Permanent Way - Track Formation

Diagram
For more information on tracks, also see the permanent way FAQ page.
Shown below is a diagram (not to scale) of a typical track formation. Dimensions
shown are indicative for a typical BG single line track. This is adapted from a
diagram published by IR. Also see the page on dimensional diagrams of tracks.

Note: This site is not officially affiliated with Indian Railways! The official web site of Indian
Railways is: http://www.indianrailways.gov.in
Permanent Way - Dimensional
Diagrams
For more information on tracks, also see the permanent way FAQ page.
Shown below are diagrams (not to scale) of typical track layouts on embankments
and in cuttings. Dimensions shown are for both BG (1676mm) and MG (1000mm),
except for the centre-to-centre distances for double lines and the track formation
widths which are shown for BG and MG (the latter marked with 'MG' in parentheses).
These are adapted from diagrams published by IR. Also see the page on a detailed
diagram of a track formation.
Correction Slips Issued after the publication of the last
issue of the Journal
INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 (EDITION)

Advance Correction Slip No.63 dated 27.1.2000.

(Ref. Railway Board's letter No.98/CE-II/CS/1 dated 27.11.2000).
The following para be added at end of the existing para - 275(3) of IRPWM - 1986: -

The fixing of guard rail on concrete sleepers shall be done as shown in drawing No.RDSO/T-
4088 to 4097 by proper tightening of rail screws. Provision of MS flats/ tie bars for tying PRC
sleepers together at ends is not required.

ADVANCE CORRECTION SLIP No. 64 Dated 05-01-2001

(Ref. Railway Board's letter No. 99/CE-I/LX/80dated 05.01.2001).

The para 901 of chapter IX of IRPWM - 1986 modified vide correction slip No.35 dated 19.08.99
be re-modified to read as under: -

901 General Location: As far as possible, new Level Crossings may not be located in busy
station yards where heavy detention to the road traffic and other operational problems are likely
to be encountered. If provision of Level Crossing is inescapable it may be located outside the
outermost facing points. For Level Crossings already located within busy station yards affecting
Railway operations and causing heavy detention to the road traffic, efforts should be made to
replace them by Road Over/ Under Bridges as per extant rules or shift them outside the outer
most facing points, especially during planning of gauge conversions, yard re-modelling and
doublings and its operation from the cabin should be possible.
INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)

ADVANCE CORRECTION SLIP No. 65 Dated 01-03-2001

(Ref. Railway Board's letter No. NO.99/CE-II/TK/Misc. dated. 01.03.2001).

The existing para 309 of Indian Railways Permanent Way Manual be renumbered as 309
(B).

A new para 309(A) be added to read as under:

309 (A) Project report for track renewal works : Systematic and meticulous planning for
various items of execution of track works is essential for achieving quality, economy and
timely completion of works. For every sanctioned track work e.g. CTR, TSR, TRR, deep
screening, bridge timber renewal, etc. a detailed project report should be prepared. The
report should, inter alia, cover the following aspects:

i) Details of work - Pink book detail, scope of work, locational details, cost and
estimate particulars etc.

ii)
Existing track structure - Inventory of existing track structure including the rails, sleepers,
fittings, ballast quantity/deficiency in track, type, width of formation and other details
should be taken as prescribed in P.Way diagram, details of level crossings, bridges,
electrical fittings, curves, height of bank/cuttings, yards, sidings, etc.
iii)
Classification of track materials - During inventory of the existing track structure by foot
by foot survey, identification, classification and colour marking of existing track
materials as second hand and scrap would be done as provided in para 320 of the
IRPWM. The classification should be approved by the competent authority. Action plan
for stacking/storage and disposal of the released materials should be clearly indicated.
Inventory of existing track material would normally be prepared jointly by the PWI of the
section and the PWI(Spl) for the renewal.

iv)
Proposed track structure - The proposed P.Way diagram of the affected length should be
prepared in the same format as done for the existing track structure and incorporated in
the project report.

v)
Existing/proposed gradient profile - The levels of existing track should be taken at every
20 metres and a gradient diagram prepared. Introduction of vertical curves should be
critically examined and the proposed profile of track shown in red line indicating the
proposed grades. Lowering of track should be avoided. Precise lift of track at girder
bridges should be worked out and a separate scheme developed for lifting of girders on
each of the affected bridges. Similarly, the magnitude of lifting at level crossing should
be worked out and indicated in the report. Care should be exercised to keep the road
surface in one level on level crossings spanning to across multiple tracks. This may
require regrading of adjacent lines too.

vi)
Realignment of curves - All curves should be measured afresh and slews worked out for
realignment wherever necessary, keeping in the obligatory points in view.

vii)
Method of execution -The work should be executed "bottom upwards" i.e. sequence of
execution of works will be in the following order-

Formation > Ballast > Sleepers > Rails.

viii) Formation:
a)
Repair and widening of cess: The project report should indicate the requirement of and
plan for widening of formation in both banks and cuttings wherever necessary. Provision
of proper drains in cuttings should also be planned.
b)
Formation treatment: Areas needing formation rehabilitation should be identified and a
study for possible solutions and method of execution of the rehabilitation scheme should
form part of the project report.

ix)
Ballast - The requirement indicating bifurcation of cess supply and depot supply and the
source and means of each should be spelt out clearly. Mode of providing ballast cushion
i.e. deep screening or raising should be identified along with sketches of cross sections
present and proposed. Sleeper renewal would normally not be started unless adequate
arrangements for supply of ballast have been made.

x)
Transportation of P.Way materials - The mode of transportation for various track
components and unloading of rails and sleepers in particular, at the work sites should be
indicated in the project report.

xi)
Welding - The complete details of welding requirements, the arrangements need to be
made for its execution whether departmentally or through contract should be clearly
indicated in the report.

xii)
Renewal of turnouts, bridge timbers, etc. - The project report should cover the complete
details of turnouts, bridge timbers, level crossings, etc. where renewal is to be carried out.
Whether turnouts are to be laid manually or by mechanized means, should be clearly
brought out indicating the arrangements made. The report should also include the mode
and agency for overhauling and relaying and making up of road surface at the level
crossings.

xiii)
Use of machines -The requirement of machines for renewal (if mechanized renewal is
planned) deep screening (if mechanized deep screening is planned) and
tamping/stabilizing and the duration for which the machines are required should be
indicated. The machines that would be deployed should be identified and staff nominated.
The planning for repair of machines at the works site, supply of fuel and other
consumables should be planned. The requirement of additional lines in the existing yards
for making base depot and arrangements made for the same should be indicated in the
report
xiv)
Contracts - The contracts that are required to be entered into for various activities of
works and the activities, which are to be done departmentally, should be spelt out. The
planning for deployment of staff/supervisors for execution at various activities should be
indicated.

xv)
Material Planning - The material requirement should indicate the materials to be arranged
by the headquarters and by the Divisions. Against each material, the proper nomenclature
and drawing number should be indicated. Rails, nos. and sizes (including lead rails, check
rails etc.), sleepers (including specials), rail and sleeper fastenings, switches and
crossings, level crossing and bridge sleepers and fittings, etc. should be fully covered.
The consignee particulars and the destination, the mode of transport should also be
indicated.

xvi)
Manpower Planning - The requirement of manpower including the officers, supervisors,
artisan and other staff should be worked out with minute details. The arrangements made
for camping of these officials and mobilization should be reflected in the report.

xvii)
LWR/CWR plans - For welding of rails into LWR/CWR, the LWR plan should be got
approved by the competent authority well in advance. Such plan should form part of the
project reports.

xviii)
Requirement of speed restrictions, traffic blocks and other material train - Planning for
execution of track renewal works should be such that the time loss on account of speed
restriction is minimal and is within the permissible limits. The report should indicate
requirement of speed restrictions and traffic blocks together with durations. The corridor
for blocks is required to be planned in consultation with the Operating Department and
accordingly reflected in the report after obtaining the approval of DRM. Arrangements
made for various types of wagons for transportation of ballast, sleepers, etc. together with
requirement of locomotives should be indicated in the report in consultation with
Sr.DOM and with the approval of DRM.

xix)
Monitoring mechanism - The list of all activities involved and the time estimation for
each activity should be worked out. These activities should be sequenced and co-related
in logical manner and network diagram prepared using CPM method. The critical
activities should thus be identified. These should form part of the project report.

xx)
The detailed project report covering the various points as mentioned above should be
prepared as soon as the approval of Board to include the works in FWP is conveyed to the
railways. These reports should be submitted to headquarters for scrutiny and approval.

ललॉन्ग ववेल्डवेड रवे ल्स Long Welded Rails

LWR or LONG WELDED RAIL IS ONE IN WHICH THE CENTRAL PART OF IT
1)2)

DOES NOT UNDERGO (PREVENTED FROM) EXPANSION AND

CONTRACTION maximum length of LWR is block section to block section as per
latest change there is provided one SEJ for expansion and contraction in it. LWR
Track is fit for high speed route.In it there are very less chances of derailment.

एल डब्लल आर कवे फफायदवे Advantages of

LWR
1. To eliminate fish plated joint.
2. To decrease wear and tear.
3. To avoid cracks which develops from bolt holes.
4. To save maintenance cost 25 to30%
5. To decrease wear and tear 5% of rolling stock
6. To decrease fuel consumption 7%
7. To increase passenger comfort.
Evolution of LWR
1. To know the correlation between the rail temp.and ambient temp.
2. Dream of jointless track.
3. Increase the length of rails by rolling larger from 13M to 380M.
4. Standard measurement for rail temp.
5. Thermal stresses
6. To obtaining data from weather office for 90 year of 180 stations.
7. Constraint expansion and contraction.
8. Confirmation of lateral stability due to sleeper,fastening and ballast
resistance.
What is shown in map of India outside and inside? Outside-Range of temp.rail
and inside mean temp.
एल डबल
ब य
ब ल आर कब यफा हहोतफा हह ?
ब What is LWR? It is welded rail in which central part does
not undergo any longitudinal movement due to temperature variation. The portion
that undergoes expansion and contraction is known as breathing length.
What is CWR? Continuous welded rail or CWR is an LWR that continues through
the yards.

MAINTENANCE OF TRACK LAID

WITH LWR

(a) Destressing must be done well in advance before summer season when rail temp
is as below:-

 52 Kg & Heavier section : tm + 5 to tm + 10

 other sections : tm to tm + 5
(b) Destressing is required to be done based on SEJ's behavior and gap as below

(i) differs beyond specified limits i.e.40mm for 52/60 Kg. and 60mm for others

(ii) exceeds maximum designed gap

(iii) stock/tongue rail tips crosses mean

position.
Destressing is required to be done after major repair work like deep screening, lifting
of track, realignment of track,Restoration of track,and laying of new track. It is also to
be done if no. of rail-fracture location exceed 3 per Km.

© Ballast profile should be maintained properly in good condition and kept fully
boxed.
(d) For regular maintenance rail-temperature should be as below :-

td +10 to td-30, and work should be completed well before onset of summer.
(e) Speed restriction is imposed if rail temperature after maintenance operation
exceeds td+20 during the period of consolidation. Speed restrictions are

 for BG - 50 KMPH
 for MG - 40 KMPH
(f) Not more than 30 sleepers spaces is to be opened at a time for through packing
or shallow screening.Remaining portion is to be tackled after passage of traffic for 24
hours in case of BG route carrying traffic greater than 10 GMT. For other route of
BG/MG, it is taken after passage of traffic for two days.

(g) Slewing required for alignment correction,shoulder ballast should be removed

from end only, to prevent chances of buckling if any. If crib ballast is required to be
opened, shoulder ballast to be put again in position and the opened. For renewal of
sleeper at specified location, called casual renewal. it should be tried only one
sleeper at a time in 30 consecutive sleeper.If more than one sleeper is required to be
replaced, it can be done after renewal of one sleeper and complete packing the
ballast. At the same time observance of maintenance temperature is must.
(h) For fastening renewal, fastening of one sleeper should be handled at a time. If
fastening of more than one sleeper is to be renewed then between the sleeper to be
handled, 15 sleeper spaces should be left intact in position. For renewal of fastening
requiring lifting of rail, like renewal of grooved rubber pad, one sleeper should be
handled at a time. if more then one sleeper to be handled then at least 30 sleeper
spaces should be left intact in position.

(i) Keyman should keep watch on the gap at SEj during daily inspection. it should be
maintained for requirement like aligning, greasing, fitting in position and packing
fortnightly. If buffer rail is used in lieu of SEJ it should be attended for lubrication
twice in a year. Gap in fish-plated joints should be 3mm -12mm.

(j) If mechanized maintenance if employed in LWR track requiring lifting, a general lift
should not exceed 50mm in PSC sleeper and 25mm in case of metal/wooden
sleeper. Lifting requiring more the above lift should be done in stages with adequate
consolidation period between the successive stages of lifting.

(k) After through fitting renewal(TFR) and deep-screening,if rail-temperature is

between td+10 to td-20, temporary distressing is not required. But if rail-temperature
is outside range given above, temporary destressing is required to be done at
temperature below 10 c then temperature likely to attain during the period. Deep-
screening should be followed by packing machine (DTS/TTM) at onset
simultaneously.Also the track should be distressed as early as possible.

(l) During special work like major realignment of curve,through sleeper renewal,
rehabilitation of formation or bridge-work the effected length of LWR should be
separated from the main LWR by buffer-rail , and after work it should be continued
and distressed.

Buckling of Track
If the rails are slender elements and when subjected to compressive forces, the track
tends to buckle unless restrained by the weight of track and the lateral resistance
offered by ballast. If the track loses lateral resistance due to any of the reasons:

 Improper destressing
 Jammed Switch Expansion Joint (SEJ)
 Stress Free temperature quite low as compared with the prevailing
temperature
 Attention to track affecting lateral ballast resistance
 Lifting of track for any reason
Buckling is a very serious occurrence for track and the safety is immediately
jeopardised if a train passes over buckled track or track which is about to buckle
(Incipient buckling condition). Hot weather patrolmen and p-way officials on track
have to vigilant to look out for signs of buckling.

A couple of photographs of buckled track in one foreign railway are shown below:

1)
Indian Railways Manual for Long Welded Rails
2)
IRICEN book on Long Welded Rails
 C:/wamp/www/doku/data/pages/lwr.txt · Last modified: 2010/11/26 04:38 by iricen

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Continuous Welded Rail

Older readers (and those visiting heritage train sites such as
theWaterCress line) will know that a train journey was (or is)
punctuated with a rhythmic sound as the train's wheels went
(goes) over rail joints. Clicka-click-click, Clicka-click-click,
Clicka-click-click; it was with you all the time. Now, if you
notice it at all, there's a continuous swishing sound - at least
on main line track. Old time railway track was made in about
60ft lengths which were joined by bolted plates, called
fishplates, leaving a space between for expansion.

Now rail track is welded in one continuous length in a factory.

The 60ft lengths of track are welded end to end to make a
length of maybe a quarter of a mile. These lengths are
transported on a train of special trucks. Believe it or not, the
train has no problem negotiating the easy curves of a railway
system.

"Laying continuously welded track"

When the long welded* rail arrives on site it is placed in

position on the sleepers either inside or outside the existing
track. At a later time the existing track is removed and
replaced by the new long welded track.

================================Note====
==========

*I use the term 'long welded' to denote rails of around a

quarter of a mile long that are fabricated at the manufacturing
workshop, and reserve 'continuous welded' for the final job.
=======================================
==========
Initially the long welded rails are joined by drilling holes in the
web of the rail and bolting them together with fishplates. The
holes affect the rail strength only minimally as they're on the
centre of area. Later the rails will be welded to form
continuous track from buffer to buffer many miles long. This
raises the question of why it doesn't buckle during a change in
temperature. After all, there used to be an expansion
jointevery 60ft and all construction work has to take
temperature change into consideration.
"The de-stressing process"
The answer is that the rail is not allowed to expand or
contract. It is laid at a slightly lower than mean temperature,
usually at night, and carefully expanded using special heaters
until marks on the rail line up accurately with marks at the trackside. They are
then securely tightened down on to heavy pre-stressed concrete sleepers which in their
turn are held by tons per yard (or tonnes per metre) of ballast. Although there can be
considerable internal stresses present within the rail it doesn't affect the geometry of the
track.

The picture shows a Bullfinch propane

gas heater of the type that was used
to heat switches during freezing
weather. Similar heaters were
mounted on a trolley and used to heat
rail when laying continuous track to
marks as described above.

To prepare for destressing, the track is released from its

fastenings, raised slightly and supported on small
diameter rollers at long intervals. Pegs are driven into the
ballast at regular distances close up to the rail head. Each peg
has a scribed line on its top running perpendicular to the rail.
From the difference between the ambient temperature and the
mean temperature a distance is calculated or read from a table
to assess how much the rail must be lengthened at each peg
and the rail top carefully scribed to show this. When the two
lines coincide the rail will be at its mean temperature length.
The trolley with burners is run along the rail manually as
evenly as possible and a man stands by the peg watching the
marks as the distance between them decreases. When they
coincide the rails are rapidly fastened down and the procedure
is repeated with the next peg.

As work progresses the long rail is welded at the joints so as to

become continuous welded rail. This is usually done using the
Thermit method.

When track maintenance is done there are strict regulations

about how much manipulation is allowable at the ambient
temperature. At very high Summer temperatures track
maintenance which involves lifting the track may be banned
altogether. Failure to observe these precautions can unleash
tremendous forces which can do considerable damage to the
track and may be difficult to remedy.

Fabricating long welded rail

The notes below refer to information that I gathered whilst I

was working on track maintenance equipment 45 years ago,
but I believe not a lot has changed. If you know better please
let me know. I'm always interested.

Long welded rail is formed by flash-butt welding standard

lengths of rail together and processing the welds to achieve a
continuous smooth running surface on the head.

When rail sections are rolled 30cms or so at the end is slightly

bent as it comes off the roller and has to be cut off. The best
practice, when ordering, is to specify that the rail ends must
be in alignment with the rest of the rail, thus putting the onus
on the supplier.

"Flash Butt Welding

The most important piece of equipment is the Flash Butt

Welder, as if the weld isn't good the whole job fails.
The welding process is in three stages; pre-heating, flashing
and forging. The two rail ends are held in line by two powerful
clamps, one fixed and the other on a guided mobile carriage.

In the pre-heating stage the rail ends are alternately brought

together then moved apart, making and breaking electrical
contact so that the rail ends are brought to red heat.

In the flashing stage the cycle is speeded up and the resultant

flashing brings the rail ends to fusion temperature. Gases
given off prevent oxidisation and the formation of impurities.

In the forging stage the two rail ends are forced together
suddenly with high pressure so that they become welded
together. Semi-liquid metal is forced out all around the
periphery forming 'flash' that will be removed almost
immediately by the Weld Trimmer

"The Weld Trimmer"

When the welded rail is released by the welding machine it is

moved on by the traction rollers into the weld trimmer. It is
still white hot. The rail is clamped by the weld trimmer and a
set of tools that follow the shape of the rail section trim off the
flash , leaving about 3mm and less on the head.

Moving the rail from the welder and trimming the rail takes
only about 10 seconds.

"Further Operations"

Once the rail has passed through the trimmer it passes on to

the next station which is exactly one rail length away. This is
usually an automatic rail straightening machine, and on its
way it passes through a cooling spray.

A further rail length on is the next station, probably to grind

the head of the rail. There may be other work stations, but
they'll all be a rail length apart so that each time the rail stops
it will be worked on simultaneously at each work station.
Thus the throughput per weld is the time it takes to do and
trim the weld plus the time taken to travel one rail length.

Around 1958, when I was in the Paris long rail manufacturing

workshop of the SNCF, each weld took one and a half minutes.
British Rail was taking 20 minutes a weld!

As each long rail was completed it is stored on a trackside

quay until they can be loaded on to the special wagons that
take them to site.

"Testing long welded rail"

When the welding machine was first started up it took some

time to warm up so it was usual for a couple of test welds to
be done using short rail ends. These would be tested as soon
as possible, but production welding would procede provided
the data obtained from the test welds were OK. Data was
recorded on charts for each weld; in the event of a weld failure
in the field this could then be referred to.

"Weld Trimmer"

Around 1959 Matisa UK got an order to supply French Railway

(SNCF) type weld trimmers to British Railways long welded rail
workshops at Darlington, Middleton nr. Oldham, and
Southampton.

Although we had a set of drawings from SNCF there was still a

lot of work to do to Anglicise the design before we could start
manufacture. I enlisted the aid of Rexroth, the well-known
hydraulics firm, and between us we designed a hydraulic
system. It was more sophisticated and efficient than the SNCF
version and worked well from the start.

Essentially the machine forced a pair of cutting tools in the

shape of the rail across the glowing weld, cutting it to within
about 3mm, closer at the head. During this time the rail was
securely clamped between hard copper pads to protect the
surface.

As the weld came out of the welder, the trimmer tools closed
around the rail and when the weld contacted the tools the
heavy frame of the trimmer would be forced back against
powerful springs. The rail would be clamped and the trimming
action begun. It was important to start the trim with the tools
in contact with the weld so they only needed to move a short
distance. As soon as the cut finished, the tools and clamp were
released and the weld travelled to the next work station. Time
for trimming was 10 seconds only.

We did quite a lot of research on the make-up of the tools.

They were machined from good quality mild steel and the
cutting edges were deposited as weld. We found the original
specification was expensive, hard to deposit, tended to crack
and was too difficult to work as it seemed diamond hard.

In the end I used a relatively cheap and easily available

manganese rod. It was easy to work with a sharp second cut
file and work hardened. The working edges of the tools had a
2mm radius so they didn't cut the weld but 'rolled' it off. This
action helped to consolidate and strengthen the weld.

Unfortunately I seem to have lost my photographs of these

machines; I don't suppose they're still in operation.

After Matisa UK closed down, I helped a small engineering firm

make a fourth machine that I installed near Cambridge.

When I was working for Matisa, we could provide a complete

long rail welding installation including buildings if necessary.
They could also provide skilled personnel to manage and train
operators for up to a year if needed.
At one time Matisa did this in Mauretania. I was detailed to go
but couldn't get my fever shots in time so a friend went in my
place. He reported that conditions were extreme with fine sand
coated with salt, as they were near the sea, causing corrosion
and wear to any machinery working outside.

The buildings that housed the welding plant was sealed as far
as possible, and the air pressure inside the building was
slightly raised to stop the sand blowing in and small apertures

Track Checking Equipment

To promote safety the track must be regularly checked for
several parameters.

 Standard of ballast bed - Sleepers must be well

supported without voids in the ballast under the
sleeper/rail junctions.
 Sufficient and correctly placed ballast.
 Rails must be firmly secured to the sleepers.
 Any fastenings must be checked for condition and
tightness.
 Correct rail gauge.
 Good line on straight and bends alike.
 Correct superelevation on curves.
 Wear of components, particularly railheads.
 Drainage.

This is a formidable list, but to it must be added examination

of switches, signalling equipment and the like.

When I was working with Matisa machines on-track, there

were 'lengthmen', who walked their own length of track and
reported back on any track faults that they couldn't repair
themselves. By all accounts there are no such jobs today, and
more's the pity. Experienced men such as the lengthman could
catch a problem before it became dangerous or, indeed,
expensive.
There is a wide variety of specialised equipment for checking
track

"Small tools"

The cross-level gauge is used universally for checking track.

The model shown has spring-loaded lugs that contact the
inside faces of the rail heads, showing the distance between
the heads. It also has a spirit level bubble to check whether
the track is level and to determine the superelevation on
curves.

The curve corrector was a push-along tool used for assessing

and improving curve alignment. The apparatus gives a
continuous recoding of versines over a chord of 10 metres
(33ft) to an accuracy of half a millimetre (it says in the
manual)
Detail of the recording head

In use, the trolley was pushed around a curve taking a

recording on a chart that could be saved as a record.
Alternatively the track could be processed there and then if
needed. In this case a line was drawn through the points on
the chart to represent a fair curve after which the instrument
was taken backwards through the curve and at each point the
track could be slewed to the correct line The Corrector
remained in position to check and regulate the operation, but
could be instantly offtracked as it was very light. It could be
folded to reduce its length for transporting.

"Telescope and Target"

The telescope and target could be used in several

ways for checking track. The sets were made in two
different heights The same telescope was used
during remote operation of lifting tamping machines
"Track recording Trolley Matisa PV6 Circa 1960"

The PV6 was a self-propelled vehicle carrying equipment for measuring

and recording the parameters of any track it travelled over. It could measure track under
load to an accuracy of 1mm.

View of the recording head of the PV6

recording trolley showing the pens
and a chart being traced.

The trolley could travel at up to 37mph, with a recording speed

of 18mph.

The parameters measured were:-

 Gauge
 Skew
 Cant (Superelevation)
 Versines over a chord of 10 metres, measured for both
rails
 High and low points for each rail.

The trolley could run in either direction; the chart always ran
the same way. Three scales of recording were available
depending on the job in hand. The PV6 could be fitted
with Ultrasonic Rail Flaw Detection Equipment to detect
cracks in the rail. These are not always visible from outside the
rail.

"Electronic Track Recording Coach circa 1960"

This coach, 77ft long, could be linked up to any train and was
capable of making geometric and dynamic records of track
parameters under realistic loads. It weighed 60 tons and could
record at speeds up to 75m.p.h In its day it was probably the
height of recording technology. Is it being beaten today?
Ballast Cleaner
RM 900-HD
The New South Wales railway network commenced ballast cleaning operations in the
1970’s with one RM 62 and four RM 76 ballast cleaning machines in 1978 and 1979.
Whilst these machines had performed well for many years, maintenance costs,
reliability and safety factors led to a reduced operating fleet of two RM 76 ballast
cleaning machines by the year 2000.
With the intention of introducing new technology, greater capacity, better reliability
and improved safety, the Rail Infrastructure Corporation (now known as RailCorp
NSW) invested in a newhigh performance ballast cleaning machine – the RM 900-HD
– to replace the old machines. The order was placed in June 2002, which was the
commencement of a two year project for the design, manufacture, testing and
commissioning of the largest single machine ever manufactured by Plasser Australia
at the Sydney workshops.
The RailCorp RM 900-HD has a number of unique features that distinguish it from
other RM 900 ballast cleaners:

Two-stage screening of contaminated ballast

The first stage comprises two ‘Star Screens’, each of which has numerous rows of
special rubber star-shaped rotors mounted on horizontal shafts. The high-speed
rotation of the star screen rotors propels the excavated material forward, impacting
it against vertically suspended plates to break up the material. The star screens are
designed not only to separate the fine particles of contaminant but also to remove
clay materials that have a tendency to stick to individual ballast particles.
The second stage comprises two conventional inclined vibrating screens, each of
which is fitted with three decks of screen mesh. With most of the fine material
removed in the Star Screens, it is possible to install a smaller mesh size on the
bottom decks of the vibration screens and recover more ballast without overloading
the screens.
The effectiveness of this system has already proven valuable in the field, even in the
most severe conditions of moisture and contamination in which it would have been
impossible for conventional (vibrating screen) ballast cleaners to operate
successfully. The removal of the majority of the fine contaminants in the star screens
allows more efficient operation of the second stage vibration screens, resulting in a
significant increase in the amount of ballast that is recovered and returned to the
track as well as greatly increase machine output. The major benefits to RailCorp
include savings of large quantities of fresh make-up ballast as well as reduced
quantities of spoil, resulting in substantial cost savings in new ballast (and fewer
ballast trains) and spoil disposal.
Dust suppression system
Dust suppression is achieved by a combination of compressed air-atomised water
spray nozzles and fine spray nozzles strategically placed near dust sources such as
the excavation chain and conveyor belt transfer points. Water for the system is
supplied by three 15,000 litre tanks mounted on a special water tanker wagon
located at the rear of the machine. In addition, the water is supplied to each end of
the RM 900-HD for connection to MFS 40 hopper conveyor wagons, also equipped
with intermediate water tanks and spray nozzles.
Control System
The technologically advanced control system comprises a high-speed Programmable
Logic Controller (PLC) handling all the digital and analog tasks required for traction,
operation and data logging. An industrial network connects all of the various control
elements on the machine, including three touch panels providing the operator and
drivers with intuitive control of the various aspects of the machine. System faults are
highlighted in real time and logged for historical purposes, as well as being indicated
on mimic panels to assist their location and rectification. Critical operational
parameters and timings are able to be altered in real time at the touch panels via
password-protected screens, allowing a suitably-responsible person to fine tune the
machine operation.
A total of twelve MFS 40 hopper conveyor wagons have also been manufactured by
Plasser Australia to complement the RM 900-HD and manage the disposal of spoil
from (as well as the supply of fresh ballast to) the machine. Effective use of MFS 40
type wagons enables very efficient handling and disposal of spoil without interrupting
production of the ballast cleaning machine. When attached to the ballast cleaner, the
MFS 40 hopper conveyor wagons are fully integrated with it, i.e. they are electrically
interlocked so that, in the event of an emergency, the entire operation can be
stopped from any one of numerous stop buttons located along the length of the
whole consist. Each MFS40 hopper conveyor wagon is also equipped with its own
independent dust suppression system and voice communication is possible
throughout the entire 430 metre long consist.
Technical Data
Overall length 135 m

Height 4,200 mm
Width 2,970 mm

Total dry weight 430 t

Total number of axles 26

- driven 10
- idle 16

Maximum travelling speed

self-propelled/hauled by 80 km/h
locomotive

Engines
two V12 - 710kW Caterpillar 3
- drive & work systems
412
- AC generator & star screens
one 310 kW Caterpillar C10

Why clean the ballast bed?

The ballast bed distributes the loads of the trains uniformly onto the
track substructure and assures a firm, unshifting position of the
sleepers. To withstand these dynamic impacts the ballast bed has to
be very elastic. The good function depends on the depth of the
ballast bed, the size of the ballast stones and the degree of fouling.
Fouling occurs under normal operational loads. This causes the
edges of the ballast stones to break off,settlement of the stones
and friction processes. Other causes of fouling are material rising
up from the subsoil and external environmental influences. Overall,
this causes an increase in the proportion of fines which reduces the
elasticity of the track, the water permeability and the durability of
the track geometry. As a consequence, there will be irregular
settlement of the track which tamping can compensate only for
short periods. From a certain point in time it will be more
economical to clean the entire ballast bed.

How to clean efficiently.

Using ballast bed cleaning machines, the ballast can be cleaned

without dismantling the track. The central features are powerful
scraper chains that excavate the fouled ballast and at the same
time prepare the foundation for the new ballast. The ballast is
cleaned in large oscillating screens with several screening levels
which ensures optimum quality. The clean ballast is returned to the
track directly behind the excavating chain. The residue from the
cleaning is passed into a spoil conveyor and tran
onstop through
the turnout

URM 700 - The

multitalent for ballast
cleaning

The URM 700 universal

ballast cleaning machine is our new
multitalent for ballast bed cleaning.
The new excavating unit can vary the
excavation width infinitely. There is
no need to dig an entry hole for the
guide bar, in preparation.
The URM 700 is a good example of
the innovative spirit in our company.
New machine models are tested
thoroughly under true worksite
conditions before they are handed
over to our customers.

Excavating chain in guide bar

design.

The design of the

new excavating unit is in the shape
of a sword, incorporating a
horizontally circuiting excavating
chain, and is slewed either to the
right or to the left under the skeleton
track. Due to this pivoting
suspension it is possible to carry out
an infinite variation of the excavating
width in continuous working action.
When slewed in, the excavating guide
bar is stabilised by a holder at the
other end. This makes possible a
higher working capacity. Shoulder
excavating units prepare the
installation of the guide bar and pick
up the excavated ballast during
working operation.

Modular ballast cleaning

system.

A screening car for thorough

cleaning of the ballast is part of the
system. The material conveyorand
hopper units are equally important.
They guarantee efficient material
logistics and the continuous working
mode of the URM 700.
Methods of operation.

The URM 700 system can perform all

standard working methods of on-
track ballast cleaning, particularly
ballast cleaning in turnouts and plain
track. In addition to this, it is able to
clean only the ballast shoulders. The
supply of new ballast is an integral
feature of the design in all variations
and it is also possible to perform a
full exchange of the ballast.

Due to the fast and independent

installation and removal of the
excavating guide bar, theURM
700 can also work cost-effectively on
short sections of track (spot
cleaning).
Cleaning with or
without track

ZRM 350 - Machine

with placement of
ballast in layers and a
supply of new ballast

The ZRM 350 requires no skeleton

track for cleaning the ballast bed.
The machine is propelled by crawler
tracks in the construction gap.
Nevertheless, the crawler tracks do
not ride on either formation
or geotextile. This is ensured by the
intelligent machine design.
The ZRM 350 produces an accurate
cut of the formation along the entire
length of the worksite thanks
to continuous forward motion
and automatic laser-assisted
guidance of the excavating chain
(alternatively with reference wire
guidance). That is one of the greatest
advantages of this system compared
to conventional methods using
wheeled loaders. Nevertheless, the
crawler tracks never come into
contact with the formation.
Naturally, the ZRM 350 can also
perform on-track ballast cleaning.
Layer-by-layer placement of
ballast.

Responsible for the careful handling

of formation and geotextile is the
well thought-out system of returning
cleaned ballast and new ballast to
the track. The first ballasting with
regulating is performed right behind
the excavating chain which means
that the front crawler track of the
machine is already running on
cleaned ballast. A second ballasting
device provides the option to add
new
ballast. Spiral conveyors distribute
the ballast.
Material logistics with and
without the track.

When material conveyor and hopper

units riding on crawler tracks are
added, the ZRM 350 is an efficient
ballast cleaning system for areas
without tracks. These ensure
evacuation of spoil and supply of new
ballast.

High output
ballast bed
cleaning
HRM 2004 CH -
Machine with two
screen units and a
supply of new ballast

The new HRM 2004 CH high capacity

ballast cleaning machine with two
screening units and an integrated
supply of new ballast is the answer
to Chinese Railways’ call for more
output.
Due to the high traffic load it is
necessary to perform ballast
cleaning more frequently, on the
other hand the time available for
such work is becoming scarcer. Up
until now the Chinese Railway has
used RM 80 UHR ballast bed cleaning
machines for cost-efficient cleaning
of the ballast bed. Two or three of
these machines were operated in
tandem and in parallel in order to
achieve higher outputs per shift. Now
we have a solution.

New machine brings desired

higher output.

To meet these requirements we have

made a further development of the
design of our ballast cleaning
machines which is successful all
over the world. The existing design
with two screeningunits was re-
engineered for the required
cleaning output. All systems have
been optimised and adapted to the
requirements.
The HRM 2004 CH three-part, high-
capacity ballast cleaning machine
meets the requirements with the
help of a powerful excavating chain,
two screening units and
wide conveyor belts. If required, new
ballast can be added from
the material conveyor and hopper
units coupled at the end.

RM 900 HD-100
‹›
High capacity ballast cleaning machine for plain track with one excavating
chain, two screening units and one stabilising unit

RM 95-800 W
‹›
High capacity ballast cleaning machine for plain track with one excavating
chain, two screening units, one stabilising unit, a finger screen, a metal
separator, a ballast sharpening plant, a high-pressure ballast washing plant
and a waste water clarification plant

RM 80 UHR-N
‹›
Ballast cleaning machine for plain track and turnouts with one excavating
chain, one screening unit and if required with supply of new ballast

RM 2002
‹›
High capacity ballast cleaning machine for plain track with one excavating
chain and two screening units

RM 74 BR-UHR
‹›
Ballast cleaning machine for plain track and turnouts with one excavating
chain, one screening unit and on request with additional axles to reduce
the maximum axle load. Machine especially suited for work on lines with
tight clearance gauge and for narrow gauge tracks