Rail Grinding Machine Manual PDF

CHAPTER 5 SPECIAL PURPOSE MACHINES 501 Rail Grinding Machine (RGM) - Rail Grinding is done to re-profile the railhead taking into consideration the profile of the wheel for optimisation of the rail wheel contact band and thereby making rail wheel interact...

CHAPTER 5 SPECIAL PURPOSE MACHINES 501 Rail Grinding Machine (RGM) - Rail Grinding is done to re-profile the railhead taking into consideration the profile of the wheel for optimisation of the rail wheel contact band and thereby making rail wheel interaction favourable. This is expected to increase the life of the rail and the wheel, apart from reducing the rate of generation of defects in the rails. Indian Railway is using 72 stone grinder of RGI Series of Loram, USA Make grinding machine. (1) Purpose of Rail Grinding (a) Rail grinding reduces the contact stresses and maintains favourable steering of the wheels. This will result in reduction in wear & tear and damage to the rail and wheel surfaces. (b) Rail grinding shifts the contact of majority of the wheels from the area with surface defects on the rail, thus avoiding further growth of defects. (c) Rail grinding avoids the contact of tread of wheel on misaligned welds, thus resulting in reduction in hunting on straight track and avoiding consequent damage. (d) Rail grinding helps to control the damage due to rolling contact fatigue and removes the cracks in the initial stages of their development, thus avoiding their further growth deeper in the rail; thereby reducing rail/weld failures. The cracks will not be allowed to reach the stage of high growth and will be ground in initial stages when their growth is slow. (e) Rail grinding removes the corrugations and other irregularities from the rail top resulting in better riding quality. (f) Wheel radius is flatter than the rail radius of new rails. With the passage of traffic, the rail radius tends target flattened increasing the width of the contact band, which is not desirable. This causes hunting and damage to the rail surface. Rail grinding will restore the rail crown radius, thus reducing this damage. (g) Rail grinding removes the white martensitic layer on rail top, which is the cause for development of cracks due to its brittle nature. (h) Due to difference in hardness of rail and heat affected zone (HAZ) near welds, dip formation starts in the vicinity of the weld due to differential wear. This weld dip also promotes rolling contact fatigue (RCF) in various forms and also causes squat formation. This dip formation will be avoided by regular rail grinding. (i) Rail grinding helps in reduction of wear due to reduced contact stresses by adoption of engineered rail profiles. 155  (j) Where other surface defects such as wheel burns, scabs, low or high welds etc. exist on rail, rail grinding helps to taper down the defects after each grinding pass so as to reduce the damage due to these defects. (2) Advantages of Rail Grinding - The advantages that will accrue by rail grinding can be summarized as given below: (a) Increased life of rail and wheel: There is appreciable increase in life of the rails after rail grinding. The life of the wheels is also reported to increase by grinding of rails. (b) Improved reliability of assets: The defect generation rate of rails is reported to reduce to one-fourth on some of the railway systems. Reduction in failures will lead to increased safety and reliability of train operations. (c) Less tractive resistance due to lesser impact & therefore be saving in fuel consumption. (d) Improved reliability of USFD testing: Due to smooth and cleaner rail surface, the reliability of USFD testing will improve. (e) Reduced track geometry deterioration: The track geometry will retain for longer period and the requirement of tamping of the track should come down. (f) Reduced degradation of ballast: Due to lesser impact, the degradation rate of ballast will come down. This should result in reduction in the frequency of deep screening of track. (g) Less noise: The noise level goes down after rail grinding. (h) Reduced derailment proneness: The overall improvement in rail wheel interaction will result in better safety performance. 502 Important Assemblies of RGM (1) Components of RGM – RGM consists of a formation of 6 vehicles, which moves as a train composition and is shown in Fig 5.1. The major components of RGM are explained below: (a) Front Control car (FCC)-1 No. (b) Grind cars-3 Nos. (c) Water wagon-1 No. (d) Camp coach cum Rear control car (RCC)–1No. Fig. 5.1 (a) Front Control Car (FCC) – This is air-conditioned cab provided for both driving and grinding operations. For all grinding operations, the machine is 156  having 2 touch screen consoles known as HMI (Human Machine Interface) consoles. These consoles are used for various settings, selection of patterns, viewing machine working etc. Hydraulic and pneumatic system diagnostic mode is also available. There are two CCD cameras with one monitoring FCC showing the view of the track in front as well as the in rear of RGM formation. All driving and braking levers, gauges and switches are available on the front desk. Important dimensions of FCC are given in Annexure 5.1. The components of Front Control Car Fig 5.2 below: Fig. 5.2 (b) Grind Car – The components of grind car are given in Fig 5.4 below: The dimensions of grind car are given in Annexure 5.1 (i) There are three grind cars and each grinding car consists of two grind carriages and each carriage is having 12 grinding motors – six on each side. (ii) The grind carriages known as buggies are provided with separate wheels and the buggies are kept in raised and locked position during idle running of the machine. (iii) The grinding motors can be positioned in up or down condition when the buggies are down and running on the track. (iv) During the working mode, the grinding motors are raised only in case of obstruction while the buggies keep running on track. 157  Fig. 5.3 (c) Water Tank Wagon (i) Water tank wagon is attached to Rail Grinding Machine to ensure sufficient availability of water to take care of fire hazards. Wooden sleepers in track, dry grasses in track/on cess are susceptible to catch fire due to heavy sparks generated during grinding operation. Water is sprinkled through ‘Tie (sleeper area) Sprays’ and ‘Ditch (cess area) Sprays’ provided on both front and rear of extreme grinding cars. Water sprinkling is done using the spray in advance of the grinding operation to wet the sleepers and cess to prevent fire. (ii) The machine is equipped with 30 HP pump, water cannons, fire hoses, fire extinguishers and fire detection system to take care of fire hazards. Total water storage available on the machine is 75,000 litres (FCC – 20,000 litres + Water wagon – 55,000 litres). (d) Camp coach cum rear control car (RCC) – The camp coach is having driving controls and is also known as Rear Control Car or RCC. Cameras are mounted on RCC overlooking the track in the rear and this image is also displayed on a monitor in FCC. This helps in sequencing the motors up and down as well as looking for any obstructions on the rear side of the train while carrying out grinding in reverse direction. 158  Fig. 5.4 (2) Rail Corrugation Analyzer (RCA) – It is mounted on front axle of rear bogie of FCC. This measures the rail corrugation during running of the machine and gives an idea of the level of corrugations present in the track to facilitate the decision of depth of cut. (3) Obstacle Detection System – It gives a warning to the SSE/JE/TM in case of any obstruction found in the track. The SSE/JE/TM can take appropriate action on getting a signal. (4) Rail Profile Measurement System (Optical) – The machine is having two laser based rail profile measurement systems to measure the railhead profile before and after the grinding. These measuring systems are mounted at appropriate locations in FCC and water wagon. (5) Dust Collection System – It is provided in the machine to suck the iron particles generated during grinding and to store them in a chamber so that the iron filings are not scattered along the track and also do not foul the environment. Iron filings are harmful for human beings and are also likely to cause damage to eyes. The dust collection chambers can be emptied as per convenience after the grinding run. (6) Brake System - Following brake systems are provided on RGM Machines: (a) Indirect Brake – This brake is applied on machine with coupled camping coach/wagon automatically when air pressure of BP line releases through valve A9 or drops. (b) Direct Brake – This brake is directly applied on all rolling stock attached with this machine. It is used for low speed braking. (c) Emergency/DumpBrake – This is applied directly on the each rolling stock of the machine in the case of emergency for immediate stopping. (d) Parking Brake – Hand operated brake systems are provided on each of the grinding cars for stabling. 503 Grinding Strategy (1) Strategy – The metal removal during the process of grinding and the frequency of grinding is decided with a purpose to control Rolling Contact Fatigue. 159 (2) Corrective Grinding – Grinding done for complete removal of corrugations and surface defects in one cycle (with required number of passes in same or continuous blocks) to achieve the engineered rail profile is called corrective grinding. (3) Preventive Grinding – Grinding done in the initial stages of defect generation is called preventive grinding. In preventive grinding, the grinding is done more frequently but the amount of metal removed during each cycle is much less as compared to corrective grinding. Preventive grinding is considered to be a better approach since the grinding can be done in a single pass at higher speed and the head hardened layer on the rail top is not removed. (4) Preventive-Gradual Grinding – On Indian railway the surface defects, in the sections identified for rail grinding have passed the stage of preventive grinding. Corrective grinding on IR is not desirable on account of issue of blocks and likelihood ofremoval of head hardened layer. Thus, the strategy of Preventive- gradual grinding has been adopted wherein metal removal to be done is more than that required in case of preventive grinding but less than that required for corrective grinding. The stage of preventive grindingis expected to be achieved on IR, after 3 to 4 cycles of grinding. (5) Target Rail Profiles – Target rail profiles are the rail profiles to be achieved after rail grinding and are designed to produce minimum contact stresses during rail wheel interaction. Nature of Rail Wheel interaction is different on straight track as compared to curved track. It is different on mild curves and on sharp curves, for high rail and for low rail of a curve. The target rail profiles to be achieved by grinding are therefore different for each of these locations and are designed to produce least stresses during rail wheel interaction. (6) Patterns – Grinding stones are positioned across the railhead to achieve a particular pattern for removal of metal. The position of a stone is characterized by the angle of the rotation axisof the stone from the vertical. Thus, depending upon the angle, the location of the grindingby each of the stone on the railhead will vary. Power of grinding motor can also be controlled. A pattern will be defined by angle and power of each of the motors working on the railhead. For grinding at different locations, it is required to selectone of the designed grinding patterns to achieve the target rail profile in one or more passes. Different patterns may be used for left and right rail of the same track. Metal removal from the railhead will depend upon the following factors: (a) The number of grinding stones working on a rail. (b) The power of the motors. (c) Speed of grinding. (d) Number of passes. (e) Hardness of the rail. (f) Characteristics of grinding stones (depending on specifications of the manufacturer). 160  (g) Position of the grinding stones (angle of axis of rotation of the stone). (7) Grind Data Management System (GDMS) – The Grind Data Management System is an integrated automatic data acquisition, data management, quality control, reporting, and planning tool for Rail Grinding. GDMS is software-based system, which is fed with track data, different pre-decided patterns and proposed target profiles for different track geometry and structure. It uses these details to suggest patterns to be followed for grinding at different locations. It uses laser based rail profile management system available in the front as well as on the rear of the grinding machine to record the pre and post grinding rail profile. By taking a measuring run in advance, GDMS is having the facility of recommending one of the pre-fed patterns to get target rail profile from the existing rail profile. After measuring the existing rail profile and choosingthe target rail profile, GDMS recommends patterns and speed to get the most efficient results. (8) Grind Quality Index (GQI) – The postgrinding profile achieved is compared with the target rail profile by GDMS and an index known as GQI (Grind Quality Index) is displayed during the run. GQI gives an idea about variation from the target rail profile. GQI value of 100 means that we have achieved the target profile within the specified tolerances. A lower value indicates the deviation. GQI value of 80 or above can be considered acceptable. 504 Capability of RGM (1) RGI series is high productivity grinding machine consisting of 72 stones, i.e. 36 stones each for the left rail as well as right rail. (2) Rotation of each is done by an independent electric motor of 30 HP. The speed of rotation is 3600 RPM. Each motor can be independently tilted at a desired angle from +70o (towards gauge face side) to -30o (towards field side). This angle is measured from the vertical. (3) The machine is capable of grinding of plain as well curved track, track in tunnels, track on bridges, glued joints and fish plated joints. Machine can work on curves up to 10o and for track with gradients up to 3%. Check rails provided on curves, if any, are required to be removed, prior to the grinding. There is no need to remove the bridge guard rails. Level crossings, points & crossings, SEJs and axle counters create obstructions and are to be skipped by raising the grinding stones, while these features are encountered. It has also been observed that joggled fish plates provided on outer rail of sharp curves also create an obstruction and should be removed before grinding, as far as possible, to avoid grinding of the fish plate and resultant excessive wear to the grinding stone. (4) The machine works in traffic block. However, no power block is required. Grinding can be done in either direction without the need for reversing the machine. (5) The machine is capable of running while grinding, at a speed ranging from 2.4 kmph to 24 kmph, depending upon the quantity of metal to be removed. Generally, the speed is kept between 8 and 20 kmph during grinding. 161  (6) The maximum cutting depth in each pass is around 0.15 mm at the working speed of 15 Kmph and around 0.22 mm at the working speed of 10 kmph. 505 Working Parameters of RGM (1) General – Indian Railways is initially doing preventive gradual grinding on the basis of target profileto be achieved, grind patterns and grinding frequency suggested by Loram in consultation with National Research Council, Centre for Surface Transportation Technology, Canada (NRC). After gaining experience, Indian railway should decide to shift to preventive grinding and modify target profile, patterns and grinding frequency accordingly, as required. (2) Target Profile – NRC has designed four target rail profiles for Indian Railways as shown in fig 5.5 below. These are namely: (a) Contact Point Central (CPC). (b) Contact Point Field (CPF). (c) High Rail Sharp (HRS). (d) High Rail Mild (HRM). (3) Rail Wheel Contact Points – CPC and CPF are one-point contact and HRS and HRM are two-point contacts on railhead as shown in the figure below. In CPF profile, the contact of the wheel on the rail will shift towards the field side (cess side) while in CPC the wheel will make the contact with the rail in the centre. CPC AND CPF HRM RAIL PROFILE HRS RAIL PROFILE 8.7° CONTACT ANGLE 5.5° CONTACT ANGLE 8.7° 5.5° 0.4 MM GAUGE 0.21 MM GAUGE CPC CORNER GAP 0.0° CORNER GAP 8mm 0.0° 35° CONTACT 48° CONTACT ANGLE ANGLE 35° 48° CPF Fig. 5.5 (4) Selection of Target Profile – For selecting the target rail profile, a curve more than 1.25 degree is called a sharp curve. The suggested profile for different track locations are tabulated below: Table 5.1(Target Rail Profile) Location Line/Curve Rail Section Grinding Template/Profiles Tangent (straight track) UP 60 Kg CPF Tangent (straight track) DN 60 Kg CPC Tangent (with hunting) UP/DN 60 Kg CPF 162  Tangent (single line) Single 60 Kg CPF/CPC (alternate CPC and CPF) High sharp > 1.25o 60 Kg/52 Kg HRS High mild ≤ 1.25o 60 Kg/52 Kg HRM Low sharp ≤ 1.25o 60 Kg CPF o Low mild > 1.25 60 Kg CPC Tangent UP/DN 52 Kg CPC Low sharp and mild UP/DN 52 Kg CPC For the straight track, 2 profiles have been designed. CPC would be used on ‘Down’ track and CPF will be used for ‘UP’ track. The idea is to have half of the straight track with CPC and the balance with CPF. In case of long stretches of single line track, half of it will be demarcated for CPC and the other half for CPF. (5) Grind Patterns – Loram in consultation with NRC Canada has designed 49 patterns for Indian Railways for grinding. Since the target rail profile changes from straight to a curved track and will also be different for the high rail and the low rail of curved track, the pattern to be selected will also be different for all such situations. The patterns are shown in Annexure 5.2. Only one pass is generally done for straight track and 3 passes are done for curved track. 3 passes on curved track are done in the same block by stopping the machine after first pass, doing second pass by running the machine in reverse direction, again stopping the machine after second pass on curve followed by third pass in normal direction. For the first pass on curves, pattern suggested by Loramis used. The pattern for second and third grinding passes on curves is suggested by GDMS from the list of patterns on the basis of profile achieved after first grinding pass and known target profile. Target profile is known to machine on the basis of track data with detail of tangent, curve, starting and end of curve etc. fed in GDMS in advance. The patterns suggested in Annexure 5.2 are only for first cycle of grinding on the section. For subsequent cycles of grinding, the patterns are required to be revised. (6) Grind Cycle – The grind cycle suggested by M/s Loram for preventive-gradual grinding is as below Table 5.2 Cumulative Track Classification GMT in the section from Tangent start of (Straight) grinding Cycle # Track Mild Curves Sharp Curves Test Sites 0 Grind 1 Single Pass at 3 passes at 18 3 passes at 18 Monitor 15 kmph kmph kmph Profile 25 Grind 2 Single Pass at 3 passes at 18 3 passes at 18 Monitor (Approx) 15 kmph kmph kmph Profile and RCF 163  75 Grind 3 Single Pass at 3 passes at 18 3 passes at 18 Monitor (Approx) 15 kmph kmph kmph Profile and RCF 125 & so on Grind 4 Single Pass at 3 passes at 18 3 passes at 18 Monitor (Approx) & so on 15 kmph kmph kmph Profile and RCF The grind cycle may vary for some special sections like KK line, for which separate guidelines will be issued by RDSO. Where more than one pass is required (generally on curves), speed and patterns for the second and the third pass will be as suggested by GDMS software. 506 Monitoring Equipment for Grind Quality (1) MINIPROF – MINIPROF is an equipment to measure the profile of the railhead to the accuracy of 0.054 mm. This is contact type rail profile measuring system. The MINIPROF data is useful for knowing the wear of rail due to traffic and wear of the rail due to grinding. It is also used to compare the post grind profile to the target profile to assess the appropriateness of the grinding parameters. (2) Bar Gauge – This is a hand held instrument used for measuring of profile of the railhead. Four templates are attached to this gauge for 4 target profiles, namely CPC, CPF, HRS and HRM. Deviation of existing profile from target profile is quickly known by putting one of the templates over the railhead and then using taper gauge to measure the gaps. The tolerances to the template are given in table 5.3. Table 5.3 Tolerances to Templates Template Lower Gauge Mid Gauge Field (oo) mm Far Field >oo Corner (+600 to 0 Corner (+60 to Mm +160) in mm +60) in mm HS +0 to -0.6 +0 to -0.6 +0.3 to -0.3 +0.3 to -0.3 HM +0 to -0.6 +0 to -0.6 +0.3 to -0.3 +0.3 to -0.3 LS-CPF +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 LM-CPC +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 T-CPC +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 T-CPF +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 +0.3 to -0.3 (3) Star Gauge – This gauge is in the form of template having five different rail top radii. This instrument is used to make a quick check to compare the actual radius of the rail top, before and after grinding operation. (4) Digital Inclinometer – This is used to know the angle of grinding stone at a particular point on the rail surface. By simply keeping the instrument at a particular location, the angle will be known in digital form. (5) Surface Roughness Measuring Gauge – Roughness after grinding is high. This gauge measures the roughness of rail. Roughness after grinding should be within acceptable limits (less than 12 micron). 164  (6) Rail Hardness – The grinding should not cut the head hardened layer from rail top completely. This will increase wear rate after grinding. This instrument is used to measure hardness before and after grinding. 507 Working of RGM (1) Feeding of Track Data- (a) The track, prior to grinding, is surveyed and track data fed in anexcel sheet, as per proforma enclosed at Annexure 5.3, and e-mailed to RDSO. (b) The formatting of field data to GDMS format for use in RGM is done by RDSO. (2) Patterns and target profiles are pre-fed in the machine. Thesecan be modified, if required. (3) Pattern for first pass is as recommended by Loram. Curves require 3 passes during the same block. The pattern for second and third pass on curves is suggested by GDMS on the basis of Rail profile achieved after previous pass and final target rail profile (CPC/CPF/HRS/HRM) desired for the track geometry at that location. (4) RGM can work in either direction. Therefore, direction of machine is not required to be changed for second and third pass in curves. (5) Since lot of sparks are generated during grinding and there is fire hazard associated with grinding, due precautions should be taken in this regard. 508 Quality Inspection of Grinding - It is essential to monitor quality of grinding. Following methods are used for assessing the benefit of grinding and grind quality achieved. (1) Test Site Monitoring – A typical test site is represented in the Fig 5.6 below. It consists of stretch of track covering three sleeper spacings divided into three parts – first for measuring rail profile by MINIPROF (Marked as MP), second for taking surface photographs and the third for doing Dye Penetration Test and taking DPT photographs. DYE PENETRATION SURFACE PHOTOGRAPHS MP Fig. 5.6 165 (a) Test Site – Each test site is selected so as to be representative of 20 or 50 km length of track. Inter-distance of the test sites will depend on the variation in the features in that section as explained below, along with some more requirements of test site: (i) Separate test sites should be chosen for different track structures (52 kg/60kg. (ii) For any major change in gradient or formation structure, separate test site should be selected, (iii) Typically one SSE/P.Way section should have minimum one test site each for mild curve, sharp curve and tangent track. (iv) Test site should be accessible by road for ease of taking measurements. (v) The rail of the test site should not be due for renewal in next 3-4 years. (vi) It should be away from signals, level crossing, yards, bridges etc. so that it is on a stretch on which traffic normally moves at normal speed of the section. (b) Measurement by MINIPROF – The first portion of the test site is marked as ‘MP’ and an arrow is painted here. This is the location where rail profile will be measured every time before and after the grinding. The closer is the achieved profile of the rail to the target profile after grinding; the more will be the benefits accruing from it. It is essential to monitor the deviation of the post grinding profile with the target profile. This will also help in making a decision on the choice of the pattern for the future grindings. (c) Monitoring Contact Band – The location of contact of the wheel on the rail should change after the grinding. The rail-wheel contact band indicates this. Most of the wheels should make a contact on rail in a desired width on the railhead. Therefore, a clear change in contact band location and size shouldbe visible after the grinding. The contact band is to be monitored in curve and on straight track before and after grinding. Identification of contact band on railhead is done by spraying paint or making chalk marks on rail surface and allow a freight train pass over it. This will manifest in a form of erasing of the paint or chalk covered area in a band like formation. Details of location, date, width of contact band, distance from gauge face etc. Shouldbe written and a photograph showing contact band and details written on rail foot is taken for record. (d) Dye Penetration Test – At the second portion of the test site, dye penetration test is done, so that the damage on the rail surface including the cracks will become prominent. Dye penetration test is carried out before and after grinding. Extent of reduction in number and length of cracks indicates the efficacy of the grinding. 166  (1) Other Quality Checks (a) Monitoring Rail Surface Finish – The condition of the rail top after grinding gives a lot of clues about the quality of grinding. A good finish should have regular grind marks of the grinding stones (these are known as facets) with silver finish. A bad finish will have irregular marks or skipped grinding at regular interval or blue colour on rails at certain locations (known as blueing defect) or irregular facet width etc. The facet width (the width of the marks left by grinding wheels) should be about 10 mm in the centre of the rail and 4 mm at the corners. (b) Surface Roughness after Grinding – The rail surface should not become too rough after the grinding. The surface roughness level should not go beyond 12 microns after grinding. (c) GQI before & after Grinding – GQI stands for Grind Quality Index, which is a measure of the efficacy of the grinding with respect to the target rail profile. The GQI value 100 indicates that the target profile has been achieved fully. The lower the value, the more is the deviation from the target profile. During the run, GDMS screen displays GQI for both the rails before and after grinding separately. GQI of 80 and above is considered acceptable. (d) Crown radius – Crown radius of the railhead is measured before and after grinding by star gauge. The crown radius should be closer to 250 mm at centre of railhead after grinding. (e) Monitoring at RDSO – Performa enclosed as Annexure 5.4 is to be filled by field units and sent to RDSO every time before and after grinding. RDSO shall study the data received from different railways and decide on appropriate grinding parameters and grinding cycle. The proforma may be revised by RDSO, based on the experience gained. 509 Preparatory Works for Introduction of RGM (1) Arrange for proper stabling facilities for the machine at about every 50 km distance. (2) Identify the Railway Consumer Depots (RCDs) and plan for timely supply of diesel to the machine. (3) Make the arrangements for supply of water (75000 litres) to the machine. (4) Plan for the adequate traffic blocks for the working of the machine. (5) Arrange for all the equipment for taking the required measurements. (6) Collect the track data for feeding in GDMS software installed in the machine. (7) Note down chainages of the level crossings, SEJs, Points & Xings, Axle Counters, start and end of curves. Direction of track measurements for collecting details should be considered in the direction of increasing km, irrespective of direction of movement of traffic on that line. 167  (8) Find out history of the rail wear, surface damage on the rail, USFD defects, rail/weld failures etc. in the section where grinding is being done and study the changes in these parameters as the grinding is done. (9) Identify the stretches of the track which will be skipped during grinding like rails planned for renewal in next two years, e.g. rails having severe corrosion and liner bite corrosion etc. (10) Establish test sites. (11) Open a separate file for each test site in your section. 510 Pre-Block Activity Before Deploying RGM (1) Paint the sleeper prominently on either side of the SEJs, axle counter, points and crossings, level crossings and at the start and end of the curve for easy identification by the SSE/JE/TM while grinding. (2) Ensure effective communication between FCC, RCC and staff on the ground. (3) Counsel the staff and gatemen to keep everyone away from the machine during its working to avoid injury from flying sparks and iron dust. (4) Counsel the staff working on track as well as the RGM to use safety gadgets such as helmet, goggles, reflective jackets, shoes etc. during RGM working. (5) Measure the rail profile with MINIPROF, carry out DPT and take surface photographs at each test site before grinding (say around 15 days prior). Keep these details in the file chronological. (6) While filling diesel, ensure that diesel does not spill onto the rubberized spark guards, which may cause fire during grinding. 511 Operation During RGM Block (1) On the Track (a) Follow on a motor trolley behind the grinding machine and lookout for the fire in track or on cess and take necessary action. (b) Check for the quality of surface finish visually for any irregular grinding, blueing of the rail, skipped grinding etc. (c) See the facet (grinding marks band) width is about 4 mm at the corners and about 10 mm at the centre of the rail. (d) Check the surface roughness at bad locations and see that it is not exceeding 12 microns. (e) Check the profile at few places on straight and in curves after grinding with bar gauge and check how close or away are these from the target profile. See whether the profiles are within prescribed tolerances or not. (f) Check the rail crown radius with the star gauge, the desirable radius being about 250 mm. 168  (g) Check the contact band in straight and curve track at one or two locations before and after grinding using paint/chalk in every block in addition to test site. Take a photograph and keep for record. (h) See that the dust collection system is working properly. (i) Inform any irregularity noticed to the SSE/JE/TM, and get it rectified. (j) Ensure that a train with inflammable material is not allowed on adjacent track during the grinding operation, in case of double/multiple lines. (2) On the Machine (SSE/JE/TM) (a) Check whether the angles of motor, calibration of tachometer and calibration of Optical rail profile measuring device (KLD) has been done by the SSE/JE/TM as per the schedule. (b) Check the proper functioning of the water pump and water cannons etc. (c) Check that all the motors are working properly through the indication on HMI panel. (d) Make a chart in advance for the pattern to be selected during the first pass of the grinding. (e) Synchronize the chainage of the track on the machine before starting and during the working, as required. (f) Check that the patterns being selected by the SSE/JE/TM are correct. (g) See that the grinding speed is correct. (h) Check that the SSE/JE/TM sequences the motors up and down correctly and promptly at the location of obstructions. (i) Check whether the direction of the curve in GDMS software is same as existing on the ground. Do not use GDMS suggested patterns for the second and the third pass on the curve in case the direction is wrong as it may spoil the surface profile. Choose the pattern manually. (j) Make sure to remember to get the GDMS data corrected if the direction of curve is found to be wrong, so that the similar problem is not repeated during the next cycle. (k) See that the patterns are changed promptly by the SSE/JE/TM on entry and exit of the curves. (l) Check the GQI before and after grinding to check that there is improvement in GQI after grinding. (m) Learn the working of GDMS software including recommendation for the pattern and speed for the second and third pass on curves. (n) Check the pattern in use on the monitor, in real time. (o) Look for any alarm on HMI of the machine and see that the SSE/JE/TM takes corrective action promptly. 169  (p) While starting the grinding, the buggies should be lowered on straight track only to ensure that the buggy wheels sit properly on rails. In case of curve, due to different wheel base of the buggy as compared to the wagon, the wheels may go off the rail on lowering. For the same reason, the raising of the buggies is also done on straight track only. 512 Post Grinding Operation (1) Take rail profile after grinding not later than 15 days at the test sites. (2) Carryout DPT test at test site within 10–15 days after grinding and take a photograph. Keep in file. (3) Take a surface photo at test site within 10-15 days after grinding and keep in file. (4) Preserve the soft copies of MINIPROF measurements and photographs. (5) Superimpose the rail profiles before grinding and after grinding taken by MINIPROF on target rail profiles and analyze the results to calculate the metal cut and deviation from target profile. (6) Ensure safe disposal of the grind dust in a yard. 513 Utility Track Vehicle (1) General – It is a self-propelled 4-wheeler vehicle with crane used for loading and unloading and transportation of P.way materials like rail, sleeper and other heavy materials. It has the capability to attach and haul one BFR or similar railway wagon for holding the material. Sketch of UTV with main components can be seen in figure 5.7. CABIN CRANE ENGINE POWER TRANSMISSION Fig. 5.7 (2) Main Assemblies of UTV and their Functions (a) Cabin – Cabin is provided on one side only. The cabin has seating arrangement for staff. (b) Platform – Platform is the flat portion of the UTV, where material can be stacked. Loading and unloading of materials can be done either on the platform or on railway flat wagon attached with UTV. 170  (c) Crane – There are different models of UTVs. Some of the earlier models of UTV had mobile crane (crane with tyred wheels mounted on flat wagon) of capacity of 1.5 t at 7.5 m radius. Current models have fixed type of crane. It is installed on platform, having multi stage extension. Crane has its own power pack for its operation. The crane capacities of some machines are 1.5t at 7.5 m radius i.e. 11.25 tm while of others is 2 t at 7.5 m radius. It is further planned to increase the crane capacity for handling a set of stock and tongue rail (3 t at 7.5 m i.e. 22.5 tm). (d) Engine – The vehicle has one diesel-operated prime mover with water- cooled engine for the driving the vehicle and also for crane operation. (e) Power Transmission – Hydrodynamic power transmission system provided for transit driving and for working in the section. Both axles of vehicle are powered. (f) Brake System – Following brake system is provided on UTV Machine: (i) Direct Brake (service brake) – This brake is applied directly by hand operated valve (SA9) to all brake cylinders of both the axles through pneumatic relay (C2W) when machine is running. (ii) Indirect Brake for Coupled Coach/Wagon – Indirect brake (A9) is applied on both machine and coupled coaches/wagon in new machine. In old machine, this brake is applied separately for camping coach/wagon, in addition to machine brake. (iii) Parking Brake – Two spring loaded separate cylinders are mounted on both the wheels of one axle of the machine. This brake is applied automatically when air of these cylinders released or when air system pressure drops below 3.5 bar. (iv) Emergency Brake – This is applied directly on the machine in the case of emergency for immediate stopping. (v) Vacuum Brake – A separate power pack with own circuit is provided and applied when camping coach/wagon is having vacuum brake system. (3) Models of UTVs – Presently 7 models of UTV‘s of different manufacturers are working over Indian Railways. The sketch of each machines with dimensional detail is enclosed at Annexure-5.5 (a) UTV-502 with mobile cranes by Tamper Corporation, USA. (b) UTV with fixed crane (11.25 tm capacity) by Phooltas Tamper, India. (c) UTV with mobile crane (11.25 tm capacity) by Phooltas Tamper, India. (d) UTV with fixed crane (15 tm capacity) by Phooltas Harsco, India. (e) UTV by BEML India. (f) UTV by BHEL India. 171  (g) UTV by OEPL India. (h) UTV by Trident Engineering (11.25 tm). (i) UTV by SAN Engineering (11.25 tm). 514 Rail Borne Maintenance Vehicle (1) General – Indian Railway RBMV manufactured by Phooltas. This is an 8 wheelers vehicle designed for running at maximum speed of 105 kmph. This is designed to carry men, material and tools and plant to worksite for attention of track. Sketch of RBMV with main units are shown in Fig 5.8. The dimensional detail of RBMV in Indian Railways is given in Annexure 5.6 CABIN 2 DRIVER'S DRIVER'S FOR MATERIAL CABIN 1 CABIN 1 AIR CLEANER CRANE CABIN 2 FOR MEN RADIATOR CUSHIONED SEAT FOLDABLE TOOL BOX SIDE WALL ENGINE TRANSMISSION Fig.5.8 (2) Main Assemblies of RBMV and their Functions (a) Drive Cabin – One driving cabin each is provided at both ends of the vehicle for driving ineither direction. (b) Cabin for Men and Material – Two additional cabins are provided, one for keeping P. Way materials, tools and plant and other for crane operating cabin with staff seating arrangement. 12 Nos. of staff can be accommodated in the staff cabin. (c) Crane – One hydraulic pillar jib crane is installed on this vehicle in the middle of flat platform, having multi-stage extension. Crane has its own power pack for operation. Loading and unloading of materials is done on own platform as no BFR can be attached with RBMV. (d) Engine – The vehicle has two diesel engines, which are in under slung position; Cummins model No. NTA855R. Each engine drives one bogie through independent power transmission. (e) Power Transmission – RBMV has two hydrodynamic power transmission systems provided for driving as well as working in the section. These transmission systems are powered by independent prime movers giving power to each transmission gearbox. (f) Brake System – Following brake system are provided on RBMV Machine: 172  (i) Direct Brake (service brake) – This brake is applied by control lever SA9 on the both bogies of the machine through pneumatic relay C2W while running. (ii) Indirect Brake – This is indirect brake is applied on machine with coupled camping coach /wagon automatically through pneumatic relay C2W when air pressure of BP line releases through valve A9 or drops. (iii) Parking Brake – Two springs loaded separate cylinders are mounted on each bogie of machine. This brake is applied automatically when air of these cylinders released or when air system pressure drops below 3.5 bar. (iv) Emergency Brake – This is applied directly on the machine in the case of emergency for immediate stopping. (3) Salient Features of RBMV (a) It has payload capacity of 15 t. (b) It has space for carrying 2 rails of 13 m length of 60 kg or two sets of switch and stock rail assembly along with fittings. (c) One cabin to hold small track machines, tools and equipment, P.Way materials as listed for Mobile Maintenance Unit (MMU). (d) Seating arrangement (12) for officials accompanying RBMV in the other cabin. (e) Fitted with hydraulic crane for material handling with 1 t at 8 m lifting capacity. (f) Has diesel operated Portable generator of 5 KVA for general lighting, welding & other works. 515 Works required Before, During and After Deployment of UTVs and RBMVs (1) P.Way materials to be handled should be collected and stacked at locations within the reach of crane boom in advance. (2) Availability of material handling slings and other such attachments should be checked and ensured before going for the block. (3) Support posts in flat wagons with UTV’s /foldable side wall in RBMV’s which infringe in loading of material shall be lowered before starting material handling at site. (4) Centre line of rail piece to be handled shall be marked. (5) Longer rails shall be cut to pieces of less than 13 m length. (6) It should be ensured that the vehicle is stabilised and parking brakes are ON before operation of the crane. (7) The crane should not be used in strong wind blowing at more than 50 kmph. (8) The operator should have a clear view of the work area and ensure that no one is there within the operating radius of the crane. 173 (9) The stability of the crane vehicle should be constantly checked during the manoeuvres. (10) The operator should check the details of load to be lifted and the radius of operation as per the load distance diagram. (11) The operator should be careful while working near electric power cables. (12) The operator should never leave the machine unattended when boom is extended and the load is lifted from the ground. If it becomes unavoidable, he must manoeuvre the load to ground and turn-off the vehicle. (13) Loading/unloading and material handling should preferably be done to/from cess side of track. In case of handling material in between two tracks or beyond on adjacent running track side, proper track protection on adjacent track should be done. (14) Crane movement to infringing side shall be locked during working. (15) The single point slinging should be avoided to avoid risk of bending and damage to rail surface. The overhang should not be more than one half the distances between two lifting points. (16) Loading of rails and sleepers on BFR in UTV’s & on RBMV’s should normally be limited to 4 and 3 layers respectively. (17) The rails should be kept horizontal and straight while lifting/moving. (18) Support posts/foldable side wall if any shall be lifted up or rails shall be tied up with chain to secure rails after completion of loading, before movement. (19) Loading should be uniformly distributed and eccentric loading should be avoided. (20) Crane shall be handled carefully in the electrified territory and station yards. (21) The staff should not stand below the suspended load for their safety. (22) The staff should wear protective gloves and industrial shoes to minimise the risk of injury. (23) Items specific to UTVs (a) SSE/JE(P.Way) should work as guard on the machine. The guard along with the machine staff should be deputed on the BRN for safety when the machine moves towards the crane side with an attached BRN. (b) The flat wagon should have a valid BPC for the movement. (c) BRN should be provided with detachable hand brake operating lever. (24) Items specific to RBMVs (a) All tools and plants as prescribed for Mobile Maintenance Unit (MMU) should be available in working order. (b) Pay Load should not be more than 15 t. The staff should wear distinctive colour helmets and clothing for easy identification by crane and machine drivers to avoid accidents. 174  Annexure 5.1 Important Features/Dimensions of RGI Control Car RGI CONTROL CAR E FLOOR MAX F D B C D A NAME OF MACHINE A B C D E F G WHEELDIA AXLE WIDTH LOAD RGI CONTROL CAR 19304 2743 13114 3095 4104 1683 1000 22.75t RGI GRIND CAR E FLOOR MAX F C G C B D D B A NAME OF MACHINE A B C D E F G WHEELDIA AXLE WIDTH LOAD RGI GRIND CAR 19304 2000 3099 4013 4231 1683 1000 20.0t 175  Annexure 5.2 Pattern Sheet 176  Annexure 5.3 Performa for Data to be fed in GDMS Subdivision Curve Num Super Elev Curve Dir Cx Width Line Seg Division CX Num Versine Sta Loc Region Start M Station Degree Cx Loc Length Track Start End Km TC CT ST TS Id 1 2 Prefix: Sub Division Start & End Length Cx Loc/Width AEN Sub Div Section Sub Div Sec KM KM Chainage in mtrs Level Crossing Location & Width Prefix: ST TC CT TS Start Transition Start Circular Curve End Circular Curve Transition to Straight Transition End Start Transition End Transition Note: Consider following steps: 1. Curve details in km point in meter format up to 3 digits 2. In compound curve both curve bifurcate by at least 1 m. 3. For UP and DN track complete details in increasing km 4. Transition-Curve-Transition should be at least 1 m apart. 5. Single curve is in 1 line (starting km). 6. Complete GDMS Data in sample of 25 column format considering prefix details given in sample format. Column Data Data Type Importance Column 1. Id Text Recommended The row number in the file. An aid to editing. 2. LineSeg Text Required User provided name of the track line segment. Names should be letters, numbers, underscore or dash. 3. Region Text Required Railroad Region. 4. Division Text Required Railroad Division 5. Sub Division Text Required Railroad Subdivision 6. Track Text Required Track Name. Typically UP, DN, SL, 1, 2, 3, etc. 7. Start Float Not Used The start Sta+Off of track segment. 177 Column Data Data Type Importance Column 8. End Float Not Used The end Sta+Off of track segment. 9. Km Int Required An integer value specifying the kilometer location. 10. StartM Int Not Used 11. Length Float Required The length in meters of the specified kilometer. 12. CurveNum Text Not Used Curves are named by the program based on the curve start point. 13. ST Sta+Off Required The first point of the curve. 14. TC Sta+Off Required The second point of the curve. 15. CT Sta+Off Required The third point of the curve. 16. TS Sta+Off Required The fourth point of the curve. 17. Versine Float Required The Versine of the curve. 18. Super Elev Float Not Used 19. Degree Float Required The degree of the curve. 20. CurveDir Text Required Either RH or LH indicating the direction of the curve. 21. CXNum Text Optional The crossing name. Ignore if Cx Loc is missing. If missing and a Cx Loc is provided, the crossing is given a unique number. 22. Cx Loc Sta+Off Optional The crossing location. 23. Cx Width Text Optional The crossing width of description. 24. Station Text Optional The name of the station. Ignored if Sta Loc is missing. If missing and a Sta Loc is provided, the station is given a unique number. 25. Sta Loc Sta+Off Optional The location of the station. RULES: Unknown data fields should be left blank. Do NOT enter periods (.), dashes (-), etc. Sta+Off-Track positions are entered in station+offset format. Where offsets are less than 1000 meters floating point format is also allowed, For example, a crossing located at 781 meters past kilometer post 4 could be entered either as 4+781 or 4.781, however a curve point located at 1025 meters past km post 12 must be entered as 12+1025. Curve point (ST, TC, CT, TS0 must be in ascending or descending order and cannot be equal. Adjacent curves must be separated by at least 1 meter. The body of the curve (TC- CT) should be at least 20 meters. Names of LineSeg, Region, Division, Subdivision and Track are case – sensitive. The Versine and Degree of curve must match within one half a degree. 178  Annexure5.4 Rail Grinding Monitoring Proforma (A) For Sites Identified for Monitoring Rly……………Divn……………. ………. Section……………… Km/TP……………… Rail Section/ UTS……… Type of sleeper……………Sleeper Density……… Ballast cushion………… Tangent/Curved Track……….. Degree of Curve………………....Line(UP/DN)……………………..Axle Load……… Total GMT carried………… GMT( Current)………………. Date of last Grinding……………Gauge(in mm)….……… S.No. Item Observations on Left Observations on Remarks Rail Right Rail Before After Before After Grinding Grinding Grinding Grinding A Visual Inspection * 1.Gauge corner chipping. 2.Flow of rail top / Burring 3.Gauge corner fatigue cracks a) Pitch(mm) b) Length(mm) 4.Wheel burns and Scabbing 5.Any other defect observed B Corrugation 1.Pitch (mm) C Hunting Pitch of cycle D Type of contact of wheel on Rail One point contact a)Width (mm) b) Position (Centre line) from gauge face side (mm) Two point contact a)Width (mm) b) Position (Centre line) from gauge face side (mm) Multiple point contact a)Width (mm) b) Position (Centre line) from gauge face side (mm) Contact patch a)Width (mm) b) Position (Centre line) from gauge face side (mm) 179 S.No. Item Observations on Left Observations on Remarks Rail Right Rail Before After Before After Grinding Grinding Grinding Grinding E Wear pattern of rail To be measured by MiniProf Rail Profile measuring equipment and soft copies of rail profiles be sent. 1.Gauge face 2.Top table F Track Geometry Gauge Cross level Unevenness Alignment *Photograph of the test locations after DPT indicating condition of rail be sent. 180  Rail Grinding Monitoring Proforma (B) Route Specific Rly……….. Divn………… Section………. From Km/TP………To Km/TP… Line(UP/DN)……. Type of Rails…………Vintage of rails … …Type of sleeper…… …Sleeper density…………. Ballast cushion………… Date of last Grinding………… Total GMT carried …………. Annual GMT……………….. Axle Load…………………. S. Item Tangent Track Curved Track Remarks No. Left Rail Right Degree Outer Inner rail Rail of rail curve A Full details of Details be Locations of Rolling enclosed as per Contact fatigue (Head the format in checks), Corrugations, terms of Km/TP and Hunting on Left and chainage Rail and Right Rail for ex Km/TP. complete route B USFD Testing # 1. No. of IMR defects in rail 2. No. of OBS defects in rail 3. No. of IMRW defects in weld 4. No. of OBSW defects in weld 5. Defect generation rate (DGR) of rails/km/ GMT 4. Defect generation rate (DGR) of welds/km/ GMT C No. of fractures # 1. Rail 2. AT weld 181  3. FB weld S. Item Tangent Track Curved Track Remarks No. Left Rail Right Degree Outer Inner rail Rail of rail curve D Track Geometry 1. SD of Gauge 2. SD of Cross level 3. SD of Unevenness 4. SD of Alignment E Wear pattern of To be measured by MiniProf Wheel Profile measuring equipment and Wheels soft copies of wheel profiles be sent. # The details shall be provided for the duration between two grinding cycles. In case of first round of grinding, data for same duration preceding grinding operation be given. 182  Annexure 5.5 Important Features/Dimensions of Utility Track Vehicle &Rail Borne Maintenance Vehicle UTILITY TRACK VEHICLE F E C B D A NAME OF A B C D E F WHEEL AXLE WIDTH REMARKS MACHINE DIA LOAD UTV(PHOOLTAS) 11900 8000 635 WITH MOBILE 13170 1050 3950 915 20.0t 3000 CRANES UTV(PHOOLTAS) 13170 11900 8000 635 1050 3550 915 20.0t WITHOUT 3000 MOBILE CRANES UTV(OEPL) 10270 9000 6500 635 1067 3830 915 13.5t 2900 UTV(BEML) 12120 10850 7000 635 1150 3550 915 15.0t 3002 UTV(BHEL) 9770 8500 6100 635 4115 1092 20.0t 3050 ALL DIMENSIONS ARE IN mm. RAIL BORNE MAINTENANCE VEHICLE HINGE WITH CABIN 1 AIRCLEANER PILLAR JIB CRANE HYDRAULICALLY CABIN 2 OPERATED (TELESCOPE RADIATER CUSHIONED SEAT TOOL BOX FOLDABLE SIDE WALL F E D D C B A WHEEL AXLE NAME OF A B C D E F LOAD WIDTH RAIL BOUND MAINTENANCE VEHICLE 22270 21000 14783 2896 1105 4125 952 18.25t 3245 ALL DIMENSIONS ARE IN mm. 183