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Government of India, Ministry of Railways

Feb.
-
May
2016

Indian Railway
Technical Bulletin
VOLUME LXXIII NUMBER 356 & 357

www.rdso.indianrailways.gov.in
 INDIAN RAILWAY TECHNICAL BULLETIN
Volume : LXXIII Number : 356 & 357

Feb. - May 2016

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 CONTENTS
S.No. Articles Author Page

1. Software Embedded Systems for Safety Arun Saksena 1

Critical Application in Signalling & General Manager
Interlocking including Automatic Block North Central Railway
Signalling (Case study of Kanpur -
Ghaziabad Section of Indian Railways)

2. Maintenance of Tournouts and Rahul Jaipuriyar 9

Introduction to Yard Maintenance Divisional Engineer (Central)
Index (YMI) Jabalpur, WCR

3. Condensed Steam Recovery System of Satendra Kumar Tiwari 16

Mechanized Laundry Malda Assistant Mechanical Engineer
Eastern Railway Eastern Railway/Malda

4. Design Construction & Maintenance Anoop Kumar Saxena 19

of Station Yard SSE/P-WAY/JSG
South Estern Railway

5. Web-based Innovations by Diesel Kapil Jambhulkar, 24

Locomotive Shed New Guwahati Sr.DME/D
New Guwahati

«««
 SOFTWARE EMBEDDED SYSTEMS FOR SAFETY CRITICAL
APPLICATION IN SIGNALLING
& INTERLOCKING INCLUDING AUTOMATIC BLOCK
SIGNALLING
(CASE STUDY OF KANPUR - GHAZIABAD SECTION OF
INDIAN RAILWAYS)

Arun Saksena
General Manager
North Central Railway

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bacsMsM iz.kkfy;ka thou dk cgqr gh egRoiw.kZ fgLlk cu xbZ gSa rFkk budk iz;ksx x`gLFkh ds midj.kksa
ls ysdj jsyos flxufyax ,oa mM~M;u iz.kkfy;ksa vkfn tSls cgqr gh lajf{kr egRoiw.kZ vuqiz;ksxksa esa gks
jgk gSA vk/kqfud bacsMsM iz.kkfy;ka daI;wfVax dh mPp {kerk j[krh gS rFkk de ÅtkZ [kir] NksVs vkdkj
dh lapkyu jsat rFkk izfr ;wfuV de ykxr ds ykHkksa lfgr tfVy dk;ksaZ dk lEkk/kku miyC/k djkrh
gSaA jsyos flxufyax gsrq lkQ~Vos;j bacsMsM iz.kkyh dh 'kq:vkr 1970 ds n'kd esa dh xbZ Fkh rFkk vkt
;s jsyxkfM+;ksa dks vf/kd n{krkiw.kZ ,oa laj{kkRed rjhds ls pykus gsrq jsyos flxufyax iz.kkyh dk vfr
egRoiw.kZ fgLlk cu xbZ gSaA Hkkjrh; jsyos }kjk lkQ~Vos;j bacsMsM iz.kkyh dk lcls cM+k iz;ksx
xkft+;kcn&dkuiqj lasVªy jsy ekxZ ij viuk;k x;k gSA mRrj e/; jsyos dk xkft+;kcn&dkuiqj lasVªy
jsy ekxZ Hkkjrh; jsyos ds lcls vf/kd O;Lr ekxksaZ esa ls ,d gSA
Abstract : The Embedded systems are computer systems with dedicated function to carry out the
objective of much larger mechanical or electrical systems, mostly with real time computing. These
systems include hardware, software and in certain cases mechanical parts too. With progression of
technology, embedded systems have become most important part of life and they are used from household
appliances to highly safety critical applications like in Railway Signalling or aviation systems etc. Modern
embedded systems carry huge power of computing and provide solution to complex functions with
benefits of low power consumption, small size Rugged operating ranges, and lower per unit cost. Software
embedded system were introduced for Railway Signalling way back in 1970s and have become presently
the most vital part of the Railway Signalling system to run the trains more efficiently and safely. One of
the biggest uses of software embedded Signalling system has been adopted by Indian Railways on their
GZB-CNB rail route. GZB-CNB rail route of North Central Railway is one of the heavily congested routes of
Indian Railways.

1.0 INTRODUCTION With progression of technology, embedded

systems have become most important part of life and
The Embedded systems are computer systems they are used from household appliances to highly safety
with dedicated function to carry out the objective of much critical applications like in Railway Signalling or aviation
larger mechanical or electrical systems, mostly with real systems etc.
time computing. These systems include hardware,
software and in certain cases mechanical parts too. Modern embedded systems carry huge power of
computing and provide solution to complex functions with

1
 Indian Railway Technical Bulletin Feb. - May 2016

benefits of low power consumption, small size Rugged Supply, installation, testing and commissioning of
operating ranges, and lower per unit cost. the all equipment was undertaken by Indian Railways for
Software embedded system were introduced for replacement/upgrading of Signalling and
Railway Signalling way back in 1970s and have become telecommunications systems through introduction of -
presently the most vital part of the Railway Signalling l Electronic Interlocking at 38 Wayside stations,
system to run the trains more efficiently and safely.
9 Yards, 47 Automatic Block Sections.
One of the biggest uses of software embedded
l GSMR network between Ghaziabad to
Signalling system has been adopted by Indian Railways
on their GZB-CNB rail route. Mughalsarai, Telecommunication, Optic Fiber
Communication.
GZB-CNB rail route of North Central Railway is one
of the heavily congested routes of Indian Railways. l Upgrading Telecom Network on Ghaziabad to
Mughalsarai section and
The existing system of working was orthodox
absolute block and the existing S&T assets on the route l Centralized Traffic Control at Tundla for CNB - GZB.
were very old Panel interlockings and Electro-Mechanical
This work was under taken by the newly made
(Lever frame) systems that were due for replacement on
priority basis. organization called as Indian Railways Project
Management Unit (IRPMU) in collaboration with North
Central Railway of Indian Railways.
2.0 CHALLENGES & SALIENT FEATURES
As the project was first of its kind on the Indian
Railways, it threw many challenges, particularly in view
of the fact that the work needed to be carried out on the
existing infrastructure of the rail network which was already
very heavily congested and without stopping the train
movement.
In order to derive maximum benefits from the
Old Shelf Type Relay Interlocking advance technology the key ingredients of the projects
were software embedded safety critical systems, namely:

1. Electronic Interlocking (Microlok-II).

2. Solid State Digital Axle Counters.
3. Audio Frequency Track Circuit (UM-71).
4. Local Control Panel for Train Operation.
5. Centralized Train Control.
6. Electronic Interlocking & Optical Fiber based
Automatic Signalling.
Obsolete Lever Frames
The work threw up many challenges given as below:
It was decided in 1995 (After a serious accident)
i) The Project was first of its kind on IR in terms of
to modernize S&T system on GZB-CNB route with a view
technical complexity as well as magnitude of work
to increase reliability and safe running of trains and also
and know how was not readily available.
to increase the line capacity of available tracks.
ii) MTRC system was to be provided on 755 RKm
Indian Railways undertook the exercise of
which was one of the largest MTRC systems on
replacement of old and worn out signalling assets by
IR.
highly advanced technology of software embedded safety
critical systems for signal interlocking along with iii) CTC system was to be provided to control 410 RKm
Automatic Block Signalling. which is the first CTC systems of its kind and
magnitude on IR.
The system modernization was aimed to reduce
probability of accidents attributable to human error. To The above magnitude of work involved resolving
achieve efficiency and safety in train operations, many complex technical issues-
Centralized Traffic Control (CTC) was planned on the entire
410 RKms on this section.

2
 Software Embedded Systems for Safety Critical Application in Signalling
& Interlocking including Automatic Block Signalling
i) Safety Validation of Scheme covered in the project the existing Track detections and Electronic
by International accredited Independent Safety interlockings. This solution has been implemented
Assessor (ISA). for the first time on Indian Railway Signalling.
ii) Networked Architecture of Electronic Interlocking of 7. Communication between interlocking equipment
Big Yard. and VDU MMI computers are achieved through
Redundant Optic Fibre cable which make the
iii) Track vacancy detection system with redundancy.
system immune to the Overhead Traction Electro
iv) Use of Computers for Operation by SM. Magnetic interference and Lightning interferences.
v) Interfacing Arrangements of track vacancy detection 8. DC track circuits have been used for track
system. vacancy detection in Stations and yards.
vi) Setting up verification & validation systems. 9. In the Automatic block section between stations,
Additional challenges of carrying out the work in an overlay of Multi section Digital Axle Counters
field for such a large project itself was a herculean task. (MSDAC) and UM71 AFTC have been used as
"dual track vacancy detection" (in 6 stations and
3.0 METHODOLOGY ADOPTED AND SOLUTIONS 18 block sections only) to enhance the availability
The issues which had come up during of Track Detection devices. This also is for the
implementation regarding reliability and safety along with first time in the history of Indian Railway Signalling.
field related issues were identified and solutions found of, 10. UM 71 Audio Frequency track circuits (AFTC) and
some of them are indicated as below:- Single section digital Axle counters (SSDAC) are
1. Detailed Site Surveys of the entire route was done employed to detect track vacancy on bridges again
from Ghaziabad to Kanpur section to decide on the in a dual detection mode.
cable route, shelter locations and Level crossing 11. Preparatory reset of Axle counters automatically
gates. The final route and positions were decided following a defined process is also a system used
considering the suggestions of IRPMU, Open line here for the first time on Indian Railways. This not
and concerned Divisions. only improves the availability, but also reduces
2. Pre-fabricated shelters were considered and installed manual intervention and errors during bad weather
for quickly housing Electronic Interlocking (EI) and poor visibility conditions.
equipment, Telecommunication systems and Power 12. The works of introduction of Modern Computer
Supply equipments (IPS and Batteries). based Centralised Traffic Control (CTC) is in
3. Microlok II a Processor based Electronic Interlocking progress with Tundla as the Operational Control
(EI) was configured for the stations and Yards and Center for the entire section.
the same system also was designed for controlling 13. Features of Blocking and unblocking of Signals,
Automatic Block Signaling and level crossing gates. Points and Tracks for maintenance purposes
To increase the reliability and availability, all the without involving external relays have also been
interlockings are in a redundant configuration and provided.
each one is in a state of readiness to take over the
other operations seamlessly in a hot standby 4.0 MAJOR TECHNICAL ITEMS
application. 4.1 Electronic Control Unit (ECU) at Stations
4. To enhance safety at Level crossings, the gate man All way side stations have single ECU. If the length
gets an advance warning to initiate closure of the of yard is quite big, then more than one ECU is employed
gates even as a train starts approaching the gate 4 which reduces the overall cable requirement of yard. Refer
kms away, once the gates are closed they remain figure 1 given below. The centralized Electronic
locked until passage of the train. Interlocking Microloks shall be provided in one of the
5. Man Machine Interface (MMI) between the Electronic ECUs and remaining ECUs will have I/O gatherer
Interlocking and the Station Master is provided with Microloks. Redundant OFC communication has been
Video Display Units (VDU) in a main and Standby provided between Interlocking Microloks and I/O gatherer
Computers configuration for controlling and Microloks with route diversity.
monitoring train movement by Station Master. Similarly for block sections, there are shelters
6. During dense FOG in this part of the country, train provided along the lines, which are called as Line Side
operations are switched from automatic signalling Cabinets (LSC) which shall house I/O gatherer Microloks,
to a Modified Automatic Block working (MABS), Racks for UM 71AFTC, Multi Section Digital Axle
where the station master at both ends cooperatively counters, Relays, Integrated Power Supply (IPS) and
work trains on a longer orthodox block system using Batteries.

3
 Indian Railway Technical Bulletin Feb. - May 2016

Figure 1 : Typical arrangement with 2 ECUs in Shikokabad yard

trains between two stations. In KfW Project, signals are

placed at a nominal distance of 1 km in block section.
For controlling the block section, there are
dedicated Microloks provided at stations as Auto Block
East (ABE) and Auto Block West (ABW) Microloks. Refer
the figure 2 given below. The Signal control, Level crossing
control and all other vital logics are available in ABE and
ABW Microloks. These Microloks will communicate with
corresponding Microloks available in Line Side Cabinets
of block section through two dedicated and redundant
Optical Fiber communication links.
Microloks (equipment used for provision of EI) have
been provided to work in Hot Standby mode at all stations
Arrangement of Electronic Interlocking in ECU and in block sections providing 100% redundancy. The
Control and indications (Train Control System) are provided
4.2 Automatic Block working
to Station Master on computer screen with graphical
In Automatic Signalling System, section between representation of his territory through mouse control.
two stations is divided into number of sub-sections and Station Master can witness the train movement on VDU
each sub-section is protected by four aspect colour light of Block section & station section. Refer Figure 3.
Automatic/Semi-automatic LED signals allowing multiple

Figure 2 : Autoblock System arrangement

4
 Software Embedded Systems for Safety Critical Application in Signalling
& Interlocking including Automatic Block Signalling
with DC track circuits / AFTCs. This arrangement is called
as "dual track vacancy detection" (AFTC or DC track
circuits + Axle Counter) which in turn ensures less
disruption of train traffic. The same is illustrated in
Figure 4.
During failure of DC track circuit / AFTC, the axle
counters will be available and Signal will continue to
display desired aspect. Similarly, during Axle Counter
failure, DC track circuits / AFTC is available in order to
avoid traffic disruption.
Further, we can totally avoid the co-operative reset
Figure 3 : Automatic Blocks Indicated on Station Master of Axle counters during its failure, which requires a
Panel maintenance person has to all the way go to faulty axle
counter location and confirms that there is no train in the
4.3 Modified Automatic Block Signalling (MABS) section and by turning a key provided in "Line verification
box" located at site. On receipt of this line verification
Complete block section is also equipped with
information, Station Master goes for 'Manual Reset' of
additional facility of "Modified Automatic Block Signalling
failed / disturbed Axle counter section. This consumes
(MABS)" to avoid train accidents during poor visibility
more time for setting right the axle counter.
conditions like fog or other exigencies. When Station
Masters of adjacent stations of block section enforces By dual detection arrangement, we can achieve
Modified Automatic Signalling by cooperative method, "automatic resetting of axle counters" by ensuring the
entire block section will be divided into two sub-sections DC track circuit / AFTCs are working fine and a preparatory
and only two trains will be permitted between two stations. reset request is sent to Axle counters by Electronic
For this purpose, last stop signal of dispatching station Interlocking (EI). After passage of train and on ensuring
and modified mid section semi automatic signal will 'IN" count and 'OUT" count of wheels are matched, the
assume "off" aspect only when sections will be free up to axle counter sends an acknowledgment to EI and on
pre-defined limits. This is also introduced first time in the receipt of this information, EI sends a final reset command
history of Indian Railways. to Axle counters and track section of DAC is picked up
now.
4.4 Provision of Dual Detection
This arrangement is successfully commissioned
Digital Axle Counter in parallel with AFTC /
in 6 stations and 18 block sections between Panki to
DC track circuits
Aligargh since 2007.
The availability of track vacancy detection
Following indications are available in Local control
equipments in station section (DC track circuits) and in
panel (VDU) provided at Station Master Room to enable
Automatic block sections (Audio Frequency Track circuit)
him to know the actual field status of track vacancy
is increased by providing Axle counter to work in parallel
detection equipment.

Figure 4 : Typical Track Layout with Axle Counter and AFTC

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 Indian Railway Technical Bulletin Feb. - May 2016

l Network and System Management (NSM):

4.5 LOCAL CONTROL PANEL (LCP) supervision of CTC equipments
The local control panels (computers) are provided l TMS Alarm Page
in duplicate as Main and Standby control panels and all
signalling operations are done through click of a mouse l Recording Chronological Events (RCE)
on VDU. In addition to this, there will be a CTC control Key Advantages of the CTC System - The main
centre provided at TUNDLA yard. advantages are as:
l Centralized Management and Supervision of
the Railway Line:
i) The management and supervision of the entire line
is controlled in one single location (CTC Control
Centre at Tundla).
ii) Improved interaction and communication between
Section Controllers. Presence of the Chief
Controller who supervises the traffic over the line.
iii) The 47 stations can be managed by 6 section
controllers, if the control is executed locally 47
station masters are required to execute the same
tasks.
l Improved System Flexibility: Each Section
Local Control Panel Controllers can manage each Territory of the
line. If required the Chief Controller can
4.6 Centralised Traffic Control temporary replace a Section Controller. By
Centralised Traffic controller is the operation of 47 Dynamic Allocations of Territories, the
stations is to be done by 8 controllers from one place i.e. number of Section Controllers can be varied
from Tundla. The CTC System of the project is composed according to the traffic volume.
of: l Multiple Line Views: Each Section Controller
1) Traffic Management Subsystem (TMS) : has access to 3 views:
l Centralized control and management of the i) Panoramic View: available on the Wall-Display, it
railway traffic shows the entire line (without operator interaction)
and it is represented over 24 monitors. It indicates
l Interface with the MLK's interlocking the real-time locations of the trains over the entire
systems line at a glance.
2) Service & Diagnostic Subsystem (S&D): ii) Line Overview (or Train Describer): available on the
Section Controllers Monitors, it shows the whole

6
 Software Embedded Systems for Safety Critical Application in Signalling
& Interlocking including Automatic Block Signalling
territory under the jurisdiction of the Section l Alarms Management: Alarm signals are
Controller. generated by traffic controls and indications
management functions.
iii) Detailed View for Stations: available through a drop-
down menu on the Section Controllers Monitors, it l Playback: Its main features are:
shows an in depth view of the selected station. It is
This function is available on the Chief
similar to the station view available on LCP's.
Controller Workstation.
l Automatic Train Graph: The Train Graph
It runs in simulation mode and reproduces
provides a space-time graphic representation
what occurred in the real CTC system over
of the trains running along the line. The Train
a selected time period.
Graph also highlights conflicts in order to
ease their resolution. By means of the playback past events can
be replayed and analyzed.
l Timetable Management:- Its main features
are: l Long Route Setting: Every Section Controller
of the CTC system can autonomously set a
It can be managed by using an offline tool
main route starting from the first station to
available on the Chief Controller workstation.
the last station of one territory by using a
It is used to arrange theoretical timetables, single command.
during this process each train is assigned
4.7 As can be seen that project involved huge
to a unique train-number.
work which has been successfully carried out
It can be used to modify existing timetables by North Central Railway in association with
according to specific requests. It interacts Indian Railway Project Management Unit
with the Train Graph function and as a result along with Ms. Ansaldo STS.
the train graph is created.
The quantum work can be gauged by this quick summary:

5.0 BENEFITS DERIVED contributed in increasing the total traffic carried over
by Allahabad division of North Central Railway.
l Project gained momentum and is nearing
completion in 2015-16, it has contributed to a great l Few Key Parameters of Train Traffic has been
extant in increasing line capacity and has indicated below to highlight the contribution of
project for train traffic movement.

7
 Indian Railway Technical Bulletin Feb. - May 2016

l Coaching (Passenger) Trains:

Through Put of Wagons/Day

No. of Coaching (Passenger Trains)

l Parameters of Interchange of Wagons per Day
l Faster Operations of signalling at stations by
means of VDU (Visual Display Unit) introduced for
the 1st time on IR.
Modified Auto Signalling during foggy season has
been implemented to allow only two trains in one section
to prevent accidents during foggy seasons.
6.0 ACKNOWLEDGEMENTS TO
i) Team of IRPMU Officers and Staff.
ii) Team of North Central Railway
iii) Team of Railway Board.
Inter Change of Wagons at Division Boundary (Wagons/
Day) iv) Research, Designs and Standards Organisation
(RDSO).
l 143 level crossing gates have been interlocked thus v) And Ms. Ansaldo STS Ltd.
enhancing safety of train operation as well as road
users. 7.0 REFERENCE
i) Statistical Data Records, North Central Railway.
ii) Operating Performance Records, North Central
Railway

«««

8
 MAINTENANCE OF TURNOUTS
AND
INTRODUCTION TO YARD MAINTENANCE INDEX (YMI)

Rahul Jaipuriyar
Divisional Engineer (Central)
Jabalpur, WCR

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muds iqtksaZ dks vf/kd egRo fn;k tk,A ;kMZ os {ks= gSa tgka budh tfVy izd`fr rFkk dk;Z dk okrkoj.k
eqf'dy gksus ds dkj.k O;kid vuqj{k.k dh vko';drk gksrh gSA fQj Hkh] ckn esa ;g ns[kk x;k gS fd
;kMZ os {ks= gSa tgka vuqj{k.k ,oa uohudj.k xfrfof/k;ka izHkkfor gks jgh gSa vkSj blds dkj.k vusd
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'kq: djus gsrq fy[kk x;k gSA ;g ys[k bl vuqlwph dk lkj Hkh iznku djsxk ftlls fofHkUUk dk;ksaZ ds
fu"iknu] vuqj{k.k xfrfof/k;ksa esa lgk;rk feysxh rFkk vuqj{k.k ds csgrj rjhds viukus gsrq ;kMksaZ dh
rqyuk Hkh djsxk rFkk ,slh xfrfof/k;ksa ij /;ku dsafnzr djsxk ftudh ;kMZ esa cgqr vko';drk gksrh gSA

Abstract : Our experience of past so many years has shown that for proper and secure railway
transportation, we need a reliable track. This reliability will only come when the Yards and their
Components are given utmost importance. The Yards are the areas which require enhanced maintenance
owing to its complex nature and difficult working environment. However, Off Late it has been seen that
Yards are Areas where maintenance and renewal activities are suffering and due to this several
derailments and accidents are taking place. This paper has been written to introduce a completely new
concept of Yard Maintenance Index (YMI). This Paper shall also outline the brief of this index which shall
help in creating aids for various works, maintenance activities and shall also compare yards for adopting
better methods of maintenance and focusing of activities which are the need of the Yard.

1.0 INTRODUCTION Hence, a YARD Maintenance Index (YMI) has been

elucidated in this Paper for adoption in Indian Railway
Turnout is the track structure which permits System.
movement of train from one track to another. It is probably
the most complicated component of track. Because of 2.0 MAINTENANCE OF TURNOUTS
its complicated design and certain inherent deficiencies, Over the last 20 years, all most all the turnouts of
speed on turnout while negotiating towards turnout side main line and running loops have been replaced by the
in Indian Railways till recently was limited to 15kmph or curved switches laid on concrete sleepers. In goods yards
30 Kmph depending upon the type of turnout. Now to a small percentage of turnouts are yet to be converted to
improve traffic potential, there is a need to increase speed turnouts on concrete sleeper. New design of turnout laid
potential of turnout. Increase of speed on turnout requires on concrete sleepers is sturdier than the earlier designs
better design of turnout, better maintenance practices and and permits higher speed on turnout side, at the same
perfect layout arrangement. Therefore, this paper has been time it requires less maintenance.
written for elucidating some major problems associated
with maintenance of Turnouts and some remedies as well. When the design of fan shape layout was adopted
on IR, it was presumed to be a fit and forget type of layout.
Further, it is seen that Gradation of Yards is not But, far from this, the performance of these layouts has
available in our IRPWM due to which it is very difficult to been ridden with problems. These problems are
assess the Condition of that Yard and the Work Input associated as much with design as with maintenance
required to uplift the Maintenance and Up-Keep of Yard. practices.

9
 Indian Railway Technical Bulletin Feb. - May 2016

These problems along with the remedies have been 2.4 GRSPS GETTING DISPLACED IN LEAD RAIL
discussed below: PORTION AND UNDER CMS CROSSINGS
2.1 CORROSION OF SCREW SPIKES IN SWITCH It is observed that rubber pads are getting displaced
PORTION in lead rails as well as under CMS crossing portion. Also,
wear in rubber pad is faster especially under CMS
Screw spikes in switch portion are getting
crossings. If the rubber pads get worn out and are
frequently corroded due to accumulation of dust, water,
displaced from under side of rail seats, the rail seat on
foreign materials, overnight waste soil etc. in between
PSC sleepers would get damaged, which would require
screw spike polyethylene dowel. The situation becomes
replacement of PSC sleeper. In view of this it is urgent to
severe in corrosion prone yards having more number of
undertake suitable preventive steps to avoid such a
passenger trains in early morning and evening. Due to
situation.
excessive corrosion of screw spikes, its section reduces
and also it gets broken while removing and thus makes Remedial measures suggested:
sleeper damaged or ineffective.
a. Perfect Laying of Turn Out. Sleeper Spacing
Remedial measures suggested: should be marked with Cumulative Spacing
Tape (50 m)
a. Using galvanized screw spikes.
b. To provide Rubber Pads with Horns for Lead
b. Applying anti corrosive paint to screw spikes during
Portion
initial laying.
c. Elastomeric pads can be tried in place of
c. Frequent examination of screw spike and greasing/
GRSP.
applying anti corrosive paint.
d. Rubber pads may be pasted to PSC sleeper
d. Cost of 233 screw spikes @ Rs.22 per screw spike
with suitable adhesive (epoxy).
in one set of 1 in 12 T/O comes to Rs.5126. Cost
of T/O sleeper per meter length is approx. Rs.850. e. Ensuring proper packing of sleeper and full
Cost of screw spike is very less in comparison to fittings.
cost of sleeper, hence to avoid any damage or being
f. Providing and ensuring gapless joint during
sleeper ineffective, screw spikes may be frequently
service between tongue rail - lead rail, lead
renewed.
rail - CMS crossing and CMS crossing-
e. Filling dowel hole with proper grease and then Running Rail.
inserting and tightening screw spike.
2.5 JOINT AT THE JUNCTION OF TONGUE AND
2.2 DISPLACEMENT OF GRSPS IN THE MIDDLE LEAD RAIL
PORTION OF SLIDE CHAIRS
This joint at present remains fish plated as per
Rubber pads under slide chairs are held by screw provision of manual. The joint at the Junction of Tongue
spikes at four corners. It is observed that the rubber pads and lead rail result in heavy stress and vibration in switch
in the middle portion of the slide chairs are getting disturbed and lead rail portion. This causes battering of joint,
in the direction of the train movement. At this juncture, breakage of switch fittings, crushing and shifting of rubber
the rubber pads come in contact with grease, which lead pads, damage of PSC sleepers and ultimately disturbing
to faster displacement of the rubber pads. This problem parameters of Turnout.
has been observed mainly in sleeper nos. 4 to 15.
Remedial measures suggested:
Remedial measures suggested:
a. Providing and maintaining gapless joint with
a. Pasting rubber pad with glue/ epoxy to sleepers. 1m Long Fishplate.
b. Increasing thickness of GRSP from 6mm to 10 mm. b. Exploring possibility of allowing welding of
this joint.
c. Replacement of GR by reinforced elastomeric
material or by suitable high strength damping 2.6 JOINT AT THE BACKLEG AND FORELEG OF
material. CMS CROSSING
2.3 BREAKAGE OF GAUGE TIE PLATE AROUND The joint at the backleg and foreleg of CMS crossing
THE BASE OF STOPPER result in heavy stress and vibration in crossing portion.
This causes bad running, loose packing, fish plate fracture,
There have been instances of breakage of gauge
wear of inserts, loss of toe load of ERCs, wear and shifting
tie plate around the base of stopper on sleeper no. 3 of
of rubber pads, grooving and damage of PSC sleepers.
the T/O. This is due to heavy thrust encountered by the
stock rail at the toe of switch. Remedial measures suggested:
Remedial measures suggested: a. Providing and maintaining gapless joints by
adopting improved design of gapless joint
a. Suitable pre curving of stock rail at the time
by inserting proper thick ferrules in fishplate
of laying of Turn Out.
hole and rail hole. Use Drill Twist of 26.5mm
b. Improved welding and sturdy design.

10
 Maintenance of Turnouts and Introduction to Yard Maintenance Index (YMI)

for Rail Behind CMS Crossing. double stretcher bar with motor operation for ensuring
perfect setting up to JOH, but in the field, this requirement
b. Use of Weldable CMS crossing/ Heat
is not always complied with.
Treated Crossing.
2.9 PROBLEM IN TRACK GEOMETRY CORRECTION
2.7 MAINTENANCE OF STIPULATED GAP
POST LAYING
BETWEEN LEADING STRETCHER BAR AND
RAIL BOTTOM It is very difficult to change parameters of a Fan
shaped layout like three point offset of tongue rail - curved
As per manual there should be gap of 1.5 mms
lead assembly etc. once laid incorrectly.
between leading stretcher bar and bottom of rail. Although
this parameter is very useful in avoiding breakage of tongue For ensuring proper geometry, due care is required
rail tip and two route of wheel, it is very difficult to maintain to be taken at the time of laying. Pre-bending of stock
gap of 1.5 mm on both side of track due to some twist, and lead rail in case of laying on curve, checking curvature
impact and thrust on switch portion. of stock and tongue before laying, proper spacing of
sleepers etc. should be ensured so as to ensure proper
Remedial measures suggested:
design parameter post laying. In case of misalignment of
a. Inspect and attain this periodically using existing layout, proper fixing of SRJ and overall length
washer. should be calculated and validated in the field before actual
b. Improving design of stretcher bar assembly replacement.
in consultation with S&T. 3.0 YARD MAINTENACE INDEX (YMI)
2.8 HOUSING AND SETTING OF TONGUE RAIL UP 3.1 TURNOUT INDEX (TI)
TO JOH
As it is evident from the discussion in the foregoing
The fan shape layout envisages provision of spring paragraphs, Turnouts form a very essential component of
setting device (SSD) in the switch assembly, but in field, Yards and their maintenance is even more pertinent so
few SSDs are now being supplied only recently. In the as to upgrade the Yard and maintain it in a proper shape
absence of SSDs, housing of switch is not proper. Efforts and standard. So the first parameter constituting 05 Marks
should be made to provide all the fan shape layouts with in Yard Maintenance Index are the Turnouts.
SSDs. Also, the design of fan shaped layout envisages

Based on the Criteria Above, TI is calculated.

11
 Indian Railway Technical Bulletin Feb. - May 2016

The Weightage of 05 Marks shall be distributed in discussed below along with the weightage given for the
the No. of Turnouts in the Yard. For example, if there are same.
100 Turnouts in a Yard then each turnout irrespective of
3.2 DRAINAGE AND BALLAST CUSHION INDEX
its design shall constitute 0.05 Marks. Further, the
(DBCI)
Percentage of 0.05 Marks for that particular Turnout shall
be determined based on the Category of Turnout in which Proper ballast cushion and drainage on Track
it falls which have been listed below. In the end, while improves riding qualities and better retention of track
computing the YMI, the Turnout Index (TI) shall be geometry. Ballast must be deep screened at the time of
calculated based on the Marks for Each Turnout and further laying of Track and Turnouts, because after laying it
its aggregation. becomes difficult to deep screen ballast. Proper ballast
cushion should be ensured during deep screening. Proper
In order to achieve flawless turnouts, it is essential
longitudinal and cross drains along with Boxing and
to list the areas which are required to be maintained to a
Dressing of Ballast with Proper Cess should be provided
proper standard. These items have been categorized into
to ensure that there is no stagnation of water.
03 Groups, which shall be form the basis of marking of
Yards. The Weightage of 02 Marks shall be distributed to
Drainage and Ballast Cushion.
Apart from Turnouts, Yard is also comprising various
loop Lines and Connecting Tracks. The maintenance of For ensuring adequate cushion during service and
these Lines and Connecting Tracks also account a major to avoid center bound sleepers, midlife deep screening is
role in the maintenance of Yards as a whole. Important also suggested.
features which account for in such a scenario have been

Based on the Criteria Above, DBCI is calculated.

3.3 DAMAGED SLEEPERS INDEX. (DSI) With less number of Broken Sleepers in Yard, the
Sleepers form an integral part of the Track Structure Maintenance shall be better and shall require lesser effort.
and require proper maintenance so that the same survives Further, the parameters shall be maintained properly.
up to its Codal Life or near. However, there are various The Weightage of 01 Marks shall be distributed to
issues such as Deep Screening, Jammed ERC's, Improper Drainage and Ballast Cushion.
Packing and Poor Drainage which increases the dynamic
Remedial measures suggested for eliminating
Load and thereby causes mid-life detoriation of Sleepers.
Broken Sleepers are as Providing gapless joint at
In case of PSC Turnout Sleepers in Crossing area crossing, Using 10mm thick GRSP in place of 6mm, Trying
gets damaged due to vibration and high impact load on elastomeric pad in place of GRSP. Need based packing
crossing due to presence of gap at fore leg and back leg of sleepers, Replacement of damaged sleepers and
of crossing. Vibration in crossing portion displaces rubber Regular Greasing of ERC's of Sleepers.
pads and subsequently due to continuous impact groove
forms on sleeper or sleeper gets cracked.

12
 Maintenance of Turnouts and Introduction to Yard Maintenance Index (YMI)

Based on the Criteria Above, DSI is calculated

3.4 LOOP LINE and JUNCTION JOINT INDEX (LLJJI) the wheel has to negotiate the gap there is added fuel
Today the LWR is synonymous with modern track. consumption to an extent of 7%.
The conversion of Loop Lines into LWR tracks shall Due to elimination of noise and vibrations at the
eliminate fish plated joints leading to safety. Fish plated rail joints passenger comfort is substantially increased.
joints are a source of large no. of dynamic forces. As a
result fish plated joints exhibit large scale rail wear and The above issues can be addressed if all the Joints
development of cracks from fish bolt holes and fractures in Loop Lines can be converted to Welded Joints so that
and reduce the maintenance. the efforts for its maintenance are reduced. Further, there
are various Rail Sections which are being used in Yards.
In some instances premature rail renewal may have
to be carried out due to excessive fractures. Due to Owing to Several types of Rail Components being
development of large dynamic forces at the rail joints the used in Yards such as SEJ's, Turnouts etc; different kinds
track geometry at the rail joint gets disturbed frequently of Rail Section Exists in the Yard. Due to this, Heavy
resulting in an increment in the track maintenance effort. Forces are generated at Junction Joints which several
It has been estimated that there is as much as 25% to times cause failure of Fish Plates and rendering the track
33% savings in the track repair and maintenance costs as unusable. Hence, it is ideal that such Joints are
due to elimination of rail joints. eliminated from the system.

Due to impact at rail joints there is an added wear The Weightage of 01 Mark shall be given to
and tear of rolling stock wheels to an extent of 5% and as Continuity of Rail Section and 01 Mark shall be given to
Track Structure of Loop Lines.

Based on the Criteria Above, LLJJI is calculated

13
 Indian Railway Technical Bulletin Feb. - May 2016

3.5 COMPUTATION OF YMI and ANALYSIS A. J Factor

From the above Discussion wherein all the The above parameters shall constitute a major part
Parameters which largely affect the Maintenance of Yards of "YMI". However, there are some deficiencies such as
have been discussed the following Parameters shall be Jammed/ Broken ERC's and Jammed/ Broken Plate
calculated: Screws which also cause trouble in maintaining Yards.
For the same, a Factor of Jammed ERC's and Plate
a. Turnout Index TI Screws have been introduced as "J" Factor which shall
b. Drainage and Ballast Cushion Index DBCI be used as follows:
c. Damaged Sleepers Index DSI
d. Loop Line and Junction Joint Index LLJJI

Hence, "J" Factor is of importance and should be SEJ/ Turnout) is an indication of Track geometry of Main
considered while planning for Maintenance Activities of Lines through the Yards. Depending upon the TGI Index,
Yard. However, if the Percentage of Broken/ Jammed / the maintenance of Main Lines in Yard can be sought
Missing ERC's is > 50 %, then irrespective of YMI or after. In Case there is no current TGI available, the Last
J-Factor, Urgent Maintenance of the Yard is required. TGI shall be utilized for computation of this factor.
B. T Factor In Yards where speed of 15 KMPH is allowed due
TGI of the Yard (Average TGI of All Blocks from the to Interlocking Conditions/ Special Layouts, TGI can be
Location of Outermost SEJ/ Turnout to Outermost calculated manually by measurement of parameters.

C. S Factor also have to be given due importance. In order to account

for these items "S" factor has been introduced.
There are certain Safety Items which may affect
directly or indirectly Track Maintenance at large. These

14
 Maintenance of Turnouts and Introduction to Yard Maintenance Index (YMI)

After computing the above factor, the YMI shall be a. BIG YARD
calculated based on the formula given below:
All Yards which have More than 100 Turnouts which
YARD MAINTENANCE INDEX (YMI) = comprise of (Turnouts 1 in 8.5, 1 in 12, and 1 in 16; Special
(TI+DBCI+DSI+LLJI) x J x T x S Layouts Single Slip Diamond, Double Slip Diamond,
Diamond and Scissor; And Derailing Switches)
Based on the YMI Calculated Above, the
Maintenance shall be judged and more or less efforts as b. MEDIUM YARD
required for that above Yard shall be known to the Open
All Yards which have More than 50 Turnouts but
Line Officers and Staff who shall in turn plan for the
Less than 100 Turnouts which comprise of (Turnouts 1 in
Maintenance and Attention required and the Area which
8.5, 1 in 12, and 1 in 16; Special Layouts Single Slip
requires attention shall be judged from the Indexes that
Diamond, Double Slip Diamond, Diamond and Scissor;
are calculated while computing the entire YMI.
And Derailing Switches)
However, all Yards in Indian Railways are not
c. SMALL YARD
comparable. Hence, in Order to have a system of
Comparison for Judging/Analyzing the type of Attention All Yards which have Less than 50 Turnouts which
and Input required for up gradation of YMI the Yards have comprise of (Turnouts 1 in 8.5, 1 in 12, and 1 in 16; Special
been classified as Three Types: Layouts Single Slip Diamond, Double Slip Diamond,
Diamond and Scissor; And Derailing Switches)

4.0 REFERENCES AND BIBLIOGRAPHY f. Technical diary of "Institute of Permanent Way

a. "Polaris - an innovative design of special diamond" Engineers (India).
by Shri Subodh Kumar Jain and Shri g. Hand Book on "Laying and Maintenance of P.S.C.
Sachchidanand Agrawal, published in IRICEN's P. Turnout", published by IRCAMTECH, Gwalior.
Way bulletin, sept 2007, Vol. 34, No. 2.
h. "Points and Crossings (Design, Laying &
b. "Indian Railways Permanent Way Manual", Maintenance)" by Shri Sudhir Kumar, Published
published by Railway Board. by Mrs. Renu Mittal, 604, Tower 'A' Chheda
c. "Indian Railway Standard Track Manual" Vol. I Crescent, Sector 17, Vashi, Navi Mumbai - 400
Chapter I to VI, published by RDSO. 705.

d. "Indian Railway Standard Track Manual" Vol. II i. "Railway Points & Crossings Theory and Practice"
Chapter VII to XII, published by RDSO. by N. H. Cour Palais, published by Thakar Sping &
Co., Post Box 54, Kolkata.
e. "Indian Railways Schedule of Dimensions 1676mm
Gauge (BG)", published by Railway Board, 2004.

«««

15
 Indian Railway Technical Bulletin Feb. - May 2016

CONDENSED STEAM RECOVERY SYSTEM OF

MECHANIZED LAUNDRY MALDA/EASTERN RAILWAY

Satendra Kumar Tiwari

Assistant Mechanical Engineer
Eastern Railway/Malda

lkjka'k % ;a=hd`r ykWa Mªh }kjk diM+ksa dh /kqykbZ esa dbZ jklk;fud fj,D'ku gksrs gSa & mPp rkieku ij
;s fj,D'ku vf/kd rst+h ls gksrs gSaA vr%] jklk;fud ,oa ;akaf=d ÅtkZ ds lkFk] FkeZy ÅtkZ Hkh ykWa Mªh
ds fy, mRkuh gh egRiiw.kZ gSA FkeZy ÅtkZ ykWa Mªh esa ckW;yj dh lgk;rk ls mRiUUk dh tkrh gSA ckW;yj
;a=hd`r ykWa Mªh dk ,d vfHkUu fgLlk gSA ckW;yj esa mRiUu ok"Ik ykWa Mªh ds ok'kj&lg&,DlVªsDVj] Mªk;j
rFkk dSysaMfjax e'khuksa esa iz;ksx dh tk jgh gSA lar`Ir ok"Ik dh ysVsaV Å"ek ok'kj&lg&,DlVªsDVj e'khu
ds fofHkUUk rkiekuksa ij jklk;fud ¼/kqykbZ½ dks ÅtkZd`r djrh gS] blds vfrfjDr ok'kj Mªe ds vanj
ds rkieku dks c<+krh Hkh gS] ftlls Qkbcj dksey gks tkrs gSa rFkk diM+s dh /kwy ,oa /kCcksa dks uhps
NksM+rs gq, ikuh dks vf/kd n{krk ls vo'kksf"kr dj ysrh gSa A ok"Ik diM+s ds Qkbcj dks dksey cukrh
gS rFkk flyoVksa dks de djus dk dk;Z Hkh djrh gSA

Abstract : Washing of linens by mechanized Laundry have involves a number of chemical reactions -
reactions that go faster at higher temperatures. So, along with chemicals and mechanical energy, the
thermal energy is also equally important for laundry. Thermal energy has been produced in laundry by
help of the Boiler. Boiler is an integrated part of the mechanized Laundry system. The steam generated
in the Boiler are being utilized in washer cum extractor, dryer and calendaring Machines of laundry. The
latent heat of saturated steam use to energize the chemical (Washing) at different temperature of
washer cum extractor machine, apart from that, steam also boosts the temperature of inside the washer
drum, causing fibres to relax and more efficiently absorb water by releasing deep- down dirt and stains
of linen. Steam softens the fabric of the linen and also work as wrinkle reducer.

1.0 INTRODUCTION from the boiler at 10 kg/cm2 pressure and 185 degree
centigrade temperature.
Washing of linens by mechanized Laundry have
involves a number of chemical reactions - reactions that After processing of steam in Dryer & calendaring
go faster at higher temperatures. So, along with chemicals machine the temperature & pressure of steam become
and mechanical energy, the thermal energy is also equally reduced and being released to atmosphere in the form of
important for laundry. Thermal energy has been produced low pressure semi saturated steam as a waste water.
in laundry by help of the Boiler. Boiler is an integrated These exhaust steam having lot of thermal energy which
part of the mechanized Laundry system. The steam was exhausted to atmosphere in the form of waste.
generated in the Boiler are being utilized in washer cum Mechanized laundry Malda have locally developed a
extractor, dryer and calendaring Machines of laundry. The system by utilizing the scrap material of coaching depot
latent heat of saturated steam use to energize the to recycle the waste condensed steam of laundry in
chemical (Washing) at different temperature of washer closed system for save the energy & water.
cum extractor machine, apart from that, steam also boosts 2.0 WORKING PRINCIPLE
the temperature of inside the washer drum, causing fibres
to relax and more efficiently absorb water by releasing The exhaust & by pass steam of 02 Nos
deep- down dirt and stains of linen. Steam softens the calendaring ,02 Nos Dryer Machine and all pipe line
fabric of the linen and also work as wrinkle reducer. condensate are being collected in a set of 02 Nos
Aluminium made Roof mounted coach water tank which
Diesel oil is used as fuel to generate the steam

16
 Condensed Steam Recovery System of Mechanized Laundry Malda/Eastern Railway

are connected in series by common header pipe. The low water over head tank with help of bypass valve. MLDT
pressure exhaust steam is being condensed in these tank. laundry have 02 nos boiler and at a time one is in working
The whole collected condensate is pumped to a 900 litre condition. The feeding of only condensate water as a boiler
over head tank (02 Nos Aluminium made Roof mounted feed water for one boiler up to certain period depend upon
coach water tank which are connected in series) with the condensate accumulated in OH tank. The feeding
help of an automated pump. The condensed feed water is temperature of Condensate water is 55degree centigrade
being utilizing in a continuous feed water for boiler because instead of normal water temperature is 25 degree
the Boiler feed water pipe is connected to condensate centigrade.

3.0 LAY OUT DIAGRAM

4.0 CALCULATION OF SAVINGS 4.2 Savings in fuel requirement of Boilers

4.1 Savings in water requirement of Boilers Quantity of recovered water per day = 2950 liter
Steam condensate is collected in 0 2 nos. of water Temperature of recovered water = 55ºC
tanks interconnected together. Sensible heat required to raise temperature of water
from room temperature of 25ºC to 55ºC = m s (t2-t1)
Volume of each tank = 450 Litres.
Where m= mass of recovered water
Total volume of tanks together = 450 x 2 = 900 liter
= 2950 K.G. (Assuming Sp. Gravity to be 1)
Collection of condensate per day = 03.5 times S= Specific heat of water = 1 Kcal/kg/ºC
Therefore total collection of condensate per day = t2- t1 = raise in water temperature = (55-25) = 30ºC
3.5 x 900 liter = 3150 liter. = 2950 x 1 x 30 = 88,500 Kcal
Considering a loss of 7% to compensate for Quantity of diesel required to produce this heat =
evaporation and to account for the empty space in each 88500/ (Cal. Value of Diesel x Efficiency of Boiler)
tank = 220 liter Calorific value of Diesel = 45 MJ/KG
Therefore total collection of condensate per day = = 45/4.1868 x 103 Kcal/KG
(3150-200) = 2950 liter
= 10,748.06 Kcal/KG
Cost of supplying one liter of water to MLDT/
Efficiency of Boiler = 90%
Laundry = Rs.0.50/-
Therefore quantity of diesel saved = 88500/
Therefore total savings in water = 0.50 x 2950 per
(10748.06 x 0.9)
day = Rs.1475 per day.

17
 Indian Railway Technical Bulletin Feb. - May 2016

= 9.14 K.G. = Rs. 63935/-

= 9.14/0.83 Litre Total Savings per year = 63935 x 12
(Density of diesel 0.83 KG/Liter)
= Rs. 767220/-
= 11 litre
5.0 BENEFITS
Cost of Diesel per liter = Rs. 57 (As per latest
1. Annual savings of Rs. 7, 67,220/-in respect of Diesel
Market rate.)
cost.
Cost of Diesel saved = Rs. 11 x 57 = Rs. 627/=
2. Water conservation for recycling of condensed
Total Savings per day = Rs. 627 + Rs. 1475 steam.
= Rs. 2102/- 3. Boiler Maintenance cost will be reduced.
Total savings per month = 2102 x 365/12 4. Reduction of water treatment cost.

6.0 PERFORMANCE REPORT OF THE SYSTEM

«««

18
 DESIGN CONSTRUCTION & MAINTENANCE OF STATION
YARD

ANOOP KUMAR SAXENA

SSE/P-WAY/JSG
SOUTH ESTERN RAILWAY

lkjka'k % ^^fMtkbu fuekZ.k ,oa LVs'ku ;kMZ dk vuqj{k.k** igyw HkkSxksfyd n'kkvksa esa jsyiFk T;kfefr
ds vuqdwy ,d o`gn~ ifj;kstuk gSA yacs lsokdky gsrq lqvoljksa ds ihNs fxV~Vhjfgr jsyiFk dh
voèkkj.kk ds lacaèk esa] thou pØ ykxr] fuekZ.k vof/k] miyC/krk ,oa fVdkÅiu dks /;ku esa j[krs gq,
jsyos ykbuksa dh fMtkbu ,d egRoiw.kZ Hkwfedk fuHkkrh gSA vk/kqfud LVs'ku Hkouksa] IysVQ+keksaZ] jsyiFk
dh HkO;rk fo"k; ij ,d izLrqfr Hkfo"; esa csgrj vuqj{k.k lqfuf'pr djrh gSA

Abstract : The aspect "DESIGN CONSTRUCTION & MAINTANANCE OF STATION YARD" is a widely out dare
project to propitiate the Track ge-ometry in geographical conditions. With the design of railway lines
taken like life cycle cost, construction time, availability and durability play an increasingly important role,
in this respect Non-ballasted track concept after good opportunities in respect of long service life. A
presentation on the subject to Magnificence of modern station Buildings, platforms, Railway Track to
ensure better maintenance in future.

1.0 TRACK STRUCTURE l Reduced maintenance requirements and life cycle

cost.
With the growth of Traffic intensity increasing speed
and masses of axles. It becomes more and more difficult l Increase Service Life.
to carry out maintenance work, renewal works.
l High Lateral Track resistance which allows future
The frequent passage of Trains on Platform lines speed increase.
on ballasted tracks looseness and deforms the ballast or
l Increase Capacity.
bed supporting system due to improper drainage. This
leads irregularities and bending. When a Trains runs on a l Structural-borne noise and vibration control .
track with these irregularities, Track structure moves UP l Small Fast installation.
& Down, this behaviours varies with the nature of
l Great driving comfort
irregularities.
However ballast less track is very expensive in
Today involves increasing application of environment
upfront cost but its whole life cost is lower because of the
through noise and vibration after inequalities between
great reduction in maintenance aspect.
wheels as Rail or dynamic deformation of the rails.
Few developed European countries are using
It is most effective measure against the emission
following pre cast slab system of tracks :
of noise and vibration impact. So there is a need of
monolithic ballast less track in Indian Railway for platform (a) OBB-PORR (Slab Track System)
lines, Which represent the most advanced stage to Track
(b) RHEDA-2000
models, with great advantage of such structures are as:

19
 Indian Railway Technical Bulletin Feb. - May 2016

Presently there is need of such type of system in drainage system as slab track Technology offers proven
I.R. particularly on P.F. lines with proper designing and higher performance in service & a longer life.

2.0 PRPOSED TRACK STRUCTURE AT YARDS

20
 Design Construction & Maintenance of Station Yard

3.0 POINT & CROSSING ZONE IN YARDS WHICH c) Lead portion of Pt & Xing zone need not more
NEEDS EXTRA EFFORTS attention except proper fixing of GFN liner during
running of trains the GFN liners got affected i.e.
Considering the discontinuities inherent in point & shifting to ward outside at non gauge face side
crossing zone is form a weak link in track structure, care causes variation in gauge geometry, refixing or
in maintenance for good riding is thus crucial, some of replacement required.
aspects are highlighted below:
4.0 OTHER MATTERS
a) Gauge, XL & AL at either side approach to Pt &
Xing zone from SEJ of turnout should be given 4.1 Displacement of GRSPs in lead & crossing
particular attention and should be maintained to portion of Fan shaped layout.
finer tolerances so that the vehicle sets in to more GR Pads underneath of rails in lead portion as well
or less stable motion before negotiating the as in crossing portion get displaced in the direction
discontinuity in the form of switch portion. of maximum traffic.
b) The gauge at nose of crossing needs equal care Remedial Measures & Suggestions
similarly check rail clearance opposite the nose of
Use of horn type of GRSPs as like as GRSPs (RT-
crossing should be both crossing joints either side
5156 10mm thick) of steel chan-nel sleepers with
should be maintained gapless with correct geometry
reinforced elastomeric material or suitable high strength
aspect.
damping material of different sizes.

21
 Indian Railway Technical Bulletin Feb. - May 2016

4.2 FISH PLATED JOINTS OF TONGUE RAILS The rate at which the corrosion progress depends
on the a numbers of factor, but principally the 'Micro
These joints at present remains fish plated as per
climate 'immediately surrounding the structure & all
provision of F/Shaped lay out drawing. These drawing get
around the track fitting, which damaged the Rails but
battering, breakage of switch fittings crossing & shifting
severe damaged the track fittings, like Screw spikes/Slide
of GR pads due to ply of heavy axle load which causes
chairs of Switch portion of Points & crossing , Toe load of
heavy stress and vibration on component of switch portion.
ERCs, and other components of track, and renewal
Remedial Measures & Suggestions become premature of costly assets.
Need of mobile flash but welding at these joints, at Therefore it is necessity to protect them for long
least joint of main line track of straight Tongue rail. cycle for protection.
4.3 JOINTS AT THE BACK LEG AND FOUR LEG OF Remedial Measures & Suggested
CMS CROSSING
l Rails of all platform lines Zinc metalizing at work
Fish plated joints at back leg and four leg of CMS shop/ F.B.W. Plant
crossing resulting heavy stress and vibration in crossing
l All Other components Like, Screw spikes , Chair
portion which causes rough ridding, loose packing, crack/
plates. Brackets, Bolts, Central Leg of ERCs, etc
fracture of fish plate, wear inside inserts lose of Toe load
are need Galvanization or Thermally sprouted metal
of ERCs,wear and shifting of GR pads grooving and
coating of zinc aluminium, alloys for Long term to
damaged of Fan shaped sleepers.
protect aggressive environment.
Remedial Measures & Suggestions
l Application of anticorrosion Paints Like. Fluoro
l Use of wieldable CMS/HT crossing with mobile flash Polymer, Xylan etc
butt welding of either side of joints.
l Greasing of Screw spikes on programme basis i.e.
l Concrete sleeper plants should supply additional Twice in a year prior to Mansoon & Post Mansoon.
sleepers for switch portion and sleeper no.65 to 74
5.0 EXTRA PASSENGER AMENITIES AT PLATFORM
(1:12) 42 to 48 (1:8.5) per two sets for future
replacement. l Under ground path ways battery operated cards
attached with trolley for carrying of luggage of
4.4 PROBLEM IN HOUSING AND SETTING OF
passenger entry of station building to each way
TONGUE RAILS UP TO JOH
P.F.Liners.
The Fan shaped lay out envisages provision of
l Provision of Escalator for passenger.
spring setting device (SSD) in the as-sembly of switch for
proper housing, but in absence of perfect settings near l Provision of Automatic gate for entry of passenger
JOH at the time of installation(60mm ± 2mm), the wear using smart Rly. Cards.
at switches is very high and will necessitate premature l There should be banned of polythyne bags/plastic
replacement. cups on station & P.F. permission area for
Corrosion in Yard & Protection cleanness.

In Indian Railways, all Platform Lines at station in l Entry of Family members of passenger with smart
Big Yards are severe corrosion prone areas. Rly.cards only.

22
 Design Construction & Maintenance of Station Yard

6.0 PROPOSED DRAWING FOR STATION BUILDING

7.0 CONCLUSION vital and costly asset thus it should be laid in proper way
For quality control of track geometry is essential & maintain to desirable stands for good riding and safety
while laying and maintenance of track Railway Track is with longer life of these assets.

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23
 Indian Railway Technical Bulletin Feb. - May 2016

WEB-BASED INNOVATIONS BY DIESEL LOCOMOTIVE SHED

NEW GUWAHATI

Kapil Jambhulkar,
Sr.DME/D
New Guwahati

lkjka'k % ,p,pih jsy batuksa lfgr 138 batuksa dh {kerk okyk Mhty jsy batu 'ksM] U;w xqokgkVh
mRrjlhekar jsyos ds eq[; Mhty jsy batu 'ksMksa esa ls ,d gSA ;g ns'k dk lqnwj iwohZ 'ksM gS tks
mRrjlhekar jsyos gh ugha vfirq eq[; :Ik ls Hkkjrh; jsyos dh lokjh ,oa eky xkfM+;ksa dh vko';drkvksa
dks iwjk djrk gSA ;g dbZ izkS|ksfxdh;] Ik;kZoj.kh; ,oa vkbZlhVh&vk/kkfjr uohuhdj.kksa esa vxz.kh jgk
gS ftldk Ikz;ksx Mhty jsy batuksa ds vuqj{k.k esa lq/kkj gsrq izHkkoh rjhds ls fd;k tkrk gS rkfd fdlh
Mhty batu 'ksM ds loZJs"B y{; vFkkZr jsy batu dh fo'oluh;rk esa lq/kkj] dks izkIr fd;k tk ldsA
jsy batu fo'oluh;rk esa lq/kkj ls 'ksM ds vU; iSjkehVjksa dh ns[kHkky LOkr% gks tkrh gS vkSj mudk
lq/kkj djus esa lgk;rk feyrh gSA vr% ;g dguk lqjf{kr gS fd vdsys blh igyw ij /;ku dsafnzr djus
ls 'ksM ds fu"iknu gsrq vk'p;Ztud dk;Z fd;k tk ldrk gSA

Abstract : Diesel Locomotive Shed New Guwahati is a major Diesel Locomotive Shed of NF Railway with
loco holding of 138 incl. HHP locos. It is the easternmost shed of the country serving both the passenger
and freight requirements of not just NF Railway but also Indian Railways in major way. The shed has been
pioneer in many Technological, Environmental and ICT-based innovations which it has effectively used to
improve maintenance of Diesel Locomotives so as to achieve the ultimate goal of any Diesel Loco Shed
i.e. improving locomotive reliability. Improving loco reliability automatically takes care of all other shed
parameters and helps in improving them. So, it is safe to say that concentrating solely on this factor can
work wonders for a shed's performance.

1.0 INTRODUCTION ICT to make its fullest use in the improvement of

maintenance methods of the shed. Some of the important
Diesel Locomotive Shed New Guwahati is a major
innovations in this line are as follows -
Diesel Locomotive Shed of NF Railway with loco holding
of 138 incl. HHP locos. It is the easternmost shed of the 2.0 SETTING UP OF REMMLOT MONITORING CELL
country serving both the passenger and freight
REMMLOT is a network oriented system
requirements of not just NF Railway but also Indian
connecting microprocessor based diesel electric
Railways in major way. The shed has been pioneer in
locomotives in the field with centralized server based
many Technological, Environmental and ICT-based
management system through CDMA/GSM network
innovations which it has effectively used to improve
communication & GPS. It Generates reports like health
maintenance of Diesel Locomotives so as to achieve the
status, fault status, datapack, event recorder data, life
ultimate goal of any Diesel Loco Shed i.e. improving
time counters data & other information related to running
locomotive reliability. Improving loco reliability automatically
of locomotives and trains to be used by Indian Railway
takes care of all other shed parameters and helps in
management for decision making. A Locomotive Remote
improving them. So, it is safe to say that concentrating
Monitoring (REMMLOT) Control Room was commissioned
solely on this factor can work wonders for a shed's
in February 2016. It will be functioning 24x7 throughout
performance.
the year.
DLS NGC (Diesel Locomotive Shed New Guwahati,
With simple login in the control room recently
in short) has been very effectively doing innovations in the
commissioned, the shed will be able to monitor various

24
 Web-based Innovations By Diesel Locomotive Shed New Guwahati

important parameters of the locomotive running anywhere locomotive reliability and hence the punctuality of all trains.
in India. More than 25 loco readings such as Fuel Oil Currently about 70 locomotives of Diesel Loco Shed New
Pressure, Lube Oil Pressure, Booster Air Pressure, Guwahati have been provided with REMMLOT and work
Traction Motor Current, etc. shall be available to the shed is in progress for covering another 10 locomotives in next
and with its help it will be able to take precautionary two months. This system has been instrumental in
measures in controlling failures as well as attending it preventing on an average 10 failures per month apart from
before problem arises. This will help in increasing ensuring APU utilization by the LPs via real time
monitoring by the cell.

3.0 Locomotive Database Monitoring System Its features can be accessed by other sheds at
http://www.dlsngc.in/ngc_app/index.php with login as
Locomotive database system was developed in
guest and password as guest. It will be fully developed by
collaboration with a Guwahati based software developer
end of July 2016. It shall be operated by the Information
to bring all data on single web-based platform to be shared
Cell of the shed who has been provided uninterrupted
and retrieved instantly to understand the loco health and
internet connection and power supply for the same.
ensure trend monitoring of important parameters for
predictive maintenance of locomotives.

25
 Indian Railway Technical Bulletin Feb. - May 2016

4.0 YOUTUBE CHANNEL information of a system for LPs and ALPs like APU
utilization, TM isolation, Brake Binding, etc. are shot in
DLS NGC has started a YouTube Channel with
shed and uploaded in the Channel and shared with
name "New Guwahati Diesel Locomotive Shed" on
divisions for knowledge sharing with the LPs and ALPs.
YouTube. It can be accessed at the link https://
This YouTube Channel has received tremendous positive
w w w. y o u t u b e . c o m / c h a n n e l / U C 4 E 7 h c U C -
response from the divisions and IRIMEE.
rTCSSowcsOt7tQ. Videos related to troubleshooting or

5.0 SHED GOOGLE DRIVE AND SHED 6.0 SHED GOOGLE MAP LINK
GOOGLEGROUP
An official Google Map link has been created on
All the shed officers and SSEs have been Google Maps by the shed for easier navigation by anyone
connected over email via creation of a Googlegroup "dls- who wants to reach the shed. This is an authorized link of
[email protected]" so that any important instruction the shed in collaboration with Google. It can be accessed
or data can be shared instantly by email to this group. A at https://goo.gl/maps/KQhY4XsPcN22.
Google Drive is also shared with Shed Officials where
These are some of the ICT WEB-based initiatives
important documents, IBs, DBs or compendiums are
taken by the shed. Some of projects planned are
uploaded and available for viewing by the Shed's Officers
Computerization of the Shed Library, Provision of
and Supervisors.
Customized Tablets to the SSEs, etc. The shed will strive
to further innovate in this area and come up with many
more innovations.

26
Web-based Innovations By Diesel Locomotive Shed New Guwahati

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27
 Instructions for the guidance to the authors in the preparation of articles
and other contributions to the Indian Railway Technical Bulletin

To stimulate interest in technical authorship, Railway Board have sanctioned the grant of four annual
cash prizes of Rs 2000/-, Rs 1500/- and Rs 1000/- (two numbers) for the article adjudged as first, second and
third (two numbers) published in any calendar year in the bulletin and have decided that authors (other than
RDSO) of the remaining articles will be paid Rs 400/- for each article depending on its merit.
Contributions, having merit on the following subjects are acceptable for the bulletin.
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Ø Comments and criticism in the form of 'Letters to the Editor' on articles which have appeared in
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The Editor can also be addressed to seek information or opinion on the design and maintenance of
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Two copies of each contribution with soft copy should be typewritten to double spacing on the one side
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Standard or well recognised notations should be used and personal reference and lengthy quotations should
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Diagrams and tables should normally be of ISI metric size A4 (297x210 mm) with margins of 13 mm at the top,
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smooth white surface with lettering reduced to the minimum.
If author makes a request, tracings and photographs will be returned after printing.

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