Infrastructure

Geo-technical Engineering

New Technology in Geo-technical Field

• So far Railway embankment used to be constructed with locally available soil only. This had the limitation of carrying low axle load, broad width due to flat side slope and living with poor quality track.

• These short coming are to over come with the use of NEW TECHNOLOGIES like :

(a) By conducting Study on Higher Axle Load on Railway Formation. Also undertaking project with TTCI for further study.

(b) By reinforcing earth embankment to strengthen the embankment and overcome the space constraint problem in metro cities.

New Technology in Geo-technical Field

(c) By studying “ Problem and Principles of Managements of Desert Soil” and suggesting remedial measures. This helps in maintenance problems in desert areas.

(d) By studying “ Liquifaction of Soil” .This helps in taking measures to avoid embankment failures in Earthquake prone areas.

New Technology in Geo-technical Field

(e) Using Soil nailing technique to construct embankment in space constraint areas by restricting the width requirements and to protect steep/unstable slopes.

(f) Developing technology for Rock/Boulder fill embankment. This economies the construction cost in hilly areas.

New Technology in Geo-technical Field(g) By enhancing use of Geo Grid, Geo Textiles, Geo

Jute, and Coal Ash in embankment construction. This economies construction and improves load carrying capacity of embankment.

Laying of Geogrid in new works Laying of Geogrid in rehabilitation works

Various Application Of Geo-Synthetics

New Technology in Geo-technical Field

By studying “Suitability of Blast Furnace Slag as Track Ballast”. This reduces the ballast cost and maintainability of track. On the other hand it will develop the eco friendly environment by reducing the stack of waste slag near steel plants.

Slag collection at steel plant Blast furnace slag

Important completed Projects in GE Directorate

GUIDELINES-• Guidelines for Earthwork in Railway Projects• Guidelines for cuttings• Geotechnical testing for Railway Engineers for quality control• Guidelines on Erosion and Drainage of Formation• Guidelines for construction on Soft Soil• Guidelines on Rehabilitations of weak formation• Guidelines for use of Jute Geo textile and its adoption on Indian

Railways• Guidelines for Blanket layer Provision on track formation with emphasis

on Heavy Axle Load train operation

SPECIFICATIONS-Specifications for Mechanically produced blanket material.

Important completed Projects in GE Directorate

TECHNICAL REPORTS-• Various methods Formation Rehabilitation on Indian Railways• Pre fabricated Vertical PVC drainage systems for construction of

Embankment on compressible soft soil• Design of Reinforced Earth Structure• Soil Nailing Techniques• Design and Construction Rock-Boulder filled embankment• Problems of Track Maintenance in Desert areas and their

Management• Suitability of LD slag as track ballast• Liquefaction of soils• Study of ballast penetration with different type of soils

Important Projects in progressPROJECTS WITH TTCI-• Consultancy project for test track of RDSO• Development and up gradation of track for Heavy Axle load• Assessment and development of Bridge approach transition systemOTHER PROJECTS-4. Pilot study for technical suitability of Coal Ash in Railway embankment5. Numerical modeling of Railway tracks on compacted Sub grade with IIT

Delhi6. Development of equipment for determination of In-situ moisture content

and density of Railway track formation soil compacted layerPROJECT PLANNED-

Centrifuged modelling at IIT Mumbai

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Infrastucture Research

ON

BRIDGES

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Heavy Axle Load Operation:

1.Development of load model and fatigue design criteria for design of steel girder bridges for heavy axle load operation on proposed dedicated freight corridor.2.Guidelines for running of 25t axle load, CC+8+2t (22.82t axle load) and CC+6+2t(22.32t) axle load train on existing bridges issued.3.Associated with Zonal Railways for Instrumentation of bridges to assess the actual loadings on the bridges an d to access the capacity of bridges to carry Heavy Axle Loading.4. Development of software for working out the Bending Movement and Shear Force for working out forces based on actual Train Load.

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Research Projects

1 Residual Life assessment of concrete and masonry Bridge structures.

large number of masonry and concrete bridges on Indian Railways have been in service for more than 60 years. To assess residual life of these bridges, project has been taken on hand

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2 Vibration Signature Analysis & Condition Assessment of Bridges using Vibration

Signature Analysis

Vibration signature analysis can be used as a rapid condition assessment tool. This requires bridge specific modeling data processing and decision making software which need to be developed. This project is being executed in association with IIT/Bombay.

3 Bridge Scour estimation, measurement and protection and using of various real time scour monitoring system

like TDR, TTS,SMC and SA etc.

The research project will help to get mathematical formulae to access scour around pier/abutment in bridge for different types of river beds. These mathematical expressions will be validated by existing data, actual real time scour by using monitoring equipments and laboratory modeling. Measures to reduce scour will be suggested. These suggestions will be implemented in field and scour will be monitored to validate suitability of these measures. The project is being done in Association with IIT/ Kharagpur.

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4 Seismic Isolation and Protection System and Development of Guidelines/Codes for Earthquake & Laboratory Facilities for Testing of Bridges

Rly. is not having any code/guideline for seismic design. There is also a need of preparing guidelines for rehabilitation of bridges damaged during earthquake and also to strengthen existing bridges for seismic forces. Use of seismic isolation isnot known in Indian Railways. So this project has been taken up in association with IIT/Kanpur,

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5 Provision of LWR on Railway Bridges

To calculate the forces coming on the bridges from long welded/ continuous welded type rails so as to lay the LWR/CWR over the bridges.

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6 Study and effects of temperature gradient in concrete box girder bridges.

To study temperature gradient across concrete section in bridges and to recommend for taking necessary provisions in IRS codes to take care effect of temperature gradient in concrete.

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7 Revision of fatigue provisions in IRS Steel Bridge Code

To review the existing fatigue provisions of Steel Bridge Code with respect to other International Practice and give revised draft provisions for adoption. The project is being done in association with IIT/Roorkee.

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8 Capability Assessment and Condition Monitoring of Bridges

1. Background :

• Bridge rating

� Approx. 75% Bridges are more than 60 year old out of which 42% Bridges are more than 100 year old.

� Bridges have been designed for various Bridge Loading Standards based on hypothetical loading.

� At present there is no system of rating of existing Bridges. Capacity assessment of existing Bridges for Heavy Axle Load is being done based on theoretical design criteria.

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� This has resulted in Re-building/ Rehabilitation/ Strengthening of Bridges or imposition of Severe Speed Restrictions.

� It is proposed to do such rating for Bridges on Indian Railway based on AREMA Guidelines modified to Indian Conditions.

� This will help in prioritization of Bridge Re-building/ Rehabilitation/ Strengthening works

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�� Condition Monitoring System:Condition Monitoring System:•• Condition Monitoring System will be used to assess Condition Monitoring System will be used to assess

the real time health of Bridges. This will include: the real time health of Bridges. This will include:

�� Continuous/ Intermittent monitoring of critical Continuous/ Intermittent monitoring of critical parameters like Strains, Temperature, Wind, parameters like Strains, Temperature, Wind, Deflection, Displacements,Tilt etc by Deflection, Displacements,Tilt etc by Instrumentation and analysis. Instrumentation and analysis.

�� This system will provide various integral alert levels This system will provide various integral alert levels for critical parameters.for critical parameters.

� Assessment and development of bridge approaches transition system:

� Elastic behavior of track changes suddenly from approach bank of bridge to bridges. Due to this train experience jerk. .

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• In order to ensure smooth running of trains, transition system at bridge approaches is required.

• At present bridge transition system is provided as per para 605 of IRBM and para 6.4.2 of “Guidelines for earthwork in Railway projects July 2003”. The provisions are irrespective of height of approach embankment, type of bridges, type of routes.

• In view of heavy axle load and high speed trains, improvement in the transition system on bridge approaches is essential.

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�� Objective of ProjectObjective of Project::

•• Methodology and guidelines for capability assessment of Methodology and guidelines for capability assessment of

existing Bridges for heavy axle loads.existing Bridges for heavy axle loads.

•• Development of Condition Monitoring System. Development of Condition Monitoring System.

•• Assessment and development of bridge approaches Assessment and development of bridge approaches

transition systems transition systems

Infrastructure Developmentson

TRACK

Important works � Tackling problem of corrosion. � Improved elastic fastenings.� Rubber pad.� USFD.� Broken Rail Detection� Improved Thermit Welding. � Points and crossings.� Alternative to Bridge Timber. � Anti Sabotage and anti-theft measures.� Long Welded rails.� Track structure for 25t Axle load.� Works related to DFC.� Development Of Technology For High Speed

Trains

Indian Railway’s March Towards Higher Speeds

• Introduction of the Rajdhani Express from 1st March, 1969 was the first step towards higher speeds on IR. its present peak speed is 130 km/h.

Indian Railway’s March Towards Higher Speeds

• A second phase of increase in speeds has been commenced with the introduction of LHB coaches that provide better riding quality even at higher speeds.

• Increase of maximum speed of Bhopal Shatabdi to 150 kmph between New Delhi and Agrais the first step in this direction. Coming years will see more and more of such trains.

• As a next step, extension of benefits of LHB Coaches, WAP5 and WDP4 to 200kmph high speed passenger trains at 200 kmph and goods trains at 120 kmph should be considered on existing railway linesas dedicated track for passenger train will take long time and heavy investment.

Issues Connected with Speeds More Than 150 Kmph:

• Aspects pertaining to following are to be studied:– Locomotives Carriages

– Formation Track Bridges

– Signalling & Electrical Traction Installations

– Operating matters

– Feasibility Study to be done to identify large number of technical, R&D Projects and same to be undertaken

Proposed High Speed Vision for IR

As a short term implementable solution, RDSO proposes to implement project for 160/200 kmph with the following features ;-

• To upgrade existing rolling stock and track & signal at low cost.

• To use existing signal locations by reducing braking distance by use of E.P. Brakes.

Proposed High Speed Vision for IR• To develop track fencing in a socially accepted

manner by making adequate number ofRUBs/ROBs.

• To identify and conduct time bound R&D in areas of infrastructure that need special strengthening and study especially, Bridges, Formation, Point & Crossings, SEJs, Approach to bridges, OHE and current collection.

Works related to Operation of 25t Axle Load

Track Structure

• Track structure for operation of 25t axle load was proposed for discussion by RDSO Track Standard Committee (TSC).

• Based on the inputs of RDSO and discussions in the TSC, Track Policy Circular No 2 of 2006 was issued by Railway Board laying down track structure for 25t axle load.

Track Structure

• Track structure for all future track renewals, construction of new lines, doubling etc

• Existing track structure consisting of 52Kg/90UTS rails on PSC sleeper with 1540/km and 250mm ballast cushion is suitable for running at a restricted speed of 60kmph for BOXN and similar wagons.

• Sidings: 52Kg/90UTS (60kmph)/ 52kg/72UTS (30 kmph), PSC sleeper, 1540/km and 250mm ballast cushion.

Fan shaped layout with 60Kg curved switches

Points and Crossings

300mmBallast Cushion

PSC, 1660/KmSleeper and Density

60Kg 90 UTSRail Section

Maintenance Practices

• Grinding has been prescribed as an essential maintenance practice for 25t axle load operation.

• Close monitoring of track components namely rail, sleeper, rail clip, rubber pad, liner, ballast and formation and corrective action.

• USFD testing of rail covering gauge face corner to control rail fractures on account of un detected Rolling Contact Fatigue (RCF) defects.

Wagons Cleared

• BOBSNM1 on Dalli Rajhara- BhilaiSection

• BOXNEL on Banspani- Daitari- Paradipsection

• BOYEL on KK line

Works related to DFC

Track Structure• It is planned to enter into an MOU with TTCI for design of track structure

for operation of 32.5t axle load.

• Tender documents in this regard have been prepared and the same are under approval of Railway Board.

• However, certain studies/design activities have been carried out in this connection based on the knowledge available.

• It is pertinent to point out that precise design of various track components require specific studies such as simulation, FEM analysis, laboratory and field evaluation.

• All these activities are vital and these have been planned under MOU with TTCI. In view of above, designs may under go substantial change based on input received through TTCI on various issues involved.

Track Structure• Rails

– Literature survey indicates that operation of axle load in excess of 26t uses 68kg/m section.

– Although UIC 68 rail section is available, literature survey does not indicate the use of the same anywhere.

– On the other hand, use of equivalent section namely, 136RE are commonly used on North-American Railroads and Canadian Railways. In view of above, use of 136RE 14 rail sections appear to be a logical choice.

• Rail Hardness– Literature survey indicates use of rail hardness above 320BHN for

tangent rail for axle loads in the range of 32.5t. – However, in case of curves, hardness of 350BHN and above are

preferred. Similar rails may have to be planned for DFC.

Track Structure

• Rail Material– Pearlitic steel is primarily used while Bainitic steel is

currently limited to trials. – Use of low heat treated rails and micro alloyed

head hardened rail is also reported globally. This area needs further study.

• Sleeper– RDSO has developed a new design of PSC sleeper,

considering increased rail seat area for rubber pad, 136RE rail and ERC Mk-VI.

Track Structure• Rubber Pad

– Design of 10mm composite rubber pads has been developed. – However, manufacturing of prototype and evaluation of the design has to be

taken up.

• Fastenings– Development of ERC Mk-VI in progress.

• Insert– Design to appropriately match with ERC Mark VI is in progress

• Liner– Design of liner matching with the requirement of 136RE rails has been

conceptualized.

• Points & Crossings– Development of P&C crossing is in progress.

MMD & Fixed Structure Gauge for DFC

• MMD for DFC has been firmed up based on the requirements pertaining to freight stock for various commodities and motive power.

• Development of fixed structure gauge requires kinematicmovements of the rolling stock on a given type of track. This will require firming up of design parameters pertaining to fixed and moving infrastructure.

• However, assuming the kinematic movements similar to those exhibited on AAR, fixed structure gauge has also been developed.

• These profiles have been circulated to all concerned in Nov 2007.

MMD & Fixed Structure

Gauge for DFC

On lines proposed to be electrified on 25 KV A.C. system, necessary provision should be made in overhead structure and overhead equipment if necessary by using longer traction overhead equipment masts to permit possible raising of the track by 275mm in future to cater for increased ballast cushion, larger sleeper thickness and deeper rail sections.

(iii)

The height mentioned against item No. 2 (i) & (ii) above shall be measured from higher or super elevated rail.

(ii)

For curves, extra clearance is to be calculated and accounted for.Note: (i)

8430mmHeavy overhead structure at turnout etc(c)

8050mmHeavy overhead structure such as road over or flyover bridges

(b)

8430mmLight overhead structure such as foot over bridges

(a)

Where 25 KV A.C. traction is likely to be used, the minimum height above rail level for a distance of 1600mm on either side

(ii)

7965mmMinimum height above rail level for a distance of 1925mm on either side of centre of track for overhead structures

2.(i)

1600 (Required only where electrified section is planned)

From 7965mm to 8430mm above rail level on main line(iv)

2710mm decreasing to 1925 mmFrom 7100mm above rail level to 7965mm above rail level(iii)

2825mm decreasing to 2710From 6670mm above rail level to 7100mm above rail level-(ii)

2825mmFrom rail level to 6670mm above rail level(i)

Minimum, horizontal distance from centre of track to any structure (other than Platform)1

Fixed Structure for DFC

MMD for Feeder Routes• Railway Board issued broad guidelines as under:

– MMD for existing goods platform

– MMD for modified goods platform (840mm height & 1850mm from track center)

3135<1170

32501170-1230

3500>1230

Width, mmHeight from rail level, mm

3135<945

3250(with doors)945-1000

3500 (w/o doors)>1000

Width, mmHeight from rail level, mm

MMD for Feeder Routes

– Wagon dimensions• Corner height: 4025mm

• Center Height: 4385mm

• Wheel Diameter: 840 to 1050mm

•Considering above guidelines, various MMD options for feeder routes were devised by RDSO and sent to Railway Board in Feb 08.

•These options with the constraint/repercussion of each are presented hereinafter.

MMD for Feeder Routes• The MMD options are drawn keeping in view the operation of DSC with new design of container

flat, RORO and three tier auto rake services. Side bottom of the wagon is as per side bottom dimensions approved by Board for wagons designed for modified goods platform and doors not opening outwards .

• Following structural constraints may be kept in view while adopting this MMD for existing feeder routes:

– Reduction in clearance between wagon and rail level from 102mm to 75mm (marked as A in diagram) shall call for modifications in S&T installations erected as per present clearance of 102mm.

– Lowering of side bottom of wagon from 1145mm to 1000mm (marked as B in diagram) will require lowering of high level passenger platforms from existing 840mm-760mm to 700mm or lower in order to maintain adequate dynamic clearances from the wagons while they negotiate main/loop lines of the stations having high level passenger platforms. Such modification shall result into compromised comfort and safety levels for passengers. Alternatively the operation shall be as ODC and clauses applicable to various classes of ODC shall apply for negotiating lines with high level passenger platforms.

– Increase in the width of MMD in upper half for accommodating RORO, three tier auto services and covered wagons for bagged commodities beyond 2600mm (marked as C in the diagram) shall call for large scale modifications in the fixed structures in station limits including setting back of the platform shelters way behind platform edge as well as outside station for same speed potential.

– Increase in the height of MMD to 7100mm from 6810mm adopted for existing DSC operation (shown as D in the diagram) shall involve increased raising of ROB/FOB etc besides requiring more lateral clearances for same speed potential for cover over platforms at stations.

– Height of goods platforms to be reduced to 840mm for a distance of 1850mm from centre of track. (As per Board’s letter).

Another alternative MMD option is shown here. This shall provide benefit on feeder routes having predominant traffic of iron ore since the modifications required in the structures shall be limited to a large extant and electrified routes can also be made feeder routes. However, for other commodities the through put related repercussions shall apply.

Track Monitoring

Track monitoring of Indian Railways by Track Recording Cars and Rail Profile Measurement System including upgradation and development of Track monitoring system

(i) Track Recording Car:

There are four track recording cars with RDSO

which are run and maintained by the directorate for

the statutory track recording different routes of IR

as per frequency specified in Indian Railway

permanent Way Manual (IRPWM)

(ii) RPMS:

This directorate is having one track recording car which is fitted with rail profile measurement and analysis system. This is Laser based , non contact rail profile measuring system. It provides accurate measurement of railhead profiles in real time, lateral & Vertical wear, rail rollover, lip flow and gauge.

(iii) Track Management System:

Development/Upgradation , installation &

commissioning of Track Management

System on various zonal railways including

training of officials in operation and use of

the system is done by the directorate.

TESTING FACILITIES AVAILABLE:

• STATIC AND DYNAMIC TESTS ON TRACK COMPONENTS

• FATIGUE TESTING OF TRACK COMPONENTS ON HARD BED AND BALLASTED BED

• FATIGUE TESTING OF TRACK COMPONENTS ON HYDRAULIC PULSATOR

• MEASUREMENT OF TOE LOAD FOR ELASTIC FASTENINGS

• EVALUATION OF STRESS AT CRITICAL LOCATIONS FOR TRACK COMPONENTS

• CALIBRATION OF HELICAL SPRINGS FOR MECHANICAL TOE LOAD MEASURING DEVICE

TESTING FACILITIES AVAILABLE:

• VERIFICATION OF CALIBRATED LOAD CELL FOR ELECTRONIC TOE LOAD MEASURING DEVICE

• CREEP RESISTANCE TEST

• PULLOUT TEST FOR INSERT AND DOWELS

• CALIBRATION OF OSCILLATION MONITORING SYSTEM OF ZONAL RAILWAYS.

• APART FROM THE TESTING JOBS, TRAINING IS IMPARTED TO STAFF AND OFFICERS OF ZONAL RAILWAYS FOR PROPER INSPECTION OF ERCs TO ENSURE QUALITY CONTROL

Projects in Progress

Projects in Progress• High Speed Track Recording Car (TRC)

• Replacement of two Track Recording Cars

(TRCs- 225 & 2500)

• Replacement of one overaged TRC

• Dedicated Test track for RDSO

• Field Trials on various Track Components to

study the stresses under actual field conditions

High Speed Track Recording Car

• One High Speed Track Recording System with following features is being procured at a cost of about Rs. 5.15 crores from M/s ENSCO, USA.

Salient features:- Laser based contact-less sensor for measurement of lateral

track geometry- Recording of curvature and vehicle ride parameters- Recording of rail corrugation, cupped and misaligned weld- Simultaneous storage of processed, raw data and profile /

chord data- Both analogue and digital output- Synchronisation with route data information- Wider speed band of recording : 20 to 200 kmph

• ICF all coil coaches built and commissioned in 1972

• Coaches are 33 years old showing sign of fatigue with badly corroded under frame

• Coaches have outlived their normal life

• Recording system more than 12 years old

• System architecture built around 286/386 Personnel computers with sub systems built on 8088 microprocessor.

• System has become obsolete and spares required to maintain the system are no more available in the market

• Efforts to get the spares have been unsuccessful

Replacement of TRC – 225 and 2500

Replacement of TRC – 225 and 2500

• Thus it is proposed to replace the two recording cars

(TRC-225 & 2500) along with state of art recording

system with following features.

- LASER based contact less sensors

- Location synchronization using Global positioning

System (GPS)

- High speed LHB coaches

• Total cost of the Project : 22.13 Crores

Thank You