Mechanise d Track Construction on DFC Projects

Manjul Mathur, GGM/MA/EC, DFCCIL

Atul Khare, CPM/ Tundla, DFCCIL
1.0 Introduction:

The Indian Railway’s quadrilateral linking the four metropolitan cities of Delhi,
Mumbai, Chennai and Howrah commonly known as the Golden Quadrilateral and its
two diagonals (Delhi-Chennai and Mumbai-Howrah), add up to a total route length of
10,122 km constituting 16% of the total Route Kms. This Golden quadrilateral carries
more than 52% of the passenger traffic and 58% of revenue earning freight traffic of IR.
The existing trunk routes of Howrah-Delhi on the Eastern Corridor and Mumbai-Delhi
on the Western Corridor were highly saturated, line capacity utilization varying
between 115% to 150%. The surging power needs requiring heavy coal movement,
booming infrastructure construction and growing international trade led to the
conception of the Dedicated Freight Corridors along the Eastern and Western Routes, to
begin with. Ministry of Railways has planned to construct Dedicated Freight Corridor
covering about 3325 Route kms on two corridors viz Eastern Corridor from Ludhiana
(Sahnewal) to Sonenagar/Dankuni and Western Corridor from Jawaharlal Nehru Port,
Mumbai to Tughlakabad/ Dadri near Delhi; the two corridors meeting at Dadri.

About 70% alignment on Bhaupur-Khurja section of EDFC is parallel to IR and detours

have been planned at major stations with thick habitations. On this section, the civil
works to construct a double line corridor to run freight trains at a speed potential of 100
kmph for freight are underway. The formation is designed for an axle load of 32.5
tonnes and track for an axle load of 25 tonnes. A host of new technologies like
Mechanised laying of track with New Construction machine, canted turnouts with
speed potential of 55 Kmph on loop line, rubberized surface at level crossings enabling
quick removal and placement for mechanized maintenance, friction buffer stops etc are
being introduced for the first time.

2.0 Why Mechanise d track laying:

With the increase in speeds and axle loads, the track structure became heavier because
of use of 60 Kg rails and PSC sleepers. Also with long welded rails becoming necessity
and need to eliminate field welds, the length of panels to be laid gradually increased
from 10 rail panel (130 m) to 20 rail panel (260m). The arduous task of laying these
heavy track components led to advent of semi-mechanised means like PQRS, which
brought some respite by way of mechanized handling and laying of panels. In the
recent times efficient high performance machines like New Track construction machines
(NTC) have been developed which bring substantial ease and efficiency in track
construction with integrated logistic arrangements for mechanized handling, movement
and laying of heavy track components like 260 m long rails and PSC sleepers. The
machine provides continuous action assembly line kind of laying with high speed and
accuracy. The output of the machine can be as high as 1.5 Kms a day. These machines
not only accelerates speed of construction but also help in careful handling and
placement of rails and sleepers, achieving high initial quality in track laying. It is well
known fact that the initial quality of track laying determines its performance and
service life.

3.0 The NTC Machine:

On Bhaupur- Khurja section the mechanized track laying is being carried out with Ms
Harsco Rail’s New Track Construction Machine. The salient features of this machine
are:

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The machine consists of

a) Truss frame: The NTC unit is supported at one end by a specially modified flat
wagon running on the newly laid track and at the other end, by a crawler
running on the ballast bed. The truss frame contains a conveyor system for
carrying the sleepers down to a laying mechanism which places the sleepers on
the rolled and prepared ballast bed at a precise and predetermined spacing.
b) Gantries: A self-propelled gantry, requiring one operator, keep supplying the
sleepers to the conveyor systems. The sleeper handling flat wagons are equipped
with auxiliary rails which form a continuous running rail for the gantry to move
on flat bedded wagons loaded with sleepers. Pivoting extensions between the
wagons allow the gantry to operate on curves. After being dropped by the
gantry, the sleepers move via the conveyor system on to the prepared ballast
bed.
c) Rail Laying/Threading unit: 260 m long rail is unloaded through a rail puller
and laid along the prepared ballast bed. The NTC machine threads the rails on
 the sleepers through guides located at the rear end of the unit, driving them
inwards. Final placing of the rail on the new sleepers is controlled by an operator
who guides the rail precisely onto the sleeper seat.
d) Wagons: The NTC formation has wagons carrying rails sleepers and fittings
commensurate with the laying requirement for the day. On Bhaupur- Khurja
section, a formation of NTC machine with 22 Nos of BLC wagons with specially
designed superstructure to carry 12 Nos of of 260 m long rail panels (1.56 km)
and matching 2590 Nos of 60 Kg PSC sleepers is taken into section using a
powered utility vehicle (UTV).

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Fig: New Track Construction Machine

4.0 Base Depot:

All the track components are stocked and transported from a well-designed Base depot,
which is essentially a yard with connection to nearest station yard of IR to facilitate
bringing heavy P. Way materials like rails and sleepers. On Bhaupur- Khurja section
one base depot for a length of about 100- 120 Km has been planned. Rails rolled in the
length of 87 m are welded into 260 m rail panel at rail manufacturer’s facility. These
rails are moved on IR network in the rakes carrying 60 strings of 260 m rail panels (936
Tonnes, 7.8 Km) and brought into DFCCIL’s base depot through connecting IR yard.
There are three Base depots in the length of 351 Kms connecting to nearest IR station
yard. The following are essential features of this base depot:
(i) Three reception and dispatch lines to bring material rakes from IR and
dispatch them with NTC. A RCC platform embedded with cross rails having
capacity to stack 10,000-15,000 tonnes of 260 m long rails.
(ii) 21 Nos of 2 tonnes capacity Synchronized overhead gantries have been
provided for unloading Rail panels from incoming rail rake and loading them
on NTC formation for laying.
(iii) Presently the sleepers are loaded using Hydra cranes. However, a Goliath
crane with sleeper lifting Grab capable to handle 60 sleepers at a time is being
installed. Sleepers in NTC formation are loaded in three layers each having 40
sleepers.
(iv) Yard is designed to provide two exits for constructing two lines.
(v) A separate area is earmarked for stacking of sleepers in layers, each layer
carrying not more than 25 Nos of sleepers. This area is sufficient to hold
about 60-70% of total requirement of sleepers.
(vi) Workshop with essential machinery, repair and maintenance facilities etc. has
been established in yard.
(vii) The base depot also has a welding line and Mobile Flash butt welding unit is
used to weld the free rails into 260 m panels, if required. A weld testing
laboratory with facility to conduct essential tests on welds like Brinell
hardness test, tensile test etc has been provided.
(viii) Lighting all along the yard length is essential as most of loading and other
activities are performed during night time. Construction yard has to be in
action round the clock to achieve a production of 1.5 km of skeleton track per
day.
(ix) Covered stores for storing track fittings, machine spares, consumables and
fuel etc are also provided in base depot. Ballast stacking and loading
arrangements have been provided in the base depot.

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5.0 Sequence of Construction:
The sequence of construction can be pictorially described as follows:

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The track construction activities can be divided into two parts:

(i) Activities at Base Depot

(ii) Activities in Field.

5.1 Activities at Base Depot:

The following are important Base depot activities:

(i) Unloading 13m/260 m rail panels from incoming rail rakes, with
synchronized overhead gantries and stacking them at nominated stacking
area.
(ii) Welding of 13 m rails into 260 m long rail panels, in case 13 m rails are
received.
(iii) Loading 12 Nos (6 pairs) of 260 m long rail panels on NTC formation using
same overhead gantry cranes. Rail loading usually takes 120- 150 minutes.
(iv) Moving the formation to sleeper stacking area and loading 2590 Nos of
sleepers in layers, separated by wooden battens, using Hydra cranes. Each
BLC wagon has three layers of sleepers each layer having about 40 Nos of
sleepers. The sleepers are loaded on the formation in 10-12 hours time. With
the commissioning of Goliath crane this loading time is expected to reduce to
6-8 hours.
(v) Loaded material train is pushed into the section to be laid at a restricted
speed of 25-30 kmph, with two powered UTVs; movement is piloted by a
pilotman holding walkie talkie ensuring its safe movement.
5.2 Activities in field:
(i) Preparation of ballast bed: The ballast is spread to required width on
finished formation, in two layers each 100 mm thick. Each layer is rolled and
compacted using 8 tonnes roller. This provides initial uniform ballast cushion
of 200 mm.
(ii) Transferring alignment on ballast bed: Using a Total station, the centre line
of alignment is precisely marked on the prepared ballast bed using lime
powder for guiding the movement of NTC machine. Machine is moved on
the centre line marked on compacted ballast bed with a hand held remote
control that steers the front end crawler.
(iii) Pulling out rail panels and spreading on compacted bed: Ends of first two
rail panels loaded in material train are pulled and threaded into the roller
lines on NTC machine with the rail puller arrangement on the machine and
these are then pulled up to the front end of NTC machine. The ends are then
clamped using friction based web clamps having eye on one end which is tied
to pulling Dozer (capacity 325 HP). Rail panel supported over rollers at every
6-10 m, is then gradually lowered on the ballast bed. The subsequent rail
panels are drawn by connecting their webs with the preceding one using web
based special friction rail clamps. The rail panels are unloaded on both side at
a lateral separation of about 1700 mm leaving space for working of NTC
machine.
(iv) Laying sleepers and threading rails using NTC machine: NTC machine can
be self-propelled at speed of 15 Kmph while laying the track. The machine
has an onboard computer (Jupiter Control system) which brings precision in
laying with speed. The sleepers are picked up by moving gantries in the rear
and brought upto conveyor belt and dropped. The sleeper layer mechanism
lower and drop first sleeper onto the track surface. The Jupiter Control
System uses the position of this 1st dropped Sleeper as the reference point
and determines the location for subsequent sleeper drop. As the machine
moves forward a sleeper spacer lowers down to ballast bed and adjusts the
sleeper dropped to desired sleeper spacing. This cycle keeps going for all
subsequent sleepers dropped and the sleepers are adjusted to their precise
location as per pre-determined spacing. The machine has a pointer attached
at the centre of the truss beam in front end of it. With a hand held remote
control an operator moving ahead of NTC machine steers front crawler
ensuring that the pointer under truss beam remains aligned over the centre
line marked on ballast bed as it propels forward. This ensures that machine
lays track at desired centre line.

The pad operators install pads on each end of the sleeper it moves on sleeper
conveyor. Another operator uses manual controls to position rail clamps and
threads rails onto the newly laid sleepers.

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Fig: Pointer attached underneath truss beam on the front end to g uide movement on marked centre line

Fig: Sleeper dropped from conveyor belt

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Fig: Rail panel being threaded onto sleeper

(v) Checking of skeleton track: The alignment, levels and sleeper spacing of
newly laid track are then checked. Minor corrections, if required, are given by
nominated gang with competent supervisor before clipping of sleepers. The
machine is then moved back to base depot.
(vi) Thereafter rear works like ballasting and first round of tamping with double
insertion is done.
(vii) A survey trolley is then run to find out the coordinates of existing alignment,
which is compared with the design alignment and design feed for the tamper
is generated. The tamper then does the required correction to alignment and
levels, while working in design mode.
(viii) Subsequently one or more round of tamping brings the alignment of track
within the prescribed tolerance. Thereafter ballast regulator followed by DGS
is run to stabilize the track.

6.0 Operator/Staff Deployment for NTC Working

The operator requirements for the efficient operation of the NTC machine are listed
below.
1. Supervisor- 1 No.
2. Main Control Operator- 1 No.
3. Reference Line Setter (Plumb Line)- 2 Nos
4. Liner / Gauger Operator- 2 Nos
5. Pad Installation Operators (2 Nos)
6. Gantry Operators (2 Nos).
7.0 Conclusion:

Dedicated Freight Corridor Corporation has taken up the task of constructing freight
corridors along high capacity utilization network of Indian Railways. The work on two
corridors viz. Eastern and Western are underway and they are targeted to be completed
in phased manner by year 2019. With the growing demand for transport, more of such
corridors will come in near future. Heavier traffic demands use of higher UTS rails and
heavy concrete sleepers which are susceptible to damage, if handled manually. Also the
track geometry and initial quality of laying determines the service life of track
components. The challenge before DFCCIL today is to lay the heavier track structure in
a compressed timelines, which can be achieved only by mechanization of track laying.
Although in Indian environment where labour is not costly when compared to Western
Countries, the mechanized track laying may not bring saving in cost but it is the speed
and quality of laying which mandates use of mechanized track laying machines.