Presentation on

“Rail Grinding Machine” by

ADEN/PKUS.E.Railway

Head checks on Gauge Face of a Rail

Flaw Initiation

Head Checks

Reduction in Rail/ Weld FailuresAction on two fronts

What is most essential for SAFETY?

Arresting Initiation &

Growth of Flaws

Objective Detection of the Flaws

Rail Grinding

Vehicular USFD Testing

Magic Wear Rate

IntroductionRail Grinding is an important track

maintenance toolRail Grinding is the removal of metal from the

surface of the rail head Through the action of a rotating grinding

wheelMechanism used in rail grinding is cutting of

metal associated with formation of metal chips (and not metal deformation)

Grinding Stone

Corrective – Removing the defects in one go

Preventive Gradual – Removing the defects in stages

Preventive – Removing the defects in nascent stage

Types of Grinding

Corrective Grinding Also known as traditional Rail Grinding To correct existing surface defects and the

shape of the head of the railA problem exists and sufficient grinding is

done to correct the problem Defect is allowed to develop before taking up

the grinding; so remedial type action taken

Criterion for Corrective Rail Grinding

Condition Typical Recommendations

New Rail At 20 GMT

Corrugations 0.25-1.5 mm

Engine Burns 0.6-0.8 mm

Rail End Batter 0.8 mm

Weld Batter 0.8 mm

Flaking and Shelling 0.8 mm

New Rail requires grinding for removal of mill scale.Mill scale is a very fine layer on rail head(<0.25MM).

PREVENTIVE GRINDING

Also known as profile grindingCarried out before problems occursRail head is ground to specific profile so as to

improve rail wheel contact interfaceCarried out more frequentlyThis is periodic maintenance grinding carried

out at frequency decided on the basis of GMT.

Profile Grinding

Less aggressive grinding processRemoves fatigued material, surface cracks &

improves rail wheel interaction Eliminates the need for defect correction

grindingGenerally one pass process carried out at

higher speed ranging from 10 to 24 kmph.

Preventive Gradual GrindingIn between corrective and preventive

grindingThe defects in the rail are not removed in one

goRails are ground at slow speed - only 1 to 3

passes are givenIn each round, the defects will taper downUltimately, we shift to preventive grinding

Preventive Gradual GrindingIR has adopted Preventive Gradual Grinding

to start withGrinding cycle – 25 GMT –Ist, 50 GMT-2nd

One pass on straight and 3 passes in curve (speed 15-18 kmph)

Metal removal 0.1-0.2 mm (approx.)

Preventive Gradual Strategy

After I Cycle Cracks Partly Removed

After II Cycle (approx. 30 GMT)

More Cracks Removed

After III Cycle (approx. 60 GMT)

Cracks Fully Removed

Reshaping Rail Head Profile - favourable Rail Wheel Interaction reducing contact stresses

Removal of cracks in initial growth phase - avoiding their propagation deeper

Shifting the contact of the wheels - away from the damaged zone

Avoid Dip Formation at Welds - Reduction in hunting by avoiding contact on misaligned welds

How Rail Grinding will help?

BENEFITS Increased rail life Increased wheel lifeReduction in fatigue & surface defectsLess tractive resistance & therefore less fuel

consumption Reduced need for rail transposing in curves,

thus saving cost on maintenanceImproved reliability of USFD testing

BENEFITS contd…Reduced track geometry deterioration Reduced degradation of ballastLess noiseImproved vehicle ride quality Reduced derailment proneness

OTHER BENEFITS Fastening (Rubber pad, ERC)

Life extended 3 timesSleepers

Life extended by 20%Tamping Cycle

Extended by 30%Ballast Cleaning Cycle

Extended by 15%Vehicle Maintenance & Wheel turning

improved

OTHER BENEFITS Tractive energy

Reduced by 8 – 10%Noise and vibration

In the human-hearing frequency range noise reduction of over 10 db can be achieved by grinding of corrugations

Before Grinding*One Time Activities

*Repetitive Activities

One Time ActivitiesEstablishment of Test SitesObstructions in the trackDetails of Rail – Old/ New, GMT carriedMeasurementsRail condition data

Typical ‘Test Site’ on SCR

22.01.2010 PKG/SPT2/IRICEN

Test Sites -SelectionWhy: For establishing - Appropriate metal removal to control the growth of RCF cracks - Target Rail profile - Grinding cycle requirements

Where: -High tonnage - Typical curvature / rail type - Good access to track - Rail history / defects - No planned rail replacement -Typical traffic & speed

- Away from Weld, Signal, LC etc

How: Gather data –MiniProf, surface photos, dye penetrate, weld dips, hunting

Test Sites - MiniProf

How– MiniProf:• Mark rail location with paint on field side for all future measurements

• Record:- Line- Curve High, Low

- Tangent right, Tangent left- Track –UP, DN- Date -automatic- Gauge –automatic

MiniProf

Typical Rail Profiles using MiniProf

Dye Penetration TestingGrinding Test Sites:

How –Dye Penetrant:• cleaner, dye (wait 2 min), Wipe clean,

water wash, Apply Developer (no overspray)

• Record:- Location

-Outside (OR) Inside (IR) rail, T Left, T Right-Track –UP, DN-Date-Gauge -Direction Traffic-Crack length -Rail age and weight

Obstructions in GrindingTurn-outsSEJsLevel CrossingsAxle countersLocation – ChainagesStart & End of CurvesRH/LH Curve

Joggled Fish Plate- Is it Obstruction?

RDSO Proforma for Grinding

Rail Condition Data• Rail surface defects• Wear of rails• USFD defects in rails/weld• Rail/Weld failure details• Weld dip details

Target Rail Profile• How it is decided?• For IR, designed by NRC• Four Profiles-

– CPC for DN road straight track & low rail of mild curve

– CPF for UP road and low rail of sharp curve– HS for high rail of sharp curve– HM for low rail of Mild curve

• Why two profiles for straight track?

What is a patternArrangement of stones across the rail and

along the grinding trainPattern needs to be selected by P. Way

supervisor trained in grindingPurpose is to achieve target rail profile from

existing rail profileFactors affecting Metal to be removed

How to select the pattern ?

PATTERN SHEET DESIGNED BY LORAM

Different patterns being fed into HMI of RGM

Recommendations of NRC for Pattern Selection for I Cycle & I Pass

NRC Recommendation for Preventive Gradual Grinding Edit 6 Sep 6th, 2011

Template Track

Patterns SpeedWrong Direction in GDMS All Passes

Speed3 Pass PatternsFirst Pass

AggressiveFirst Pass Generic Kph Pass 1 Pass 2 Pass 3 Kph

HS UP/Down 14 45 18 14 27 15 18HS NEW RAIL UP/Down 2 45 18 2 47 23 18

HM UP/Down 10 45 18 10 43 27 18HM NEW

RAIL UP/Down 2 45 182 47 x 18

LS-CPF UP/Down 20 47 18 20 23 27 18

LS-CPF NEW RAIL UP/Down 24 47 18 24 23 23 18

LM-CPC UP/Down 39 39 18 39 42 39 18LM-CPC NEW

RAILUP/Down 17 41 18 39 46 x 18

TCPF UP 24 24 15

TCPF New railUP 24 24 15

TCPC DN 39 39 15

TCPC NEW RAIL DN 39 39 15

TCPC 52 Kg

RAIL UP/Down39 39 15

LS-CPC 52 Kg

RAIL UP/Down 39 39 18 39 42 39 18

LM-CPC 52 Kg RAIL UP/Down 39 39 18 39 42 39 18

Calling Patterns for CYCLE 1 PASS 2 (60 Kg old rail)• For Straight/ Tangent Track

– DN Road – Template CPC – Pattern 39– UP Road – Template CPF – Pattern 24

• For Curve Track – Mild Curve (< 1.25 deg)– High/ Outer Rail – Template HM – Pattern 10– Low/Inner Rail – Template CPC – Pattern 39

• For Curve Track – Sharp Curve (> 1.25 deg)– High Rail – Template HS – Pattern 14– Low Rail – Template CPF – Pattern 10

Calling Patterns for CYCLE 1PASS 1 (60 Kg new rail)Straight Track – same as for old railFor Curve Track – Mild Curve (< 1.25 deg)

High/ Outer Rail – Template HM – Pattern 2Low/Inner Rail – Template CPC – Pattern 17

For Curve Track – Sharp Curve (> 1.25 deg)High Rail – Template HS – Pattern 2Low Rail – Template CPF – Pattern 24

For 52 kg Rail – For all conditions - 39

Subsequent PassesAs suggested by GDMSFirst cycle – 3 passes on both high & low railsIf GDMS gives 2 Passes – ask for alternative

with 3 passesWhat to do if GDMS data has wrong direction

of curve

Grind Data Management System (GDMS)

The Grind Data Management System is an integrated automatic data acquisition, data viewing and analysis, quality control, reporting and rail grinding planning tool.

Issues with GDMS

The depth of cut w.r.t rail head and area of metal removal for different patterns is not available with IR to check the correctness of grinding.

The use of RCA in deciding the grinding pattern and grinding depth is not yet established.

Calculation of metal removal/m is still to be incorporated in GDMS.

Practical issues Filling of Water to be done in night i.e during maintenance

shifts. The requirement of HSD oil from each RCD shall be arrived

based on the locations of RCD and the track to be ground and suitable instructions shall be got issued from HQ to the respective RCDs.

While working of RGM, one track machine operator of the concerned division having route learning of that section shall be deputed for working as pilot and to assist in calling the signals.

When using the aggressive patterns as given by NRC, metal to the extent of 1.5mm was removed.

On some occasions it is noted that the pattern entered in HMI are not as per the grind plan due to operator mistake. This should be taken care.

Practical issues A moped trolley with PA system, arranged to go ahead of RGM to

warn the gatemen, gang men working in section to keep at least 20m away from track while grinding. The onlookers and vehicles at LC shall be warned to keep a safe distance.

From each division, a PWI is nominated as grinding supervisor. His duties shall be To ensure the pattern fed into the HMI is same as suggested by

NRC. To ensure correct preparation of grind plan To cross check the grind plan and grind history after grinding to

find any deviations in the patterns. To take pre and post miniprof readings at test locations and to

keep the record as per proforma circulated by RDSO. With experience, to check whether grinding is proper or not while

observing the pre and post grind profiles on GDMS and to suggest the change in the patterns if required while grinding.

Planning before introduction of Grinding in a Zonal RailwayIdentify the sections to be ground based on GMT, axle

loadEstablish test site locations and fill the RDSO

proforma for these locations.Identify stabling sidings at 50km apart, if not

available provide ( Provide only RL platform)Identify the RCDs for HSD filling and make watering

arrangements at stabling sidings. Issue JPO at HQ level and Divisional level for RGM

operations.Obtain CRS sanction.Prepare track database for input to GDMS

(Direction of curves shall not be w.r.t traffic direction but w.r.t increasing chainage)

Knowing the Location/Sec where grinding is to be done.

Type of Rail and sleeper, joint type(LWR,SWR,FP), and Sectional GMT.

Location of SEJ, Points & X-ing, LC, Axle counter and any other obstacle which may infringe the grinding.

Finding the location where grinding will not to be done.Finalizing the Location where grinding Machine will be stabled (where maintenance can be done). Preparation of grind plan consisting of locations to be ground with first pass patterns and depth of cut and details of obstructions .Clearing of rail head ballast to prevent damage to grinding motorsPainting of Curve starting and ending on sleeper with white/yellow paint conspicuously.Ensuring sufficient HSD and water for the day

Works to be carried out Before Rail grinding

Measurements and condition monitoring before grinding

Measure the rail profile at nominated test locations with miniprof, Bar gauge, do DPT, take surface photos and measure hardness. while taking miniprof readings, the details such as LH/RH of rail and TP to be fed otherwise it will not be possible to identify the pre and post grind profiles.

Availability of complete & sufficient staff with competency and Pilot with route learningMoped trolley with PA system to warn Rly. staff and onlookers and public at LCRemoving of axle counters by S&T staffJob briefing consisting of

Location of workSafety precautions to be takenHead count and complete PPE Allocation of duties with locationsFirst aid, Location of nearest hospitals and fire stations

along the work site.Effective Communication system between crew, crew

and station

Just Before the Grinding starts

Monitoring During Grinding

*ON GROUND

*ON MACHINE

MonitoringReal Time Monitoring of Grinding Operation

on the vehicleOn the ground

MonitoringAmount of metal removedProfile of the rail achieved after each passEfficacy of the grinding motors

KLD – Optical Rail Profile Measurement System

Grind Data Management System (GDMS)The Grind Data Management System is an

integrated automatic data acquisition, data viewing and analysis, quality control, reporting and rail grinding planning tool.

MONITORING ON GROUNDWATER SPRAY SYSTEMBAR GAUGESTAR GAUGECONTACT BANDSURFACE ROUGHNESSRAIL SURFACE FINISHFIRE HAZARDS

BAR GAUGE

Taking measurements of rail profile before and grinding with bar-gauge

Contact Band

Star Gauge to check Crown Radius

Testing rail hardness

Surface Roughness > 12 Microns -Poor Finish Stays a Long Time

Quality Control Examples –Straw Colour and Missed Grind

Poor Finish – Blueing and Large Facets

Stone Transverse Position on the Rail Surface and Horsepower

Rail ‘blueing”Poor cutting (low pressure)

Grinding stoneNot set correctly. Grinding on the outside diameter (OD)

MONITORING ON CAR• Sequencing Monitor - Skipping Obstructions• Safety systems• Calling Patterns• Feeding Patterns• Working of motors• Water Spray System• Calling Patterns• Pre & Post GQI

LORAM RGI MODEL72 STONE RAIL GRINDER

TECHNOLOGICAL FEATURES

Self propelled Diesel powered vehicle.

Can work in both directions.

Negotiate cant up to 185 mm.

Traveling speed 80 Kmph when self propelled and 100 Kmph in train formation.

25 kmph on 1 in 33 Grade Speed with buggies down – 40kmph Grinding Speed - 2.4 to 24 kmph Can grind on a 100 m radius curve Stopping Distance – 400 m from 80 kmph on a level track

Operational IssuesSelf propelled carPilot, Guard and T.I. to be provided by the

division in two shifts for first three monthsOperating speed

10kmph @ 0.20mm15kmph @ 0.13mm

Speed Cert to be issued and CRS sanction to be obtained

Operational issues (contd.)Joint monthly prog. at zonal & weekly prog.

At Divl level 4 hours corridor block daily and 6 hours

block on weekends by SL working, trains cancellation/ regulation

Controller to allow RGM in the section following a train to save time

Goods trains carrying highly inflammable material like Naptha to be regulated on adjacent line during block

Obstructions in the trackPassage of trains after the grinding block

Fire Control SystemSpark Guards of different designsWater Storage – Front Control Car 20000 lit

- Water Tank 55000 lit Water Pump – One 30hp 945 lit/minSleeper Spray – 2 Sets 7.6 lit/minDitch Spray – 2 Sets 100 lit/minWater Cannons – 2 Sets 220 lit/min upto 31mNo. of Fire Extinguishers at different

locations in the car

Consumables and SparesWater to be arrangedFuel arrangementHydraulic oil

Grinding stones for 600 hrs of working included with machine

RDSO to issue the specs and list of suppliers for grinding stones

Fuelling ArrangementsZonal Railways to send vetted indents to COS

every yearDiesel to be provided by RCDs( Railway

Consumers Depots)COS to place order on oil Cos.Sufficient fuel imprest to be created - 5 lakhs;

this will cater for other unforeseen expenses also

Stabling Facilities300m or 2X150m sidings at every 50kmsConnectivity at both endsLighting, watering, approach road and other

facilities to be providedLodging and Boarding of staff Stabling either on unwired sdg or sdg should

be with OHE isolation system

Other FeaturesDust Collection SystemLaser Based Rail Profile Measurement

System on both ends of the consistLORAM’s Software – GDMS

- The software stores the data, analyses and compares the data and works out the grinding efficiency

Recommendation of target profile, pattern and speed in different passes to achieve the target profile optimally

Thank You