Maintenance of Track carrying HAL - Deep Screening Pradeep Kumar Garg, Chief Engineer (TM), Central Railway

Introduction Increasing Speeds & Running HAL is a necessity Goal – to run the trains safely – With Least disturbance to traffic Maintenance of Track is of utmost importance Track requiring least maintenance Speed of maintenance & quality of work

Basic Requirements of Track Structural Integrity of Components Strength v/s stresses Track Geometry Bringing Track to requisite geometry Retentivity of track geometry Role of Track Machines

Factors affecting Track Geometry Initial Laying Standards of Track Stability of Formation Characteristics of Traffic Standards of track maintenance & Quality of work done Rail Wheel Interaction Condition of Ballast

Role of Ballast Means of correction to Track Geometry Providing Good Drainage Providing Resiliency to Track Distribution of Load Deep Screening Prior to TSR/CTR Once in 10 years Intermediate D.S. on condition basis

Unclean Ballast No drainage Increased stresses HIGH Stresses on Track Components Crushed GRSP Notched/ Broken Sleepers Rail / weld breakages Poor Running Fast deterioration of Track Geometry

Deep Screening on Central Railway Div Deep Screening of Plain Track Deep Screening of Turn-outs Requirement of D.S. per year Total M/L Track (Km) Due for D.S. (Km) % Due Total M/L turnouts (Nos) Due for D.S (Nos) BB 1241 923 74.4 1091 657 60.2 206 BSL 1448 770 53.2 680 211 31.0 196 NGP 1732 446 25.8 731 217 29.7 228 PUNE 639 336 52.6 328 97 29.6 89 SUR 1087 296 27.2 478 72 15.1 145 C.Rly. 6147 2771 45.1 3308 1254 37.9 863

Progress of Deep Screening Div Progress by BCM in 2015-16 Progress/mc/ month in 2015-16 Plain Track Turn-outs* Total BB 41.9 3 44.1 2.23 BSL 78.4 8 84.4 3.53 NGP 59.6 33 3.46 PUNE 21.9 5 25.7 2.97 SUR 35.9 30 58.4 3.32 C.Rly. 237.7 79 297 3.15 No. of BCMs on C. Rly. in 2015-16 = 8 One more BCM commissioned in June 2016

Progress Parameters for BCM Railway Board’s Stipulations Block 4 hours /day Progress per effective hour = 200 m Effective block for work = 3 hours 25 working days in a month Progress per BCM per month = 15km Avg Progress /mc/month on CR = 3.15km Avg Progress /mc/month on IR = 4.25km Highest Progress on IR (WCR) = 5.5 km

Why Dismal Progress of D.S.? Obstructions in the track Cables, Foundations, Boulders, Rails, tie bars etc Sleepers, Side drains, old parapet walls etc Under ballasting/over ballasting in the section Fixed Structures (LC/GB) encountered in the section 2 BCMs working in group – patch complete Wet soil - Jamming of screens, Jamming of cutter chain Availability of ETA in the section Blocks granted & Duration of Block

Availability of Corridor Blocks Division Section Road Corridor block (hrs.) BSL IGP-BSL DN 1’30’’ to 3’00’’ UP 1’20’’ to 1’30’’ BSL-KNW 2’00’’ to 2’ 50’’ 2’00’’ to 2’50’’ PUNE PUNE-LNL 2’15’’ 2’00’’ PUNE-DD 2’05’’ 2’00’’ to 2’15’’ SUR DD-MO DN/UP/SL 1’15’’ to 2’35’’ MO-SUR 2’30’’ to 3’00’’ 2’50’’ SUR-WD 1’15’’ to 2’15’’

Plain Tampers – Blocks & Progress

UNIMAT – Blocks & Progress

BCM – Blocks & Progress

% increase in Blocks & Progress Dec 2016 over Nov 2016 Dec 2016 over Dec 2015 With 18% increase in blocks, BCM progress increased by 31% With 78% increase in blocks, BCM progress increased by 153%

Requirement of BCMs on CR Track Length on CR = 6150 kms Turn-outs on main line = 3308 Arrears of DS on plain track = 2770 kms Arrears of DS for turn-outs = 1254 nos. To wipe out arrears + DS due in next 5 yrs, DS to be done per year = 930 kms Assuming progress of 4 kms/year/BCM (+30%), no. of BCMs required = 20

Bridging The Gap Increasing Output of Machines Condemnation of old & inefficient machines in phased manner Maintenance of machines on sound principles Use of original/ branded spares Removal of Obstructions in advance Optimum Ballasting of track Faster relaxation of SRs

Bridging The Gap Increasing Traffic Blocks Is there any incentive for Traffic Deptt for granting the blocks Is it possible to grant longer blocks continuously when adequate corridors have not been provided Imposing SRs if deep screening is in arrears

The Way Ahead & Conclusions Timely Deep Screening of Track – Essential for proper track behaviour Rationalization of frequency of Deep Screening Ensuring proper upkeep & performance of machines Measures for increasing output of machines

The Way Ahead & Conclusions Creating margins for corridor blocks in WTT Regulation of trains; TSL for granting blocks Joint Accountability of Engg. & Traffic Deptt for the work Integrated Block Planning Group working of machines Manual Deep Screening at selected locations

THANKS