Training with Dy.

CE Bridge Line (HQ),

Bilaspur
Dated: 25.10.2021 to 29.10.2021
Date: 25.10.2021
Concerned Officials: Sh. Praveen Kumar / AXEN
• Visited the ROB construction site where the Project being executed was widening of
Tifra ROB at Bilaspur on Bilaspur-Uslapur section.
o Location: 722/10 km on Bilaspur Uslapur section.
o Learnt about the scope of the project:
▪ It involves widening of existing ROB on Bilaspur-Raipur Highway in view of
congestion on the road. The work is being executed by the state government.
o Learnt about the salient features of ROB:
▪ A single span OWG is erected over the railway line of span 82m.
▪ Such a large span has been provided such that no pier is constructed within
railway boundary. The decision was taken keeping in view future increase in
number of lines.
▪ Further, the road at this location is not at right angle to railway track. Thus,
the span has been increased to avoid skewing of girder span whilst
construction of pier outside railway boundary.
o Observed the guidelines for planning of ROB as per BS-112:
▪ Planning of Layout of piers:
• A question that invariably comes up when discussing layout of piers is
whether it is mandatory to provide piers at railway boundary.
Provision of pier in railway land shall be decided on techno-economic
considerations. It may be noted that with small sub structure height, in
most cases in ROBs, longer spans will in general be costlier than
medium length spans. However, long term interests of Railways must
be guarded while planning the piers. The following may be kept in
mind in this respect:
o Piers shall not be planned where there is a possibility of current
tracks shifting due to realignment, yard remodeling etc. or
where future tracks might come. Provision for future track(s)
shall be considered for most locations outside yards. Since the
alignment of the future track(s) is not always known, various
possibilities for the same may be examined. If it is feasible,
space for minimum one track on either side of existing tracks
may be kept. For terminals and major yards, and their
approaches, keeping land free from obstructions might be
 desirable as the entire layout might get changed during
remodeling or fresh planning.
o Piers may be planned in railway land near the edges if it does
not affect the number of tracks that can be laid at that location.
o Piers may be planned along other structures already
constructed on railway land like piers of other bridge/ major
structures which are not likely to be removed.
o Piers may be planned if the railway land availability at a
location is more than that available at adjoining locations and
which, thus, will not affect the planning of the Railways.
▪ Skew arrangement:
• Lots of demands for design of skew girder Road Over Bridges are
faced by the railways, especially for national highways where higher
speeds are present, road authorities are reluctant to introduce any
curves in the road alignment. Sometimes skew arrangement is required
at congested sites where change of alignment is not possible. Demands
for skew angles as high as 700 have been noticed. It must be noticed
that skew girders have the supports quite away from the natural line of
transfer of loads and as a result the girders are subjected to high
torsional loads as well as extra bending moments on the obtuse corner.
The acute corners are subjected to uplift as a result of the asymmetry
of the load due to the skew girders.
• Larger skew angles are not desirable as capturing the proper behaviour
of girder at larger skew angles is not easy. Providing sufficient
torsional restraint is also difficult. Therefore, efforts shall be made to
get to square alignment, if possible, or to reduce skew angles to within
limits.
▪ Methods for reducing skew angles (Providing square girders, if feasible)
in Road Over Bridges:
• Various strategies can be tried individually or in combinations to
reduce the skew angle as much as possible. Choice of strategy/
combination thereof will depend on site conditions. The strategies and
constraints in adopting the same are discussed below:
o Providing longer spans: If space constraint is not there,
providing longer span can help in reducing or eliminating skew
angle. In such a case, the sub structure is skew to railway
alignment but the ROB girders are square or at lesser skew
angle.
o Constraints:
▪ The span is longer, so the depth of girder might go up
theoretically. (Does not happen practically as some
margin is kept to take care of the extra bending
moments and torsion due to skew).
▪ The piers are not parallel to railway land boundary. So,
if the piers are being built in railway land, the width of
land rendered unusable for future is increased.
▪ Standard design of longer span required shall be
available. If it is not available, the design will have to
be done afresh.
o Discussed the construction procedure of the ROB:
▪ Bridge has been fabricated at RDSO approved workshops. The bridge is
assembled at workshop, inspected by RDSO and then members transported to
site for erections.

▪ Trestles were made using CC cribs over the entire span. Ground was
consolidated and foundations were made with M25 grade concrete for trestles.
The center line of girder and location of trestles was marked on the ground.
CC crib trestles were erected. Foundations for pulling winches and restraining
winches were cast.
▪ 1+4 spans were erected on 52 kg rails fixed to gantry girder over the trestles.
The spans were erected away from railway line. The members were connected
with HSFG bolts. The alignment of girder and their verticality was checked.
The girders were connected with pulling and restraining winches.

▪ With the help of pulleys and winches, the OWG was moved over the rails
(with roller arrangement) under traffic and power block. OWG spans were
moved over the railway track and adequate space was made for fabrication of
the remaining span. 2 winches each of capacity 10 tonne were used to pull the
girder.
▪ The rails are welded to gantry girder (2 on each side) to facilitate movement
of girder in longitudinal direction. After this, rest of the span is erected on
trestles. It was connected to existing part using HSFG bolts.

▪ Girder is lowered on piers with the help of jacks. At ends, the cross girders are
jacked and 20mm thick wooden blocks are used to slowly lower the girder
over bearings. Here, Pot PTFE bearings will be used. The temporary staging
for girder is removed. After this, deck slab will be cast on the girder for
passage of road.
Date: 26.10.2021
Concerned Officials: Sh. R.K Srivastav, SSE/Bridgeline/HQ
• Learnt about the strengthening of OWG:
o Extensive corrosion in members of 14*45.72 mm span OWG of bridge no. 462
between Nipania and Dagori stations in Durg-Bilaspur section.
o Bottom gusset plate with vertical member were heavily corroded at multiple
locations. The reason for extensive corrosion can be attributed to discharge by trains
on the girders.
o For rehabilitation of the bridge, a speed restriction of 20 kmph was enforced. The
affected gusset plate and members were removed sequentially and replaced.
o The new members were sand blasted and metallized prior to riveting. The bottom
chord members were further strengthened by additional channels on inner side near
the supports.
o A protective metallic cover was wrapped around the girder for prevention against
corrosion in future.
o Initially, turn bolts were used to fix the members with gusset plate. They were then
replaced by rivets.
• Learnt about the procedure for replacement of bed blocks of bridge no. 209:
o Cracks were observed on bed blocks of bridge no. 209 on upline between
Vilayatkalan road and Rupaund stations. The bridge had a common pier for upline
and downline with isolated bed blocks on stone masonry piers.
o The existing bed block on pier was loosened. Track was opened over the bridge to
facilitate lifting by jack.
o The girder was lifted with the help of jacks to a height of 2feet. CC cribs were then
used to support the girder.
o CC crib staging was erected adjacent to the pier to move the existing bed block.
o New bed block was cast on the pier itself in between the two girders. The bed block
was made of M35 grade RCC and was designed at HQ (design cell).
o The new bed block was placed on rollers over NG rails to facilitate its movement to
the desired position. Once in position, the rails were released and bed blocks lowered.
o Bed block was grouted to the pier using epoxy grout. Finally, bearing was fixed to
bed block and girder was lowered.

• Learnt about the reasons for damage of bed block:

o Uneven loading or eccentric loading.
o Malfunctioning of bearing.
Presently, the pier is cast monolithically with bed block in RCC constructions.
Date: 27.10.2021
Concerned Officials: Sh. Palivela Gopi, Dy. CE/Bridgeline (additional charge):
• Learnt about the strengthening of pier/abutment by jacketing:
o All bridge structures in Indian railways are designed to carry 25T axle load. However,
most of the 1.5 lakh bridges in Indian Railways have been constructed long back as
per loading standard prevalent at that time.
o They are strengthened primarily due to two reasons:
▪ Increase in load on the structure.
▪ Decrease in carrying capacity of the structure.
o In order to restore the structure to its original capacity or further enhance carrying
capacity, strengthening is carried out.
o Firstly, existing strength of the structure is worked out using nondestructive testing:
▪ For concrete bridges:
• Rebound Hammer test
• Ultrasonic Pulse Velocity Tester
• Pull off test
• Pull out test
• Break off test
• Penetration resistance test
• Permeability test
• Bond test
• Maturity Method
• Complete structural testing
• Nondestructive testing of bridges, IRICEN.
▪ For Steel bridges:
• Liquid penetrant testing
• Magnetic particle testing
• Eddy current testing
• Radiography
• Ultrasonic testing
• Complete structural testing
• Acoustic Emission Techniques
o Once strength is checked, a decision is made whether strengthening or rebuilding is
feasible.
o Procedure:
▪ Impose SR on bridge and all joints and cracks should be thoroughly cleaned
and racked out. Loose material should be removed with light hammering and
flushed out with water.
▪ Cracks/ Voids in the pier or abutment are filed with epoxy or cement grout
and repaired.
▪ Holes are drilled (around 50 mm diameter) in the pier at regular spacing and
up to a specified depth. Loose material is removed and dowels are grouted
using epoxy grout.
▪ Reinforcement is fixed to these dowels for jacketing work.
▪ Cement slurry is applied to brick/ stone masonry before concreting for
jacketing. Jacketing of pier is done in lifts.
▪ After completion of jacketing, normal speed is resumed on bridge after 28
days.
 Jacketing of bridge no. 3 on Kalumna koradi siding

• Learnt about repair of substructure using grouting:

o Remove all the loose material around the cracks.
o A priming coat of araldite with hardener is applied for adhesion.
o After this, epoxy mortar is used to seal the cracks. Aluminum nozzles are provided at
regular spacing for grouting later. Epoxy mortar is composed of araldite (resin),
hardener and filler material (silica sand) in the ratio of 1:2:8 (hardener: araldite:
silica).
o Once mortar dries, pressure grout is pumped through nozzles and holes are plugged.
Date: 28.10.2021
Concerned Officials: Sh. R.K Srivastav, SSE/Bridgeline/HQ
• Learnt about the need for replacement of bearing:
o Due to heavy traffic, passage of time, uneven distribution of load, punching of
bearing.
o Due to atmospheric affect and moisture, bearing gets corroded.
o Pre-block activities:
▪ Surface cleaning should be done. All the bolts should be oiled, loosened and
retightened.
▪ Bottom portion of bearing should be lightly hammered to break existing bond
and ensure it doesn’t get stuck during block.
▪ A TSR of 30kmph is imposed.
▪ If holding down bolts are stuck and can’t be removed, they are cut and a larger
base plate is used. Core cutter is used to drill holes for fixing of new bolts.
o During block:
▪ Block of 45 min to 1 hour is required for the work. Jack is placed below the
bearing and jacking of minimum 10mm is done.
▪ It should be ensured that the girder us lifted symmetrically. Wooden blocks
are used to support the girder when lifted.
▪ Turned bolts are pulled out and old bearing is removed. The surface of bed
block is cleaned and levelling is done using epoxy if required. Placement and
installation if a new bearing is done under supervision.
▪ The girder is lowered on new bearing gradually. The longitudinal profile and
levelling of girder is then checked.
o Post Block:
▪ New holding down bolts are inserted into the bed block and grouted.
▪ A speed restriction of 45 kmph is imposed and bridge is kept under
observation for one day.
▪ Thereafter, SR is relaxed.
• Learnt about the various equipment required by SSE for bridge rehabilitation work:
o Riveting:
▪ Air compressor and hose pipe for pneumatic pressure development.
▪ Riveting gun- for making head of pre heated rivet on one side.
▪ Dolly- for holding rivet on back side of the member being rivetted
▪ Rivet buster- for removal of loose rivet by reciprocating action
▪ Furnace- for heating rivet (cherry red).
o Member replacement:
▪ For fabrication of new member: Profile cutter- oxy acetylene gas cutter,
plasma cutter, disc cutter or shear machine for thinner sections in workshops.
Drilling machine and grinder are also used for profiling.
▪ Fitting of member: Member is initially fitted at desired location using turned
bolts. They are tight fit bolts and ensure that dimensions of member are
correct. For important members, replacement is done under block. For other
members, it is done under caution order TSR.
▪ Replacement of bolts: Turned bolts are replaced with HSFG bolts or rivets
under block. Alternate bolts are opened during replacement to ensure
tightening of bolts.
Date: 29.10.2021
Concerned Officials: Sh. Palivela Gopi, Dy. CE/Bridgeline (additional charge):
• Observed the phase work drawings:
o Construction of LHS at LC no. 38 at km 1071 on Bolaghat - Katangi section by open
cut and cover method:
▪ At this location, a manned LC was being replaced by LHS as per RB policy.
▪ At this site, at present there is a single line with railway boundary at 22m and
30m from CL of track on two sides respectively. However, second line is
planned in future.
▪ The road crosses over the track at an angle here. It is proposed to change the
alignment of the road such that crosses track at right angle.
▪ The construction of box is of two types: Precast RCC segments in center
flanked by cast in situ segments at either end. There are twelve segments of
1.53 m each at center with precast segments of 7.01m and 5.12 m on either
end. They are followed by precast U type retaining wall on either side.
▪ Phase 1 (without line block):
• Precasting of rcc box as per approved plan at suitable location in eight
equal segments and kept ready.
• Preparatory work to be done under suitable speed restriction such as
isolation of affected portion from existing LWR if any i.e., Cutting,
drilling and destressing etc. of rail.
• The cast in situ of box of any one end to cast by providing suitable
temporary protection for protecting the existing bank.
▪ Phase 2 (under line block):
• In 5.50 hours full engg. Block - track to be dismantled, embankment to
be cut up to required level by machine, and ground surface to be
compacted.
• 200 mm sand to be spread & compacted, then precast slabs to be
provided and lifting hook shall be cut.
• Precast segment rcc box to be placed in position by suitable crane,
lifting hooks shall be cut and boulders/quarry dust to be back filled,
track linked & ballast packed, traffic restored with 10 kmph and relax
speed gradually
Drawing of RCC box
o Discussed about the launching scheme of girders for provision of 3m wide FOB
at Amgaon station:
▪ The FOB had 2 spans of 23.26m and 20.70m. At the station, there is a loop
line on one side of Platforms and another loop line is also planned on that
side. There are two lines between PF 1 and PF 2.
▪ The station also has a goods platform but FOB will not extend up to that
platform.
▪ Crane will be used to place the girder on both the spans.
▪ Phase 1 and 2 (for span no. 1), the group of 3 girders are placed at suitable
location for lifting. The girders are fully braced at site for lifting as a single
unit.
▪ Crane is placed outside the railway track at 6m from centreline of the railway
track. 400 MT crane is used to lift the assembly of 3 girders and place it on the
bearing plate at top of cross girder. The steel girder is aligned, levelled and all
the bolts are fried before releasing the girders from crane.
▪ Phase 3 and 4 (for span no. 2), Crane is placed on other side of the station and
girders are lifted for span 2 in similar manner.
▪ Final stage: Precast slab is placed on top of the girders and superstructure of
the FOB is constructed.
 Training with Dy. CE Track Machines,
Bilaspur
Dated: 01.11.2021 to 05.11.2021
Date: 01.11.2021
Concerned Officials: Sh. Manoj Kr Subuddhi / Dy CE TM (additional charge)
• Learnt about the Organizational setup of Track machine branch:

o SECR has 60 track machines at present and further two machines are under
commissioning.
o The zone has POH capacity of 6/year and IOH capacity of 12/year.
o Track machine branch has 1002 total posts sanctioned as on date and 692 staff on roll
with 317 vacancies.
o In the year 2020-21, the progress of plain track tamping in SECR was 124% with
respect to the target given.
• Discussed about the planning of track machines:
o By Feb 5 of every year, Sr DEN (CO) of all the divisions send requirement of TM in
their division for a period of 18 months.
o The annual programme is then drafted by office of CE/TM for a period of 18 months
(firm programme for 12 months and tentative for 6 months thereafter). This helps the
divisions to finalize tenders for other support activities in time.
o Annual targets for track machine are finalized by railway board in consultation with
zonal railways. (Targets for SECR for the year 2021-22 are attached).
o Following factors are considered in deciding the targets (para 601 (5) of IRTMM):
▪ Track maintenance works due at beginning of year.
▪ Track renewal targets.
▪ Availability of machines on the railway sundering POH and IOH.
▪ Availability of traffic blocks.
▪ Progress per machine per month for past 3 years in the zone.
▪ Progress per machine per month for past 3 years in IR.
▪ Age of the machine.
• Observed the progress of track machines:
o The rated output of track machines has been specified in IRTMM along with
minimum period of block for efficient working of the machine:

o The progress vs block hours for SECR:

Date: 02.11.2021
Concerned Officials: Sh. Bhavesh Kumar; SSE/ TM/ BSP
• Attended block of SQRS:
o Through sleeper renewal and through fitting renewal was going on at the site.
o A block of 4hr was demanded but a block of only 1hr 45min was given. The block
exceeded by 35min due to insufficient block given for SQRS work.
o Track relaying work was done between km 695/0 to 695/264 in a block of 2hr 20
minutes (15:50-18:05) an Latin-Jairam Nagar Up line.
o In this work, conventional 60kg sleepers were replaced by wider base sleepers (RT
8527).
o Fittings installed at the site:
▪ 10mm thick GRS P (8528)
▪ Liners - Metal 6816 (inner) and 6817 (outer)
▪ GFN 6938 (inner) and 6939 (outer)
▪ MK 5 ERC (T5919)
o The new track panels had 60 cm sleeper spacing (20 sleepers per panel). 22 panels of
12m each were laid.
o Base Depot at Jairam Nagar:

o The released sleepers are unloaded from BFR using hydra.

o Gantry at base depot is used for new panel loading, unloading of sleepers, stacking of
new sleepers, released rails and fabricates panel. Gantry runs on auxiliary track.
o Gantry work is done in non OHE line or OHE is cut off before gantry working.
o Setting up of Base Depot:

o Methods of working of TLE:

o Pre-block activities:
▪ Rake is prepared at base depot. Cranes are used to remove all panels and place
new panels on BFR.
▪ The panels are loaded in 3 rows on one BFR. Adequate service rails for panel
fabrication should be available at site. Gas cutter should not be used for
cutting ends or making holes in service rails.
▪ The sleeper spacing should be worked on the rails with accuracy. Properly
greased ERC should be used.
▪ At the site, auxiliary track at 3400 mm gauge should be laid. Its length should
match with daily progress of work.
▪ The level of auxiliary track should be between 0-50mm higher than existing
track. Here, the existing rails were opened and auxiliary track was made of
existing rails. Service rails were fixed to existing sleepers to make panels with
fish plated joints.
▪ All broken sleepers should be replaced or removed in advance.
o During Block:
▪ Ensure protection of track.
▪ AT should be earthed with running line
▪ TLE is unloaded onto the auxiliary track by operator.
 ▪ The old panels are opened and removed by TLE.
▪ They are lifted and placed an empty BFR.
▪ Old rakes are removed and new rakes placed sequentially.
▪ Labour is present at site for alignment, linking of track and filling back ballast
in the track.

o Post block activities:

▪ Clearing of track from any obstruction.
▪ Proper portioning of track and its linking, tamping of ballast.
▪ Removal of service rails from track and moving original rails from AT to
running line.
▪ Provision of tamping machine, track stabilizer and BRM at the site.
Date: 03.11.2021
Concerned Officials: Sh. Bhavesh Kumar; SSE/ TM/ BSP
• Observed working of Duomatic and DGS behind SQRS:
o As machine was tamping fish plated track, output achieved was less than rated output
of 1600-1800 sleepers/hr. Duomatic 08-32C (8144) was working at site.
o A UTV for carrying service rails was also present. It had 1.5T capacity crane with 7.5
m working radius.
o Important parameter for tamping:
▪ Squeezing pressure:

▪ Tamping depth:
- The gap between top edge of tamping tool blade and bottom edge of
sleeper in closed position of the tamping tool should be adjusted to 15-
20mm. For this, initial depth is kept 15-20mm below rail head.
- Then, Tamping tool depth = sleeper depth at rail seat location + rail
height + rubber pad thickness = 172 + 210 + 6 = 388mm.
▪ Tamping vibration, amplitude and frequency:

▪ Tamping cycle and squeezing time:

- Tamping cycle involves lowering of tamping unit to desired depth,
squeezing of ballast, holding of tamping tools in that position,
releasing and lifting of tamping unit and travelling of tamping unit to
next sleeper position.
- Squeezing time of 0.8-1 secs is recommended.
 ▪ Tamping tool surface area:
- Tools with more than 20% wear of surface area should not be used.
o Pre block activities:
▪ Determine existing profile of track including total ballast cushion. A note
should be made of hogged and battered joints and broken sleepers. They
should be reconditioned /replaced before tamping.
▪ Beginning and end of transitions and curves should be written on the sleepers.
Various required parameters should be written on every third sleeper.
- For straight track, slew and lift values should be written.
- For horizontal curves, slew, versine compensation (in 4 point) or
versine (in 3 point), superelevation and lift values should be written.
▪ Sleepers should be squared, uniformly spaced and gauge corrected.
▪ Level crossing shall be opened and check rail removed ahead of tamping.
▪ Ballast should be heaped in tamping zone to ensure proper packing.
o During block:
▪ Tamping should be done in design mode as far as possible.
▪ Squeezing pressure, tamping depth and squeezing time should be set properly
in accordance with track parameters.
▪ Tamping tools should not be used if wear exceeds 20%.
▪ Parameters of corrected track should be checked immediately after tamping
and any corrective action required should be made.
o Post block:
▪ Check loose fittings after tamping and replace any broken fittings.
▪ Final track parameters to be recorded after tamping operation.
▪ They can be recorded by:
- Recorders in tamping machine and run of track measuring trolley.
- Data recording processor.
- Gauge and CL manually at every 5th sleeper.
▪ Any fixtures (check rail, guard rail) removed pre tamping should be restored.
▪ Post tamping DGS is run for consolidation of ballast.

o Saw the working of DTS Machine - DGS 381:

▪ DGS-381 was working with duomatic for stabilizing the track behind TSR.
▪ Due to SQRS work, the track gets disturbed and leads to considerable
reduction in track resistance.
▪ To increase confinement and lateral resistance of track, DGS is run.
▪ The track geometry achieved by tamping machine is retained for a longer time
as ballast gets consolidated due to vibrations of DTS. Increase in track
resistance reduces susceptibility of track to buckling. Hydraulic pressure is
used to press the consolidating units against rail. Horizontal vibration along
with vertical pressure causes the sleepers to rub against ballast and results in
compaction of ballast for better track resistance.
▪ DTS is also equipped with a levelling system so that level and alignment
achieved during tamping of track is retained.
▪ The application of the dynamic track stabilizer anticipates the initial
settlement in a controlled manner without altering the track geometry. After
tamping the DGS lowers the track as required, gripping the rail heads with
roller clamps and serving the track into horizontal oscillations. And at the
same time each rail is automatically pressed down in accordance with the
readings of the levelling device and Super – elevation Gauge.
▪ Adjustment of Frequency and Preload – The intensity of vibration is based
upon the applied frequency depending upon the type of sleeper. This value
ranges from 0 to45Hz. Normally, a range of 32 to 37 Hz is adopted. For Pre-
Load – This pre-load is also very much important and this force is a static
force. There are hydraulic cylinders which are responsible for the application
of vertical static – loads on both rails.
▪ Standard Range of pressure variation 40 to 60 bar and 60 to 80 bars.
 ▪ One bogie is powered bogie for travel drive and both bogie serves as powered
bogie for working drive.
- Working speed: 0-2.5 Kmph,
- SPEED:
o SELF PROPELLED = 60 kmph.
o IN TRAIN FORMATION = 50 kmph.
▪ Frequency of inspection is 2 months by SSE/TM and by SSE/PWAY
incharge: During supervision of pre-block, during block and post-block works
but not less than once a week.
▪ It is desirable that one round of tamping along with DTS should be carried out
immediately after deep screening to resume traffic at a speed of 40 kmph so
that Homogenous structure of ballast bed is built up, Speed restrictions are
relaxed faster and Enhancing safety against track buckling.
▪ Weight = 57 tonne.
▪ Axle load:
- Front axle load = 14 tonne.
- Rear axle load = 14.5 tonne.

Date: 04.11.2021
Holiday on the account of DIWALI.
Date 05.11.2021
Concerned official: Mr. Harish Kumar; SSE/TM/store
• Visit to satellite depot and track machine store:
o Track machine store:
▪ They store spares of machines, tools and plants and other consumables.
▪ The items are supplied from central store at Nagpur. Stock items include
blankets for staff, hydraulic/ engine sit, grease, gear ail etc.; for machines Non
stock items include valves, pumps etc.; of machines.
▪ These are not included in AMC as the cost involved in procurement through
OEM is much higher.
▪ Annual maintenance contract is done with OEM for maintenance of electric,
pneumatic and hydraulic systems of machines.
▪ Two types of registers are maintained at TM stores:
- Daily material transaction register: Details of daily receipts and issues
of materials are entered herein.
- Ledger: All the issues/receipts and the balances of items are recorded
in this register.
- The store records are being upgraded to user depot module (UDM).
- The daily material transaction register and ledger are maintained
online in this application.
- Material issue, receipt and balances are recorded and can be viewed by
anyone. Each material is assigned a unique number for easy
identification.
- This software is also used for proper organization of materials at the
store. The location of each material can be found out easily by entering
its number.
- A summary of materials available and their quantity for all the stores
can be seen. This will help in quick arrangement of materials required
on short notice.
o Satellite Depot:
▪ IOH of track machines is carried out at this depot. POH of track machines is
carried out at Nagpur depot.
▪ The satellite depot has a staff strength of 14 including 1 SSE, 1JE, 5 grade III
technician, 2 grade I technician and 5 assistants.
▪ The duty roster includes 21 days’ work and 7-day rest.
▪ IOH of UNIMAT 4S- 8414 was going on at the depot. As per schedule VI,
IOH is due after 2000 engine hours.
▪ However, for this machine IOH is being done after 7012 engine hours (new
machine; first IOH). IOH for UNIMAT is a long-drawn process which takes
up to 30 days.
▪ Satellite depot has three rate contracts for a period spanning 2 years (earlier 1
year). The contracts are for following works:
- Electrical and pneumatic.
- Hydraulic works.
- Other miscellaneous works.
▪ Machine maintenance and operation:
- The staff is responsible for operation and maintenance of machine in
TM siding as per schedule.
- 2 SSE are posted, one for tamping machines and other for non-tamping
machines.