INDIAN RAILWAYS

INSTITUTE OF CIVIL ENGINEERING

PUNE

A
Project Report on

Technological Developments in Track Machines for

Achieving High Quality Track Geometry Standards

Under the Guidance of-

Shri Anil Kumar

Senior Professor/Track-II/IRICEN
(Course Director)

Submitted By-
Abhay Kumar Yadav
Assistant Executive Engineer/HQ/1
South East Central Railway,Bilaspur

INTEGRATED COURSE 23104

 PREFACE

The topic of track maintenance is incomplete without the discussion of track

maintenance machines. These machines are a lifeline in upkeep of today’s track structure to a
standard quality in order to provide safe and comfortable journey to the passengers in addition
to high speed, increased reliability and upgraded travel experiences.
A big technological developments has taken over the track machines in the modern
era. These technological advances have increased the pace of maintenance and have an
unrealized potential of serving as a framework of expansion of Indian railways network with
increased reliability and performance.
The project deals with a small introduction to the multistoried building that is our track
structure and components maintenance and track maintenance machines can be considered as
the very foundation of this building. Numerous technologies are being introduced by the world
today in every sphere of life but it is our requirement that defines us the answer to the question
that which technology/technologies should be adopted to get our job done.
Similarly, Indian Railways has a set of requirements and challenges that it faces and
hence, the technologies that IR needs to adopt in maintenance should be handpicked and
implemented to the fullest. This project book deals with selected number of technologies that
have been adopted and can be adopted by IR as per their feasibility.
I would like to gratefully thank Shri Anil Kumar Sir, Senior Professor (Track-II),
IRICEN for the immense guidance Sir has given me on this project and the value addition his
knowledge has done regarding the subject matter is just comparable to none.
The focus of the project is not to lead the reader to any kind of judgment, but is to
enlighten about the various dimensions of the subject matter. I hope this project gives some
value addition to the readers on the subject matter.

Abhay Kumar Yadav

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 List of contents:

Chapter Topic Page

1 Introduction to Mechanized Track Maintenance 03
1.1 Introduction to Track maintenance 03
1.2 Types of Maintenances prevailing over World railways 03
1.3 Maintenances practices over Indian Railways 04
1.5 Need for Fully Mechanized maintenance 04
2 Mechanized Track Maintenance in Indian Railways 05
2.1 Various On-track Track Maintenance Machines 05
2.2 Improvement in Track Quality over decades 06
2.3 Theoretical vs Practical Maintenance 06
2.4 Challenges faced in present Maintenance Techniques 06
2.5 Tamping Machines 07
2.5.1 Point and Crossing Tamping Machine (PCTM) CRCCE CDC-16 W 07
2.5.2 Dynamic Tamping Express DTE 08
2.5.3 UNIMAT Split Head MFI 09
2.6 Ballast Cleaning and Handling 10
2.6.1 High Output Ballast Cleaning Machine HOBCM RM 900 10
2.6.2 Muck Disposal Unit MDU 11
2.7 Track Relaying/Renewal 11
2.7.1 Track Relaying Train TRT P 811S 11
2.8 Other Machines 12
2.8.1 Rail Grinding Machines RGM 96 Stones 12
2.8.2 Switch Rail Grinding Machines SRGM 20 Stones 14
3 Developments in Technologies Used in Machines 16
3.1 PLC Based Automation Technology 16
3.2 Automatic Guiding Computer 18
3.3 Smart ALC 20
3.4 Computer Measurement System CMS 21
3.5 Computerized Working System CWS 23
3.6 Data Recording Processor DRP 24
3.7 Jupiter Control System 25
4 Subsidiaries to Technological Developments 27
4.1 Use of TRC/OMS result based Maintenance 27
4.2 Rolling Block Program 28
4.3 Introduction of MFI/MPT machines at Sub-Divisional Level 29
5 Measures to Increase Pace of Mechanization 30
5.1 HMI / PLC Based Software adoption 30
5.2 Use of OHE Based Machines 30
5.3 Zonal POH Centers 31
5.4 Use of Hybrid Machine Model 31
5.5 Integration of Departments 32
5.6 Formation Rehabilitation Machines 32
6 Conclusion 35

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 Chapter 1

Introduction to Mechanized Track Maintenance

1.1 Introduction to Track Maintenance

The increased dependence on Railways sector has seen an exponential increase in the
operation of freight and passenger trains over the Indian Railways. This has led to an increased
demand of frequent maintenance of track components with improvement in technological up
gradation of laying of new maintenance free track components which we may refer to be fix-
and-forget type laying.
This increased demand of track maintenance over an expanding network of Indian
Railways can only be catered by mechanized maintenance to achieve better accuracy in track
parameters, reduced maintenance time, better cost-effective output, reliability, post
maintenance data monitoring and so much more.

1.2 Types of Maintenances Prevailing Over World Railway

Various types of maintenance practices are adopted worldwide to carry out track
maintenance. The prevailing maintenance practices can be classified as under:

i) Manual Maintenance – This system of maintenance has following drawbacks:

a. Subjective (human response dependent)
b. Floating Condition
c. No Systematic Recording
d. Time Consuming; Slow and tiring
e. Inappropriate for Modern Track Structure and mechanized Maintenance
f. No Continuous record of Track Geometry
g. Not amenable to detailed analysis

ii) Semi-Mechanized Maintenance – Mixture of manual and machine maintenance.

iii) Mechanized Maintenance – Only machine maintenance techniques to be used.

a. Objective assessment
b. In Loaded Condition
c. Systematic recording and analysis of data
d. Fast and convenient
e. Continuous record of track parameters

High capacity, precision, reliability are the demands placed on modern machines for
track maintenance.

i) High Capacity enables low unit costs and less disruption of the train services.
ii) Precision is necessary to keep the level of dynamic forces low, as shown by the various
methods of permanent way calculation.
iii) Reliability is also the key to low costs and undisrupted operation.

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 For instance, the high-capacity tamping machines for either one, two or three sleepers
or the new ballast cleaning machines with three screens and the combined ballast cleaning and
track renewal machine. Similar rationalization effects, such as those achieved in track
maintenance, have also been gained using up-to-date catenary renewal machines which were
also on show.

1.3 Maintenance Practices over Indian Railway

The growth, expansion and dependency on Indian railways has impelled us to apply
modern track maintenance machines for achieving high quality output over the Indian railways.
Presently, Indian Railways is in a transition phase from semi mechanized to
mechanized maintenance. Various types of track maintenance machines and small track
machines are already working over IR and now IR has shifted their focus in betterment of
quality of maintenance of track components and structure by introducing a hefty amount of
maintenance machines at par with the expansion of railway routes across nation and increased
operational speed.

1.4 Maintenance Practices over world railways

Different railways across the world have adopted latest technological developments in
track maintenance and monitoring techniques in order to cater the maintenance requirement of
track components & structure.
Following are few of the advancements that other railways are practicing:
i) Maintenance machines based on alternate fuel including OHE and hydrogen based instead
of conventional HSD oil.
ii) Data monitoring and analysis by use of various track recording systems available with
machines.
iii) Fully automatic operation of machines to eliminate human error in feeding of parameter
values, calculation of required geometry and even operation of machines.

1.5 Need for Fully Mechanized Maintenance

Fully mechanized maintenance system is the need of the hour in IR. With the
introduction of HSRCIL, DFCCIL and increase in traffic & sectional MPS over Indian
Railways, it is the most feasible maintenance technique that can be adopted and relied on.
The need of mechanized maintenance is inevitable in present day:

i) to achieve better track quality of track with less tolerances,

ii) to enhance track monitoring and recording of track parameters for analysis and R&D
purpose,
iii) to reduce the maintenance time and therefore, enhance the operation corridor over railways,
iv) to eliminate the conventional manual maintenance practices and therefore, eliminate the
human error in maintenance,
v) centralization of track monitoring over divisions and railways, and
vi) Standardization of maintenance practices adopted over various railway zones.

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 Chapter 2

Mechanized Track Maintenance in Indian Railways

2.1 Various On-Track Track Maintenance Machines

The various types of machines deployed over the Indian Railways can be classified as
under for better understanding of roles of each type of machine:

Duomatic

CSM

Plain track T-Ex 3X

DTEx 3X

Tamping
MFI
machines

Unimat 2S/3S/4S

Point and
PCTM
Crossing m/c

MFI

RM 76

RM 80
BCM
RM 80-92U

RM 900
Types of Ballast handling
machines machines
PBRM
BRM
Kershaw BRM
FRM

ATRT

Track
PQRS/SQRS
laying/relaying

T-28

RGM

DGS
Special purpose
machines
UTV

RBMV

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2.2 Improvement in Track Quality Over Decades

Indian Railways has come a long way since the introduction of first tie tamping
machine in 1960s. Following are the major milestones of track maintenance machines since
their introduction:

• 1960: First leveling & tamping machine VKR 04

• 1962: First switch tamping machine with tilting tamping tools WE 75
• 1963: First automatic lining machine with two chord measuring technique
• 1964: First hydraulic ballast cleaning machine RM 62
• 1965: First two sleeper tamping machine DUOMATIC
• 1970: First leveling & tamping machine in 07 series
• 1972: First leveling, lining & tamping machine for switches 07-275
• 1973: First welding machine K355APT
• 1975: Dynamic Track Stabilizer - a new technology for stabilization of tracks
• 1983: First continuous action tamping machine 09 CSM
• 1996: First continuous action 3-sleeper tamping machine came into
existence
• Late 1990s: Introduction of ZF gearbox in place of mechanical gearbox
• Early 2000s: Introduction of ALC systems in machines
• Late 2000s: Introduction of CMS system in UNIMAT-4S
• Mid 2010s: Introduction of intelligent circuits, HMI, PLC and DRP technologies

2.3 Theoretical vs Practical Maintenance

Advancement in technologies is well complemented by well trained personnel who

can exploit the technology. Also, the guidelines, procedures, tools and techniques involved are
well spoken in the users’ manuals or the manuals and codes published by Indian Railways.
However, sometimes, there is deviation in the methods of maintenance followed on
field from the techniques mentioned in the literature. The lesser this deviation is the better the
results of maintenance activities are.
Common causes of deviation can be site conditions, material availability, and lack of
skilled labor and poor training of staff carrying out the maintenance activity. Proper analysis
should be done from grass root level till the higher hierarchy to tap these factors so that
maintenance activities can be carried out in a way that it is supposed to be to serve a better
component and structure life post maintenance.

2.4 Challenges Faced in Present Maintenance Techniques

There are always unprecedented and unseen challenges faced when the maintenance
activities are undertaken or when new maintenance techniques are adopted. As discussed in
above paragraph, there are numerous factors that needs to be taken care of while carrying out
maintenance activities.
Following points can be listed as the leading challenges in present track maintenance:

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i) Manual record keeping of post maintenance parameters which has a very high margin
for human error.
ii) Analysis of data post maintenance.
iii) Lack of regular mega maintenance blocks and proper maintenance block corridors by
trains regulation and planning.
iv) The variation in weather conditions and topology throughout the Indian Railways
leading to variation in type of track component to be installed for ex: corrosion prone
area

2.5 Tamping Machines

When a train travels over a track, it generates enormous forces. The entire track
consisting of rails, sleepers and ballast is an elastic system that deforms and returns to its
original position.
Over the long term this high stress results in deterioration of the track geometry. This
can lead to anomalies, which means that the ideal geometry of the track is no longer assured
and, in these areas, it becomes necessary to impose temporary speed restrictions.
To avoid such a situation, tracks should be maintained at regular intervals – this
includes levelling, lifting, lining and tamping. This ensures that the ideal geometry of the track
is restored. Safe and comfortable travel in a train is only possible on tracks lying in the correct
geometrical position. For this various high tech tamping machines have been working and yet
to procure in Indian Railways.

2.5.1 Point and Crossing Tamping Machine (PCTM) CRCCE CDC-16W

CDC-16W Points and Crossing Tamping Machine for BG is mainly used for track
maintenance in yards of railway lines mainly turnouts and can also be used for construction of

7
new lines, overhaul of old lines and maintenance of lines in operation, which is applied to carry
out track lining and lifting leveling and ballast tamping so as to make the track direction, left-
right level and front-rear level meet the requirements of line design standard or line
maintenance rules, improve the compactness of the ballast on the ballast bed, increase the
stability of the track and ensure the safe operation of the trains.

The Machine can be used to conduct track lining and lifting leveling or tamping
separately for the line and turnout areas. However, in order to improve the working quality,
lining, lifting leveling and tamping are generally carried out at the same time, namely integrated
working. The Machine is mainly composed of a tamping machine and a material vehicle. The
tamping machine includes: main frame, driving and driven bogies, power transmission system,
tamping unit and rotary traverse frame, measurement system, track lifting and lining unit,
auxiliary lifting unit, electrical system, hydraulic system, pneumatic system, braking system,
front cabin, working cabin, ceiling, etc. The material vehicle includes: material vehicle frame,
rear bogie, generator unit, rear cabin, electrical system, hydraulic system, pneumatic system,
braking system, material tank, diesel tank, ceiling, etc.

2.5.2 Dynamic Tamping Express DTE

The Plasser & Theurer tamping machine Dynamic 09 - 3 X with integrated dynamic
trailer is an eight axle, diesel-hydraulic, self-propelled auxiliary permanent-way vehicle. This
machine is a continuous working levelling-, lifting-, lining- and 3-sleeper tamping machine
with integrated dynamic track stabilization.

When maintenance is performed using the tamping machine, the track is levelled,
lifted, lined and tamped. The tamping machine consolidates the ballast underneath the sleepers
in the area of the tamping zones. The tamping machine is able to tamp three sleepers per
tamping cycle. The subsequent dynamic stabilization (on the trailer) produces a homogeneous
ballast structure.
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2.5.3 UNIMAT Split Head MFI

This special multipurpose machine is specially designed for spot tamping of concrete
sleepers on plain track and turnouts and special locations like switch expansion joints, glued
joints, L-Xing with check rails, ballasted track with Guard Rails on Bridges, Curve etc. without
removing check/guard rails. These machines are very sturdy and suitable for heavy duty
operation to tamp the modern concrete sleepers’ turnouts and plain track with concrete sleepers.
Simultaneously the machine is suitable for the transport of engineering materials, equipment
and workmen for day to day working
The machine shall be provided with suitable hydraulically operated compactors on
both sides to compact the shoulder ballast. It shall be possible to suitably retract the shoulder
ballast compactors near the mast or signal posts etc.
For handling of engineering materials & equipment a suitable telescopic crane
arrangement is provided at one end of the material platform. The crane is capable of lifting 1.5
t load over front at a minimum lifting radius up to 3.0 m and it is possible to load & unload 60
kg CMS crossing, 6.5 m long 60 kg Rail, & concrete sleeper from machine to the Railway track
below & vice versa. It is possible to work with this crane in electrified sections of Indian
Railway without taking power block.
The machine is provided with a computerized unit for the overall control of its working
system for all possible track geometry. The system is so designed that for working on tracks
with pre-decided target geometry, the standard track geometry data as well as correction values
can be entered prior to work either directly on system or via USB.
For working on tracks with unknown target geometry, it is possible to determine the
correction values by making a measuring run and subsequent geometry compensation of the
recorded data considering obligatory point and constrains of lifting and lining etc. The machine
is capable of measuring and recording the longitudinal level of both rails, alignment of datum
rail (Versine), cross level (Super Elevation) and twist in real time before and after the tamping
by the machine. These parameters are displayed on screen and its printout can be taken
whenever required. It also records progress vis-a-vis time and it is possible to take all the above
data on USB drive.

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 The machine is equipped with speed indicator and recording equipment of range
between 0 - 120km/h for recording the speed of the machine in real time basis. The recorded
data is retrievable on computer through memory card/pen drive. The recording system has
sufficient memory to keep the speed record of minimum 15 days which is stored for retrieving
as per requirement.

2.6 Ballast Cleaning and Handling

2.6.1 HOBCM High Output Ballast Cleaning Machine RM900

The Plasser India high output ballast cleaning machine RM 900 is a fourteen axle, diesel-
hydraulic, self-propelled auxiliary permanent-way vehicle with hydrostatic drive for plain track
with supply of new ballast. The two-part machine consists of screen wagon & excavation
machine. This machine has been specifically adapted for operation on Indian rail infrastructure.

The RM 900 excavates the ballast bed material from underneath the sleepers by means
of a guided scraper chain type excavation unit. This excavation chain is guided under the track
skeleton by a rigid cutter bar to provide an exact plain cut. The material coming from the
excavation chain is transferred by several conveyor belts to the screening.

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2.6.2 Muck Disposal Unit MDU
Muck disposal unit is a type of special purpose machine. It collects the muck released
by ballast screening machine and helps to carry and dispose the much as per our requirement.

With the expansion of various routes over IR into multiple line sections, it was a challenge to
dispose the muck of middle line(s) due to presence of track on both sides. This challenge is
tackled by use of MDU ahead of deep screening machines so that muck is disposed directly in
MDU units for easy disposal.

2.7 Track Relaying

2.7.1 Track Relaying Train TRT P 811 S
Indian Railway is using TRT model no. P 811-S manufactured by M/s Harsco Track
Technologies, USA. TRT is a system for complete mechanization of track renewal process. It
does the following jobs:
• Threads out existing rails from track.
• Removes old sleepers.
• Levels and compacts ballast bed.
• Places new sleepers.
• Threads in existing/new rails into track.
Following works can therefore be done by TRT:
• Complete track renewal (CTR)
• Thorough Replacement of sleepers (TSR).
• Thorough Replacement of rails (TRR).

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Advantages of TRT – Advantages of TRT vis-à-vis SQRS are:
• There is no need to prefabricate panels and, therefore, base depot work is limited to
loading and unloading of sleepers & fittings,
• No auxiliary track is to be laid at work site
• Concrete sleepers loaded on modified Flat wagons are directly taken to work site and
relayed one by one
• New rails unloaded at work site on shoulders and duly paired and fish plated are
exchanged with old rails simultaneously with sleeper renewals

Latest TRT is using Jupiter Control System for electronically controlled and safety mechanism
based on high output modules and HMI system.

2.8 Other Machines

2.8.1 Rail Grinding Machine RGM 96 Stone
Indian Railway is primarily using grinders with rotational technology and will be called RGM
for plain track or SRGM for one to be used at points and crossing. The machines using milling
technology will be called milling machines. Though rail grinding and milling started way back
in 1950’s, Indian Railways realized its importance much later. First 20 stone grinders (RGM)
was inducted in 1995 which was subsequently condemned in 2010. Then two 72 stone grinders
(RGM) were inducted in 2011. These grinders however are not sufficient for vast routes of
Indian Railways and are covering only limited selected routes with high axle load or GMT in
NR, NCR, ER, SER, ECOR, SCR, SR & SWR. With the increase in axle loads over Indian
Railways, it is important that grinding over all such routes are done. Also the existing grinders
are not able to grind points and crossing and at some other special track structure locations with
check rails like Level Crossing where special grinders called Specialty Rail Grinding Machine
(SRGM) are proposed to be used. Recording rail profile in advance helps in planning the
grinding system for achieving desired profile. Rail Inspection Vehicle (RIV) is used for the
purpose. 6 Indian Railways has started inducting R260 rails and in future will be inducting high

12
strength R350HT rails. On such routes with high strength rails, rail grinding becomes even
more important.

The self-propelled RGM96 is meant for grinding the Rails in corrective and preventive mode
to improve the worn-out profile of Rail head and to remove fatigue material having micro-
cracks and other surface defects. The 8 car Rake consists of 01 Front Control Car, 04 Grind
Cars, and 01 Water Wagon & 02 camp coaches. The Railway Board placed contract on M/s.
LORAM for supply of 10 rakes of 96 stones RGM (RGM96) machines to Indian Railway.
Under ‘AtmaNirbhar Bharat initiative of Government of India, M/s. LORAM partnered with
BEML for local manufacturing. This machine will operate at 100 kmph during hauling and 22
kmph during grinding operations. The life cycle of the track would increase by a minimum
25% which results in substantial savings to Indian Railways.

The 96 stone RGM is same as 72 stone grinder with following difference

• Instead of three grind cars in 72 stone grinder, one additional grind car (24 stones) is
provided thus improving the grinding capability of the machine to remove more metal
at 10 KMPH.
Also instead of one camp coach in 72 stone grinder, this has two camp coach. All this increases
the machine length. These changes will have following implications:
• The requirement of stabling line length is more.
• The grinding speed is increased, that means same amount of metal removal is now
possible at higher working speed.
• The software Grind Data Management System (GDMS) has been replaced by a new
software called Rail-Pro.

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2.8.2 Switch Rail Grinding Machine SRGM 20 Stones
The 20 stones switch rail grinding machine (SRGM) is a typical gap grinder. The
purpose of this machine is to specially cover sections that are left unground by a large main
line grinder i.e. RGM machine. The machine can also be effectively used to grind sections of
track near stations including the turnout portions. The machine can be strategically used in
station areas to ensure grinding of all turnouts in and around the station along with other
specialty areas of track. The machine usually follows a mainline grinder and ensures
compliance to a comprehensive rail grinding program.

20 Stone Switch rail grinding machines can grind tangent and curve rail with same
quality as the production rail grinders available with Indian Railways, yet their true value 8is
in their versatility and precision to grind switches, crossings, and other special track works. As
switch maintenance requires huge expenditure for any railroad, these specialty rail grinders
provide industry-leading cost benefits to preserve the life of the special track works.
The benefits of switch/specialty rail grinding include:
▪ Extend rail and specialty track component life
▪ Restore rail head profile to optimize wheel/rail interaction
▪ Remove rolling contact fatigue to mitigate defects
▪ Reduce lateral forces to the rail
▪ Improve switch operation

The machines should be operated typically in conjunction with a mainline rail grinder.
Therefore, these machines would work well with the 72 Stone Rail Grinding Machines already
working with Indian Railways or the 96 Stone Rail Grinding Machines, which are to be
inducted shortly into the Indian Railways fleet.

The switch rail grinding machine (SRGM) is capable of grinding operations on plain
track and curves, track in tunnels, track on bridges having guard rails without removing the
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guard rails, track on platform lines, switches and SEJ. It should also capable of grinding
operations on track on level crossings having check rails and curves with check rails without
removing check rails.

Priority is to be given for grinding of all such locations on mainline (such as, curve
with check rail, LC etc.), which have been left ungrinded during the run of RGM along with
grinding on switches. One SRGM must work in tandem with each plain track grinder. Primary
purpose is to cover the locations in plain track which cannot be covered by plain track grinder
due to check rails and other special features so that the plain track is completely ground and no
stretch is left unground. The second priority is for point and crossings on main line.

Progress of SRGM machine will be recorded in number of switches (points &

crossings) grinded. For main line track progress will be recorded in linear track Km. Before
starting switch grinding proper shift tables is to be prepared. It is anticipated that these
machines have the capability to work 25 shift per month. Estimated Total Time Available
(TTA) = 8hrs (480min) per day. Furthermore, anticipated Operating Time (OT) or block time
= up to 2hrs (120min) per day on average. For a one hour (average) block time, we can expect
to grind one switch, thus two switches (points & crossings) per day/shift. For 300 shifts per
year, Railways can target 600 switches (points & crossings) per year.

Should the estimated number of actual working shifts reduce per year, then the
corresponding output would also be reduced on a pro-rata basis. The working speed of SRGM
shall be 8- 15 Kmph. Points shall be clamped manually before the start of grinding operation.
After grinding points & crossings, greasing to be done. VHF set to be provided with matched
frequency as per railway norms for communication at site.

Railways shall make Joint Procedure Order (JPO) with S&T and traffic Departments
for working of SRGM on points and crossings as per G&SR/maintenance requirements for
train operations.

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 Chapter-3

Developments in Technologies used in Machines

3.1 PLC based Automation Technology

Programmable Logic Controllers (PLCs) is a miniature industrial grade computer

that contains hardware and software capable of being programmed to perform and control
functions.

PLCs come in many different sizes and form factors. Some are small enough to fit in
your pocket, while others are large enough to require their own heavy-duty racks to mount.
Some PLCs are more modular, with only basic I/O (Inputs and Outputs), but can be customized
with additional back planes and functional modules (such as analog I/O, communications
modules, or display modules) to fit different types of industrial applications.
Features of PLC
• Designed for extreme industrial environments
• Can operate in high temperature and humidity
• High immunity to noise
• Integrated Command interpreter(proprietary)
• No secondary memory like HDD
• Optimized for a single task

PLC Programming

PLCs are widely used in a variety of industries because they are fast, easy to operate,
and considered easy to program. The most commonly used language is Ladder Logic, but it is
also possible to use Function Block Diagrams, Sequential Function Charts, Structured Text, or
Instruction Lists to achieve the same functionality.
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Parts of PLC

Communication modules: Used to establish point to point connections with other intelligent
devices for the exchange of data. Such connections are normally established with computers,
operator stations, process control systems and other PLCs. Communication modules allow the
user to connect the PLC to high-speed local networks that may be different from the network
communication provided with the PLC.

Power Supply: The system power supply plays a major role in the total system operation. Its
responsibility is not only to provide internal DC voltages to the system components i.e.
processor, memory and input/output interface, but also

i. To monitor and regulate the supplied voltages and warn the CPU if something is wrong.
ii. The power supply then has the function of supplying ell-regulated power and protection
for other system components.

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 The Central Processing Units (CPU) are the heart of the SIMATIC S7-1500 PLC.
They execute the user program and network the controller with other automation components.
Thanks to numerous innovations, the CPUs of the SIMATIC S7-1500 deliver the ultimate plus
in productivity and efficiency.

Types of Modules:
• Analog Input (AI): Functions related to variable input like transducer chord
movement.
• Analog Output (AO): Variable output like tamping unit up down movement having
desirable depth requirement through transducers.
• Digital Input (DI): Fixed inputs in the form of 0 or 1 either function is performed or
not only two aspects e.g. lock/unlock through proximity switches.
• Digital Output (DO): Functions which are required having only two aspects either ON
or Off.

3.2 Automatic Guiding Computer

Introduction
The AGC software is deployed on the computer named AGC (Automatic Guiding
Computer).It is determined to automatically output target values for the lining, levelling and
pendulum units.
New Features:
i. Human machine Interface (HMI) touch screen interaction. Flat design of User Interface
(UI) and the display style, large areas of color blocks and icons enable users touch the
screen accurately to calling the desired function.

18
 ii. Single display page mode so easy to operate and learn
iii. Intelligent association and automatic filling function can automatically calculate the
following data according to current filling data and automatically fill them users edit
the geometry.
iv. Improved control algorithm and Built-in typical geometry examples.
v. Fully support for latest Operating system like Windows 10 and Windows 8.

AGC Software is installed on the IPPC-277E series Industrial Personal Computer of Siemens
having following characteristics:
i. Compact Design
ii. Sturdy and Durable
iii. Maintenance-free operation
The main operation interface of the system is divided in three parts
i. Left part: To view and edit geometry/compensation file
ii. Middle part: Used for working control
Right part: Used for maintenance such as parameter configuration
AGC Software features:
i. Line Edit : Editing geometry/compensation file
ii. Applying standard geometry file and compensation file to guide the operation
iii. Applying measurement file with modification to guide the operation
iv. Measurement and Optimization: The AGC software is used for measuring
the rail status, then the measurement data is optimized according to different
rail classes. Finally the optimized data can be used for guiding.
v. Recorder Function: User can record the data during and after the operation.

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After measuring run and providing desired parameters as per requirement
machine worked according to following graph/profile generated by AGC.

After working recorder viewer as follows picture in graphical form.

3.3 Smart ALC

The “ALC” process control computer is the central control element on a tamping
machine, and is used to control the correction of the track geometry parameters. The current
version, the “SMART ALC”, represents a new generation of track geometry control system,
which is based on state-of-the-art technologies and user-friendliness.
A high-resolution touch screen is used for controlling the SMART ALC computer.
This system allows icons to be pointed at or tapped directly on the screen. Smart icons that pop
up interactively allow the required menu item to be selected directly; most functions can be

20
selected without changing to the program menu. Alternatively, the user can still work with
keyboard and touch pad.
SMART ALC computer guides the machine on tracks and turnouts with known, as
well as unknown geometry. This means that the SMART ALC computer allows the application
of the precision method, as well as the compensation method. Correction values for level and
alignment can be processed in digital form, they can be input manually, or obtained as the result
of a compensation calculation.
The SMART ALC also features additional options. For example, the spot tamping
method that efficiently eliminates single faults; the integration of various surveying methods,
such as the curve laser; a method that provides maintenance reserves in the longitudinal track
level (over-lifting); automatic synchronization functions used for the station marking of
machines, and many others.
The use of the precision method on the SMART ALC requires knowledge of the track
deviation from the target geometrical position, as well as the geometrical routing parameters
of the track (= target data).
The correction values for level and alignment can be read in electronically, or can also
be input manually. The compensation method can be used in case the track geometry is not
known.
In that case, the track geometry (level and alignment versine) needs to be measured by
conducting a separate measuring run with the machine. Super elevation values are also
measured during this measuring run. Subsequently, a compensation calculation needs to be

performed to optimize the versine curves; in this calculation, the operator can define a wide
variety of parameters (such as the speed categories, constraints, main geometry points,
maximum lifting and slewing values, etc.). This compensation calculation improves the track
geometry and ensures smoother running properties of the vehicle. Basic country-specific
routing parameters, however, cannot be taken into account automatically.

3.4 Computer Measurement System CMS

The analogue measurement system, which was in use up to now, was replaced by a
new combined digital / analogue system developed on the base our well-tried microcontrollers.

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 This system comprises the lining unit, the levelling unit with super- elevation control
and, if required, the combined laser receiver unit. The satellite compensation device
(‚SATCOM‘), which is necessary on machines with continuous operation mode, has been
integrated as well. CMS is a digitalised method of processing data which are received from
various inputs. The output of it is used to control a valve for the designated operation. It is also
used for indication purpose. CMS also displays real time track parameter data so that actual
correction done can be evaluated. It also displays any fault occurring in its system (Diagnosis).

The CMS consist of three digital microcontroller boards. Contains the software which
are decisive for entire process. The present model is android based and fully touch screen
system. The credibility of this system is very high. Previous analog plates were prone to
problem due to large number of potentiometers used. CMS system indicates to stop work if
any input or any measuring device fails. Track is not disturbed. It also indicates which input is
malfunctioning.

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3.5 Computerized Working System CWS

CWS is used for controlling the working system of machine i.e. control the flow of
current for proportional valves associated with tamping, driving and satellite.

CWS is a digitalized method of processing data which are received from various
inputs. The output of it is used to control a valve for the designated operation. It is also used
for indication purpose.

CWS also displays real time data of working system of machine (driving, tamping, squeezing
and satellite) so that actual correction done can be evaluated. It can also be used to identify any
faults occurring in its system (Diagnose).
Apart from being user-friendly, the present model is android based and fully touch
screen system. The credibility of this system is very high. Previous analog plates were prone

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to problem due to large number of potentiometers used. CWS system indicates to stop work if
any input or any measuring device fails. It also indicates which input is malfunctioning.

3.6 Data Recording Processor DRP

The DRP is designed as a system for recording track parameters, in order to document
the quality of the track achieved by the tamping machine after working. Thus the quality of
track parameter achieved by the machine and the effort taken by the operator for retaining them
can be documented. Also, by comparing the measurement values against predefined limits for
the individual parameters, it is possible to evaluate and classify the measurement results The
individual measurement parameters are provided by measuring transducers as an analogue
signal, which is read in by the DRP system at equidistant intervals (e.g. 0.25 m) and, after a
high-resolution analogue- to digital conversion, is recorded and saved in digital form. The DRP
can be used to perform measurements or open existing measurements and are displayed
graphically online on a screen monitor, and can be printed out on a standard printer in A4
format. The stored measurement data can be transferred via a USB stick to other computers for
further analysis. The display of the D1 profiles for alignment and level will make it easier to
assess the track geometry. Standard deviations are calculated for the D1 profiles for alignment
and level. They, too, assist in the assessment of the track geometry. Reports allow the
evaluation of limits that have been exceeded and also supply information about the track
quality.

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 The values can be printed out on a standard printer in A4 format. The values of the
parameters are displayed as a continuous line. The value can be read directly at any spot. The
limit values are marked as a tolerance band in the graphic display.

A Separate limit can be defined in each speed classes, for the following parameters,
both for newly constructed track & for maintenance work. A minimum or a maximum limit
value can be defined. These limit values are marked as a tolerance band in the graphic display.
If measurement values exceed the limits, they will be logged accordingly in the evaluations
(Reports).

3.7 Jupiter Control System

Introduction

1. Jupiter is the newest generation of HARSCO rail Jupiter control system develop
to meet the demanding control requirements of railway maintenance equipment.
2. Jupiter-II enhances the proven performance, ruggedness, reliability, speed,
simplicity and diagnostic capabilities of Jupiter control system. The distributed
input output intelligence control system uses the Jupiter application master
(JAM) to communicate with the control area network (CAN) I/O-Modules
strategically positioned on the machine to be enclosed proximity to the devices
with which they interact. Industrial network cables connect the CAN I/O-
Modules.
3. One of the main feature of Jupiter-II is the comprehensive and powerful
diagnostic capabilities to assist when isolating and correcting failures and that
every component is under continues diagnostic scrutiny from the moment the
computer is booted up. With these feature, it is frequently possible to identify
problems before they become disabling.
4. The “Plug and Play” capability of Jupiter-II allows modules to be exchanged
between completely different machines with ease. All devices that connect to
the Jupiter-II control system incorporate connectors to facilitate rapid field
replacement. The majority of the cables in the system are identical and vary only
in the length. Only a few spare cables, equal in length to the longest in actual
use, need to be carry to make it possible to replace any cable on a machine.
5. All Jupiter-II control functions are displayed on touch screen monitor and are
control by computer, either manually or automatically.

Comprehensive Diagnostics
Jupiter-II diagnostic capabilities can dramatically reduce electrical troubleshooting
time required to restore machine operation. The use of graphical diagnostic screen in
conjunction with the diagnostic features of each Jupiter-II module simplifies the job of operator
or technician. Machine operators or technicians can rapidly located and solve most control
system problems without the use of schematic or multimeter.

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Improved Reliability
Jupiter-II modules are built to operate at extreme temperatures of -40 degree Celsius
to +70 degree Celsius. All modules are IP67 rated (waterproof), CE labelled and fully potted
for extreme vibrations. Each module provides a layer of electrical (and logical) isolation from
the rest of the system thereby containing problems and simplifying repair.

Jupiter System Network

The Jupiter control system is used to control most operating functions on the machine.
The main computer (host) is the Jupiter Application Master(JAM).JAM is located inside of the
PE-Jupiter-II control box and is labelled CAN 01.The JAM is connected a J42 board which
provides the physical connection between the JAM and the Jupiter network modules CAN 02
and CAN 03 on the machine.

Jupiter System Description

JAM contains a microprocessor that is responsible for distributing programming
information to the other Jupiter modules on the machine. Software is loaded into the JAM at
the factory and updated in the field through USB connection. The Jupiter network modules are
located at various positions on the machine enclosed proximity to the components that they
control or monitor. The types of modules used on the machine are briefly described following.

i. Digital Module- This module is used with digital input devices that when
actuated send the power back to the module for example- limit switches,
pressure switches etc. or used with digital output devices.
ii. High Density Digital Module: This module interfaces with machine
components in much same way as the standard Digital module. One major
difference is the high density module offers 32 channels which can be either
input or output channels depending upon the software programming while the
standard digital module has 16 input channels and 8 output channels.

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 Chapter-4

Subsidiaries to Technological Developments

4.1 Use of TRC/OMS result based Maintenance

The monitoring of track in days bygone was done by man at the speed of man by a
system of regular inspections at various levels i.e. keymen, mate, inspectors, and as a check by
officers. The system of manual track inspections which were the only means of track
monitoring in the past is also continuing even today:
i. Daily patrol by keymen in his beat. This is inviolable and it is done, in the
absence of keymen, by senior gangmen nominated by mate. It continuing from
the time Railways evolved in India.
ii. Periodic inspection by Supervisors.
iii. Periodic inspections by Assistant Engineers– Push trolley & Engine/ Rear
vehicle.
iv. Periodic inspections by sectional Sr. DENs/DENs – Push trolley & Engine/Rear
vehicle.
v. Periodic inspections by Sr. DEN/Coordination, HQ SAG officers & PCE.

This monitoring system has continued up to the present times even though the track
recording cars (TRC) were introduced on Indian Railways in 1960’s. The manual monitoring
system was only aided by the TRC’s and not replaced by it. Mechanized measurement systems
presently adopted in IR are as under:
• Track Recording Car (TRC) – TMM directorate of RDSO – Engineering Department
• Oscillograph Car -Mechanical Directorate of RDSO

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 • Oscillation Monitoring System (OMS) – Divisions or Zonal Headquarters
Peak Based Measurement System:
a. It helps in identifying isolated localized defects
b. It helps in isolated attentions SD Based
a. It helps in identifying bad stretch
b. It is useful in deciding machine maintenance

Measurement of all track parameters at every 0.40/0.30 m in a block of 200 m,

contribution of 500/666 segments in arriving at SD values. Computation of SD values of
individual parameters for each block. Recommendation about track maintenance requirement
of a stretch considering track tolerances. Computation of TGI for each parameter for each
block. Reporting of worst peaks information

4.2 Rolling Block Program

Concept of Rolling Block has been introduced wherein work of maintenance/repair/

replacement is planned for 2 weeks in advance on rolling basis and executed as per plan. Board
had advised for implementation of Rolling Block Plans and accordingly divisions are preparing
rolling block plans for execution of various planned works.

Following guidelines are proposed to be kept in consideration while framing rolling

block plans:
i) Rolling Block program shall eventually be prepared for 26 weeks in the Division
and approved by DRM. It shall be reviewed weekly and another one-week planning
will be added every week. However, as this is a new practice, it was initially
implemented for U2/4 week planning. The same has now been extended to 8 weeks
planning and gradually increased to 26 weeks planning as the experience is
progressively gained.
ii) Rolling Block Plan will fulfil the requirement of traffic/power block for renewals,
maintenance, new asset creation work,
disconnections, movement of track machines, inspection vehicles and RMG etc.
including blocks committed for outsourced track machines. Mega blocks can also
be planned once in a week or as per the requirements of major infrastructure works
or NI works,
iii) The Rolling block programs is proposed to integrate planning for all type of works
e.g. civil, electrical, S&T and projects for
creation/modification/rehabilitation of all types of infrastructure asset requiring
blocks. Requirement of block by different stakeholders is assessed and dovetailed
in a joint manner. With integrated planning, separate block in same section for work
of different departments/agencies can be avoided in the 26 weeks horizon.
iv) SrDOM are expected to indicate a suitable corridor for giving the blocks demanded
taking into consideration the integrated maintenance corridor block provided in the
working timetable, historical data and operational patterns.
v) An empowered team of all concerned branch officers will be nominated on each
Division to review and finalize the Rolling Block Plan.

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 vi) The weekly block planning will be finalized by concerned branch officers and
approved by DRM. Grant of blocks & output of block will be reviewed by DRMs
regularly and the review of grant and utilization of blocks in the previous week will
be part of Rolling Block Program.
vii) The record of block demanded, granted, actual duration and output
should be updated, as usual, in Control Office Application (COA), Track
Management System (TMS), and Traction Distribution Management System
(ODMS) etc. for log. The planning, execution and internal communication for
Rolling Block program may be done as deemed fit by the division.
viii) This program is for planned works. Activities requiring urgent blocks will continue
to be governed as per the existing practices/provisions,
ix) Appropriate and adequate resources should be mobilized to optimize the
productivity during these blocks. Proper planning and resource
mobilization should be ensured to complete the planned work within
planned block time with required quality.
x) Eventually planning for blocks for mega works and NI works necessitating
cancellation/rescheduling/diversion of trains, should be made adequately in
advance and such work should be eventually slotted for exact dates in the 26 weeks
horizon so that trains can be cancelled/rescheduled/diverted before the
commencement of Advance Reservation Period (ARP), so that
passengers are not inconvenienced. However, to start with,
cancellation/rescheduling/diversion are to be made 4 weeks in advance as far as
possible and the period should be gradually increased to ARP.
xi) For increasing the maintenance corridors, intra zonal trains can be
rescheduled with the approval of GM under information to Railway Board,
xii) For increasing the maintenance corridors, trains involving only 2 zones can be
rescheduled by the zones concerned with mutual consultation & approval of GMs
under information to Railway Board. If agreement is not reached between the two
zones, matter may be referred to Railway Board.

4.3 Introduction of MFI/MPT machine at Sub-Divisional Level

Multi-Functional machine India or MFI is a split-head UNIMAT machine capable of

performing following operations in a single machine:

i. Single sleeper tamping of plain track (best for spot attention)

ii. Tamping of point & crossing (for spot attention)
iii. Use of crane for material loading and unloading
iv. 7.5 m platform attached to machine for movement of man with material to site
of work.
v. Use of compactor for compaction of shoulder ballast both side post tamping.

This machine is planned to be introduced at sub-divisional level under each ADEN for
any of the operations listed above to reduce significant time loss in shifting of machines over
long distances.

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 Chapter 5

Measures to Increase Pace of Mechanization

5.1 HMI/PLC based Software Adoption

Human-machine interface (HMI) and Programmable Logic Control (PLC) have

overtaken the technology of control and operation of equipment worldwide. Major industries
have switched to HMI and PLC based operation
i) to minimize human error,
ii) reduce the circuit involved,
iii) better maintenance of history logs and alarms and faults,
iv) easy troubleshooting, and
v) Easy operation with elimination of switches and complex circuits.

Also, HMI and PLC systems support remote monitoring of live data at any location of
our desire. This is also advantageous in fault diagnosis of machines from service centers
without the need of booking a service engineer for site and hence reducing the machine
downtime.

5.2 Use of OHE based Machines

Track maintenance machines which are operational over Indian Railways use High
speed diesel as source of primary fuel. With the introduction of OHE and simultaneous
conversion of all routes over Indian Railways into electrified sections, it is very obvious that
in the near future, our dependence on conventional fuel (Diesel) will reduce drastically and will
ultimately reduce to zero.
Also, considering the codal life of track machines to be 20 years, we can calculate that
latest machines being procured by IR will serve for track maintenance well over next two
decades.

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 In this scenario, where on one hand we are phasing out the diesel-based locomotives
for train operation, we should also learn from advanced technologies used worldwide in track
maintenance machines that are based fully on OHE and electric power.

Sweden, Singapore and other railways have already inducted OHE based machines in
their existing fleet of machines.

5.3 Zonal POH Centers

Earlier, periodical overhauling (POH) was carried out centrally at Prayagraj and later
at Rayanapadu also. This led to time loss in machine shifting to and from the CPOH centers
and hence it led to overall less availability of machine days for track maintenance purpose.
With the exponential increase in the fleet of track maintenance machines over the
Indian Railways, the availability of spares and craftsmanship has seen a parallel expansion in
the market competition. This is very much instrumental in setup of POH centers at zonal levels.
The following benefits can be attributed to setup of zonal POH centers:
i) Reduction in movement of machines from Division to POH and back and thereby,
an increase in number of machine days at divisional levels.
ii) Easy availability of spare parts due to procurement and availability of major parts.
iii) Increase in number of AMC spare parts to ease cost effectiveness and machine
downtime by easy availability op parts.
iv) Increase in skillfulness and craftsmanship of supervisors, technicians and therefore
TMO as a whole.
v) Decrease in dependence on OEM for machine repair as the railways Engineers are
encouraged to keep machines upright.
The setup of POH centers at zonal level is followed by setup of intermediate
overhauling (IOH) facilities at divisional levels commonly known as Satellite depots.

5.4 Use of Hybrid Machine Models

The challenges faced by Indian Railways are unique and very different from other
railways worldwide. To name a few, we can say the vast expanse of the rail network in India,

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the climatic challenges in various parts of the country, the terrain over the various parts of the
country etc. are the external factors that should be kept in mind while deciding the various up
gradation that we adopt.
To counter this, it is best suited for Indian Railways to consider the hybrid model of
the track machines like MFI, DTE, HOBCM etc.

5.5 Integration of Departments

For getting the ultimate goal that is track geometry nearer to within specified
tolerance limits it is very necessary to provide combined training to SSE/JE/Staff of
various sub-departments to understand overall mechanism of track inspection to track
maintenance and their individual contribution in overall maintenance activity.

For example when tamping of a turnout by UNIMAT/PCTM machine is to be done

then the coordination of various departments like PWay, TMO, S&T and OHE are having
direct connection with respect to the quality tamping work at all location of Points and
Crossing.

5.6 Formation Rehabilitation Machines

Railway formation may develop instability for reasons of poor bearing capacity of formation,
inadequate factor of safety against slope stability, excessive settlement and loss of soil from
formation on account of erosion, etc. Existence of one or more of these causative factors may
lead to development of others and ultimately leads to instability of formation.

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 Formation failure due to poor bearing capacity alone or in combination comprises most of the
unstable stretches. Increase in axle load & GMT also have a significant effect on adequacy of
bearing capacity of formation. Therefore, strengthening of formation against bearing capacity
failure is an important rehabilitation work.
Nowadays Formation Rehabilitation Machines which are fully mechanized are being utilized
for rehabilitation of formation in different World Railway systems. Formation Rehabilitation
Machines perform all the necessary tasks such as ballast recycling, levelling, and lifting, lining
and tamping etc.in one operation without disrupting rail traffic on the adjacent track. A
formation protective layer (FPL) is installed in order to raise the load-bearing capacity of the
subsoil effectively and sustainably. All these machines are designed for simultaneous
introduction of Geotextiles and Geogrids.
Important features of Formation Rehabilitation Machines are:
• Total excavation can be achieved in one or two passes
• Old ballast is recycled for use as protective layer material
• Automatic control and moisture regulation of the new protective layer material.
• High uniform consolidation performance thus achieving very good quality of protective
layer.
• Output of the machine ranging from 40 to 80 m/h depending on the thickness of the
protective layer.
• On a double track line no hindrance to traffic on the adjacent track.
• Various thicknesses of protective layers up to 50 cm can be inserted in one pass.
Austrian federal Railways having experience of formation rehabilitation machines known as
AHM-800R and RPM 2002.

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Many of the track geometry problems can be rectified with rehabilitation with adequate blanket
layer on formation top.

These machines can be used in Indian Railways to sort out many problems related to
formation soil qualities which varies on a larger scale over the country.

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 Chapter-6

Conclusion

Just as a healthy mind resides in a healthy body, it can be said that healthy operation
of freight & trains is only possible when healthy maintenance is carried out at a demanding
pace.
The technological up gradation of our present system of working is a multi-
dimensional concept. Along with use of modern machines for maintenance, it is imperative to
say that the role of track monitoring cars, USFD techniques and compact small track machines
go hand in hand with each other. The introduction of forecasting system in block planning in
the form of rolling block programs also plays a very vital role in determining the future course
of developments in track maintenance.
By imparting advance training to the engineering officers and senior subordinate
supervisors, who play a vital role at ground level in implementing the approved technologies,
it can be affirmed that the best possible maintenance is carried out to ensure above standard
grade of maintenance of track structure and components.
Besides this, continuous effort shall be made to keep our maintenance system
techniques in resonance with the new advancements in technologies and various practices
adopted worldwide.
However, the famous saying of ‘Science is as much a boon as much it is bane’ shall
always be kept in mind. Over-dependence on technology may at some point lead to unexpected
deviation from our planned trajectory.
Hence the balance between human resource application and technological
developments should always be maintained and kept in check so that track maintenance over
Indian Railways move forward in desired direction at desired pace.

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