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

2. 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

3. 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

4. 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

5. 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

6. 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

7. 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

8. Progress of Deep Screening
Div
Progress by BCM in
Progress/mc/ month in
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 = 8
One more BCM commissioned in June 2016

9. 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

10. 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

11. 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’’

12. Plain Tampers – Blocks & Progress

13. UNIMAT – Blocks & Progress

14. BCM – Blocks & Progress

15. % 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%

16. 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

17. 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

18. 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

19. 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

20. 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

21. THANKS