Grfc2007 Tk2 Mr.rakesh

8/2/2019 Grfc2007 Tk2 Mr.rakesh

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IR-UIC-GRFC-22/23-03-07DELHI DO NOT USE WITHOUT PERMISSION OFAUTHOR AND IR 1

INTRODUCTION OF

HEAVY AXLE LOAD OPERATION ONINDIAN RAILWAYS

Presentation

By

Rakesh Chopra and H L Suthar

ADDITIONAL MEMBER,and DIRECTOR

Indian Railway Board


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STRUCTURE OF PRESENTATION

1. GROWTH: _ NATIONAL.

_ INDIAN RAILWAYS.

2. INITIATIVES:_ EXISTING TRACK AND STRUCTURES._ MODERNISATION OF TRACK AND STRUCTURES.

_ RESIDUAL CAPACITY AND DESIGN REVIEWS.

3. DEVELOPMENT OF INITIATIVES: _ INCREASE VOLUMES.

_ PILOT PROJECTS ON HIGHER AXLE LOADS. _ IMPROVE THROUGHPUTS.

4. EXPERIENCE GAINED.

5. CONCLUSIONS.


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GROWTHCORE INFRASTRUCTURE INDUSTRY IN INDIA COMPRISES :

CRUDE, REFINED PETROLEUM PRODUCTS, COAL,

ELECTRICITY, STEEL AND CEMENT.

ON IR ABOUT 75% OF FREIGHT COMPRISES COAL, STEELCEMENT AND PETROLEUM PRODUCTS

GROWTH OF THESE 05-06 06-07

5.8% 8.4%

GDP GROWTH 9% 9.2%

INFLATION 4.4% 5.12


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TREND OF EARNING 0N IR

0

2

4

6

8

10

12

14

16

2001-

02

2002-3 2003-4 2004-5 2005-6

%ANNUAL GROWYH


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TRACK UTILISATION

Increase in Traffic DensityTraffic Density GMTKM per Running Track KM

15.3515.55

16.34

16.85

17.46

18.34

18.83

15

15.5

16

16.5

17

17.5

18

18.5

19

19.5

1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06

Year

AnnualGMT


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Freight Projections

Freight Projections

600

650

700

750

800

850

900

950

1000

1050

1100

2006-07 2007-08 2008-09 2009-10 2010-11

Year

GMT

Scenario1

Scenario2

Scenario3

Scenario4


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Track structureconventional modern

RAILS 90R/52KG 72UTS 52/60KG 90UTS HHON CURVES

SLEEPERS WOOD/STEEL/CST PRC1310/1540 /PKM 1540/1660/PKM

FITTINGS RIGID ELASTIC

BALLAST 150/200mm 250/300mm

JOINTS FISH PLATED WELDED WITH SEJs

SWITCHES STRAIGHT CURVED/TWS

XINGS BUILT CMS

SUBBALLAST NONE DESIGNED BLANKET

MAINTENANCE MANUAL MECHANISED


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CAPACITY AND DESIGN

REVIEWS

TRACK MODULAS

RAIL STRESSES

SLEEPER DESIGNS

FATIGUE IN RAILS

IMPACT FACTOR

BRIDGES SUPERSTRUCTURE

SUBSTRUCTURE

BEARINGS


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Relationship between axleload and rail section

used

45

50

55

60

65

70

75

80

10 15 20 25 30 35Axleload (t)

Rail

Section(kg/m

Survey of current practices, carried out by JRP-2, initiated byWorld Executive Council of UIC indicates the followingrelationship between Rail Section and Axle Load:

Track Structure


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Relationship between axleload and rail hardness

(tangent track)

200

250

300

350

400

450

10 15 20 25 30 35

Axleload (t)

RailHardness

(HBN)

The Survey also indicates that rails with Higher BHN arebeing used for higher axle loads:

Track Structure


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Brief History of HAL introduction

Original design of wagons is with 20.32 tonne axle load

Carrying Capacity (CC) of wagons is derived from above axleload and same is stenciled on each wagon

Later Loading Tolerance (LT) was permitted upto 2T

Carrying Capacity has been enhanced by 2T, the PermissibleCarrying Capacity (PCC) thus became CC+2T and total load(TL) including LT as CC+2+2T i.e. axle load as 21.32T

PCC was enhanced further by 2T in November, 2004,universally for all wagons designed for 20.32T axle load andhaving air brake system i.e. TL as CC+4+2T and AL 21.82T


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Pilot Projects

In May 2005, PCC was further enhanced by 4T for BOXNwagons on identified iron ore routes as a Pilot Project forone year i.e. TL as CC+8+2T and AL 22.82T

Following precautions have been taken

Maximum speed restricted to 60 kmph Introduced USFD examination to detect Gauge CornerFatigue (GCF) defects

Planned, installation of in-motion weigh bridges asloading points to prevent over loading

Instrumentation of Bridges, planned, to measure

longitudinal forces and stresses in members Installation of Wheel Impact Load Detectors (WILD) Quarterly review at PHODs level


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13

Pilot Projects contdIn November, 2005 Pilot Project was extended forCoal routes of CR in BOXN wagons, TL in this

case was kept as CC+6+2T keeping loadability inview (AL 22.32T).

Conditions were same as for CC+8+2T

Pilot Project period extended by one more year

i.e. upto Jun 2007.More routes have been included gradually in boththe above projects, more commodities andwagons have also been included

Presently CC+6+2T is in operation nearly on26000 route kms and CC+8+2T on 5000 kms


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Growth of axle loads

19

19.520

20.5

21

21.5

22

22.5

23

AXLE LOAD

ORE

ORECOAL,CEMENT+ALL COMMODITIES

PASTNOV O4

MAY 05NOV 05


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TRENDS

19

19.5

20

20.5

21

21.5

22

22.5

23

TONNES

ORE

0

2

4

6

8

10

12

14

16

2001-

02

2002-3 2003-4 2004-5 2005-6

%ANNUAL GROWYH

NOV 04MAY 05


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16

Experience gained from Pilot Project

Rapid wear of points and xingsExcessive wearof rails on curves

Faster crushing of rubber pads

New formation problem locationsRail head pitting because iron ore fall

Increase in cases of wheelscabbing/wheel burnt rails

Increase in rail/weld failures especiallyin weld failures


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17

WAGON PROBLEMS

There has been increase in wagon

defects.


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18

Experience from Pilot Project yet to becompleted

Wheel Impact Load Detectors are tobe installed to know the impact loadsand to decide the dynamic coefficient

Longitudinal forces on bridges andstresses in members ofsuperstructure of girder bridges are

yet to be measured


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19

HAL future scenario

It is envisaged that 25T axle load operation willstart from this year (2006-07)

Presently in BOBS wagons which are designed for22.9T axle load

Future plans

Nearly 7000 route km on iron routes havebeen identified for upgradation for 25T AL

Nearly 4200 route km identified as feederroutes to DFC. These will also be upgraded for25T AL


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20

Provision in XIth five year plan

Age cum condition basis renewals are planned(costing Rs 23085cr)

Upgradation of iron ore routes and feeder routesto DFC costing Rs 1800 cr are also planned


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21

Integrated Railway Modernization Plan

Modernisation of track structure along with track

renewals

Cent percent mechanisation of track maintenanceand renewal activities

Improved and mechanised USFD technology(SPURT cars)

Data loggers on existing SRT and DRT

Improved AT weld technology


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22

STRATEGY FOR THE FUTURE

Improve through put

Take care of Pilot Project experiences

Create future capacity.

Wagon design.


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23

IMPROVE THROUGH PUTS

1. FASTER TRAINS ON EXISTING SECTIONS

2. HIGHER SPEEDS ON TURNOUTS

3. REMOVAL OF PERMANENT SPEED RESTRICTIONS PROGRAMME

4. MECHANISATION OF TRACK WORKS AND REDUCTION OF

WORK SITES

5. HIGHER SPEEDS AFTER WORKINCREASE OF TRAIN PATHS

6. REDUCTION IN NUMBER OF LEVEL CROSSINGS

7. GO FOR NEED BASED MAINTENANCE-IMLPEMENT ON LINETRACK AND BRIDGES MANAGEMENT INFORMATION SYSTEMS

8. IMPROVE TERMINAL HANDLING FACILITIES.

Take care Pilot Project experiences


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24

Take care Pilot Project experiences

AT welds reduced,

Roll longer rails

Thick Web Switches

Cleaner rails

Introduce Rail grinding

Contd


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25

Contd---Proper power needs to be provided for trains toprevent cases of stalling/scabbing etc

To identify these trains from Normal goods trainsspecial name (SUMO) is being given

Induct new materials and technology

Improve wagon designs

Redo Feeder routes for above wagons and DFC

Need Based Track maintenance and 6 hrpossessions for track works


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26

Create Future Capacity

Construction of Dedicated FreightCorridor.

Eastern

Western

-Expected Investment Rs 30,000 cr

-Expected period ofcompletion 5 yrs from start dt

PROPOSED FREIGHT


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27

PROPOSED FREIGHT

CORRIDORS

MUMBAI

DELHI

CHENNAI

KOLKATA

LUDHIANA

VIJAYAWADA

Sanctioned projects

VASCO

Dedicated Freight Corridors


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28

Dedicated Freight Corridors-Planning Parameters

First Phase Eastern and WesternRoutes

2700 km Double Line Corridor

Fit for Speeds up to 100 KmphCapable of 30-32.5 Tonnes Axle Load

Capable of Double Stack Containeroperation.

Computerized Train Control System


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Dedicated Freight Corridors- PlanningParameters

Adoption of liberal MMD

Tare to pay load ratio of 4-5Longer loops of 1.5 km

Feeder routes fit for 25 tonne axle load

Mineral routes for 25 tonne axle load

Wagon design


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Wagon design

Presently most of the wagons are designed with20.32T AL

Wagons are being designed with 22.9T and 25TAL

To maximise the output track loading density(TLD) is being enhanced (from


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MINIMUM HEIGHT FOR CONTINUOUS

COVERING IN PASSENGER STATIONS.

Maximum Moving Dimension

Fixed Structure For Non Electrifiction

Fixed Structure For Electrifiction

STRUCTURE

SCHEDULE I,EXISTING WORK PROFILE

SCHEDULE I NEW WORKS PROFILE

MAX HEIGHT FOR A LOW PASSENGER PLATFORM

MAX & MIN HEIGHT FOR A HIGH PASSENGER PLATFORM

MAX HEIGHT FOR GOODS PLATFORM

LEVEL

MINIMUM HEIGHT WHERE ELECTRICTRACTION IS IN USE OR LIKELY TO BE

INTRODUCED [ITEM 10 (II)]

MINIMU

MFIXED

Infringements onFeeder Routes, InsideStations


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AUTHOR AND IR

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Proposed MMDfor Dedicated

freightCorridor

9 FEET 6 INCHCONTAINERHT =6.81mtWHEEL DIA 860mm?


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SCHEDULE I,EXISTING WORK PROFILE

MINIMUM HEIGHT WHERE ELECTRICTRACTION IS IN USE OR LIKELY TO BE

INTRODUCED

FIXED STRUCTURE FOR

NON-ELECTRIFIED TERRITORY

Proposed SOD forDouble StackContainers on FeederRoutes

7300

7300

Clearance forElectrificationis yet to bedecided?

CONCLUSION


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CONCLUSION

1. PENDING COMPLETE VALIDATION OF PILOT PROJECTS PATHCHOSEN APPEARS CORRECT

2. CONSOLIDATE PILOT PROJECT RESULTS AND PREPARE FUTUREACTION PLAN

3. QUICK INDUCTION OF TRIED AND TESTED TECHNOLOGY

4. PUT IN PLACE QUICKLY CIVIL ENGINEERING MIS ON LINESYSTEMS.

5. DEVELOP NEW DESIGNS FOR COSTRUCTION, OPERATION ANDMAINTENANCE OF DEDICATED FREIGHT CORRIDOR AND FEEDERROUTES.

6. PLAN AND MAKE AVAILABLE RESOURCE INPUTS FOR ABOVE.


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AUTHOR AND IR

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Thank you for listening


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Track structure design

For 25T AL operation following areconsidered

Rails 60kg 90UTS (HH on curves)

Sleepers PSC with 1660nos per kmFastening- elatsic fastening (ERC, GRP,

liners)

P&C - fan shaped (PSC) layoutcurved switches (TWSprefered)

Ballast cushion- 300mm, 350mm

(recommended)


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Track structure design

To achieve economy existing trackstructure consisting of following trackstructure is considered adequate for

speeds upto 60kmphRails 52kg 90UTS

Sleepers PSC with 1540 nos per km

Ballast cushion-250mm


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Structure of presentation

Track structure

Track modulus and Rail stresses

Brief history of HAL

HAL operationPlanning in XIth five year plan and IRMP

Wagon design

Experience gained

Track structure design for 25T AL

Track Management System


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Track modulus

As the track structure has undergonelot of changes, it become necessaryto reassess the track modulus

Studies were conducted by RDSOand based on results track modulushas been modified as under


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Rail stresses

Based on modified track modulus,track stresses have been calculated

Different methodology is adopted tofind suitability of existinginfrastructure and design for newstructures


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Track structure change

Change in track structure could bepossible due to creation of SRSF fund(2001-02) and sufficient provision offunds under DRF thereafter

In previous 6-7 years large number oftrack renewal works have beenexecuted.

Modern track structure is provided alonwith renewals, depending on routeclassification and annual traffic density

Especially during Primary renewals


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Track Mangement System

IR has introduced Track ManagementSystem (TMS) quite early (1990-91)

It was introduced as Pilot Project

It however could not be implementedfully

Lot of changes has taken place in ITand communication technology, sincethen

Now proposes to introduce TMS cum

Documents

Grfc2007 Tk2 Mr.rakesh