamping
with lifting and lining.
Communication Equipment
Gauge cum level.
Rail thermometer.
P-Way Inspection Kit
Vernier Caliper
Micrometer
1.Walkie Talkie
2.Portable field telephone
Already
mentioned for
other works
Already
mentioned for
other works
1 No. each
1 No.
1 Set
2 Sets
1 Complete set
for destressing
3 Kms.
1 Set
2 Nos.
2 Nos.
2 Nos.
1 Pack
nos.)
4 Sets
1 set
(10
TABLE-II
( For MMU-II with each Sub-Division)
SN Work
Machine
Qty.
1.
Reconditioning
of Turnouts
i) Portable D.C.Welding generator
ii) Arc welding Equipment
iii) Hand Held Rail Grinder
1 Set
1 Set
2 Sets
2.
Minor repairing
to the
equipment of
MMU-I
i)
ii)
iii)
iv)
v)
vi)
2 Sets
2 Sets
2 Sets
2 Sets
2 Sets
2 Sets
Spanner of sizes
Terfor
Files of Sorts
Bench Drill
Vice Bench
Bench grinder
5.0 ABOUT RAIL-CUM-ROAD VEHICLE:
Fig.1
5.1 In many countries in the world, such type of vehicles are used
for maintenance of Railway assets of Open lines i.e., track, bridges,
OHEs etc. Swiss Railway system is having Rail-cum-Road vehicle
for multipurpose use with hydraulically operated crane. The payload
capacity is from 8t and above. The main advantage of this vehicle
is that it can run both on rail and road. The transfer of the vehicle
from road mode to rail mode and vice versa is very simple and fast.
It has been observed that the time taken for the transfer of moving
mode of the vehicle is within 4/5 minutes. This vehicle is very much
suitable for MMU and even TMMW can be replaced by RCRV.
5
5.2 The vehicle is basically a modified version of TATA road truck
of model 909. The necessary modifications has been done to
provide (i) one hydraulically operated turn table for transferring the
vehicle from rail mode to road mode and vise versa, and (ii) two
sets of guiding wheels (having IRS wheel profile ) for running of
the vehicle in rail mode. These wheel sets are provided one at the
front end and other at the rear end of the vehicle and operated
hydraulically. Also other available models of road trucks can be used
keeping in mind the gross weight and pay load capacity of the
vehicle. The tractive effort required to run the vehicle in rail mode
is provided by rear wheels of the basic vehicle (i.e., the truck).
During movement on road the guide wheel assemblies are kept
locked in lifted position whereas while moving on rails the guide
wheels are pressed to the rails by hydraulic actuators operated by
hydraulic pump. During rail mode the load is distributed through
three axles i.e., front rail wheel axle, rear tyre wheel of the truck
and rear rail wheel.
Turn Table Arrangement
Fig.2
5.3 The vehicle is basically a modified version of TATA road truck
of model 909. The necessary modifications has been done to
provide (i) one hydraulically operated turn table for transferring the
vehicle from rail mode to road mode and vise versa, and (ii) two
sets of guiding wheels (having IRS wheel profile ) for running of
the vehicle in rail mode. These wheel sets are provided one at the
front end and other at the rear end of the vehicle and operated
hydraulically. Also other available models of road trucks can be used
keeping in mind the gross weight and pay load capacity of the
vehicle. The tractive effort required to run the vehicle in rail mode
is provided by rear wheels of the basic vehicle (i.e., the truck). During
6
movement on road the guide wheel assemblies are kept locked in
lifted position whereas while moving on rails the guide wheels are
pressed to the rails by hydraulic actuators operated by hydraulic pump.
During rail mode the load is distributed through three axles i.e., front
rail wheel axle, rear tyre wheel of the truck and rear rail wheel.
Rear rail wheel assembly
Fig.3
Load distribution with sprung load of 7700 Kg
(in loaded condition)
Front rail wheel Front tyre wheel
Rear tyre wheel
Rear rail wheel
2.451
(in Rail mode)
Fig. 4
5.4 The main technical features of the vehicle are:
i)
Overall length
: 7250 mm
ii) Gross weight
: 9.0 t
iii) Pay load capacity
: 3.5 t
iv) Basic vehicle
: TATA model 909 truck
v) Speed
: 60 kmph on rail and 80 kmph on road
vi) Seating Arrangement : 1+2 at driver’s cab and 4 at driver’s
back cabin, 4 at loading platform’s
seat.
7
The vehicle is suitable for transporting small track machines,
materials and workmen to the work site within a short time. For this
reason, the vehicle is also useful for emergency repair of tracks
like in case of rail fracture, buckling etc. For fast restoration of traffic
after derailment-damage, RCRV can be a better tool.
6.0 IMPORTANT FUNCTIONS:
6.1
One of the most important functions of the MMU system is
spot tamping. The spot tamping is a part of directed track
maintenance (DTM). As and where required, the isolated
portions of the track can be effectively attended to improve
certain parameters like unevenness, cross level and alignment
by using hand held off track tampers. With the use of such
tampers concrete sleeper / flat bottom sleeper track can be
tamped with an average progress of 40 to 50 sleepers per
hour. During tamping, correction of lateral alignment, vertical
profile and cross level can be done by using hydraulic track
lifting and slewing device (TRALIS). All these equipment are
having approved vendors and are already being used by zonal
railways.
6.2
A recent development of common electrical power pack for
operation of rail drilling machine, rail cutting machine ( both
saw type and abrasive disc type ), weld trimmer and rail profile
weld grinding machine makes these machines lighter in weight
and operator-friendly. These machines are supposed to be
kept in RCRV. On the other hand, the common power pack
will considerably reduce the maintenance works as the prime
movers of these machines are electrical motors in place of
individual I.C. Engines.
7.0 PRESENT SCENARIO:
7.1 Railway Board decided to implement MMU initially on two
divisions i.e., Allahabad division of N.C..Rly. and Kota division
of W.C. Rly.
7.2 Vide Railway Board’s letter no. 88/Track-III/TK/18 Vol. III Pt.
dated 23.2.02 constituted MMU implementation committee
comprising of Director/IRICEN Pune, PCE/NCR, CE/Co-ord/
WCR, CTE/WR & EDTM/RDSO.
8
7.3 The committee of implementation of MMU on Indian Railways
Passed some important recommendations at the meeting held
on 25.8.04 at New Delhi. Some important conclusion are
reproduced below:
(i) Review of Exprerience on KTT & ALD Division
(MMU-I with RCRV)
As per the details of using the MMU on the two divisions following
was observed:
(a)
On ALD Division the line capacity utilization on A’ Route is approx
120%, however the same is little less than 100% on KTT Division.
Board have been monitoring the progress on monthly basis, in
spite of this, the total utilization RCRV based MMU-I on ALD
Division has been only of the order of 30%, of which about 10%
only has been on rail. Sr. DEN/C/ALD explained that they find it
more practical to use road truck for movement of men, material
and equipment rather than RCRV due to very heavy down time
for the same and due to RCRV’s limitation of movement on rail
on paper line clear. In a over saturated section like Allahabad
division movement of RCRV is just not practical. Use of RCRV
on rail i.e. 10% of 30% which is only about 3% of the time.
Assuming that the design features of RCRV could be improved
and down time controlled, even then the use of RCRV on rail is
not likely to increase significantly and thus it will continue to work
predominantly as a road vehicle.
On KTT Division the utilization has been better. Total utilization
on KTT Division is of the order of 65%-70%, of which the use
on rail has been about 30%, i.e. 70%*30% = 21% overall.
However the KTT Division has also reported about excessive
down time and its limitation of movement on rail.
(b)
The duties assigned to MMU-I indicate that the maximum
workload of transporting Small Track Machines (STMs), handling
new/released track material and man power are assigned to it.
Therefore, reliable transportation for MMU-I is one of the key
issues for ensuring success of this system. Experience gained
on the use of Rail-cum-Road Vehicle (RCRV) on Kota Division
and Allahabad Division highlighted some limitations of RCRV.
These have been summarized below:
9
Various problems experienced by Kota and Allahabad Division
in implementing MMU are briefly given below:
(i)
Track circuiting and axle counter problems – Response of
RCRV in Track circuiting area is however improved but the
axle counter doesn’t count the axles of RCRV. The solution of
providing 710 mm dia. solid wheel by Technical committee
RDSO seems to be impractical in as much as to accommodate
such big diameter wheels under the chassis of road vehicle.
(ii)
Infringement at Level crossings – During on-tracking/offtracking, infringement on adjacent track on double line section
will require 5-10 minutes block up and down lines. On busy
routes, this becomes a big constraint in effective utilization of
RCRV during maintenance block period.
(iii) Pay Load & Seating Capacity – MMU-I has been assigned
duties which need transportation of man, material and
machines. For works like casual renewals, overhauling of level
crossings, fracture repairs etc. new material like sleepers, rails
are required in addition to T&P, small machines and man
power. Thus, pay load limit of 3.5 tonnes of present RCRV
will not meet the requirement. In addition to this, seating space
for required numbers of P.way man/technicians is also not
available on RCRV. Loading/unloading of material is one of
the duties assigned to MMU-I. Limited pay Load capacity of
3.5 tonnes of RCRV will becomes a constraint. Increase in
pay load capacity of RCRV will make the unit unwieldy. With
this constraint, this vehicle can carry only about 4-6 workers,
who may not be adequate to even unload the machinery and
material from the RCRV, let alone carry out the work at side.
Conclusion of the committee meeting: Looking into the problems
faced with RCRV, the committee is of the opinion that transportation
separately by rail and road is a superior alternative. For
transportation by rail, a self-propelled 8-wheeler unit with a long
platform, driving cab, a crane (of about 2.5 T capacity) and covered/
open space will be much satisfactory arrangement.
Recommendations of the committee: Continuing with three tiers
track maintenance system on sections nominated for mechanized
maintenance, each SSE (P.Way) may have two MMUs with same
duty list as proposed below. One MMU shall use self propelled 8wheeler rail bound unit called Track Maintenance Mobile Workshop
(TMMW)’. TMMW will have a long platform, driving cab, a crane
10
and covered/ open space for carrying man, material and equipment
to work sport. The design of such vehicle may be adopted suitably.
Following duty list of MMUs is proposed:
(i)
Need based spot tamping.
(ii)
In-situ rail welding.
(iii) Casual renewal and repair except planned renewals.
(iv) Replacement of glued joints.
(v)
Rail cutting/drilling/chamfering.
(vi) Permanent repair to fractures.
(vii) Creep or gap adjustments involving use of machines.
(viii) Reconditioning of turnouts.
(ix) Minor repair of equipment of MMUs.
(x)
Loading/unloading of material used in carrying out above
assigned works.
(xi) Any other functions assigned.
8.0 CONCLUSION:
Implementation of MMU in most of the sections of Indian
Railways is necessary. The time has come to opt for full fledged
mechanized track maintenance system. Manual maintenance has
become a herculean task and also the present average age of gang
men is in between 40 to 55 years which jeopardize the manual
maintenance system. At the same time it is essential to deploy the
right maintenance practice with optimum effort.
11
TRACK MECHANIZATION ON INDIAN RAILWAYS –
THE MISSING LINKS
J.S. MUNDREY*
In rail transport, Permanent Way constitutes the most
important part of the infrastructure, as it provides the permanent
path for rolling stock, transporting passenger and goods.
Indian Railways, in the last three decades have taken many
important initiatives for upgrading their track structure. Over 45,000
km of track is now laid with concrete sleepers. Almost a million
concrete sleepers are being laid every year on Indian Railways,
which include sleepers on turnouts, level crossings, curves, bridge
approaches etc.
Concrete sleepers can be best maintained with heavy on-track
tamping machines. Over the years, Indian Railways have acquired
a large fleet of track machines for carrying out track maintenance
and renewal works. It is rather a paradox that a railway system,
which can take pride in having the most modern, sophisticated and
highly productive track machines, in large number, also carries a
burden of over two lakhs ill-equipped gangmen, who continue to work
in the manner and with the same tools as used by their predecessors
almost a century age. This is happening on account of the fact that
for many of the track operation, Indian Railways, have not been able
to find an efficient and cost effective solution for mechanized
execution of works.
The productivity of track machines is also required to be
further optimized by removing the bottlenecks coming in their
improved performance.
The paper makes an in-depth analysis of the process of track
mechanization on Indian Railway. Steps that can be taken to carry
out all track works, efficiently and economically by equipping track
maintenance gangs with appropriate machines, have been
suggested. Hopefully with the new thrust on track mechanization,
Indian Railways will be able to find a mechanized cost effective
solution for execution of all track works, hither to being done
manually by the sectional gangs.
* Formerly Adviser, Civil Engineering, Railway Board, India.
1
1.0 INDIAN RAILWAYS AND ITS TRACK STRUCTURE
Indian Railways with a route kilometerage of over 63,000
kilometers and track kilometerage of over 1.1 lakh kilometers, is
one of the largest networks in the railway world. Indian Railways
carry out yearly track renewals of over 4,000 km, which is more
than the total track kilometerage of some of the smaller railway
systems, like Bangladesh, Srilanka, Thailand or Malaysia.
Track structure on Indian Railways is being modernized on a
fast pace. The new track structure consists of heavy 60 kg/52 kg,
90 UTS, continuously welded rails, laid on concrete sleepers with
elastic fastening systems. Adequate ballast cushion, 30 to 35 cm
deep, is provided on all track renewals and on new constructions.
Special care is being taken for the mechanical compaction of the
sub-grade.
Out of 62000 km of broad gauge track, more than 45,000 km is
with long welded rails and concrete sleepers. The yearly production
of concrete sleepers is reaching a startling figure of over one crore.
Turnout are being provided with concrete bearers. Over 15000
turnouts are already laid with concrete sleepers. Concrete sleepers
have been designed for almost all locations, including level
crossings, curves, platform lines and for heavy axle-load highdensity routes.
All track materials are being manufactured indigenously. Bhilai
rail rolling mill has now started rolling 65 m long rails. Jindal Steel
& Power Ltd (JSPL) has put up a modern state of the art railrolling mill producing high quality rails of 120 m length. The mill
has been equipped to weld rails into longer length of up to 480 m,
by having an integrated flash butt welding plant. The rails are
proposed to be transported, straight from the rolling mill to the
track relaying sites, there-by saving large sums of money, normally
spent in rail handling. In addition the new system will avoid
damage to the rails, occurring during their handling at flash butt
welding plants/track laying sites.
By all standards, Indian Railway track structure compares
favourably well with the best of the track on similar lines on the
world railway systems.
2
2.0 PRESENT SYSTEM OF TRACK MAINTENANCE,
CONSTRUCTION AND RENEWAL.
Track maintenance system on Indian Railways is characterized
with the existence of age-old sectional gangs having a jurisdiction
of 6 to 10 km. On some sections, old two units of the sectional
gangs have been combined together to have longer beats with
increased gang strength. These sectional gangs still carry out most
of their track works with hand tools, which have changed little in
the last hundred years of railways existence.
Track maintenance of heavy track structure consisting of
concrete sleepers and long welded rails is generally carried out
with the help of on-track tamping machines. These machines, which
lift, level, align and tamp the track all automatically, are deployed
on a laid down schedule. The sectional gangs help in the working
of the tamping machines, in all their pre-tamping and post tamping
operations.
New track construction, are still being carried out by manual
gangs, except that for tamping operations, on-track tamping
machines are sometimes employed by borrowing them from the
open line maintenance organizations. For track renewals, various
types of track renewal equipments are in use. They are in the form
of PQRS units and track renewal trains (TRT).
For the renewal of points and crossings, T-28 cranes are being
deployed to the extent available.
For deep screening ballast cleaning machines have been
purchased. There are a few shoulder ballast cleaners also working
on Indian Railways.
While periodical tamping of modern concrete sleeper track has
mostly been taken over by on-track tamping machines, the position
in respect to deep screening of ballast and track renewals is far
from satisfactory. Only 40% of the deep screening work is being
done by machines, rest is done manually. The position is equally
bad with track relaying, only 45% is done with the mechanized
equipment.
The work carried out by manual gangs is not only time
consuming but of poor quality affecting the service life of the track.
Track work is strenuous, hazardous, unsafe, in-compatible with the
emerging social trends and thus is carried out very reluctantly by
the present day gangmen.
3
3.0 TRACK MACHINES ON INDIAN RAILWAYS
Indian Railways are the proud owner of one of the largest fleet
of track machines in the railway world. The latest position as
available, is given in table no. 1
TABLE-1
Track Machines on Indian Railways
Sr.
Type of
Approx
Position as on Oct 04
No
machine
Cost in
Machines
Sanctioned/
Further Required
Crores
available
Under supply
Nos
Cost
1
CSM & 3X
6.80
61
2
0
0.00
2
Unimat
5.51
51
21
9
49.59
3
BCM
11.90
40
34
23
273.70
4
SBCM
7.70
24
5
10
77.00
5
PQRS
2.00
32
12
0
0.00
6
TRT
23.94
4
4
4
95.76
7
WST
4.66
57
35
47
219.02
8
DGS
5.21
39
31
69
359.49
9
BRM
1.26
27
12
32
40.32
10 T 28
5.20
19
6
28
145.60
11
1.00
12
23
35
35,.00
366
185
UTV
TOTAL
4
257 1295.48
The productivity of the track machines over the years, has
increased but much more is required to be done for improving their
performance both in quantitative and qualitative terms. The average
annual output of the three main types of the machines, over the
last five years is given in table 2, below:
TABLE-2
Type of Machine
Average Annual Output in Kms
99-00
00-01 01-02 02-03 03-04
1.
Plain Track Tamper (CSM)
686
620
766
779
792
2.
Ballast Cleaning Machine
48
54
52
59
62
3.
Track Renewal Train
59
67
86
90
103
From the table-2 above, one can see, that on an average a high
output CSM/tamping express is giving an output of 2.17 km of track
per day. For ballast cleaning machine, average output per month
comes to 5.4 km/month. A track renewal train is giving an output of
about 8.6 km/month. These costly assets are not able to give the
desired output, mainly on account of the in-adequate availability of
working time. On an average a track tamping machines gets a
working time of 1.5 to 2.5 hrs per day. The availability of working
time for machines, on some of the zones, is as low as one hour per
day. The position with respect to ballast cleaning machines and
track renewal trains is also equally disappointing. Apart from the
low output, the quality of track work produced by the machines
requires much to be desired. This is happening on account of the
fact that there is hardly any quality audit on the output of the
machines.
Although there are clear instructions for the norms to be
satisfied in carrying out pre-machine and post-machine
operations, often these rules are flouted for showing greater
progress. The author was himself a witness to the working of a
track relaying train, where no deep screening of ballast was done
in advance and the concrete sleepers were being laid on hard
bed. Further, traffic was being allowed on such sleepers without
any input of ballast for months together. Such situations are
occurring because the permanent way men have got sensitized
about track quality, and damage to track components. There are
also instances, when the track machines are made to work in
poor health; tamping units and other machine components not
working to a satisfactory standard.
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4.0 MEASURES TO OBTAIN BETTER QUALITY OUTPUT FOR
TRACK MACHINES
For improving the performance of these costly assets, some of
the measures that can be taken are:
(a) Independent quality audit of the working of the machine.
(b) Systematic study for increasing the output of the track machine.
In Europe it is quite common to introduce single line working for
improving the machine output. Most of the double lines in
Europe have the provision of introducing single line working as
and when required. Such provision should be made in all the
doubling works being done on Indian Railways.
(c) Study of the system being adopted by advanced countries to
obtain better quality standards. The deployment of EM-SAT track
survey car and DGS machines along with the tamping machines
are the systems to be studied. On American rail-road
considerable savings in ballast has been achieved by using
proper technology of ballast management deploying ballast
distribution system, consisting of ballast measuring and profiling
machines, ballast sweeper and pick up units and MFS machines.
5.0 SECTIONAL GANGS AND THEIR PERFORMANCE
While Indian Railways distinguish themselves in acquiring
the latest, state of the art, sophisticated and highly productive
track maintenance machines in large number, they also suffer
from the stigma of carrying the burden of over two lakhs illequipped gang men with low or no productivity. These men
and women, continue to work in the manner and with the tools,
as were used by their forefathers almost a century ago. This
is happening on account of the fact that for many of the track
operations, Indian Railways have not been able to find an
efficient and cost effective solution for their mechanized
execution. At Annexure-1 is given the list of the task generally
performed by sectional gangs on Indian Railways:
The productivity of the gangmen in carrying out these tasks is
quite low. The quality is equally bad, particularly when they are
required to do packing of heavy concrete sleeper of plain track or
at switches and crossings.
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6.0 FARMING OUT OF TRACK WORK TO OUTSIDE AGENCIES
The experiences all over the world have shown that private
agencies are able to achieve a higher degree of efficiency in their
performance including the track works. Railways are thus farming
out the track work to contractors, with positive results. Before
farming out of the work to the contractors, however, following
pre-requisites must be taken care of, to get the desired benefits.
(a)
The railway administration should have full technical
knowledge of the work to be farmed out.
(b)
The quality and quantity of output should be measurable.
(c)
There should be visible indication of achieving higher
productivity, improved efficiency and economy with the
employment of contractors.
(d)
The magnitude, duration and the other technical requirements
should be such as to enable the contractors to invest in the
right type of machinery.
(e)
The rates should be remunerative, taking into account the
working hazards and the risks involved.
(f)
The contractors should be treated as a partner in progress,
rather than the agency to be exploited.
Some of the track works, where out side agencies have been
successfully deployed on world railway system or can be employed
on Indian Railways, are given Annexure-II:
7.0 TRACK MECHANIZATION ON ADVANCED RAILWAY
SYSTEMS
Track mechanization on advanced railway systems is associated
with the following measures taken by them:
Track is improved and strengthened to have a uniform
maintainability all through its length. This requires the track
on turnouts, curves and other vulnerable locations to be
suitably strengthened. The track is welded continuously
through the turnouts. Increased ballast depth and higher
sleeper densities are often adopted at critical locations.
Unstable formations are treated to improve their maintainability.
Rail grinding is another important measures taken, wherever
rail surface irregularities induce undesirable track vibration.
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With these measures tamping cycle on many of the heavy
density high-speed routes is of the order of four to five years. Spot
attention is rarely needed in between the tamping cycles. Wherever
required, spot maintenance machines, Unimat sprinters, are
deployed, which have the capability of bringing up the track
geometry to a level almost at par with that obtained with the standard
track maintenance machines.
Often, there are no sectional gangs. Permanent Way Inspectors
having long jurisdiction of 200 to 300 track kilometers, have fully
mechanized, emergency track maintenance units, under their
command, for the rectification of rail/weld fractures or meetings other
emergencies, mostly travelling on rail-mounted track maintenance
cars. Normal daily patrolling of track has been dispensed with. In
stormy weather, patrol specials are organized, for ensuring train
safety.
The determination of locked-up stress in continuously welded
rails and radar mapping of the unstable banks and cuttings, are
other examples of employing new technologies for ensuring track
safety.
Indian Railway shall have to follow that direction, to bring the
desired level of economy, efficiency and safety in their track
maintenance operations.
8.0 PILOT TRIAL SECTIONS FOR COMPLETE MECHANIZATION
OF GANG WORK
The concept of having pilot trial lengths, before large scale
adoption of any new technology, is the right way to avoid pitfalls. For
track mechanization, some trials are going on. Doubts have already
started cropping up, about the proposed system. Such attempts would
not succeed, unless all the issues involved in the process of
mechanization, are properly addressed. Some of them are:
(a)
Listing of all the track maintenance items that the sectional
gangs are doing manually. For each item, a mechanized
solution has to be evolved. The mechanized working could
also be progressed in stages, depending upon the availability
of machines.
(b)
For each item, the time required for their execution is to be
worked out and the duration of traffic blocks needed to be
specified.
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(c)
Availability of track machines, their operating and maintaining
requirements are to be studied. Transport of men and materials
to the site of work has to be properly taken care of.
(d)
Training of trackmen has to be worked out in great details.
Whether, the requirement of semi-skilled and skilled workmen
is to be met with by fresh recruitment or by training of existing
gang men is to be determined. The re-deployment of surplus
unskilled labour shall have to be thought of.
(e)
Promotion aspect of the trackmen, working in various
categories should be decided in advance.
(f)
A foolproof maintenance system of small, medium/big track
machines shall have to be evolved.
(g)
In all this exercise, the trade union shall have to be taken into
confidence.
The above list is only illustrative and not exhausted.
In the present railway hierarchy the decision on most of the
above items rests at the Railway Board’s level. This indicates that
the responsibility for mechanization shall have to be taken direct
by the Railway Board, as otherwise, the present trials which are
only half hearted approach, will not succeed.
In a green field situation of Konkan Railway whatever progress
could be achieved in the mechanization of track maintenance gangs,
was only possible with the direct involvement of the Managing
Director. Similar approach would be needed to make any tangible
progress in the mechanization of gangs.
9.0 MECHANIZATION IN THE CONSTRUCTION OF NEW
LINES/DOUBLINGS
Presently, although, some good degree of mechanization has
been achieved in the preparation of sub-grade by adopting modern
soil compaction technologies and by introducing blanketing material,
the track construction work is mostly being done manually. This is
resulting in damage to the track components in the very beginning
of their life and at the same time, creating track irregularities, which
are difficult to be rectified at any later stage.
While road building in India has shown tremendous resilience in
the adoption of state of art technologies, Indian Railways are left far
behind in deploying modern machines for their new track construction.
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Main problem has arisen on account of the type of construction
contracts that are being awarded. Modern track laying machines
will only come when the contracts awarded have in their contents
the work of such magnitude that could justify the acquisition of costly
track construction equipment. This will happen when the top
management at the Railway Board’s level takes a firm decision on
this issue. The Railway Board will have to issue orders for adopting
full mechanization in track construction work and also approve the
methodologies that will be employed for this purpose. Once this is
done at Railway Board’s level, rest will follow.
It may be desirable if one of the Directorates in the Railway
Board is made responsible for track mechanization. It should be
given sufficient authority and responsibility for setting up fully
mechanized track maintenance units, first in the trial lengths then
all over the country. This Directorate will also take decision regarding
the type and extent of mechanization that will be adopted for new
track construction.
10.0 CONCLUSIONS AND RECOMMENDATIONS
i.
Indian Railway’s standards of modern track structure consisting
of heavy higher UTS, continuously welded rails laid on concrete
sleepers with elastic fastening system are almost at par with
the world standard for similar categories of lines.
ii.
The indigenous manufacture of over one crore concrete
sleepers every year, the rolling of 120 m long rails, further
welded into 480 m lengths, have few parallels, any where on
the world railways.
iii.
While Indian Railways are the proud owner of a large fleet of
modern track machines. They also carry with them over two
lakhs of ill-equipped untrained gang men working in the
sectional gangs.
iv.
A lot of strenuous work of deep screening of ballast and track
relaying on I.R. is done manually with poor productivity and
low quality standards.
v.
The output of track machines on Indian Railways is low mainly
on account of the non-availability of adequate traffic blocks.
The quality output is also not at par with the world railways.
vi.
For improving quality output, independent technical audit of
the working of the track machines is required to be introduced.
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vii.
The deployment of track machines in advanced railway system
should be studied to see as to how they are achieving better
quality output, greater efficiency and economy from their track
machines.
viii. The use of EM-SAT track survey car, deployment of DGS along
with tamping machines, and employing ballast measuring,
distribution and profiling system, may be considered, as has
been adopted on some of the world railways.
ix.
For the mechanization of sectional gangs, detailed study of
the items of track work being done by them and the way it can
be mechanized has to be made.
x.
For achieving greater efficiency, economy and better quality
track works which can be off-loaded to outside agencies should
be identified and action taken accordingly.
xi.
For making a headway in the mechanization of track gangs,
the responsibility of this task shall have to be taken at the
Railway Board’s level. One of the Directorates in the Railway
Board working under the watchful eyes of Member
Engineering, should perform this function.
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ANNEXURE-1
Task generally performed by sectional gangs
(a)
Rectification of rail/weld fractures and de-stressing of LWR
tracks.
(b)
Attention to slacks/bad spots, generally on the approaches
to bridges, level crossings and turnouts.
(c)
Packing of glued joints, welded joints.
(d)
Attention to switch expansion joint (SEJ).
(e)
Minor rectification of alignment.
(f)
Assistance to heavy track machines for pre-tamping and
post-tamping operations.
(g)
Casual renewal of track components.
(h)
Shoulder cleaning of ballast not carried out by shoulder
ballast cleaner.
(i)
Boxing of ballast disturbed by cattle/pedestrians.
(j)
Loading, leading, unloading of materials for casual renewals.
(k)
Manual ultrasonic testing of rails.
(l)
Lubrication of elastic rail clips.
(m) Hot weather patrolling.
(n)
Monsoon patrolling.
(o)
Manning caution and speed restriction boards.
(p)
Tree cutting for improved visibility.
(q)
Lubrication of rails.
(r)
Re-surfacing of switches and crossings.
(s)
Bridge timber renewals.
(t)
Pre-monsoon attention to drains/waterways.
(u)
Pulling back of creep.
(v)
Attention to level crossings.
(w) Cleaning of garbage from drains and removal of litter from
track.
(x)
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Other unspecified tasks, such as removal of run over cattle
etc from tracks.
ANNEXURE-II
Works that can be off-loaded to outside agencies
(a)
Periodic deployment of heavy on-track machines.
(b)
Track renewal works.
(c)
Ballast input, regulating and reprofiling.
(d)
Carrying out formation rehabilitation work.
(e)
Overhauling of level crossings.
(f)
Cutting/building up of the cess.
(g)
Attention to drains.
(h)
Garbage removal from track.
(i)
Removal of boulders, etc.
(j)
De-weeding operations.
(k)
Shallow screening of ballast/deep screening of ballast.
(l)
Labour for de-stressing of rails.
(m) Gap adjustment in SWR, if any.
(n)
Welding of rails.
(o)
Reconditioning of switches and crossings.
(p)
Assistance in the restoration of track affected by slips,
breaches, accidents etc.
(q)
Any other track work which can be quantified and quality
controlled.
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