Track Monitoring

An over View On
Indian Railway

1
 Track Performance
Track geometry deteriorates
under influence of dynamic
track loads.
Track geometry deterioration -
complex issue - 3 main causes
Random settlement of ballast
Lack of straightness of rails

2
Variations in dynamic load
Why measure track
geometry?
To identify the deviations or the
defects
To compare the track with other
tracks and with the benchmark
To monitor the rate of deterioration
for special attention and
To give timely input and prolong
the life of the asset

How do we assess track
geometry manually?
Push Trolley Inspections
Foot Plate and Brake Van
Inspections
Manual Measurements
Unevenness
Alignment
Gauge
Cross Level
Versines and Super elevation on
 Manual Measurement -
Limitations

 Subjective (human response

dependent)
 Floating Condition
 No Systematic Recording
 Time Consuming; Slow and tiring
 Inappropriate for Modern Track
Structure and mechanized
5
Maintenance
 MECHANISED
Objective assessment
In Loaded Condition
Systematic recording and
analysis of data
Fast and convenient
Continuous record of track
parameters

6
 Track Performance
Final output from track -
accelerations various directions
It depends on
Track Geometry parameters
Vehicle Design parameters
Speed of Operation
What are we concerned with?
Track defects which are
7 causing the undesirable
 PARASITIC VEHICLE MOVEMENTS
Z Yaw (Nosing)

Y Bouncin
g
Uneveness Rolling
tt l ing X
Sh u

Twist
Al
ig
nm
X en
t&
Pitching
Ga
u ge Lu
rc
hi Y
ng
Z
 Track Monitoring
Mechanized Measurement –
Systems on IR

Track Recording Cars (TRC) –

TMM directorate of RDSO –
Engineering Department
Oscillograph Cars Mechanical
Directorate of RDSO
Oscillation Monitoring System
9
(OMS) – Divisions or Zonal
Basis of Track Geometry
Monitoring
Peak Based
It helps in identifying
isolated localized defects
It helps in isolated attentions
SD Based
It helps in identifying bad
stretch
It is useful in deciding
10 machine maintenance
 A A
B B
C C

D D

11
 A,B,C,D Limits (old TRC/IRPWM)

Parameter Chord LIMITS (mm)

A B C D
UN 3.6 6.0 10 15
9.6 5 10 15
Twist 3.6 5 7.5
4.8 5 10 15
Gauge 3 6
AL 7.2 3 5
9.6 5 10 15
Note- Not more than 10 peaks (exceedences) in a Km for a
particular parameter, otherwise track be down graded to
next category, suffix w r t no. of peaks exceeding B
12
category
 A,B,C,D Limits (New TRC)

Parameter Chord LIMITS (mm)

A B C D
UN 3.6 6.0 10 15 20
9.6 10 15 20 25
Twist 3.6 5 7.5 10 15
4.8 7 12 15 20
Gauge 3 6 9 15
AL 7.2 3 5 7 12
9.6 10 14 20 25
Note- Not more than 10 peaks (exceedences) in a Km for a
particular parameter, otherwise track be down graded to
next category, suffix w r t no. of peaks exceeding B
13
category
 Track Indices
PEAK BASED INDICES
A,B,C (A,B,C,D) categorisation of
Track
CTR ( Rly. Bd. Letter 90/Track-
III/TK/72 dt. 18.7.90)
CTR=100-
(ULA+URA+TA+GA+ALB+ARB)
Rev. CTR (item 840 of 66th TSC)
RCTR=100-
14
(ULB+URB+TB+GB+0.5ALB+0.5ARB
 Track Indices
SD BASED INDICES
TQI; SD based ( RDSO
Report no. C-223)
TQI=8(U2+2T+G+A)
TGI; SD based ( Rly. Bd.
Letter 94/Track-III/TK/23 dt.
25/31.08.95)

15
PEAK DISTRIBUTION (Short Chord) – A, B, C,
D Cat.
UNIT OF REPORTING – 1 Km
BAND UN1L UNIR TW1 G AL1L AL1R

>A 31 15 63 23 39 57

>B 4 2 34 5 10 17

>C 0 0 13 2 0 2

>D 0 0 0 1 0 1

B4 B2 D34 B5 B10 C17

 Locations in Peak Value
• ABCD a KM (mm)
categoriz A9 C15 Gauge
ation 1. 4 7
:A limit
..Which track 2. -7 -7
=3
is better A9 or 3. 18 7 mm,
4. -16 -7 B limit
C15? 5. 23 7 =6
6. -20 -7 mm
7. 14 7
8. -23 -7
9. 17 7
10. -12 -7
11. 3 7
A9 12. -2 -7 C15
13. 0 7
14. -1 -7
Strength of A,B,C,D
categorization

Easy and convenient to

understand

A track may be good in other

parameters but bad in one
parameter
 Limitations of A,B,C,D
categorization
Only no. of peaks are counted in
case of exceedence and their
magnitudes are not considered
Comparison is not possible (no single
result value is available)
No correlation to the Riding Quality
of the track
Magnitudes of all samples of the
various track segments of a block
19
Service tolerances - CS No 45-Para 607 IRPWM
for speed 100 Kmph to 140 Kmph
CTR Formula

CTR=100-
(ULA+URA+TA+GA+ALB+ARB)
No. of peaks exceeding “A”
category are taken for
Unevenness, Twist and Gauge
and exceeding “B” category
taken for Alignment (all on
short chord).
 Limitations of CTR Formula
The formula based on ‘A’ peaks
(B in case of alignment) which
are very tight & prone to
variations
Index not related to riding
quality
The fluctuations are not much in
good track but they are more on
poor track
CTR values are generally very
low , causes feeling of
 Standard Deviation
More value of SD for any parameter
indicates more variation and less
uniform track profile.
Less value of SD for any parameter
indicates less variation and more
uniform track profile.
Uniform track profile results in better
riding quality
SD based index takes into account
magnitude of each and every data of
vehicle ride while peak based index
indicates no. of peaks exceeding a
TGI Formulae (RDSO report
TM-11)
 REVISED SD BASED TRACK STANDARDS
Parameter Chor New Up to 110 KMPH > 110 <=130
d/ Track KMPH
Base Priority II Priority Priority Priority
(M) I II I

Unevenness 3.6 1.2 2.5 3.3 2.3 3.0

9.6 2.5 6.5 7.4 5.1 6.2
Twist 3.6 1.75 3.8 4.2 3.4 3.8
4.8 2.5 4.2 5.0 3.8 4.5
Alignment 7.2 1.5 2.7 3.8 2.3 3.0
9.6 2.5 5.0 6.3 3.3 4.0
Gauge - report 1.0
• Based on RDSO’s No.TM-1092.5 3.6
circulated vide 1.8 letter
Railway Boards 2.6
No.2007/Track-III/TK/7 dated 12-07-2007
• For spot exceedences based limits those given in lettr dated 30-12-96 to be
continued
• Priority I; Urgent maintenance and Priority II is planned maintenance
TGI values for typical cases

Case 1 Measured SD value = SD for New Track

X = 0 so Index Value = 100 x1 = 100
Case 2 Measured SD value = SD for Urgent
Maintenance
X = -1 so Index Value = 100/e ≈ 36
Case 3 Measured SD value = 0
X = Index Value for different parameters ranging
from 147 to 272 based the presently stipulated
values of SD for new track and that for urgent limits
(UI = 196.54, TI = 234.82, AI = 271.83 and GI =
196.90 TGI = 240.58
 TGI_Max

30
 TGI

TGI formula has good correlation

with ride index
SD values reflect general quality of
track in a block of 200m and is
measure of variance over mean
profile for that parameter
SD values of individual parameters
should also be seen; It may happen
that overall TGI of a Km is 80,
however TGI of a particular
parameter is 40 and need attention

 TGI …. Contd..
TGI for individual parameters give
quality rating to the measured SD
values w.r.t. the SD values
prescribed for newly laid track and
SD values for urgent maintenance
SD values of Unevenness,
Alignment, Twist and Gauge are
given weightage of 2,6,1 and 1
Variation in the TGI value will be
faster for good track with changes
Features of TGI
Tool for deciding maintenance
requirement; through as well as
spot
Proper appreciation of
maintenance effort
Good correlation with Ride Index
Values
Proper range and reasonable
variation in values
33
Limitations of TGI
Combination of all parameters
makes it redundant for reflecting
maintenance requirement for a
particular type of defect
For maintenance individual index
should be considered
Very high weightage to Alignment
parameter and Low weightage to
TWIST which is critical for safety
particularly for goods stock
It gives Values over average profile
(average profile may change from a
34
Short Chord and Long Chord

Parameters Short Chord Long Chord

Unevenness 3.6 m 9.6 m

Twist 3.6 m 4.8 m

Alignment 7.2 m 9.6 m

Short Chord and Long Chord (TM-
11)

The short chord is pertinent for

four wheelers and bogie freight
wagons

The long chord is important for

passenger coaches and
locomotives
 Vehicle Response - Critical Wavelength

The wavelength of track irregularity at which resonance in

vehicle acceleration occurs is defined as critical wavelength

The critical wavelength of track irregularity for any vehicle

at various speeds depends on the natural frequency of
vehicle in vertical and lateral mode.
 Vehicle Response


f = Input Frequency in Hz
Time Period T = /v
v = Speed (m/s)
f = 1/T= v/ 
 = Wave Length (m)
Response
Response For Unit Input
V (m/s)

fn
Input Frequency of Input excitation (Hz)
 Critical Wavelengths
The relationship is given as below :
f = V/
Where,
f is the frequency generated in Cycles/second
V is the speed of the vehicle in meter/sec.
 is the track defect wavelength in meters

Vehicle Resonance Speed Speed Critical

Frequency Km/h m/sec Wavelength
CRT Wagon 4.0 to 2.5 75 20.8 5.2 to 8.3
BoxN Wagon 3.5 75 20.8 5.95
WDM2 Loco 2.4 110 30.6 12.75
ICF Coach 1.2 130 36.10 30
Future coaches 1.0 160 44.4 44.4

39 Track Monitoring
 Vertical Mode Lateral Mode
Speed
S.N. Coach Type Natural Critical Natural Critical
(kmph)
frequency Wavelength frequency Wavelength

1 GS 1.61 22.43 1.68 21.49

2 AC-III TIER 130 1.33 27.15 1.39 25.98

3 Ist AC CC 1.29 27.99 1.27 28.43

4 GS 1.61 17.25 1.68 16.53

5 AC-III TIER 100 1.33 20.89 1.39 19.98

6 Ist AC CC 1.29 21.53 1.27 21.87

7 LHB AC 2 TIER 1.19 30.35 1.21 29.84

130
8 LHB AC-III TIER 1.32 27.36 1.47 24.57

9 LHB AC 2 TIER 1.19 23.34 1.21 22.96

100
10 LHB AC-III TIER 1.32 21.04 1.47 18.90
 Vertical Mode Lateral Mode

Speed
S.N. Loco Motive
(kmph)
Natural Critical Natural Critical
frequency Wavelength frequency Wavelength

1 WDM3A 3.45 10.47 3.03 11.92

2 WAP5 130 1.26 28.66 1.4 23.81

3 WAP7 1.35 26.75 1.3 25.64

4 WDM3A 3.45 8.05 3.03 9.17

5 WAP5 100 1.26 22.05 1.4 19.84

6 WAP7 1.35 20.58 1.3 21.37

Critical
Critical Wavelength
Wavelength at
at different
different speed
speed
 Short Chord and Long Chord
(TM-11)
The short chord is pertinent for
four wheelers and bogie freight
wagons
The long chord is important for
passenger coaches and
locomotives
Longer chord for unevenness and
short chords for alignment and
twist are taken as the same have
 Track Parameters
Unevenness
At Short Chord- 3.6m & At Long Chord-9.6m (For
Left Rail & Right Rail)

Twist - Lower base of 3.6m & Higher base of

4.8m

Gauge --- Variation over 1673 mm(BG)

Alignment
At Short Chord- 7.2m & At Long Chord-9.6m (For
Left Rail & Right Rail).
45
50
51
52
 Old TRC

1.8 m 1.8 m

* Vertical
*
* Displacement

3 Axle Bogie & Measuring Frame

For Unevenness Measurement
53
 INERTIAL PRINCIPLE OF
RECORDING

ACCELERATION
DISPLACEMENT TRANSDUCER
TRANSDUCER
ŋ=H=Z+W
Z
=∫∫
DAMPING

SPRING
TRACK IRREGULARITIES
MOUNTING POSITION OF
TRANSDUCERS
 INERTIAL PROFILE - VERTICAL

ò ò ÿ dt² = y ( Vert. Locus

of point ‘A’or ‘B’)
ÿ ÿ yA+ LVDT(L)= Vert. Profile
of left rail
A B
LVDT(L) LVDT(R) y + LVDT(R)= Vert. Profile
B
of right rail

56
APPLICATION OF INERTIAL PRINCIPLE
IN TRC

Generation of Vertical Profile

APPLICATION OF INERTIAL PRINCIPLE
IN TRC

Generation of Lateral Profile

 TRANSDUCERS

LIGHT PHOTO SENSING

SOURCE DIODE

FLEXIBLE CABLE
TO WHEEL
DISC WITH SLITS

TACHO
59
 Tachometer
60
 b1 b2

d
a2
a1

Gauge = a1 + d + a2

Sword Sensor.
Gauge Sensing with Contact Sensor
61
 Accelerometer

62
 Lateral acceleration

63
64
 CALIBERATION

66
67
68
 Calibrations

69
70
71
72
 OLD TRC

73
BASIC VALUES OF DIFFERENT PARAMETERS – One time Sheet
 Typical Kilometer wise Chart – Actual Result BCT-VR section
– Speed 100 kmph
D F
E B

A C

H
J K

L
 SIGN CONVENTION IN TGMS-10
POSITIVE NEGATIVE
ACCELERATION UPWARDS / TOWARDS DOWNWARDS / TOWARDS
VERTICAL/LAT. RIGHT LEFT
DISPLACEMENT LVDT COMPRESSION LVDT ELONGATION
ROLL ANTI-CLOCKWISE CLOCKWISE
YAW TOWARDS RIGHT TOWARDS LEFT (ANTI-
(CLOCKWISE LOOKING CLOCKWISE LOOKING
FROM ABOVE) FROM ABOVE)
UNEVENNESS UPWARDS DOWNWARDS
ALIGNMENT AWAY FROM THE TOWARDS THE CENTER OF
CENTER OF THE TRACK THE TRACK
CANT TILT TOWARDS LEFT TILT TOWARDS RIGHT
(RIGHT SIDE AT A (RIGHT SIDE AT A LOWER
HIGHER LEVEL THAN LEVEL THAN THE LEFT
LEFT SIDE) SIDE)
GAUGE WIDE NARROW
 USING TGI FOR
MAINTENANCE DECISIONS

77
Maintenance Guidance using TGI
Values (RDSO report - TM-11)
As per Rly. Bd.’s letter Dated 30.12.96

Band width of Maintenance

TGI Requirement
80 and above No maintenance
Required
50 to 80 Need based
maintenance
36 to 50 Planned maintenance
Below 36 Urgent maintenance
For spot attention and not for through tamping of section of PWI
78
 Extract from TM-11
TGI value - not a direct measure of the
maintenance requirement of track
Track needing urgent maintenance can
have a high TGI value up to 70 or more.
The maintenance requirement is
governed by the SD value of the
individual parameters
The TGI value should be used for making
assessment of the overall quality of
track geometry rather than for assessing
TM-11 - Limitations
These guidelines were found to have
some limitation, as these were
suitable for spot attention and did not
give a picture of the complete section
Also emphasis was not given on
improvement of TGI value beyond 80,
which is easily achievable in field with
modern machines
NO GUIDELINES WERE THERE FOR
THROUGH TAMPING OF TRACK BASED
Pre TM-115 - INSTRUCTIONS FOR
THROUGH ATTENTION TO TRACK

On PSC, frequency once in two

years or passage of 100 GMT
whichever is earlier (para 5.7.4
IRTMM)
On other than PSC, once in a year
Above provision by experience and
there is a tendency of more
frequent tamping
TM-115 ( Oct 2007)
• To study pre and post tamping
records vs TGI
• Monitoring of quality of tamping- to
assess the efficacy of tamping
• The above guidelines issued are for
the through attention
• For spot attention guidelines issued
vide Rly. Bd.’s letter Dated 30.12.96
will continue
• Prescribed TGI based criteria for
82
 TM-115 - Introduction
Tamping is essential for correcting track geometry
and providing resilient & firm support to track.

Unwarranted tamping is however not desirable

due to:
Pulverization of ballast, which results in choking
of drainage,
Disturbance of consolidation of track,
Deterioration of track geometry,
Loss of resilience in long term,
Deployment of costly resources for unproductive
use.
TM-115 – Reason for study
 Tamping was discussed in the 76th meeting of the
TSC, on which the Railway Board passed the following
orders;

“Railways should prepare database regarding

TGI, standard deviation of unevenness, twist,
gauge and alignment achieved after tamping,
for monitoring of quality of work done by
track machine and send the same to RDSO
for further analysis”.
TM-115 – Data Collection
 A proforma was circulated to all zonal railways vide
this office letter number TM/GL/70 dated 22.9.06
asking for the information about track parameters
before tamping and after tamping.
 The various track parameters asked were SD for
UN1, UN2, TW1, TW2, Gauge, AL1, AL2 and TGI
values. This information was required both before
and after tamping. Also the track structure, total
ballast cushion and the clean cushion were asked
for.
CFD
 Statistical Glossary
Cumulative Frequency Distribution:
A cumulative frequency distribution is a
summary of a set of data showing the
frequency (or number) of items less than or
equal to the upper class limit of each class.
 What is CFD60%

TGI values in increasing order for a SE(P.

Way)’s section
56,58,58,59,63,64,64,65,66,68,69,71,73,7
3,75,

76,78,82,85,85,86,89,91,93,94,94,95,97,9
9,105
 CFD60%=
 CFD10%=
 Cumm Frequency Diagram... Plot of
CFD vs TGI
Cumm. % CUMM.
TGI Frequen Cumm. % CUMM. TGI Frequency Frequency
cy Frequency FREQUENCY FREQUENCY

56 1 1 76 1 16 53
3
78 1 17 57
58 2 3 10
82 1 18 60
59 1 4 13
85 2 20 67
63 1 5 17
86 1 21 70
64 2 7 23
89 1 22 73
65 1 8 27
91 1 23 77
66 1 9 30 93 1 24 80
68 1 10 33 94 2 26 87
69 1 11 37 95 1 27 90
71 1 12 40 97 1 28 93
73 2 14 47 99 1 29 97

75 1 15 50 105 1 30 100
 % CFD vs TGI
100

90

80

70
%
60
C
F 50

D 40

30

20 CFD60%= 82
10
CFD 10%=58
0
50 60 70 80 90 100 110

TGI
 CFD
A PWI’s section, let us take 50 Km
TGI indices in increasing order

-45,47,48,49,52,52,55,56,56,58,61,
62,
67,67,68,69,70,70,71,71,74,75,77,
78,
80,80,83,83,84,85,86,87,88,88,88,
89,
S. Railwa Route MSS TGI Values
No. y 60% CFD 60% CFD after 10% CFD after
before tamping tamping tamping

1. SCR A 110,120 85 95 70

2. SCR B 100 90 90 65

3. WR A 120,130 75 100 75

4. WR A&B 100 82 113 80

5. NER D 110 77 90 50

6. NER D 100 77 90 50

7. SER A 105 84 102 76

8. SER B 105 84 90 65

9. SEC A 110 84 90 62

10. SEC A 105 78 93 70

11. ECR B 105 102 117 76

12. SR B 110 106 107 72

13. NCR A 110 103 111 70

14 NR B&D 50,110 81 88 54
ECoR – PSA-VSKP (Nov’06, Jan,
Mar’07)
CFD

CFD for pre & post tamping readings of "B" route ECoR
(PSA-VSKP)MSS 105 kmph
110%
100%
90%
80%
70%
60%
50%
40%
30%
20%
Pre Tamping
10% Post Tamping
0%
20 40 60 80
TGI 100 120 140 160 180
 SR
CFD

CFD for pre & post tamping readings of route of SR, MSS 110 kmph

110%
100%
90%
80%
70%
60%
50%
40%
30%
20% Pre Tamping
10%
Post Tamping

0%
20 40 60 80 100 120 140 160
TGI
 SER – HWH-JSG(A) (Sep, Dec,
Dec’06)
CFD

CFD for pre & post tamping readings of "A" route SER,
MSS 105 kmph
110%
100%
90%
80%
70%
60%
50%
40%
30%
Pre tamping
20%
Post tamping
10%
0%
50 60 70 80 90 TGI 100 110 120 130 140
 TM-115 - Recommendations
Board to discontinue system of awarding
points to Railways for overall
improvement in TGI values. Due to this
system, frequent tamping is carried out
to maintain TGI, which is serving no
purpose.
Weightage to be given to average
improvement in TGI after tamping which
will ensure quality work and prolonging
the tamping cycle.
The following values are recommended
for planning through tamping i.e. tamping
Rationalization of tamping
requirement on IR (Rly bd.’s letter no.
2007/Track III/TK/7 Pt. dated 16.01.2008)
 For speeds greater than or equal to 110
Kmph
Sr INDICES TGI
No. values
1. 60% CFD before tamping ≤ 90
(60% of track length having TGI)
2. 60% CFD after tamping ≥ 115
(i.e. min 40% track length after
tamping should have TGI)
3. 10% CFD after tamping ≥ 75
(i.e. min 90% track length after
tamping should have TGI)
Rationalization of tamping
requirement on IR (Rly bd.’s letter no.
2007/Track III/TK/7 Pt. dated 16.01.2008)
For speeds less than 110 Kmph
Sr INDICES TGI
No. values
1. 60% CFD before tamping ≤ 80
(60% of track length having TGI)
2. 60% CFD after tamping ≥ 115
(i.e. min 40% track length after
tamping should have TGI)
3. 10% CFD after tamping ≥ 75
(i.e. min 90% track length after
tamping should have TGI)
Tamping Frequency (Latest Instructions)
Tamping Frequency (Latest Instructions)
ISSUES with TM 115
recommendations.
Should the stipulated TGI values be

same for all the sections irrespective of
the…? Historical TGI values of the
section
Maximum permissible speeds on
the section
Variation in formation condition
Variation in ballast cushion
Track Geometry – Ghat section with
worn rails on curves, fish plated
joints
 ISSUES with TM 115
recommendations.

• What about the spot attention if

parameters of blocks/stretches with
good TGI value as high as >80 but
bad TGI value for certain parameter
index…?
• Field reaction to this
It is simplistic, unachievable and
creates more issues than it attempts
101
ISSUES with TM 115…
Is the improvement of TGI value of
flat 25 TGI points from 90 to 115 on
routes with MSS>110 and
flat 35 TGI points on routes with
MSS<110 Kmph feasible?
So should we revise the threshold
values of TGI for asking for machine
Should the Zonal Railways be ask to
fix the achievable TGI value based on
Broad guidelines by RDSO.
Variation of TGI without tamping and
OMS 2000
 WHAT FACTORS AFFECT VEHICLE
RESPONSE?
FREQUENCY OF TRACK

IRREGULARITY SPACING OF THE

TRACK DEFECTS

SPEED OF THE VEHICLE

DIRECTION OF MOVEMENT

104
NATURAL FREQUENCY OF
RESONANCE-EFFECT OF CYCLIC TRACK
IRREGULARITY ON VEHICLE
 Oscillation mode of vehicle will be bouncing and
pitching
For speed v = 13 m/s, excitation freq.=1 cps,
t=13m
For speed v = 26 m/s’ excitation freq. = 2 cps,
t=13m
This is “forcing” frequency, f = v/t

 “Natural” frequency of a vehicle in a particular

mode of oscillation : 1Frequency
k of osc. in that
fn 
mode, when system2 oscillates
 m freely, after
removal of external forcing frequency.
For simple spring of stiffness “k” & mass “m”
natural freq.,
 OMS-2000
OMS-2000 is microprocessor based system

It records

Speed of the vehicle

Vertical and Lateral Acceleration on coach
floor
Calculates the Sperling ride index
Under the control of zonal Hq or div.

 Generally kept on coach/loco of a through

running commercial train..

107
 ACCELEROMETER
Accelerometer is main component
of acceleration
measuring system.
It consists of a mass “m” attached
to a thin
flexible plate whose other end is
firmly fixed in
casing of accelerometer.
Space within casing is filled with
damping fluid
TRANSDUCERS

DAMPING FLUIDE

Strain gauges

MASS
x

ACCELEROMETER
 SALIENT FEATURES OF OMS-2000
Portable with only 18 Kg weight
Battery operated: 8 Hrs operation with fully
charged battery.
Possible to operate with 24V DC, coach
battery, 110V/220V AC supply.
Built in amplifier : No messy connections
Real Time digital out put
Operate in Tacho and Non Tacho Mode
Can store data during run in battery backed
RAM
Rugged : Does not require air conditioning

110
 OPERATION MODES OF OMS 2000
 OMS 2000 can operate in three modes :
 Mode 1 : Monitors Ride Quality and prints
ride index for every 200 mt blocks.
 Mode 2 : Monitors speed, vert. and lat.
acceleration and prints exception reports
 Mode 3 : Combination of above two modes.
Monitors speed, vert. and lat. acceleration
and prints exception reports. Also prints ride
indices for each Km. Acceleration
exceedences stored in memory for later use.

111
Mode 3 is normally used for regular
 LIMITS OF ACCELERATION PEAKS

Lateral and vertical acceleration

peaks exceeding the following
values are considered for track
quality assessment
Broad Gauge
(i) High Speed routes above 110
kmph: > 0.15g
On A and B routes

(ii) Other route upto to 110 kmph :

> 0.20g
112
 TRACK QUALITY CLASSIFICATION
(Para 618 of IRPWM)

Track Categorization is based on total number

of vert. and
lateral acceleration peaks/Km for a given
stretch as under
Very Good
No. of Peaks/Km
Good Average

High < 1.0 1-2 >2

Speed
Others < 1.5 1.5-3.0 > 3
 All locations with acceleration peaks (lat/vert)
exceeding 0.35 g needs to be attended urgently.
113
 If average numbers of peaks (lat. and vert
 NON RECORDING SPEED FOR
OMS-2000

Recording by OMS done at the following

speed shall be treated as non recorded :
Broad Gauge
“A” Routes : Less than 75 Kmph
“B” Routes : Less than 65 Kmph
Other Routes : Less than 75% of
maximum speed
or 60 Kmph
whichever is less
Metre Gauge
114 “Q” Routes : Less than 60 Kmph
 SPERLING RIDE INDEX
Sperling Ride Index (R.I.) is defined as :
R.I. = 0.896 x {b3x F(f)/f }1/10
b = Avg. of the cubes of acceleration peaks
(cm/sec2)
f = Frequency in Hz.
F(f) = Function of frequency that takes in to
account
the human reaction to frequency of
acceleration

Ride Index value depends on acceleration peaks

and their frequency of occurrence
115
 SPERLING RIDE INDEX …
contd..

For Vertical Mode F(f)= 0.325x f2 for 0.50 < f

<= 5.9 Hz 400/ f2 for 5.90 < f
< =20 Hz
1 for f > 20
For Lateral Mode F(f)= 0.80 x f2 for 0.50 < f
<= 5.4 Hz
650/ f2 for 5.40 < f < =26 Hz

1 for f > 26

116
 SPERLING RIDE INDEX

Value of RI generally vary from 1 to 5.

Interpretation of RI for riding is as under
:
R.I. Interpretation
1.0 Very good
1.5 Almost very good
2.0 Good
2.5 Almost good
3.0 Satisfactory
3.5 Just satisfactory
4.0 Tolerable
117
4.5 Not tolerable
5.0 Dangerous in service
SPERLING RIDE INDEX (TM-
109)
Track Standards (3 criteria Committee; source TM-109)
rd

Criteria Committee has recommended Ride Index values for

different rolling stocks in use on IR which is as under :

Acceleration
Ride Index
Stock Lateral Vertical
Preferable Limiting Preferable Limiting Preferable Limiting
Coaches 3.25 3.50 0.30 g 0.35 g 0.30 g 0.35 g
EMU & DMU 3.25 4.00 0.30 g 0.35 g 0.30 g 0.35 g

Locomotives 3.75 4.00 0.35 g 0.35 g 0.30 g 0.35 g

Wagons 4.25 4.50 Not specified Not specified
Break down
4.25 4.50 - 0.5 g - 0.5 g
crane
Departmental
4.25 4.50 0.55 g 0.6 g 0.55 g 0.6 g
vehicles
 TYPICAL OUT PUT OF OMS IN MODE 3
04,11,88 Date (DD/MM/YR)
12.56.16 Time (Hr/Min/Sec) 24 hr format
 
1251 0000 K Starting location in KM
0100 0.15 0.15 G Max. speed, V accn. limit, L
accn limit
2.50 2.50 R Max. V RI limit and L RI limit
 
1251 0092 K Location in KM, Distance
from last KM
102 0.16 0.04 G Speed, Vert. accn., Lat.
accn. in ’g’
1251 0320 K
089 0.19 0.07 G
1251 0917 K
095 0.06 0.17 G
1251 Km switch pressed
092 Average speed during last KM
01 2.93 2.33 R Block No., Vert. RI , Lat.
RI
119
02 2.91 2.63 R
03 3.14 2.54 R
 IMPORTANT POINTS FOR USING
OMS
In addition to track geometry, ride
quality depends
on
• Speed of the vehicle
• Vehicle Characteristics
To eliminate above effects, successive
recordings should be done preferably
using same coach with same train in
same direction (up or down) of
movement.
 Trained operator should be used for
120
recording
 ADVANTAGES OF OMS

 No need for special train running and

separate path for recording.
 Digital out put gives location of
isolated acceleration peak thus helps
in easier identification of track defect
at site.
 Data stored in OMS : Can be
integrated with TMS.
 Gives RI which is indicator of

121
combined effect of track geometry
 OSCILLOGRAPH CAR
Run by research/Mechanical directorate of RDSO
Runs at max sectional speed of section with
dedicated power as a special train..
Main transducer is accelerometer
 For track monitoring runs, accelerations at loco
cab floor near bogie pivot are monitored.
 Parameters recorded in run are :
Vertical acceleration, Lateral acceleration,
Primary spring deflection (left and right),
Bogie rotation
 Accelerations are in the form of analog chart
called accelerogram.
122
 THRESHOLD VALUE OF
ACCELERATION
As per para 616(b) of IRPWM, values are
as under
Vertical Lateral
For all locos at loco 0.20 g -----
floor
For diesel & electric ---- 0.20 g
Locos , with double
stage suspension
For other locos with ----- 0.30 g
single stage
suspension
On passenger coach 0.15 g 0.15 g
floor
123
 STATEMENT ‘A’
OCILLOGRAPH RESULTS (Para 616)
Total length of Section: 232 Kms Section : BPQ-KZJ
Length recorded : 185 Kms Loco No……….
Date of recording : 22nd March 1982 Type of Loco………..
Station Yards (Peaks above Threshold values)
Sl. No. Name of Yard Speed in Vertical Lateral Remarks
and Location Kmph Acceleration Acceleration
1 SPUR 100 - 0.26
FP-2
2 MCI 100 0.22 -
TP-1 100 0.22
TP-2
3 PPZ 100 0.20 -
FP-1 105 0.20 -
FP-2
4 BGSF 110 - 0.22
324/10-11
5 OPL 100 0.26 -
343/5-6
6 HSP 100 0.20
TP-1
 STATEMENT ‘B’
Date of recording: 22nd March 1982 Section : BPQ-KZJ(Km 367-135)
Loco No………. Length recorded : 185 Kms
Type of Loco……….. Total Length: 232 Kms

Oscillograph Results in Places other than Station Yards

Isolated Locations (Peaks above Threshold value)
Sl. No. Location Speed in Vertical Lateral Remarks
Kmph Acceleration Acceleration
1 146/1-2 100 - 0.28 Curve
2 148/15-16 110 - 0.28 Br.
3 149/7-8 110 0.28 -
4 149/7-8 110 0.35 - Br.
5 151/8-9 110 - 0.24
6 151/8-9 110 - 0.22
7 151/11-12 105 - 0.24
8 160/7-8 110 - 0.22 Curve
9 164/9-10 110 0.24 -
10 168/1-2 100 And so on 0.30
 STATEMENT ‘C’
Date of recording: 22nd March 1982 Section : BPQ-KZJ(Km 367-Km135)
Loco No………. Length recorded : 185 Kms
Type of Loco……….. Total Length: 232 Kms

OSCILLOGRAPH RESULTS
Active Continuous Stretches
Sl. Kms Distanc Speed Active Total Maximum No. of No. of Remarks
No e in in in No. of Value peaks peaks
. From To Kms. Kmph Mode peaks between above
above 0.20g & 0.25 g
0.20 g 0.30g

Nil

Note- If there are on an average more than 10 peaks

above the threshold value per km, the length may
 Frequency of Track Recording Car Run

G
d

g
u
o

e
a

a
Br

a) Shatabdi Route (NDLS-BPL) Once in two months

b) Rajdhani Routes with speeds Once in 3 months
120-130 Kmph
c) Other ‘A’ and ‘B’ Group routes Once in 4 months
d) ‘C’ and ‘D’ Group routes Once in 6 months
e) ‘E’ routes Once in a year or at
the discretion of Rly

Ref:Para 606,IRPWM, CRS’s Letter No. 374 dated 20.5.1988

128
 Frequency of Oscillograph Car Run
[ Ref: IRPWM 615 (3) CS no. 107]

a) On Rajdhani routes
 Once in 6 months on Group A routes for
riding quality of track distinct from actual
track geometry at maximum sanctioned
speed

129
 Frequency of OMS - Para 618 of IRPWM

Broad Gauge
a) Routes having speed above Once in every month
100 Kmph
b) Other routes Once in 2 months

Metre Gauge
a) Routes having speed above Once in every month
75 Kmph
b) Other routes Once in 2 months

Ref : Railway Board’s Letter No. 91/Track-III/TM/26 dated

14.02.1992
130
 Recording Speed

a) Track Recording Car (RDSO Instructions)

i. Phase I Cars 50 Kmph-100 Kmph

(7973,7975 & 803)
ii. Phase II & III cars 35 Kmph to 110 Kmph
(225 & 2500)

b) Oscillograph Car : [IRPWM 615 (3)]

Recording is done at the maximum sectional speed.

131 Ref: Railway Board’s letter No. 91/Track-III/TM/26 dated 14/02/1992

 4. Recording Speed

c) OMS

B.G. – ‘A’ Route 75 Kmph & above

-- ‘ B’ routes 65 Kmph & above
-- Other routes 75% of max. perm. speed or
60 Kmph which ever is less
M.G.– ‘Q’ Route 60 Kmph & above
-- ‘Other MG routes 55 Kmph & above

132 Ref: Railway Board’s letter No. 91/Track-III/TM/26 dated 14/02/1992

 Railway Board’s instructions regarding
running of Track Monitoring Cars
Ref : 1. Para 609, 610 of IRPWM
2. Rly. Bd’s letter No. 90/Track-III/Tk/72 dated 09/07/1990
3. Rly. Bd’s letter No. 92/Chg-II/34/TRC dated 15.10.92
4. Rly. Bd’s letter No. 92/Chg-II/34/TRC dated 24.02.93

i) Programme of TRCs to reach RLys at least 2

weeks in advance.
ii) Arrangement of suitable power/path from optg
to be done by the engg branch of the zonal
railways.
iii) AEN & PWIs of the originating and halting
stations are responsible for proper placement,
watering, charging and other assistance to
133 RDSO Special.
 Railway Board’s instructions
regarding running of Track
Monitoring Cars
v) The monitoring special shall be accompanied by the
following officers from the Railway and Division –
a) Group ‘A’ route:
Railway – The territorial HOD or any other
SAG/JAG officer nominated by
CE/CTE
Division – Sectional Sr.DEN/DEN, AEN & PWI
b) Other than Group ‘A’ route:
Railway – A officer from track modernization
cell not below the rank
of SS/JA Grade
Division – Sectional Sr.DEN/DEN, AEN & PWI
vi)
134
One nominated Sr. DEN/DEN at Divisional
Headquarters shall ensure that there is proper liaison
 Railway Board’s instructions regarding
running of Track Monitoring Cars… Contd..
vii) Any special requirement as indicated by RDSO
should also be taken care of by the railway /
division.
viii)The operating staff at the starting/halting station
shall ensure the following:
a) The TRC is properly attached as the last
vehicle with window trailing.
b) The TRC is placed on level track adjacent to
the platform line at least one hour before the
scheduled departure for calibration of the
TRC.
c) Rough shunting of TRC is not permitted. At
the starting and destination stations, the
135
TRCs should only be placed in the saloon
 Actions to be taken in event of non-
running of TRC/Oscillograph Car on
Rajdhani Routee
1. CRS/Eastern Circle’s letter No. 549 dated
08/07/1980
2.CRS/Western Circle’s letter No. 30-5/20/886 dated
05/08/1980
3. CRS/Central Circle’s letter No. 374 dated
20/05/1988

A. Track Recording Car

i)fails to run the TRC with in 3 months of the
date of the last run. Locomotive inspection on
Rajdhani Express by J.A. Grade officer
136
nominated by CE/CTE. A monitoring report
 running of TRC/Oscillograph Car on
Rajdhani Route
A. Track Recording Car (contd..)
ii) fails for the 4th month, the above procedure to
be followed for the 5th month except that the
monitoring on the foot-plate of Rajdhani
Express should be done by Addl. CE instead of
J.A. Grade Officer.
iii) fails for the 5th month, the above procedure to
be followed except that track monitoring on
the locomotive, of the Rajdhani Express should
be done by the CTE.
iv) In the event of the TRC not being run with in 6
137 months of the date of the last run, the speed
Development Of Track Recording Cars

(VII) High Speed TRC (Under Commissioning )

 Wider Speed Band Of Recording - 20 To 200 Kmph
 Laser Based Contact-less Sensors for Measurement of
Lateral Track Geometry
 Simultaneous Storage Of Processed, Raw Data And
Profile / Chord Data
 Recording Of Curvature And Vehicle Ride Parameters
 Recording Of Rail Corrugation, Cupped And Misaligned
Welds
 Both Analogue And Digital Output
 Synchronization With Route Data Information

140
Revision of Chord for Measurement of
Track Geometry
Fixing Chord Length
 The vehicle accelerations mainly depends on
 Frequency response of the vehicle
 Speed of the Vehicle
 Wavelength of the Track Irregularity
 The above parameters are mathematically related with
following simple relationship
V = f x λ Where
V = Speed of vehicle in Meter/Second
λ = Wavelength of Track Irregularity in
Meters
f = Input frequency in Hz.
 Fixing New Chords
Transfer Function of Chord
 A Mid Chord measurement system vitiates the measurement of
actual track irregularity according to the transfer function of the
system.
 The transfer function depends on the chord length selected for
measurement and wavelength of irregularity.
 For pure sine wave irregularity the transfer function is calculated
by the following relationship.
H(λ) = 1-cos ((π x L)/ λ)
Where:
H(λ) = Transfer function
L = Chord Length selected for Measurement in meters
λ = Wavelength of irregularity in meters
 Fixing New Chords
 Present Chords/Bases

S.N. Parameter Short Chord Long Chord

1 Unevenness 3.6 m 9.6 m
2 Alignment 7.2 m 9.6 m
3 Twist 3.6 m 4.8 m

 Short Chord for unevenness was fixed in 1964 on the basis of c/c
distance of wheel base of TRC and for alignment in 1969.
 Long Chord for unevenness was fixed in 1978 at the time of
introduction of inertial principle of track recording and for
alignment in 1985 at he time introduction of microprocessor
based TRCs.
 Short base for Twist was fixed in 1978 and long Base in 1985
 Fixing New Chords
Need for Revision of Chords

 Improvement in suspension system of rolling stock
 Introduction of New rolling stock having better suspension
system
 Improvement in Track Structure
 Increase in speed potential of Track
 Change in measuring principle from Mid Chord offset
method to Inertial Principle
 Introduction of mechanized maintenance of track. Chord
used in track machines varies from 14.65 to 18.4 meter
 Fixing New Chords
•New Chords approved by Railway
Board
S.N. Parameter Short Long Chord
Chord
1 Unevenness 9.0 m 18.0 m
2 Alignment 9.0 m 15.0 m
3 Twist 3.0 m 15.0 m
Criteria used in revision of chord
 Identification of critical wavelength at various speed on
the basis of natural frequency of different rolling stocks.
 Calculation of transfer function for critical wavelengths on
different chords at various speeds.
 Selection of relevant chord having transfer function in the
range of 0.8 to 1.2.
THANK
YOU