Professional Documents
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Volume - Ii
Volume - Ii
Volume - Ii
3.4 In order to avoid failure of rail the stresses are required to be kept
within the endurance limit as well as yield strength.
3.5 In order to determine the endurance limit for a given material it is
essential to conduct a testing program on the material. For most
ferrous materials, endurance limit, Se seems to follow the following
relation[7].
Se = k Sut (Se = Endurance limit; Sut = Ultimate tensile strength)
Where k varies between 0.4 and 0.6 for steels with Sut < 1400 Mpa. A modified Goodman diagram
M.S. EKBOTE*
3.0 BRIEF METHODOLOGY FOR DETERMINING RAIL STRESSES
249
Volume - II
On selecting the appropriate option button BG or MG, entering the relevant data and clicking the compute button
instantaneously gives the result as shown below-
250
Volume - II
Similarly the option for Non standard rolling stock asks for data on rolling stock viz. axle loads and axle spacing and
similarly gives the result instantaneously. A sample output for Non-standard rolling stock appears as shown below-
251
Volume - II
252
6.0 STUDY FOR DIFFERENT AXLE LOADS but with adoption of 60 Kg rails we had switched over to 90 UTS
Using the above Program a study was done to determine the rail in early stages itself.
stresses for varying axle loads from 20t to 30t (in steps of 2 tonnes) for a (vi) In this study it has been assumed that the impact factors are
typical BOXN wagon for following track structures- independent of axle Loads and that they largely depend on speed
and type of vehicle suspension. This Will however need
(a) 52 Kg rail on concrete sleepers at a density of 1540 Sleepers/
corroboration by at least some pilot studies.
km (Annexure A)
(b) 52 Kg rail on concrete sleepers at a density of 1660 Sleepers/
km (Annexure B) 7.0 TENTATIVE OBSERVATIONS
(c) 60 Kg rail on concrete sleepers at a density of 1540 Sleepers/ Following are some of the tentative inferences from this study, which
km (Annexure C) indicates prima facie suitability of existing track structures for higher axle
loads-
(d) 60 Kg rail on concrete sleepers at a density of 1660 Sleepers/
More details about tentative suitability on rail stress considerations
km (Annexure D)
can be interpreted by perusal of the graphs.
6.1 Following have been the assumptions in this Study-
(i) The freight wagon being adopted will have similar dimensions
(axle spacing and over All Length) as the present BOXN wagon.
The increased axle loads should be Feasible within overall moving
dimensions.
(ii) The track must necessarily consist of concrete sleepers laid
as LWR. This is Considered imperative since LWR only offers
best maintainability for concrete Sleeper track.
(iii) The mathematical analysis assumes same values of track
modulus and considers the sleeper type to be identical to those
presently in use. The existing concrete Sleeper will have to be
tested for its suitability for a higher axle load. It may be Possible 8.0 OTHER COMMENTS
to conduct such a study in a fatigue-testing machine by The above study gives some insight into the feasibility of running
simulating higher Induced stresses and by suitably modifying higher axle loads on existing tracks. The above results have however to be
the criteria under static bending test for existing sleepers till we interpreted in light of the assumptions outlined in Para 6.1.
come up with a new design in case the existing design is found
It may however be concluded that for axle loads beyond 26 tonnes
inadequate for higher axle loads.
we definitely need to use a higher poundage rail such as 68 Kg rail currently
(iv) The rail section on existing sections where we envisage increase under examination. Such a rail section would definitely ensure an adequate
of axle load has to be minimum of 52 Kg. The 90R rails have safety margin as far as rail stresses are concerned. The other important
since been eliminated from all our important freight routes. If aspect with such higher poundage rail would be examination of contact
this has not been done in some isolated patches this has to be stresses. Adopting designed rail grinding can effectively control the contact
done on utmost priority. stresses and rail wear. In addition we have to make experimental investigations
(v) The 60 Kg rail wherever it exists might be of 90 UTS variety. It is to examine the suitability and take up design of a new concrete sleeper for
known that the long Lengths of 52 Kg 72 UTS did exist on IR 68/60 Kg rails for such higher axle loads.
Annexure D
1. INTRODUCTION
To increase railway line capacities there is a growing demand for
higher axle loads. Heavier axle loads cause higher strain on tracks and
track materials and therefore intensified track maintenance is
demanded. To keep the balance between increased freight revenue
and higher maintenance cost it is essential to maintain a good track
standard, deferred maintenance increases the followup cost
progressively. UIC studies and International experience especially from
railways in North America proof, that it is possible to run railway
lines with heavy axle loads at reasonable costs, if there is a good level
of track quality.
The development of high capacity- and special track maintenance
machines aims to reduce costs and to enable long lasting track
maintenance results.
2. EFFECTS OF HIGH AXLE LOADS ON TRACK MAINTENANCE When calculating the expected increase in track maintenance costs
2.1 UIC STUDIES K, track quality (standard deviation sd) appeared to be the most
important factor:
In Europe the axle load was increased from 20 tons to 22.5 tons and
the aim is to further increase the maximum load to 25 tons. In 1983 reduce quality from sd = 1mm to sd = 2mm K = 23 %
ORE committees D 161 and B12 fostered a large scale measurement increase speed from 80km/h to 100km/h K = 15%
campaign about the effects of 20 t and 22.5 t axle loads on the vertical
increase axle load from 20t to 22.5t K = 8%
and lateral wheel forces on different quality track. These measurements
formed part of extensive research into the effect of raising the axle The above mentioned shows clearly, that high quality track maintenance
loads12. The basic conclusion was: For most of the parameters is a basic condition for the economic operation of heavy load freight
examined, the increase remained less than the increase of 12.5% in trains.
nominal axle load. The research revealed, that track quality is the 2.2 HEAVY HAUL EXPERIENCE
most important parameter, followed by speed (fig. 1). Further on it
The constant increase in freight volume of US railroads (fig. 2) could
showed, that the ballast stress would remain constant, if a larger rail
only be handled by higher axle loads. The maximum permissible axle
section is used (change from NP 46 to UIC 54).
load was first raised to 30 t (33 American tons) and then further on to
35 t (39 American tons). The research work which accompanied the
*General Manager Marketing and Technical Sales,
Volume - II Plasser & Theurer, Austria, Vienna Volume - II 260
introduction of such very high loads improved the improved the maintained. The involved costs would be:
knowledge of vehicle/track interaction very much. Phenomena which
occur under such circumstances very fast could be studied and the Without Stabiliser With Stabiliser
conclusions drawn are also applicable to standard tracks. With this Track renewal 363200 US$/km 364500 US$/km
knowledge it is possible to do maintenance and repair at the right
Track maintenance 7690 US$/km 9270 US$/km
time, before irreversible damage occurs in the track.
Additional costs for car
maintenance 780 US$/year
Service life of track: 35 years
Maintenance cycle: 3 years
Main line, 50 million t/year
In this example it is assumed, that the poorer track quality will cause
additional service costs for the vehicles passing over this kilometre of
track. The additional annual service costs shall amount to 780 US$.
On the other hand the additional costs for track stabilisation amount
to US$ 1300 per kilometre of track renewal and US$ 420 per km of
track maintained. Under this assumption the IRR by the 780$ which
are saved in rolling stock maintenance per year would be 15 %
(fig. 3). Further investigations into the negative cost effect of bad track
position to rolling stock maintenance costs would be advisable and
The first summary of results was presented in 1990 at a heavy haul certainly reveal further benefits of first class track.
workshop at the TTCI (Transport Technology Centre Inc) in Pueblo,
Colorado3. At the Heavy Haul Conference in Beijing, 1993, Rieberger4
showed the relation between track quality and dynamic axle forces,
based on the track calculation model of German Railways. At the
next conference in Capetown, 1997, R Chopra and A Krishan of Indian
Railways5 presented a field study based on this. The conclusion of
both papers was to keep track forces low by high quality track standard.
1999 at a heavy haul workshop in Moscow the matter was further
enhanced6 It was shown that low track forces also mean to have low
dynamic reaction forces on the wheels and thereby on the rolling
stock. Therefore track condition is a key figure in rail/wheel interaction
and maintaining high track standards bears a potential for reduction
of fleet maintenance expenditures. The following example shall indicate
the potential of savings by increased track quality. when introducing a
Dynamic Track Stabiliser to the maintenance process but not changing
the maintenance cycle. A higher average track quality will be
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 m. By using an
additional trailer the integration of a second sweeper brush unit would
be possible (figure 7).
REFERENCES
1 ORE D 161 rp4: Dynamic vehicle/track interaction phenomena from
the point of view of track maintenance, Final report: conclusions and
recommendations, Utrecht, September 1988
2 Esveld, Coenraad: Influence of higher speeds and increased axle loads,
Modern Railway Track, second edition, 2001, MRT-Productions,
p6266
The most significant sign of quality improvement are the extended 3 The International Heavy Haul Association: Proceedings of Workshop
track tamping and ballast cleaning cycles. On tracks with badly on Heavy Axle Loads, Pueblo, Colorado, 14-17. 10. 1990
damaged formatiohn, tamping cycles of 6-12 months become 4. Rieberger, K.; Wenty, R.: Track - Key to Load Bearing Capacity and
necessary, ballast cleaning is done every 10-12 years and the track Efficient Maintenance, Proceedings of 5th IHHC 1993 in Beijing, p.
itself has to be relayed every 12 years (experience on lines with 50 349...361
to 60 million gross metric tonnes of traffic per year). After
5 Chopra, R.; Krishan A.: Strategic options for Indian Railways to achieve
rehabilitation, tamping cycles rise to 4-6 years, ballast cleaning
higher speeds and axle loads on mixed traffic routes, Proceedings of
and track renewal cycles can be extended to 35-40 years.
6th IHHC 1997 in Capetown, p. 269...280
For 60kg rails on PSC sleepers at 1660 no. per km, the toe load 2.4. GROOVED RUBBER SOLE PLATE
requirement per clip is of the order of 1050 kg. The design toe load 2.4.1. MAIN FUNCTIONS
range of ERC MK-III being used on Indian Railways is 850-1100 kg The main functions of Grooved Rubber Sole Plates used in Elastic
at 13.5 mm deflection. The effective toe load available in field is Fastening Assembly can be summed up as under:
less than the design toe load as explained in following para.
i) To dampen the vehicle induced vibrations to prevent over stressing
2.3.2. PROBLEMS WITH ERC MK-III of clip material as well as damage to concrete at rail seat.
2.3.2.1. High level of stresses in clips: The ERC MK-III, offering a toe ii) To act as of medium of transfer of vertical load from rail to sleeper
load of 1000 kg, is subjected to maximum principal stress of rail seat.
the order of 138 kg/mm2, which is about 97% of the UTS of the
iii) To offer creep resistance to rails by adequate friction.
heat treated clip material. Such high level of stress at isolated
location in the clip profile has a tendency, to subject the clip Majority of vertical load is to be shared by Grooved Rubber Sole
material to plastic state of stress. Under fatigue loading Plate, as such it is essential that it should be adequately strong to
2.4.2.4. The service life of rubber pad observed even under present iv) To provide insulation in track circuited area.
operating conditions has not been satisfactory. v) As rail and ERC are of harder material, direct contact between
2.4.2.5. The lesser pre-compression of pad, under no train condition, is both may cause damage to each other. Liner of softer material
one of the reasons, for shifting of rubber pad at rail seat, resulting prevents damage to rail & the clip.
in unequal loading on the pad and failure of the pad. vi) It also protects insert from the lateral forces coming during
2.4.2.6. There is a trade off between the strength and softness of rubber passage of traffic.
material to be used in track pads. While stronger pad offers 2.5.2. PROBLEMS WITH PRESENT LINERS
good abrasion resistance properties, its dampening properties Metal liners are used in non track circuited area while GFN liners are
and pre-compression is poor. As such the rubber pad need to use in track circuited area.
be designed having appropriate strength and hardness. a) Metal Liners
2.4.3. EFFECTS OF DETERIORATION OF RUBBER PADS The metal liners are manufactured from rolled steel section.
2.4.3.1. The failure of Rubber pad is mostly on account of crushing of These liners suffer from corrosion problem. Over period of time,
rubber material, differential set in direction of traffic and the thickness of liners gets reduced due to corrosion causing a
permanent set over the period of time. The crushing of rubber reduction in the toe load of the fastening system.
pad is due to over stressing of pads. The permanent set resulting b) GFN Liners
in loss of thickness, though does not render the pad completely The problem of breakage of liner in service and corrosion at rail
unserviceable, it has significantly adverse effect on over all
foot are two major problems with the existing liners.
performance of the fastening system.
+Ve (over def.) = 0.4 + 0.8 x 1.54 + 0.2 + 0.8 + 0.5 = 3.132 mm
(sleeper+insert) liner clip R/Pad
Figure-2 :
Arrangement for testing
of ERC for Toe Load
Stress Measurement
5. CONCLUSIONS
Figure-5
5.1. The performance of fastening system in use indicates that improvement
is necessary in design of components and Rail seat assembly. The
i) Elastic rail clip Mk-VI: made up of 23 mm diameter spring steel Toe load of fastening system requires improvement and the improvement
rods heat treated. in service life or Grooved Rubber sole plates is essential even for
ii) Composite Rubber pad: 10 mm thick and plan area as 170 mm present level of operations. The action has been taken to improve the
x 160 mm. material quality of GRSP. Further improvement is necessary for
dimensions of pads as discussed above.
iii) Liner of suitable insulating material: 8mm thick for both legs.
5.2. Rubber pad is the most vital component of elastic fastening system.
iv) SGCI insert with approximate height as 34.6 mm.
Poor in-service performance of this vital component needs to be
4.5.2. This rail seat assembly can also accommodate 68 Kg/m Rails with address on priority. Immediate action can be taken to increase the
change of liners, when required for future. thickness of rubber pad to 10mm. In the long run, the plan area of
4.6. NEED FOR STRICTER TOLERANCES rubber pad needs to be increased to about 170 mm x 160 mm. While
increase in thickness of rubber pad requires only modification in design
4.6.1. As discussed in para 2.6 above, the tolerances of fastening
of inserts, increase in plan area can be done only after change in
components and PSC sleeper has bearing on the overall performance
design of PSC sleepers.
parameters of elastic fastening system as a whole. Substantial toe
load loss can occur due to combined effect of tolerance of fastening 5.3. The optimal toe load required for elastic rail clip is around 1400 kg
system. There is need to go for a system where apart from 1500 Kg. There is need to develop a new design of elastic rail clip
manufacturing tolerances of components, overall tolerance for with increased Toe load and reduced stress level. To begin with, ERC
fastening assembly is also specified. This is possible only when all MK-V can serve the purpose on existing PSC sleepers. With change
For the dedicated freight corridors, it will be desirable that a new design
criteria in respect to alignment and other construction parameters, is followed.
Important alignment parameters are with respect to curves, grades,
super elevation, cant deficiency/cant excess, centre to centre distance of
track, maximum moving dimension, structural clearances, etc.
Volume - II 295 Volume - II* Formerly Adviser, Civil Engineering, Railway Board, India
The track and bridge structures on these corridors shall also have to Schedule-I , Chapter I. For the movement of double stack containers, however,
be properly designed to meet the requirement of specific loading environment. the new height, dimensions for freight corridors may be prescribed.
In the following paragraphs, the alignment design criteria to be followed All the stations shall have to be provided with passing loops of longer
and the norms in respect to design, construction and maintenance of track length, indicated presently of 1500 metres length. The turnouts and turn in
structure on these corridors, have been brought out. It may be mentioned curves at the loops should be properly designed to allow a speed of at least
that it is almost after one and a half century of Indian Railways operation 60 kmph, to avoid unnecessary time loss.
that an opportunity has come to the Indian Railway engineers in designing
the track and other structures without any constraint being imposed on
3. BALLASTED TRACK STRUCTURE
them by the existing network. With the new technology at their command,
effort has to be made to design the new infrastructure, capable of meeting The conventional ballasted track structure has been adopted by all
the present and future transport requirements in the most efficient manner the World heavy haul railways.
and at the least cost. Ballasted track structure essentially consists of the following
components: Fig. (1)
2. ALIGHNMENT DESIGN CRITERIA Rails: - Rails to sleeper fastenings
Indian Railways for the construction of new lines have been adopting a Sleepers: - Ballast;
limit of 5-degree for curves and 1 in 100 for grades. Curves sharper than 3- Sub-ballast/blanketing material; - Formation and drainage
degree are known to create problems in rail/ wheel interaction. Similarly,
steeper grades create problem in hauling of trains. With the new
advancement in the construction of tunnels and high bridges/viaducts, it
should be possible to adopt easier grades and curves.
It is also not necessary to follow the same criteria throughout the
freight corridors. With that approach, it should be possible to optimize the
alignment design parameters for the various sections of freight corridors.
Similarly, optimization would be needed for transition curves, both vertical
and lateral, super elevation, cant deficiency/cant excess, etc. Softwares
are now available which can optimize the alignment parameters taking into
account the construction and operational expenses on life cycle cost basis.
On dedicated freight corridors, dedicated freight stock will be moving
at a nominated speed. There will, thus, be no difference in the speeds of the
various trains. This factor should be taken into account while deciding the
super elevation to be provided on curves.
Indian Railways have been adopting structural clearances for the
possible movement of 12 ft. wide passenger coaches since 1936, particularly
in the construction of tunnels and through bridges. They, however, never
introduced the wider coaches so far. The present proposal of running 3500
mm wide rolling stock on freight corridors, is well within the provision of 3660
mm, available on the new lines constructed since 1935. It may, therefore,
be advisable to adopt the same criteria in dimensions as available in Fig. (1)
Xi = the distance from the load to the point of contraflexure of the rail
in cm.
M0 = the bending moment in the cm tonne immediately under an Maximum contact shear stress which occurs in the transverse direction
isolated load P tonne on one rail at right angles to the rail, is calculated by the following formula given
F (compression) = the consequent compressive stress in the rail- by UIC/ORE.
head, under the load P, in tonne per square cm.
F (tension) = the consequent tensile stress in the rail-foot, under the
load P, in tonne per square cm.
d = deflection of track in cm
Volume - II 299 Volume - II 300
Tmax = maximum shear stress in kg / mm2 For maximizing the service life of rails, all heavy haul railways follow
Q = static wheel load in Kg increased for on-loading on curves. This the good practices of
on-loading is taken as 1 ton (1000 Kg) a. Using longest possible joint free rails without holes.
R = wheel radius in mm (fully worn condition) b. Reducing the thermit welds to the bare minimum.
In heavy haul operation, rail/wheel interaction play a very important c. Continuity of long welded rails through turnouts.
part in the performance of rails, particularly on curves and on turnouts. d. Continuous monitoring of rail profiles track geometry and ballast
The problems, generally, faced at the rail head are: excessive rail profiles.
wear, rail surface defects, gauge corner fatigue defects, rail corrugation, 3.2 CONCRETE SLEEPERS
etc. Thus, in addition to their capability to counteract bending and
In the case of Indian Railways, broad gauge concrete sleepers are
contact stresses, rails must be capable to withstand harsher rail/
designed to meet the following conditions:
wheel interaction environment of heavy haul operation.
- Vertical load at rail seat: 15 tonne. This assumes an axle load
Heavy Haul Association of 22 tonne with appropriate distribution of load and its dynamic
Heavy Haul Association formed by the Railways, dealing with heavy augment;
haul operation, has issued guidelines in respect to the best practices - Lateral load 7 tonne.
for heavy haul railway operations. They have made recommendations
for the rails and other track components best suited for various level of
traffic. These recommendations for the axle loads of 30-34 tonnes and Figure 2 gives the loading diagrame for broad gauge concrete sleeper
for traffic densities available from 20 50 + gmt, are given at Annexure of Indian Railways
I, in a tabulated form.
From the tables, it can be seen that 60 Kg UIC standard rails are good
enough for tangent track for the axle loads and GMTs envisaged on
Indian Railways. For curved track, premium rails have been
recommended. In view of the high propensity of curved track, heavy
haul railways generally use head hardened rails, even on their straight
track. For Indian Railways, the curved lengths may not be excessive
and thus use of head hardened rails may be limited to curves alone.
For obtaining the desired service life from the rails, it has been
recommended to
i. Periodical grinding of rails to remove corrugation and damaged
rail surface.
ii. Rail profile monitoring at 3 6 months interval and taking
corrective measures, if required.
iii. Lubrication of wheel/rails to maintain the following level of friction:
Gauge face : U<0.25-0.30
Rail head : U<0.35-0.40
Figure 2
b. Flood water, and f. Cast manganese crossings will have weldable legs for carrying
the C.W.R. through them.
c. Water from the sub-soil.
With the provision of sturdy components and proper turnout geometry,
Indian Railways have issued detailed instructions for providing side
the maintenance requirement of turnout will be at par with in tangent
drains, catch water drains, to ensure that water coming on the track,
track i.e., every 3-4 years.
is taken away and that reaching to track from outside is arrested well
in time and diverted to the proper outfall. Sufficient attention is not 4.2 SWTICH EXPANSION JOINT (SEJ)
often given to create necessary drainage network for catching the With the continuity of continuous welded rails through turnouts, the
sub-soil water, below the track before it can cause any destabilization. requirement of SEJ will reduce. In freight corridors, stronger SEJ will
A net work of underground drains will have to be built, where required, need to be provided. Such designs using full web rails, are available
to entrap water, before it reaches a dangerous level. in the world market.
Water is the greatest enemy of track structure. An eminent track 4.3 INSULATED JOINTS
engineer when asked about the 3 things that should be done for Glued insulated joints in use on Indian Railways have life of about 5 to
achieving durable track structure, he mentioned that the first 7 years. Modern designs of insulated joint, as used on advanced
requirement is drainage, second requirement is drainage and the third railway systems, have a life equal to the life of the rail, the same may
is also drainage. be used on DFC.
4.4 BUFFER STOPS
4. SPECIAL TRACK LAYOUT On Indian Railways the provision of sand humps on loops, is a standard
4.1 TURNOUTS practice. Their performance has always been doubtful, as their design
Two types of turnouts i.e., 1 in 8.1/2 and 1 in 12 have been the is based on certain retardation values, which are seldom available. It
standard layouts on Indian Railways for the last many years. In the will be desirable to have properly designed friction/hydraulic buffer
last few years, thick web rails have been introduced in switches and stops at such locations.
cast manganese crossings have replaced the fabricated crossings. 4.5 TRACK AT BRIDGE APPROACHES
The speeds on these turnouts still remain quite low. Abrupt change in track stiffness from bridge to the approach track
For dedicated freight corridors, modern, sturdier high speed turnouts, results in high dynamic loading and faster track degradation. Special
shall have to be provided. These turnouts, shall have the following attention shall have to be paid on DFC for the consof approach track
features: with the provision of approach slabs, provision of granular back-fill
a. The maximum permissible speed of 60 km on turnout tracks. material, duly compacted increased sub-ballast and increased sleeper
The turnout in curves shall also have to be designed for that density.
speed.
b. The rails will be continuously welded through turnouts. 5. CONSTRUCTION METHODOLOGY
c. Canted rail profile shall continue through turnouts. This has been Track construction for new lines can be sub-divided into the following
adopted in DMRC turnouts. operations:
The monitoring work will also be given to the contractor, who will have 11. Adequate depth of sub-ballast should be provided for proper distribution
his own equipment to work. of on-coming loads to bring them down to the bearing capacity of soil.
The track maintenance units can also be given multi-disciplinary duties 12. Track drainage should be given the importance that it deserves.
in as much, as they can be trained to look after the signaling and OHE A network of surface and underground drains should be provided to
equipment, installed along the track. Details about their working and drain away the water.
responsibility can be worked out. 13. Turnouts will be designed for a maximum speed of 60 kmph on turnout
curves. Sturdy turnout structures consisting of thick web rail switches
and CMS crossings, capable of carrying long welded rails through
7. CONCLUSIONS AND RECOMMENDATIONS
them, should be adopted.
1. In view of the mounting traffic demands, Indian Railways have rightly
14. Design of switch expansion joints, insulated joints, buffer stops, etc.,
decided to have Dedicated Freight Corridors (DFC).
should follow the latest practice adopted on Heavy Haul Railways.
2. In the DFC 30 tonne axle load wagons will be moving in train loads of
15. The track at bridge approaches should be properly designed so as to
14 to 16 thousand tons, at a speed of 100 kmph.
avoid high dynamic loading at these locations.
3. It will be desirable that proper design criteria is established for DFC in
16. The track construction should be completely mechanized to avoid
respect to alignment and other construction parameters to achieve
mishandling of track material and damage to the track components.
maximum operational efficiency, without any constraint imposed by
The choice of machinery will depend on the local construction
the existing rail network.
environment such as availability of service roads, speed of
4. The proposal of running 3550 mm of wide rolling stock on DFC is well construction, etc.
within the provision of 3660 mm available on the lines constructed on
17. As far as possible, rail joints should be avoided by procuring the longest
IR since 1935, as indicated in the Indian Railways Schedule of
possible single rails. Site welding should be brought down to the barest
Dimensions Revised 2004.
minimum. Thermit welding is to be avoided to the extent possible.
5. Ballasted track structure will generally be adopted on DFC except in
18. With a high standard of track construction, the periodicity of track
tunnels or long viaducts where ballastless track structure can be
maintenance should come down considerably, say over 3 to 4 years.
economically justified.
19. Most of the track work should be farmed out to the contractors. The
6. For designing track structure guidelines issued by Heavy Haul
departmental gangs may be deployed only for emergency repairs,
Association, could be followed.
who should be provided with a high level of mobility and a reliable
7. For the design of concrete sleepers, a new loading diagram should be communication network.
established, taking into account the higher axle loads, suspension
20. It may be advantageous to make the track Foreman responsible for
characteristics of the rolling stock, track modulus, and other relevant
the maintenance of wayside signaling and overhead equipments as
factors.
well. The track men, who will all be in skilled category, should be
8. For rail to sleeper fastening system, Pandrol type rail fastening system trained to handle multi-disciplinary tasks.
with a toe load of about 1000 to 1300 kg may be adopted.
Annexure I
TRACK SUBSTRUCTURE
The track substructure shall include:
i. Well prepared sub-grade with a soaked CBR of not less than
5% and dry density not less than 95% of the maximum dry
Terrain: <875 meter radius Traffic Density: 20-29 MGT
6. FALSE FLANGING :
Plastic Flow On
Gauge Corner
Fire Fighting
Equipment
Grinding
Control
Center
Crew Living
Accommodation
Car (Crew living
on board the 120
Production Rail
Grinding has
been found to be
the best way to
operate and
maintain the
machine.)
A End Control Car
Foam
Station for
Fire
Prevention
1. INTRODUCTION
Rail and wheel running surfaces are not perfectly smooth but contain
discontinuities/imperfections such as rail-joints, points and crossings, wheel
flats etc. Even though long welded rails are being widely adopted, rail-joints
still remain on bridges, points and crossings, sharp curves and track-circuit
breaks. The rails often dip by several millimeters near the joints. Even
welded rails often have such dipped joints.
The above discontinuities/imperfections in rail/wheel running surfaces
give rise to dynamic forces, which increase with increase in axle loads and
speeds. In this paper, with the help of certain simulation studies done by
British Railways, an attempt has been made to check the track and vehicle
parameters, influencing such forces, in order to establish the correct design
and maintenance practices, suitable for high axle loads and speeds.
where,
P2 is in kN/wheel
where,
Po , 2 , V and Mu as defined in para 2.1
P1 is in kN/wheel
Mt = Equivalent track mass (kg)
Po = Static wheel load (kN)
Ct = Equivalent track damping (kNs/m)
2 = Size of rail defect, measured as sum of the angles between
each rail end and the horizontal, called total joint angle or Kt = Equivalent track stiffness (MN/m)
ramp angle (radians) From the above equation, it may be observed that P2 force also has
two components, one is static and the other is dynamic. The dynamic
V = Vehicle velocity (m/s)
component can be found out from the graphs given by the author in
KH = Linearized Hertzian contact stiffness, which is axle load Annexure-II and III, based on the above equation.
dependent (N/m)
Me = Effective track mass at P1 frequency (kg)
3. LIMITING VALUES FOR P1 AND P2 FORCES
Mu = Unsprung mass/wheel (kg)
British Railways stipulate the threshold values for P1 and P2 forces
The total joint angle considered in a track design is 0.02 radians for per wheel as 400 and 250 kN respectively, for welded rails and 512 and 340
jointed rails, i.e. 5 mm dip over 1 m length. For welded rails, it depends kN respectively, for jointed rails.
upon the welding standards and the subsequent track maintenance
Australian Railways stipulate the measurement of P2 force for vehicles
standards; which if assessed as poor to average, is assumed as 0.012
with unsprung mass per axle in excess of 1.9 t or with an axle load greater
radians and if assessed as good, is assumed as 0.005 radians.
than 25 t. The limits imposed by them for various track classes are given in
From the above equation, it may be observed that P1 force has two Annexure IV.
components, one is static and the other is dynamic. British Railways
have given a simple graph in Annexure I to find out the dynamic
component. 4. CHECK FOR P1 FORCE:
2.2 P2 force: The P2 force, which is the second impact force, occurs after To limit the P1 force to 400 kN/wheel for welded rails, the maximum
a small delay (6-8 millisecs). It is associated with rail bending, which permissible track and vehicle parameters are
is a more resilient deformation mode as compared to corner battering. 4.1 Track parameters: The P1 force increases with increase in track
Consequently, P2 force is smaller than P1 force and the difference mass, i.e. a PSC sleeper track will give rise to a larger P1 force,
increases with increase in vehicle velocity. Its magnitude is 3-4 times compared to a wooden sleeper track. Since PSC sleepers are the
the static load. It is of medium frequency (<100 Hz, typically 50 Hz) type of sleepers in use on Indian Railways, the next parameter
and long-duration. So, it penetrates into the ballast and the subgrade, influencing the P1 force, i.e. total joint angle is checked. For a track
causing track geometry deterioration, apart from damaging the rails with 52 kg rails laid on PSC sleepers with 1540 nos. per km
Annexure I
iii) Unsprung mass of vehicle.
BIBLIOGRAPHY
i) Jenkins, H.H., et al, The Effect of Track and Vehicle Parameters on
Wheel/Rail Vertical Dynamic Forces, Rail Engineering Journal,
January 1974.
ii) Zarembski, A.M., The impact of rail surface defects, Railway Track
and Structures, November 1984.
iii) Esveld, C., Modern Railway Track, Second Edition.
SYNOPSIS
With the advent of modern and heavier track structure the concept of track
maintenance is undergoing continual changes. Transformation to heavier axle
loads as a result of huge increase in passenger and freight traffic is the need of the
hour. The present track technology is once again in the face of a challenge
whether we can cater to heavier axles with the present day track structure.
Definitely we can but with some changes in strategies in track maintenance.
Efforts have been made to present the effect of heavier axle load on track structure
and the maintenance strategies therein.
* Source: Code of practice for the defined interstate rail network, Vol.5,
RCP-1010: General principles for rolling stock.
Thus Tth = Tp + K frTtr + Ttr . K tr Wheels are guided by two rails vertically and laterally. The contact
area between rail and wheel is elliptical.
Where Tth = Theoretical traffic load, Wheel movement on rails gives rise to the tendency of creep. As per
Tp = daily passanger traffic load, fig. No.2 the wheel rail contact area can be divided into S1 and S2. The
area of S1 and S2 depends on wheel speed and with different effects acting
Ttr = daily freight traffic load,
on that area like cohesive force between rail and wheel etc. The vehicle
K fr
= 1.15, rolling resistance consists of two components F1 and F2 corresponding to
K tr
= 1.40 S1 and S2 respectively and act in opposite direction. F1 is generated by
Volume - II 339 Volume - II 340
vehicle increment i.e., it is of kinetic origin. F2 is generated by elastic hogged/dipped rail etc) and wheel tread shelling, the change results
deformation of the S2 surface i.e, it is of elastic origin. As speed increases, in the dynamic forces between wheel and rail (fig 3.).
S1 becomes larger and S2 respectively smaller. At high speeds, S2 almost
decreases to zero, and therefore the rolling resistance of the vehicle coincides
with dynamic friction. According to Coulombs law the following relation will
apply:
Fig. 3
P(t) . V (km/h)
H (t) =
1,000
Fig. 12 Correlation of transverse track resistance at sleeper end As already in practice, ballast tamping, ballast cleaning, ballast
with geometrical characteristics of ballast cross-section . profiling etc. are done with the help of following machines:
* Jt.Director/Track, RDSO
Volume - II 365 Volume - II ** Dy.Director/Track, RDSO
2.0 DESIGN CRITERIA 2.1 DESIGN PARAMETERS FOR 22.5 T AXLE LOAD SLEEPER:
The existing PSC sleeper has been designed for 22.5 t axle load. The The important design parameters for PSC sleeper for 22.5 t axle load
design criteria are as under: are as their :
Axle load : 22.5t
Load distribution factor : 0.55-0.60
Static railseat load : (22.5/2)X0.55 = 6.1875 6 t
Dynamic augment for speed
and rail-wheel irregularities : 2.5
Rail seat design load : 6 X 2.5 = 15 t
Centre binding coeffcient ( ) : 0 & 0.4
Ballast pressure : 6kg/cm2
Design load and ballast reaction diagram:
Factor of safety : (Resisting moment/bending moment) = 2
Load factor at rail seat bottom : (Failure moment/ bending
moment) = 3
These test results have not been used further for any analysis as the
values will change after being used on track and sleepers are not too old.
7.2.1 The design has been done using the 18 nos. 3 ply 3mm HTS strands
which are same in existing design of sleeper to drawing no. RT-
2496. Thus the weight of HTS has been kept same. However, the
weight of sleeper in the design is 321kg against 267 kg in existing
design, which is almost 20% higher.
7.2.2 The trial casting of the new design of PSC sleeper for 30t axle is
being done at Concrete Sleeper Plant, Anwarganj, Kanpur for
laboratory testing. Static Bend Test shall be performed at Kanpur
KEVIN SLAHERTY*
From 1850 to 1950 visual track inspection was the only means to
evaluate the overall condition of the railway track structure. During the 1960s,
the technology was introduced to conduct rolling geometry evaluations of
track structure that were mainly contact based measurements of basic
geometry. In the 1980s we saw the first introduction of inertial based
geometry measurement systems. These developed and grew in acceptance
and use as the railway world begun to integrate computer technology with
railway track evaluations.
Inertial based geometry continued to expand to include not only gauge,
but surface, curvature, alignment, cross level or super elevation, warp and
twist. As this technology advanced it became evident that applying loads
similar to a rail car could enable the industry to collect geometry data from
the rail structure that reflected what was happening under a train. This was
the beginning of Performance Based Geometry. In the 1990s, Laser -
It was not until the 1990s that the U.S. Railroad industry saw the
introduction of GRMS Gauge Restraint Measurement Systems. Serious
investigations of lateral track strength standards also began. This was
accompanied with further development to GRMS application equipment. In
2002 in the Federal Railway Administration in U.S. established the first GRMS
minimum safety standards.
SYNOPSIS
Old tracks were designed based on the track design parameters required
at that time. After a long time elapsed, track parameters changes considerably. It
is very essential to think with the heavy mineral routes. CC+8+2 t for BOXN is
selected in iron routes on Indian Railways. Indian Railways is also heading for
dedicated freight corridor (25t axle load) in present scenario. Track foundation
was designed with present higher axle load considering the existing situations.
In due course of time, axle load increases and will go on increasing day by day.
To reduce the stresses, indirect & direct losses, track foundations has to be
designed for increased axle load. In foreign railways axle load are in the range
of 30-35t where as in India are in the range of 20.32 t an expecting to increase up
Is this a good fastener or bad? If you were making a visual inspection
to 30 t in near future. Hence effect of heavier axle load on formation and thereafter
at 40 kph, what would your evaluation be. How about the sleeper? Good or
design is very essential. It is better to construct the new railway formation keeping
bad? Did you notice any rail seat abrasion? By the way was there any
in view of higher axle load so that the formation will not give trouble after
negative rail cant? How about differential plate cut on a wooden sleeper? I
opening of traffic in service condition. This paper deals with the effect of higher
guess true evaluation by visual inspection falls a little short of where we
axle load trains on track foundation along with the design of track bed with
need to be. We just looked at a few sleepers and tried to make an evaluation
different approaches adopted in UIC and Indian Railways.
on the condition. How do we evaluate a 40,000 kilometer Railway System?
GRMS Performance Based - Gauge Restraint Measurement System.
INTRODUCTION
What is next? The latest complimentary technology to GRMS is
digital imaging. This combined with GRMS testing will combine performance- At present Indian Railways are passing through a very important phase
based measurement of sleepers and fastening systems with digital video in which vehicle operation cost increases per year rapidly. In future there is
imaging. Now with the combined technology, very specific and detailed increase in demand of transportation and competition with other modes of
sleeper and fastening system programs can be targeted at specific areas transport. Therefore it is necessary for technical changes in railway track
that do not meet acceptable track safety standards. structure to cater to increased demand of transport by rail road. Possible
options are:
(i) construction of additional track on saturated routes
(ii) increasing train length
(iii) Increase in load carrying capacity of wagons by increasing axle loads.
This paper is meant for explore the possibility to increase the axle
REFERENCE
(i) State of the art report on sub grade stress and design of track
substructure, Civil Engineering Report No. C 271.
(ii) State of the art report on provision of Railway formation, Report No.
GE 35.
(iii) ORE Report D 71, RP 12.
(iv) UIC Code 719 1994 R
(v) UIC Code 714 1963 R
(vi) Guidelines of earthwork in railway project, no.GE:G-1, July,2003
Procedure for Railway track granular layer thickness determination
Report no. R-898, Oct-1996
Volume - II 397 Volume - II 398
RAILWAY TRACK SUBSIDENCE CONTROL silty loam. There are three tracks. The central track interposed between two
outer ones has not faced any subsidence problem. The southern track is
WITH JUTE GEOTEXTILE more affected than the northern.
A CASE STUDY UNDER EASTERN RAILWAY The height of the embankment is not uniform and varies between 1.0
meter to 6.0 meters from G.L. Side slopes of the embankment were also
disuniform ranging between 1:2.5 to 1:5. The cess at the side of the southern
TAPOBRATA SANYAL*, P.K.CHOUDHURY** track was almost non-existent due to unabated erosion of the surficial soil.
Borrow pits almost touch the toe of the embankment at most places with
water within. When the subgrade was exposed for inspection, no sand
cushion was seen under the ballast layer.
1. INTRODUCTION
The nature of problems encountered in the affected stretch were not
Embankment built for Roads & Railway tracks undergo subsidence one but several. The track alignment was seen to be disturbed, side slopes
mostly as a result of inadequate bearing capacity of the fills. Railway tracks were steeper in places than what the angle of internal friction of this fill could
are more vulnerable to subsidence than road tracks due to more sustained permit, cross-level was not in order, there was creep in formation with erosion
repetitive dynamic loads imposed on them. The majority of railway of cess along with settlement and surface-soil erosion in slopes. Annex-I
embankments in India was built when Geotechnical Engineering did not presents the details of the types of problems at different stretches.
take its roots in constructional spheres related to soil. There was hardly any
Howrah Division of Eastern Railway carried out a number of studies
room for choice of fill materials not to speak of the punctiliousness required
for finding out the reasons for the perennial track subsidence in the section.
in proper soil compaction with the OMC. This has led to use of fills from
Incidentally, the section is one of the busiest in the Indian Railways. Important
borrow pits irrespective of their quality and character. Use of fills with high
passenger trains like Rajdhani Express, Poorba Express etc. run on this
clay content i.e. with high P.I. leads to entrapment of water within the body
line, apart from a series of heavily loaded goods train and frequent EMU
of embankments, causing differential volume changes with the variation of
locals.
water/moisture content within. Railway track subsidence along with mud
pumping is a common phenomenon. Short term measures to remedy the The first study was done in 1968. The subgrade was reported to be
inherent deficiency do not help. made of shrinkable soil, but not of black cotton type. Shear Strength of the
fill was found to be poor (1.47 T/sq.m to 1.96 T/sq.m) while natural dry
In this article, a case study for prevention of railway track subsidence
density was in the range of 70% to 80%. Driving of Sal-ballahas in series (75
is presented in which Jute Geotextile (JGT) in various forms were put to use.
cm apart, 30 cm away from the edge) was suggested.
The affected railway tracks are located at a distance of 36 kms and 46 kms
respectively from Howrah under Chandanpur Gurap Section of Howrah In the second study done in 1977 it was advised to provide sand
Bardhaman Chord line. The Railway Engineers, for the last several years, drains at critical locations with slopes flattened to 1:2.5 and lime piles
took pains to restore the subsided track to the desired level by adopting provided at critical stretches.
conventional measures without permanent effects. In the third study done in 1987, providing of sand-blanket and sand-
drains was suggested.
2. PRE-REMEDIAL SITUATION AT SITE The Railway engineers reportedly implemented the recommendations,
but the track could not be stabilised to the desired degree. The main area of
The railway embankment in question at both the locations is fairly
concern was about the disturbance of the cross-level and the alignment of
old, having been built with cohesive fills of varying composition silty clay to
the outer tracks. The matter was reportedly referred to R.D.S.O., Lucknow
which recommended provisions of sub-bank and salballah piling at the trouble-
* Geotechnical Advisor, IJIRA & JMDC, Kolkata 700 016.
** Project Co-ordinator & In- Charge, Geotech Cell, IJIRA, Kolkata 700 088. stretches.
6. CONCLUSION
The entire work was completed within 83 working days covering a
stretch of 450 metrers. The notable feature was that train services were not
allowed to be disturbed during the entire period of execution. The work
methodology was so planned as to ensure completion of the job in time.
Similar methodology may be adopted in other areas also.
The restored stretch remains undisturbed after five seasons,
withstanding five full monsoons. According to the Railway engineers, the
Volume - II 403 Volume - II 404
Volume - II 405 Volume - II 406
Volume - II 407 Volume - II 408
EFFECT OF CC+6+2 OPERATION ON TRACK Ballarsha and the power houses are situated in Chandrapur, Sarni (Itarsi-
Nagpur Section), Bhusawal and Nasik Road. Thus, the routes covered for
A CASE STUDY ON CENTRAL RAILWAY. CC+6+2 operation are falling on the golden quadrilateral of MumbaiHowrah
(Gitanjali route) and New DelhiChennai (Grant Trunk route). Sections of
Central Railway on which CC+6+2 operation has been permitted are shown
S.N.AGRAWAL*, P.K.MUDLIAR** on the System Map of the Railway (Annexure-I). The operations with this
enhanced carrying capacity began in November, 2005 i.e. on the face of
winter season and now almost one year has passed. As of now, about 60%
of coal rakes loaded in Western Coal Fields situated in Nagpur division are
SYNOPSIS
CC+6+2 rakes.
Indian Railway is undergoing historic phase of rapid growth. A
compounded growth rate of about 10% is envisaged in freight traffic. To achieve
this, bold and path breaking decision of increasing the axle load was taken in 2. PRECAUTIONS TAKEN
the year 2005 by increasing the carrying capacity to CC+8+2 on the dedicated Prime concern after introduction of CC+6+2 operation is its impact on
Iron-Ore routes on 04.05.2005. Central Railway volunteered and proposed rail fractures and weld failures. Accordingly, following steps were taken
Railway Board for permitting the enhanced carrying capacity of CC+6+2 on to ensure safety:
dedicated routes for Coal traffic which was approved by Railway Board on 2.1 INTERNAL MEASURES
17.11.2005. The nominated routes on Central Railway cover sections on
important East-West and North-South routes of Golden Quadrilateral. Central (i) Introduction of double shift Key-Man Patrolling:
Railway has witnessed almost one year of this operation and in this paper effort The patrolling has been introduced to cover track from 0400
has been made to present the observed effect on track. Effort has also been made hrs. in the morning till 2000 hrs. in night.
to summarize the issues which are considered important for sustaining such (ii) Protection of Thermit Welds with Joggled Fish plates:
operations in future.
In terms of policy circular No.3, thermit Welds which have carried
more than 50% of stipulated GMT are to be protected by Joggled
1. BACKGROUND Fish plate, the population of such welds is huge. However,
Railway Board took a historic decision of enhancing carrying capacity thrust was given to this item duly prioritizing the welds based
on iron ore routes to CC+8+2 on 04.05.2005. In line with this decision, on their location like fracture-prone area, vulnerable section,
Central Railway volunteered and proposed Railway Board for enhancing the non-track circuited section and track circuited section. This
carrying capacity on selected coal routes to CC+6+2. In the beginning six has helped in containing the weld failures to a large extent.
such routes were proposed. Railway Board, vide their approval dated 17th (iii) Opening and examination of fish plated joints and Joggled Fish
November, 2005, permitted enhancing carrying capacity of wagons to CC+6+2 plates.
on these nominated routes on Central Railway in Box N wagons. (iv) Providing double rubber pads at fish plated joints, thermit welds
Subsequently, few more sections were added to the list of nominated routes and fracture-prone locations.
in view of the operational requirement. Central Railway also took the lead to
(v) Providing thicker sole plate behind CMS crossing.
obtain CRS sanction for the BOX N wagons for CC+6+2 operation, which
became the basis for obtaining CRS sanction on other railways for similar (vi) Winter de-stressing of LWRs.
operation. (vii) Intensive USFD Testing and USFD testing for gauge face corner
On Central Railway, the collieries are situated on Nagpur division near defects with the help of Sperry walking stick.
The first three measures listed above, have helped in a great extent to
* CTE, Central Railway
Volume - II ** Dy. CE Track-II,, Central Railway Volume - II 410
detect the fractures well in time. This has resulted into reducing the Observation on Nagpur Division
fracture cases affecting punctuality and safety despite overall increase
in the defect generation.
2.2 EXTERNAL MEASURES
(i) Check on over loading :
A check was made on over loading by randomly picking up the
weigh bill details. Initially, it was observed that few of the wagons
were being loaded as much as CC+13. About 25% wagons
were being found overloaded beyond CC+6+2 and 5 to 10%
wagons were found over loaded beyond CC+8+2. Constant
interaction and persuasion with commercial branch and the
division, the over loading has now been contained to a large
extent and in the sample checks now, the overloading is coming
hardly 0.5 to 1 Tonne beyond the enhanced carrying capacity.
3. EFFECT ON TRACK
After completion of about 9 months of operation with enhanced carrying
capacity, an attempt was made to study the effect on track. For making
this assessment, tangible parameter like defect generation rate (both in the
form of defect detected during USFD testing and defects leading to rail
replacement), effect on points and crossing, effect on SEJs, instances of
scabbing, effect of glued joints, fish bolt snapping instances etc. were
studied. The comparative figures for the 9 months period from January to
September, prior to enhanced loading and after introduction of enhanced
loading for the two divisions are as above:
From the above tables, it can be seen that whereas the defect
generation in the form of USFD testing and instances of rail replacement
have increased upto about 50%, there is a substantial increase in deterioration
of other components like SEJs, crossings and glued joints.
As directed by RDSO, the results of USFD Testing were also analyzed
for 6 months period as per the format given by RDSO. The comparative
position of the two divisions are as under :-
5. CONCLUSION
From the limited experience gained so far, it can be concluded that
the Pilot Project of increasing the carrying capacity has succeeded in its
objective. However, the effect of enhanced loading on the infrastructure
cannot be ignored. Proper cost benefit analysis is to be made to review the
renewal criteria. The maintenance cycle also needs to be reviewed in order
to sustain the enhanced loading on long term. The allied issues like check
on over loading, permissible size of wheel flat, instrumentation for studying
the effect of track and bridges in more detail, study of defect propagation
rates in rails, installation of WILD etc. needs to be pursued more vigorously
in a time bound manner.
( vide letter No. CT/DG/LW/BOX dated 09-06-2005 & 22/23-06-2005). The higher axle loads of CC+8+2 were also permitted between
Guntakal-Dhone-Nandyal stretch in Guntakal-Guntur section and trains
In addition, during the course of introduction we found increase in started running with higher loads from Feb06 onwards.
1) Crossing nose breakage/chipping, 1.6 INTRODUCTION OF CC+6+2 IN WADI-RAICHUR SECTION
2) Stalling, The higher axle loads of CC+6+2 was also permitted between Wadi-
3) Scabbing. Raichur stretch in Wadi-Guntakal section and trains started running
Hence, the details of the above also were collected monthly and with higher loads from Jun06 onwards.
analysed. Over loading particulars were also collected from the Based on the field trials, the effects of BOXN wagons plying with
higher loads of CC+8+2 and CC+6+2 is summarized as under:
* Sr DEN/Co-ord/GTL
** Sr DEN/S/GTL
Volume - II *** ADEN/Tr/GTL Volume - II 422
2.0 TRACK 2.4 FITTINGS
2.1 FORMATION 2.4.1 GR PADS
The formation is almost made up of Silty-sand(SM type) soil. No The crushing of GR pads are heavy and where slack sleepers are
abnormality is noticed except small stretches, where the formation is noticed, the GR pads are working out/getting crushed specially at
weak, have started showing further signs of distress and instability locations of free joints, Bridge approaches, LC approaches, high
(heavy slacks are forming at frequent intervals). The only solution is to and low/cupped welded joints where enough toe load is not being
carry out formation treatment like Sub-ballasting with Vibro-max roller exerted by ERCs. GR pads may be planned for renewal once in 2
or strengthing with Geo-grid. The formation treatment is already planned to 3 years.
and will be completed in due course in about 15 Kms. .
2.4.2 MS LINERS
2.2 BALLAST & SCREENING
The support beneath the rails is critical factor for effective transfer of The corrosion in MS Liners is becoming more compared to earlier
loads. The function of ballast is to transfer and distribute the load from due to dropping of iron-ore on the MS liners and requires frequent
sleeper to larger area of formation, to provide elasticity and resilience replacement. Though liners are greased along with ERC, still the
etc., to track and to provide means for maintenance of alignment and liners getting corroded is not avoided and becoming thin not exerting
other track parameters like unevenness etc., Increasing axle load the necessary toe load. Liners also may be changed once in 3
will require increased depth of ballast cushion. years depending up on the corrosion and toe load. Galvanized liners
which are used between TIM-NKDO on UP line, are giving better
The existing ballast cushion on these route is ranging from 150mm to
results and the same may be planned for provision in CC+8+2
250mm. Fifty percent of the track is single line with mixed traffic and
route entire.
the annual GMT carried out over single line section of Guntakal-
Renigunta is about 45 GMT. At stretches where deep screening is 2.4.3 ERCs
due and with less ballast cushion pumping of ballast, Rail/Weld The dropping of iron-ore particles affects ERCs also. In spite of
fractures, formation of low welds have increased.
greasing of ERCs, the iron-ore is sticking to ERCs and the ERCs
Efforts have been taken to complete the deep screening of Track as are getting corroded and in combination with liners becoming thin,
per norms and ballast has been dumped into the track as required. they are not exerting the necessary toe load at rail seat with the
But, due to dropping of iron-ore particles which were loaded beyond result formation of slack sleepers and movement of rails are noticed.
the door level and improper closure of wagon doors, the ballast gets ERCs are to be programmed for renewal duly conducting toe load
contaminated and are becoming solid bed like rock affecting drainage testing at frequent interval.
and running quality with formation of pumping sleepers. With the result,
it is necessary to carryout shoulder ballast cleaning once in 2 years 2.5 RAILS
and Deep screening once in 7 years. Due to dropping of iron-ore particles on flanges of rails, the corrosion
2.3 SLEEPERS in 90UTS rails are increasing compared to earlier, necessitating
painting of rails at increased frequency as that of corrosion prone
The entire stretch is on PSC sleepers. Though PSC sleepers have not
area, though the stretch is in non-corrosive area. Galvanization of
got much affected, the fittings are not exerting the necessary toe
rails may prevent corrosion specially in yards.
load. The reason are explained in subsequent paras. The fittings of
channel sleepers on steel girder bridges are becoming loose and the Forming of Small spots on top of Rail head: Due to iron ore particles
number of attentions to the track on girder bridge and its approaches dropping on top of the rail, formation of small spots upto 2mm size is
have increased. noticed which may effect the running qualities of track at a later stage.
V. K. PASWAN*
SYNOPSIS
In Asansol Division of Eastern Railway total length of 104.32 km has been
identified for CC+8+2 route w.e.f. May 05. Analysis has been done for this route
based on field & official datas & records. Accordingly normal USFD as well as
GFC testing by Sperry Walking Stick was conducted and various observations
has been observed regarding rail/weld failures & other maintenance problems.
1. INTRODUCTION
Enhanced loading for CC + 8 + 2 has been introduced from May,2005.In
Asansol division of Eastern Railway following routes have been identified for
CC+ 8 + 2 loading.
i) Adra Asansol = 1.5 Kms.
ii) Kalipahari-Damodar Link DN Line = 2.54 Kms.
iii) Asansol-Durgapur DN-II = 42.07 Kms. ( w.e.f May,2005)
iv) Durgapur-Khana DN-II = 49.35 Kms.
v) BQT-Durgapur Steel Plant DN Line = 8.86 Kms.
Due to huge growing industries around the Durgapur and surrounding
area which are mostly based on iron and steel, the movement of iron ore
load has increased and is in great demand.
2. DESCRIPTION
Report shows that the movement of CC + 8 + 2 rakes per month have
increased from 57 (September05) to 85 (November06). A brief analysis has
been done showing the maintenance problem based on records taken from
field as well as office which is shown in the table -1. While going through the
table-1 it can be easily understood that the efforts for maintenance have
been increased many times.
Maintenance input has increased many folds due to increase in rail
TABLE - 1
under constant monitoring and monthly report on rail/ weld failure, USFD
testing results, unusual occurrence like loading, stalling, wheel burnt, over
loading etc. is being prepared on monthly basis and a copy sent to HQ in
prescribed Performa.
The result of USFD testing, rail/weld failure has been scrutinized
meticulously. 0n the basis of that scrutiny a comparative statement for last
3 yrs has been prepared where all the failures reported as well as non reported
has been taken into account. The statement is attached as Table-1. The
nos. of failure occurred during pre and post duration of CC + 8 + 2 operation
has been compared and analyzed properly. To have a clear cut idea in
maintenance of the track about the pre and post duration of CC + 8 + 2,
records have been prepared accordingly and both the conditions have been
taken into account. From the Table-1 it can be seen clearly that the adverse
affect of such operation on rail.
3. SECTIONAL DETAILS
The sectional speed of DN-2 line of this section mentioned above
between Asansol-Durgapur & Durgapur-Khana is 100 Kmph. The track
structure is 52kg rail on 52kg PSC sleeper. Maximum portion are LWR
Recently a portion of this section about 30 Kms has been replaced by 60 Kg
PSC sleeper and for 12 Kms TRR(P) by 60Kg has been completed for rest
of the portion for 30 Kms CTRP is in progress. All the points & xings on main
line are fan shaped lay out and all the SEJs of LWR are on Spl. Size PSC
sleeper. For the section of Asansol-Adra the sectional sped is 90 Kmph and
Track structure is 52Kg rail on 52Kg PSC sleeper. And for the section of
BQT DSP the sectional speed is 30 Kmph and the track structure is 60Kg
rail on 60Kg PSC sleeper. This line is basically a yard line which connect
main line to Durgapur Steel Exchange Yard for feeding iron ore and other
materials to Durgapur Steel Plant.
4. OBSERVATIONS
After going through the Table-1 following observation has been made.
1. In DN-II line of Asansol-Durgapur the rail fracture was 5 (from
May04 April05 during pre duration of CC+8+2) and increased
to 17 from May05-April06. During this year upto October it is
only 3 fractures, may be due to intensive USFD testing and
remedial measures. Also it can be observed that IMR detected
5. CONCLUSIONS
Conclusion based on observation drawn as under
I. There is a sudden increase in Rail / weld failure after introduction
of CC+8+2 operation, leading to extra input in track maintenance.
Hence extra manpower, materials, machines are required.
II. Frequency of USFD testing needs to be increased in addition
to need based concept in CC+8+2 routes.
* PCE,SWR
** CTE/SWR
Volume - II 439 Volume - II *** DyCE/Track/SWR
feeder branch lines of Hospet-Swamihalli and Tornagallu-Ranjitpura. Higher meeting was convened with Sr DEN/Co-ord and Sr DENs of Hubli Division
axle load is being operated over 484 Kms route length in SWR. These routes involved in operation of higher axle load and action plan for precautions to be
were Gauge converted to BG during 1996. There is always demand from iron taken by Divisions was drawn. Further Divisional engineers also conducted
ore exporters for additional rakes but the capacity of providing rakes is meeting with Asstt Engineers and Supervisors and each and every Pway
restricted on sectional capacity to operate limited number of goods trains personnel was properly counseled regarding additional precautions to be
on single line railway network with constraint to cross western ghat of 25 taken during higher axle load operation. Following detailed actions were
Kms length with 1 in 37 gradient and 8 degree curves. In such situation, planned:
railway decision to transport extra load in each rake has given tremendous
growth in iron ore transportation on SWR where existing routes have already 3.1 RENEWAL OF 90R RAILS
been saturated. Already annual GMT of these single line sections has reached While implementing 22.82 axle load, 30 Kms of 90 R track on main
to 34.44 GMT. line of Bellary-Hubli-Dharwar was still left for renewal. Work was already
sanctioned and priority was fixed for expeditious renewal of 90R rails
2. HIGHER AXLE ROUTE CHARACTERSTICS IN SWR from main line and it was ensured that 90R rails were fully eliminated
from main line by July05.
3.2 SCABBING OF RAILS/ TRIAL FOR PROPER POWERING
Hubli-Londa section of Bellary-Vasco is mostly Semi-Ghat / Ghat
section while it crosses western hills. In Ghat section gradient is as
steep as 1 in 37 and in SemiGhat section, gradient is 1 in 80. In these
sections with steeper gradients, number of stalling and scabbing cases
were being reported even before implementation of CC+8+2 which
was mainly due to improper powering. For successful implementation
of higher axle load, number of trials with different powering on higher
axle loaded rakes were conducted to decide the powering requirement.
After trials, proper powering is now ensured and cases of stalling and
scabbing have been brought down to almost zero at present.
3.3 JOGGLE FISHPLATING OF AT WELDS
As AT welds are the weakest links in the track, it was decided to
strengthen AT welds by providing joggle fishplates. On first priority,
weld failure prone sections were chosen and AT welds were protected
by providing joggle fish plates to control the weld failures and increase
safety.
3.4 GREASING OF GAUGE FACE OF OUTER RAIL
BOXN wagons with higher axle load will exert higher lateral thrust on
outer rail on curves. In order to reduce the wear of outer rail and to
reduce the probability of derailment, frequency of greasing of gauge
face of outer rail on curve is increased.
3.5 USFD TESTING TO IDENTIFY GAUGE FACE CORNER DEFECTS
3.0 PLANNING Due to increased load, rolling contact fatigue defects i.e. head checks
and gauge corner cracking of rails would occur resulting in more rail
During May 2005, thorough planning was done to ensure the successful
fractures. USFD testing to detect Gauge face corner defects of rail
implementation of higher axle load operation over SWR. At HQ level a joint
was implemented by shifting probe on higher axle routes.
4.5 OVERLOADING
Already five in motion weigh bridges are functioning on CC+8+2 routes
of SWR. Four out of five in motion weigh bridges are installed after
implementation of CC+8+2. Overloading will have serious adverse
affects on infrastructure i.e. track, bridges and stocks carrying the
traffic.
(ii) Installation of WILD at a location in the proposed route so that 5. On Wheel Impact Load Detector (WILD), train can pass at near
every rake gets covered by such installation in detecting wagon normal speed vide ED(Dev) Note No.2004/dev.cell/IGRI/5 dated 3.5.06.
condition. This is confusing because speed is to be clearly specified. We do not
know the effect if train passes at normal speed on WILD.
(iii) Ensuring adequacy of track structure to minimum standards as
stipulated in para 2.1 of Boards letter No.2003/CE-II/TS/5 Vol.I 6. Rolling Stock modification by providing the additional springs on BOXN
dated 04.5.2005. wagons was pre-requisite to above instructions. Enhanced capacity
loading has been permitted vide Commercial Circular No.41 of 2006
(iv) Ensuring adequacy of bridges as per stipulations in para 2.2 of
without any modification in wagons. This will cause enhanced dynamic
boards letter referred in (iii) above.
impact on track and bridges.
(v) Ensuring CRS sanction / provisional speed certificate for running
7. CRS sanction was pre-requisite for running of a particular wagon with
of a particular wagon with enhanced axle load.
enhanced axle load as stated in Civil Engineering Directorate letter
(vi) Ensuring adherence to wagon maintenance in terms of railway dated 01.5.06. In certain railways, CRS had conveyed conditional
boards letter no.2005/M(N)/204/2 dated 06-06-2005. sanction clearly mentioning prior compliance of items stated in letter
While Rates Circular No.41 of 2006 circulated by Commercial of 01.5.06. The conditional sanction has been considered as CRS
Directorate vide letter No. TCR/1394/2004/2 dated 10.5.2006 permits sanction and enhanced axle loads have started plying on the authority
loading of CC+8+2 T and CC+6+2T on different identified routes with of Commercial Circular No.41 of 2006, without doing any work in the
effect from 15.5.2006 without ifs and buts, it simply mentions that GM field.
should comply the instructions mentioned in the letter of Engineering 8. The loading of train is known only at originating station. Passing
Directorate. stations en-route do not know the extent of loading in the train, at
3. As per Railway Boards letter No.2005/CE-II/TS/7 Pt. dated 9.5.06, present. The originating station can load with enhanced capacity
for weighment, letter No.TCI/2004/109/4 dated 4.11.2004 will be after obtaining the CRS sanction in their system. The passing railways
applicable. As per this letter - where CRS sanction is not available will not be able to know about
a) In-motion weigh bridges are to be installed at every loading point weighment particular etc. Therefore, these trains are running at normal
vide CRBs D.O.No.2004/Dev.Cell/IDEI/2 dated 29.09.04. The speed without CRS sanction on passing railways enroute.
progress of installation of weighbridge is well known.
b) If weighbridges do not exist weight/volume ratio method will PROBLEMS
continue to be applied. 1. CONFUSION OF ROUTES
This is not a scientific method. However, this method will be used for Various routes have been declared by Railway Board fit for operation
more widely than the actual weighment of rakes by weigh bridges. In of CC+6+2 and CC +8+2 load ( vide Commercial Circular No.41 of
light of above stipulations, mandatory weighment of rakes vide letter 2006). There is no continuity in the routes identified for both types of
No. 2005/CE-II/TS/7 dated 1-5-2006 is not possible. operations. There are many missing links which are creating
4. As per Civil Engineering Directorate, vide letter No.2005/CE-II/T/7 dated confusion during booking and movement of rakes.
1.5.2006, separate instructions regarding issue of RRs on the basis 2. COMMODITY SPECIFIC ENHANCED LOADING
of actual weighment by weigh bridge and transmission of records
The increased capacity for loading is commodity specific as well as
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route / destination specific. It is very difficult to follow the guidelines sudden increase of load, how will they be able to judge the required
of speed restrictions as Guards and Drivers are accustomed to follow speed at each bridge.
the speed restrictions depending upon the availability of speed More number of speed restriction boards for enhanced loading in the
restriction boards at site. It is impossible to put speed restriction section will cause further inconvenience to train running staff as well
boards for different loadings at different locations. Therefore, any as track maintenance staff.
speed restriction imposed for enhanced loading will be applicable to
6. INSTALLATION OF IN-MOTION WEIGH BRIDGES
all the goods trains running on that route.
The progress of installation of weigh bridges is very tardy. Weigh
3. INCREASE IN AXLE LOAD WITHOUT ANY PREPAREDNESS
bridges are not being installed at every loading point. In some of the
Board have issued guidelines for instrumentation on track and bridges, cases these are installed away from the loading point. There is no
installation of weigh bridges and WILD on 9/5/2006 vide letter No.2005/ corresponding commercial circular making weighment of the loaded
CE-II/TSM Pt. and started operation of CC+8+2 T and CC +6+2 T rake mandatory. Therefore, problem of further overloading over and
freight train from 15/5/2006 ( as per Commercial Circular 41 of 2006). above CC + 6 + 2 T and CC + 8 + 2 T has not been taken care of.
Preparedness at field level has not been taken into account. Increased
7. PROBLEM OF IDENTIFICATION OF HEAVIER TRAIN
Axle load has came into operation without any work on track, bridges
or rolling stock. It is not possible to identify the load of each wagon / train while on run
because same rolling stock will be used for normal capacity loading
4. PROBLEMS ASSOCIATED WITH WILD
as well as for enhanced loading.
As per Railway Board Mechanical Directorates letter No. 95/M (N)/
8. INSTRUMENTATION ON BRIDGE
95/31/Pt.I dated 4.3.2005, the installation, supervision and
maintenance of WILD system will be the responsibility of Mechanical On bridges a good scheme of instrumentation, measurement and
Department of Zonal Railway, who should also make the reports collection of data has been specified. Further follow up regarding
available to Engineering Department as and when required. However, analysis of data is not specified. As Indian Railway is a big system,
as per Civil Engineering Directorates letter No.2005/CE-II/TS/7 Pt. the follow up action should be well documented. It should not be left
dated 9.5.2006, same Engineer (SE/ JE) nominated by PCE/CE should with individual Engineering ingenuity.
take recording and the installation and maintenance should be ensured Work of instrumentation and collection of data could not be started till
by Engineering Department. This has again created confusion. now. This will also take some time after that only analysis can be
The procurement and installation of WILD could not be done till now done.
though increased axle load has come into operation. The installation 9. BRIDGE REHABILITATION
and commissioning cannot be done immediately, it will take time: Re-habilitation / re-building of bridges is a very time consuming process
Hence, the effect of heavier axle load on track cannot be measured till that time the effect of running of heavier axle load on bridges
from beginning. The initial period of assessment is the most important without doing any work is not known to us. Discussion on bridge
period for ascertaining the effect of new experiment which we will rehabilitation can be taken only after analysis of data after
miss and our analysis will be based on incomplete data. measurement over a period of time.
5. CONFUSION OF SPEED RESTRICTION FOR ENGINEERING STAFF
Everywhere guidelines are given that suitable speed restrictions are SUGGESTIONS
to be imposed depending upon the condition of bridge etc. There is
no objectivity about the speed restriction, to be imposed in various i) Running of heavier train should be treated as running of new rolling
varying conditions. At present field staff do not know the impact of stock where CRS sanction is taken for whole route. This will eliminate
running of heavier trains with out CRS sanction on enroute railways.
iv) Instrumentation on bridges and analysis of data should start right now ix) For all the loadings, the Railway Boards letter issued by Commercial
to prepare ourselves for increase in axle load even upto 25T / 30T. For Directorate, circulated vide letter No. TCI/2004/109/4 dated 4.11.2004
this, concerted efforts are required. Zonal Railways should keep should be followed. As per this letter, where weigh bridges are not
adequate funds and quickly finalize the agencies for instrumentation, there, RR should be prepared on the basis of weight / volume ratio
analysis of data. Future course of action for rebuilding and rehabilitation method and proper record is to be maintained at the loading station /
of bridges is to be decided early. Further enhancement of load carrying siding as well as in Divisional Control Office. Excess loading detected
capacity in future should also be kept in mind while deciding the either by weighbridge or by weight / volume ratio method shall be
rebuilding / rehabilitation of track and bridges. adjusted before issue of R.R. There are instructions for charging of
demurrage for detention of rake till the weight is adjusted. In present
v) Instrumentation at various level is a specialized job. This requires
system of preparation of R.R, the Commercial Clerk writes the weight
proper training in installation, measurement and analysis. Required
with remark said to contain.Tonne . To be checked at nearest
number of trained man power for operation, maintenance and analysis
weigh bridge . This system should be discontinued because in this
of Data is not available, therefore the instrumentation planning should
system, the commercial staff disown the responsibility of checking
consists of supply, maintenance, analysis and submission of report
the loading.
suggesting future course of action for rebuilding/ rehabilitation.
x) Instructions are required to be issued for actions to be taken whenever
vi) The frequency of USFD testing should be clearly specified in High
excessive impact wagon is detected on WILD. Punitive action on
Density Routes. This will help in creating adequate infrastructure of
concerned staff in case of non-compliance is to be defined to prevent
man and machines. More technical input is required for increasing
running of further over load wagons or defective wagons. Periodical
the reliability of USFD testing. Present system of USFD testing may
monitoring of detection of excessive impact wagons and action taken
not be adequate when we run 22.9 T or 25T/30T axle load trains.
is required both at Divisional and Zonal level by Mechanical and
vii) In addition to installation of WILD near major yard or near major loading Engineering department.
point, WILD should also be installed near maximum falling gradient
xi) Calculation of actual GMT on the routes identified for enhanced loading
track in the section and near identified bad locations with reference to
will be another problem area as both type of loaded traffic will be
braking / wheel binding. Bad section identified on the basis of data
running on such routes. Controller must know the type of loading.
collected from WILD should have more frequency of USFD testing.
Separate classification is to be given for such type of traffic. This will
viii) Normally, all the rakes are to be weighed. However, stricter measures help in calculation and preparation of future statistical records. As it
are required in case of enhanced capacity loading. System of is conceded that increase in axle load will result in accelerated
weighment by in-motion weighbridge is to be streamlined. Each rake degradation of Track and Bridges, the GMT with CC + 6 + 2 & CC + 8
with enhanced loading ( CC + 8 + 2 T or CC + 6 + 2 T ) must be + 2 shall be compiled separately for each route.
6.3. In the case of wagons, the 10t overload (which amounts to 17% of 7. From what has been stated above, it would be abundantly clear that
the designed CC for BOXN and 18% for BCN) would mean an increase the decision to overload wagons to the extent of CC+8+2t, which was
of about 14% in the stress levels in the bogie components. Any apparently taken arbitrarily, without full appreciation of all the