Search your Article
Find the interesting articles for the rail experts
Articles
Joanie Zhao - Posted 6 days ago
Why do regular ballast bed tamping work insist on small tamping machine?
Rail InfrastructureRegular ballast bed tamping work often involves manual labor for several reasons: Flexibility and Adaptability: Manual work allows the tamping crew to assess the condition of the ballast bed and make real-time adjustments based on their expertise. They can identify specific areas that require additional or less compaction and adjust the intensity and direction of the tamper accordingly. Manual work enables the crew to adapt to varying conditions, such as changes in the ballast quality or track geometry. Precision and Control: Manual tamping provides a higher level of precision and control compared to automated or mechanical methods. Experienced workers can apply the right amount of force and distribute it evenly, ensuring proper compaction of the ballast bed. They can also detect any irregularities, such as soft spots or voids, and address them promptly. Safety Considerations: Manual tamping allows workers to visually inspect the ballast bed and identify any potential safety hazards, such as loose fastenings, damaged sleepers, or track misalignments. These issues can be addressed immediately, reducing the risk of accidents or derailments. Manual work also enables workers to maintain a safe distance from moving trains and machinery, ensuring their safety during the tamping process. Cost Considerations: Manual tamping is often more cost-effective, especially for smaller maintenance projects or locations with limited access for machinery. Automated or mechanical methods may require significant investment in specialized equipment, which may not be economically feasible for every project. Manual tamping can be performed with basic hand tools and a smaller crew, reducing equipment costs and operational expenses. While manual tamping work has its advantages, it is worth noting that the railway industry is constantly evolving, and there are automated and semi-automated solutions available for ballast tamping. These technologies aim to enhance efficiency, accuracy, and productivity while reducing physical labor. However, the decision to adopt such methods depends on various factors, including the project scale, budget, and specific requirements of the railway network. More Rail tamping solutions please contact 008615015909102 email: inquiry@linkagetrack.com
Joanie Zhao - Posted 7 days ago
How to choose a rail drilling machine between Lithium battery equipment and electric machine?
Rail TracksLithium battery rail drilling machine and Electric drilling machine all have their advantages and disadvantages. When choosing between a Li-battery rail drilling machine and an electric rail drilling machine, consider the following factors to make an informed decision: Mobility Requirements: If you need the flexibility to work in remote locations or areas without easy access to power outlets, a Li-battery rail drilling machine may be more suitable. On the other hand, if you primarily work in areas with reliable electricity supply or have access to generators, an electric rail drilling machine might be a better choice. Workload and Power Output: Assess the intensity and scale of your drilling tasks. If you frequently engage in heavy-duty drilling that requires high power output, an electric rail drilling machine, with its typically higher power capacity, may be more appropriate. Li-battery machines are better suited for lighter to moderate drilling tasks. Runtime and Charging: Consider the duration of your drilling operations and the runtime offered by the Li-battery rail drilling machine. If your work can be completed within the battery's runtime and you have convenient charging options, such as spare batteries or access to power outlets, a Li-battery machine can be suitable. However, if you need continuous and uninterrupted operation for long periods, an electric rail drilling machine with its constant power supply would be more advantageous. Noise and Vibration Considerations: Evaluate the noise and vibration restrictions of your work environment. If you need to work in noise-sensitive areas or prioritize reduced vibrations for operator comfort, a Li-battery rail drilling machine may be preferable, as they tend to produce lower levels of noise and vibration compared to electric models. Budget and Long-Term Costs: Compare the initial cost, maintenance, and operational costs of both types of machines. Li-battery rail drilling machines may have higher upfront costs due to the inclusion of battery technology, but they can potentially save on fuel or electricity expenses in the long run. Electric rail drilling machines may have lower initial costs but can incur higher electricity costs over time. Environmental Considerations: If environmental impact is a significant concern, Li-battery rail drilling machines are generally more eco-friendly due to their emission-free operation. Electric rail drilling machines indirectly contribute to emissions depending on the energy source used for electricity generation. Ultimately, the choice between a Li-battery rail drilling machine and an electric rail drilling machine depends on your specific needs, the nature of your work, and the constraints of your work environment. Carefully assess these factors to determine the most suitable option for your requirements. Li-battery Rail Drilling machine Electric Rail Drilling Machine More detail please contact Mob./whatsapp/wechat: 008615015909102 or Email: inquiry@linkagetrack.com
Joanie Zhao - Posted a week ago
How to measuring rail wear value by the sliding rail wear gauge ?
Rail TracksHow to measuring rail wear value by the sliding rail wear gauge ? First, determine the position of the vertical ruler, align the zero line of the vertical ruler horizontally with the one-third line of the main ruler, and tighten the fastening screws. Second, reset the data of the vertical ruler and the data of the side grinding ruler, push the vertical grinding ruler to align the two zero lines, press the reset key of the digital display meter, and slide the side grinding ruler to make the two zero lines Line alignment, press the data clear key, at this time the positioning and data clearing are completed, start the measurement. Third, pull the side grinding ruler and the vertical grinding measuring ruler to the farthest end, and attach the positioning block to the non-working part of the rail to be tested. At the side rail jaw, after the adsorption is completed, push the side grinding ruler and the vertical ruler so that the front ends of the two measuring rulers touch the rail, and read the data of the two digital display meters, which is the vertical wear and side wear values of the rail here. The sliding rail wear ruler can not only measure the wear of the rail, but also measure the drop value of the tip rail and the side wear value of the wing rail. More detail contact 008615015909102 or email inquiry@linkagetrack.com
Joanie Zhao - Posted 2 weeks ago
#Tribute to railway maintenance workers#
Rail TracksWhen the train whizzes past Yellow figure flashing across the line of sight left to the railway workers The only impression of thousands of travelers They are the creator of high-quality lines Quantitative safety with millimeter precision Escort for the smooth operation of trains. For several decades Rail Maintenance and Repair Mode for Workers Technology, Machine Tools, etc. They are all quietly upgrading. Track bed, basic maintenance tools existing line Key words: #Ballasted track#, #Pickax#, #Pickaxe#, #Fork#, #tamping machine# Most of the existing railways have ballasted ballast beds, which are mainly composed of crushed stones. The stability of the ballast bed is poor and diseases are prone to occur. Therefore, operations such as screen cleaning, pillow replacement, tamping, and ballast repair accounted for a large proportion. For these jobs with a strong "metal smell", the tools used give the impression of "bulky". The legendary "old three pieces" are the "guy Shier" for the old road supporters to live and work, and it is the road supporters who use their sweat to ensure the safety of the railway operation. Tribute to the passers-by. Wuhan Linkage Track Equipment Co., Ltd. is determined to contribute to the safe operation of the world's railways. Our company provides a new generation of railway maintenance equipment. It can improve the working efficiency and make the workers work more easier. More details Please call 008615015909102。
Joanie Zhao - Posted 2 weeks ago
Why you need a railway concrete sleeper bolt drilling machine?
Rail InfrastructureThe Railway Concrete Sleeper Bolt Drilling Machine plays a crucial role in railway maintenance work, offering several important benefits. Here are some key points highlighting its significance: Precision and accuracy: Railway tracks require secure fastening to ensure stability and safety. The bolt drilling machine provides exceptional precision and accuracy when drilling bolt holes in concrete sleepers. This ensures that the bolts fit perfectly, preventing any potential issues or hazards caused by loose or misaligned tracks. Time and labor savings: Manual drilling of bolt holes in concrete sleepers is a labor-intensive and time-consuming process. The bolt drilling machine significantly reduces the time and effort required for this task. It automates the drilling process, enabling faster completion of railway maintenance projects and reducing labor costs. Consistency and quality: Maintaining consistent quality across all bolt holes is essential for the overall integrity of the railway tracks. The machine ensures uniform drilling depth and diameter, eliminating variations that can compromise the structural stability of the tracks. This consistent and high-quality fastening enhances the overall reliability and longevity of the railway system. Increased productivity: The efficiency of the bolt drilling machine allows railway maintenance crews to accomplish more work in less time. With its high drilling speed and capacity, the machine can handle a large volume of drilling tasks, contributing to increased productivity and project throughput. Versatility and adaptability: Railway networks often have different sleeper sizes and designs. The bolt drilling machine is designed to be versatile and adaptable, capable of accommodating various sleeper specifications. This flexibility makes it suitable for a wide range of railway maintenance projects, regardless of the specific track configuration. Enhanced safety: Railway maintenance work involves potential hazards, and the bolt drilling machine incorporates safety features to protect operators. These may include safety guards, emergency stop buttons, and ergonomic designs to minimize operator fatigue and reduce the risk of accidents during operation. Longevity and durability: Railway infrastructure requires long-lasting solutions. The bolt drilling machine is constructed with robust materials and engineered to withstand the demanding conditions of railway maintenance work. Its durability ensures reliable performance over an extended period, reducing maintenance and replacement costs.
Export - Posted 3 weeks ago
Railway track maintenance equipment!
Rail InfrastructureRailway track maintenance equipment! Track maintenance refers to the activities carried out to ensure that rail tracks are in good condition and safe for train operations. It involves the inspection, cleaning, repair, and upgrading of track components such as rails, sleepers, ballast, ties, switches, and crossings. Proper track maintenance is essential for ensuring safe and reliable train operations, reducing the risk of derailments, improving ride quality, enhancing train speeds and reducing operating costs. There are several small machines used for track maintenance. Some of them are: Rail Drill: Used to drill out existing holes in rails and install bolts for rail joints. Rail Grinder: Used to grind the surface of rail tracks to the correct profile to reduce noise and improve ride quality. Rail Saw: Used to cut rails to length and to make specialized cuts for rail joints or curves. Spike Pullers: Used to remove spikes from ties during rail replacement. Tie Tamper: Used to pack ballast under the ties and level the track to ensure stability. Ballast Regulator: Used to distribute ballast evenly along the track to ensure proper drainage and stability. Rail Lifter: Used to lift rails off of the ties during rail replacement or track maintenance. These machines can be used by maintenance crews to perform maintenance activities and repair on the tracks more efficiently and safely. Jodie Yuan Export@linkagetrack.com #trackmaintenance #trackconstruction #railcutter #railgrinding #railtamping #raildrilling #railwrench
Joanie Zhao - Posted 3 weeks ago
How to choose a suitable rail wrench?
Rail TracksAdvantages of Lithium Battery Rail Wrench: Environmental Friendly: Lithium battery rail wrenches are powered by rechargeable batteries, which eliminates the need for fossil fuels and reduces emissions. This makes them more environmentally friendly compared to internal combustion rail wrenches. Quieter Operation: Lithium battery rail wrenches produce significantly less noise compared to internal combustion rail wrenches. This makes them suitable for use in noise-sensitive areas, such as residential neighborhoods or urban environments. Lower Maintenance: Lithium battery rail wrenches have fewer moving parts compared to internal combustion rail wrenches, which reduces the maintenance requirements. There is no need for oil changes, spark plug replacements, or other regular maintenance tasks associated with internal combustion engines. Lightweight and Portable: Lithium battery rail wrenches are typically lighter and more compact than their internal combustion counterparts. This makes them easier to handle and transport, providing increased maneuverability and convenience. Instant Torque: Lithium battery rail wrenches provide instant torque as soon as they are powered on, allowing for quick and efficient tightening or loosening of rail fasteners. There is no need to wait for the engine to warm up or reach optimal operating conditions. Disadvantages of Lithium Battery Rail Wrench: Limited Battery Life: Lithium battery rail wrenches have a finite battery life, which means they can only operate for a certain duration before needing to be recharged. This can be a limitation in situations where extended use is required without access to charging infrastructure. Lower Power Output: While lithium battery rail wrenches have improved over the years, they still generally have lower power output compared to internal combustion rail wrenches. This can make them less suitable for heavy-duty applications or when dealing with stubborn rail fasteners. Advantages of Internal Combustion Rail Wrench: High Power Output: Internal combustion rail wrenches are known for their high torque and power output, making them suitable for heavy-duty applications. They can easily handle stubborn or corroded rail fasteners. Long Operating Time: Internal combustion rail wrenches can operate continuously as long as there is fuel available. This makes them ideal for situations where extended use is required without the need for frequent refueling or recharging. Established Infrastructure: Internal combustion rail wrenches benefit from the existing fueling infrastructure, as gasoline or diesel fuel is readily available in many locations. This ensures easy accessibility and convenience. Disadvantages of Internal Combustion Rail Wrench: Emissions and Noise: Internal combustion rail wrenches generate exhaust emissions and produce significant noise during operation. This can be a disadvantage in environmentally sensitive areas or when working in noise-restricted locations. Higher Maintenance: Internal combustion rail wrenches have more complex mechanisms and require regular maintenance, including oil changes, spark plug replacements, and other engine-related tasks. This increases the overall maintenance cost and effort. Heavier and Bulkier: Internal combustion rail wrenches are generally heavier and bulkier compared to lithium battery rail wrenches. This can make them more challenging to handle and transport, limiting maneuverability in tight spaces or difficult terrain. Start-Up Time: Internal combustion rail wrenches require a warm-up period before reaching optimal operating conditions. This can result in a delay when starting work, especially in colder climates. Ultimately, the choice between a lithium battery rail wrench and an internal combustion rail wrench depends on the specific requirements of the job, considering factors such as power needs, duration of use, environmental considerations, and available infrastructure.
Mahesh Babu Nunna - Posted 2 months ago
Artificial Intelligence In Railway
SignallingIntroduction Railway signaling is the process of controlling train movements to ensure safety, efficiency, and punctuality. The traditional railway signaling system is based on physical signals, such as colored lights and semaphore arms, which are placed alongside the track to communicate with the train driver. However, with the advent of modern technology, there has been a shift towards automated signaling systems that use artificial intelligence (AI) to improve safety and efficiency. In this article, we will explore the application of AI in railway signaling, its benefits and challenges, and the future of AI in this field. Benefits of AI in Railway Signaling Improved Safety AI can play a crucial role in improving safety in railway signaling. By using sensors and cameras, AI can detect obstacles on the track, such as fallen trees, animals, or even people, and alert the driver or activate the emergency brakes. AI can also monitor the speed and position of trains to prevent collisions and derailments. Enhanced Efficiency AI can optimize train schedules and routing, resulting in reduced waiting times and improved punctuality. AI can also monitor and control the speed and acceleration of trains, leading to energy savings and reduced wear and tear on equipment. Predictive Maintenance Predictive maintenance is another application of AI in railway signaling. AI systems can analyze data from sensors and other sources to predict equipment failures and recommend maintenance actions. This approach can reduce downtime, improve reliability, and extend the life of equipment.AI can help predict equipment failures and recommend maintenance actions, resulting in reduced downtime and improved reliability. By analyzing data from sensors and other sources, AI can detect potential issues before they become critical and schedule maintenance proactively. Challenges of AI in Railway Signaling Integration with Legacy Systems The integration of AI systems with existing railway signaling infrastructure can be challenging due to the complexity and heterogeneity of legacy systems. Compatibility issues, data formats, and communication protocols are some of the challenges that need to be addressed to ensure seamless integration. Reliability and Safety AI systems must be highly reliable and safe, given the critical nature of railway signaling. Any failure or malfunction can have severe consequences, including loss of life and property damage. Ensuring the reliability and safety of AI systems requires rigorous testing, validation, and certification procedures. Data Quality and Privacy AI systems depend on high-quality data to function correctly. However, data quality can be compromised due to various factors, such as sensor malfunction, environmental factors, or human error. Additionally, AI systems must adhere to strict data privacy regulations to protect sensitive information, such as train schedules and passenger data. Integration of AI The integration of AI in railway signaling systems is not without its challenges. Legacy infrastructure and compatibility issues can pose significant obstacles to the implementation of AI systems. Data formats and communication protocols vary between different signaling systems, which can hinder data sharing and interoperability. In addition, ensuring the reliability and safety of AI systems requires rigorous testing, validation, and certification procedures. Data quality can also be compromised due to various factors, such as sensor malfunction, environmental factors, or human error. Furthermore, AI systems must adhere to strict data privacy regulations to protect sensitive information, such as train schedules and passenger data. Examples of AI in Railway Signaling Autonomous Trains Autonomous trains are a significant application of AI in railway signaling. These trains use AI algorithms to control their speed, acceleration, and braking, allowing them to operate without human intervention. Autonomous trains offer several benefits, such as improved safety, reduced operating costs, and increased capacity. Traffic Management Traffic management is another area where AI can be applied in railway signaling. AI algorithms can optimize train schedules and routing to reduce waiting times, improve punctuality, and increase capacity. AI can also monitor and control the speed and acceleration of trains, leading to energy savings and reduced wear and tear on equipment. Real-time Monitoring Real-time monitoring of trains and track conditions is another application of AI in railway signaling. AI algorithms can analyze data from sensors and cameras to detect obstacles on the track, such as fallen trees or animals, and alert the driver or activate the emergency brakes. AI can also monitor train speeds and positions to prevent collisions and derailments. The Future of AI in Railway Signaling The future of AI in railway signaling is promising, with advancements in machine learning, deep learning, and other AI technologies. AI has the potential to revolutionize railway signaling by improving safety, enhancing efficiency, and reducing maintenance costs. However, to realize these benefits, railway operators must overcome the challenges of integrating AI systems with legacy infrastructure, ensuring the reliability and safety of AI systems, and maintaining data quality and privacy. Conclusion In conclusion, the adoption of AI in railway signaling systems offers significant benefits, such as improved safety, enhanced efficiency, and predictive maintenance. AI systems can use sensors and cameras to detect obstacles on the track, monitor train speeds and positions, optimize train schedules and routing, and predict equipment failures. However, railway operators must overcome the challenges of integrating AI systems with legacy infrastructure, ensuring the reliability and safety of AI systems, and maintaining data quality and privacy. The future of AI in railway signaling is promising, with advancements in machine learning, deep learning, and other AI technologies.
Deepu Dharmarajan - Posted 7 months ago
Neutral Zone and Its impact for Signalling and Rollingstock
Rail ElectrificationNeutral Zone and Its impact for Signalling and Rollingstock General AC electrified railway system is one in which single phase electrical energy is supplied to trains by means of an Overhead Line Equipment (OLE) system, comprising of a contact wire supported by droppers from a catenary wire and associated support and registration equipment. Depots commonly incorporate a trolley wire system, consisting of a single auto-tensioned contact wire without catenary. Lets consider 25kV AC traction system for the purpose of this study. The system is energised at a nominal system voltage of 25kV 50Hz AC 132/25kV AC TRACTION POWER SUPPLY SYSTEM. On the 25kV side, each transformer could be connected to a double pole 25kV isolating switch / earth switch, from which one conductor is connected by 25kV cable to the adjacent 25kV Feeder Station and onward to the 25kV AC OLE. The other terminal could be connected via the 25kV Feeder Station return current busbar to the track running rails and return conductors (where installed) to create a multiple earthed system. Under normal operating conditions the voltage on the low voltage side may rise to 27.5kV phase to earth, this being an equivalent voltage to that of a 48kV phase to phase three phase system. To separate the electrical phases at each of the Feeder Stations, neutral sections are installed in the OLE. The pantograph traverses the neutral section in the power off state. Sectioning of the OLE is achieved by Track Sectioning Cabins (TSC), insulated overlaps and section insulators. Current collection by trains is obtained by means of a pantograph mounted on the roof of the rolling stock. The pantograph head runs on the underside of the contact wire to achieve a smooth, arc* free current collection. Note: *- Flow of current through an air gap between a contact strip and a contact wire usually indicated by the emission of intense light and heat. Traction current drawn from the overhead contact/catenary wires is returned to the supply point through the traction rails and return conductors. The following are some of the traction return systems utilised: Booster transformer with return conductors; Return conductor only (booster-less); and Rail/earth wire return. An earth wire electrically connects each overhead line structure. The earth wire is connected to the traction rail at prescribed intervals. Where structures cannot be conveniently connected to the earth wire each structure is connected directly to the traction rail by means of a traction bond. 2. Definition of Neutral Section Section of a contact line provided with a sectioning point at each end, to prevent successive electrical sections with a differing phase, being connected directly together by the passage of current collectors. The neutral section is a dead zone and therefore, the locomotive has to negotiate the section in momentum. In nutshell neutral zones are made to achieve the isolation between different power sources and to minimise the synchronisation task in between individual power system. Figure 1: Neutral Section The locomotive is switched off while negotiating the neutral section to avoid flash over at the time of exit and re-entering the live zone. For this track magnets can be utilized to switch off and ON for unattended operations. Some railways use warning board to enable driver to switch off and on. The locomotive negotiates the neutral section in its own momentum. Therefore, the location is always chosen so that the physical terrain should not cause in convenience in the momentum of the train. OLE designers ensure neutral zones are placed away from stopping signal and level crossing and automated trains ensure trains are not stopped in neutral zone, and train can coast through the neutral section. Design also ensure neutral zones are placed in the up gradient but on a flat or down gradient and away from sharp curve as it will not provide sufficient straight length to accommodate the neutral section. 3. Neutral Section Detection When the train run into neutral section where there is no high voltage power supply is available without any precaution, a sudden disconnection of high voltage power supply may disturb the incoming power system and as well as the equipments of rolling stock. A detection method is required to detect the neutral section before entering it, to smoothly negotiate by managing various loads. So, in order to protect the train from the undesired arc between Pantograph and Over Head Catenary line, it is desired that when the train passes through the neutral section the traction power is automatically cut-off via VCB before entering the neutral section and is automatically connected back after passing the neutral section as stated before. This requirement is achieved by the Neutral Section Detection System. The Neutral Section Detection System can detect the marking of the neutral section and can inform onboard Train Control and Monitoring System (TCMS) to minimise the traction load and to open the vacuum Circuit Breaker(VCB). This system can also control the VCB in case of absence of TCMS. To satisfy the power control requirement when passing over the neutral zone, there are two components required. First component is to be situated on the track side which gives indication about the incoming neutral section to the train. Second component is underframe mounted train borne equipment, which receives the indication signal sent by the track side equipment. The generic location of train borne receiver in TP car and track magnet location on the either side of the track. This system is referred to as “Automatic Power Control (APC)” to identify the neutral section. 4. System Composition The APC system comprises of two components: the track side equipment (Inductors or Track side Magnets) and train borne equipment (APC Receiver or NSD Antenna). The track side equipment is a means of providing south polarity magnetic field of the required strength and pattern at the required height, location. The train borne equipment is a means of detecting the magnetic fields of the track side equipment. 4.1 Inductor (Trackside Magnet) The inductor (Track side Magnet) is installed on the one side of the track, at both end of the neutral section. The South polarity face of the magnet (Inductor) is in sky facing position while North polarity of the magnet (Inductor) is in earth facing position. 4.1.1 Location of APC Trackside Magnet Automatic Power Control (APC) track side magnets shall be situated each side of neutral sections. The distance (D) from the centre of the neutral section to the APC magnet shall be calculated as follows. 4.2 Receiver (Train Mounted APC receiver) The APC receiver is mounted below the underframe of the train, there is one receiver per each car with pantograph on the same side of the trackside magnet & train. The train mounted APC receiver is fixed to the under frame. Whenever train passes through the desired magnetic field produced by the track magnet which are mounted on the railway track, the APC receiver detects the magnetic field and sends feedback to TCMS to control the VCB. Refer the Figure 2 you can see APC receiver mounted under the car where pantograph is installed and Track magnets installed on the track Figure 2: APC Receiver and Track magnet 4.3 Method of Operation Refer to Figure 2. Red dots are the two APC receiver mounter under the car frame. APC receivers are mounted on the same car where Pantograph & auxiliary power equipment are installed. Two red rectangular boxes are the track magnet installed on track at same side as the APC receiver. One of them will be at the entry of the neutral section and other is on the exit of the neutral section. While the train reaching the neutral section either driver will put the master handle in coasting position, or the system will put in coasting position for an unattended train. APC receiver is positioned in original status with South contact opened and neutral section relay in the train will be on dropped position. When APC receiver detect the first track magnet, a signal will be sent to the activate neutral section relay, Train Control Management System detect the APC receivers high signal and send a signal to the Train Control Unit to ramp down the tractive effect. Same thing happens when it detects the second magnet. Once the train passes the neutral section area after a pre set time Train Control Management system resets APC receiver. 4.4 Interface between Rollingstock and Overhead Electrification Team Horizontal distance between the centre of pantograph and the APC receiver is known as L AR which shall be obtained from the Rollingstock supplier to do the assessment with various speeds and scenarios to ensure train can coast through the neutral zone. 4.5 Interface between Rollingstock, Overhead Electrification& Signalling Team All three discipline shall gather necessary information for their discipline to ensure that no train will be stuck on the neutral section with all scenarios.
Nabayan Datta - Posted 7 months ago
Weight of Indian Railways
RollingstockTransport business are based on four basic pillar 'QDDS' of Quantity (Q) to transport, Distance (D) to transport, Duration (D) of transport and sort of Services (S) facilitated by transporter to their customers. In this topic, will discuss about the point Q which is reckoned as the most crucial point for any transportation mode. In India, we have four different mode of transportation to serve the nation inwardly i.e. Surface mode, Railway mode, Airways mode and Inland waterways mode. All of those have their different modal share among transport sector to carry out Passengers and different kind of Goods. In this context, we can definitely says that railway carries the highest tonnage than any other transporter in every financial year. Indian railways carries 1246 kind of goods in 365 type of stocks. Among them Open stocks and Jumbo stocks has highest utilisation index. Every stocks has different kind of characteristics and specifications in terms of weight carrying capacity. Before going to discuss technical & mathematical aspect of it, want to through some light on how quantity are correlated with distance and make GTKM, NTKM like productivity index. Tonnage Kilometres At first we should clear the concept of TKM or Tonnage Kilometers index using in railway statistics. What is TKM? TKM is a fundamental unit to express the mobility and loading capacity of a single unit on account of revenue earning work. In other language, how much quantity? For how much distance? lets break the confusion by illustrating this. In 24 hours span, 59 BOXN carried 4179 MT Coal for 300 Kilometers and a 42 BCN carried 2500 MT Food grains for 120 Kilometers. What will be the Gross and Net Kilometres earned by those stocks in 24 hours span? We all have a rooted perception about gross and net is, Inclusiveness means gross and Exclusiveness means net. What are need to exclude to get the net? A locomotive and Some stocks to creates a train. So when we exclude the weight of locomotive and tare weight of wagon, we will get net figure. As per the above mentioned example NTKM of 59 BOXN will be 4179*300=1253700 and of 42 BCN will be 2500*120=300000. This is how distance are correlated with quantity in transportation fields. Pay to Tare Ratio and Revenue earning We have a transport company, we have some carriers to move out goods. Let, you placed a indent of some goods weighted 50 k.g but our carrier weighted 18 k.g and they can carry only 40 k.g. therefore, the Pay to Tare Ratio of that carrier will be 40k.g/18k.g = 2.2 or 11:5 means if there was 16 total proportion, 11% can be filled with goods against 5% tare load. If the difference between net weight and dead weight are in increasing nature, it meant to be economical growth of the organisation. The low tare load of railway wagons is significant not only to produces the possibility of carrying a higher payload but also increases the energy consumption per payload tonne hauled. One way to reduce the energy consumption per tonne payload is to reduce the tare load. One possibility of lowering the tare load is to reduce the number of components such as a bolster, sideframes, and axles. To take advantage of the lower tare mass, a new concept wagon was conceptualised as a wagon with maximum axle load and with enough load space to ensure a higher tonne gross load. More you can lower dead weight, the more you can carry goods. In IR, currently BOXNS is such a wagon which have the most effective pay to tare ratio with 4.2 or 21:5 Carrying Capacity Our railway system are in forth position in terms of freight movement. IR loaded 1400+ million tonne of goods in F.Y 21-22 including bulk, break bulk and non-bulk commodities, built light tare wagons, built HHP locos to drag and strengthen their routes to carry effective load. If we notice IR has 4 types of route in terms of carrying capacity. We saw there was a progressive revolution. BG route was started with maximum 22t. Axle load carrying capacity, also called as Excepted CC+6 route then it was extended by 0.4 and made up 22.4t. Axle route also called Universal CC+6 route. Then CC+8 or 22.09t. axle route comes into force. Most of the IR routes are now fitted with 22.09 axle loading capacity but several years ago IR upgraded their 1st 334 k.m long iron ore EXIM route BSPX to PRDP via JKPR into 25t. axle route. After this, almost all iron ore dominating routes of SER, SECR, ECoR and SWR became 25t. axle route. As a result india ranks 4th in iron ore exporting. In this context a question may be arise in mind that despite the highest loaded commodity why coal routes are not universally 25t. axle loading fitted? Probable answer may be given geographically as well as statistically. All soil region of the country are not tough enough as compared to Chottanagpur domain. When a 5800 to 5900t. loaded rake run through 75-80 k.m/hrs it lefts immense impact on soil and track and statistically IR has not enough 25t. axle stock for consequent 25t. coal loading. Thats why at present, 25t. axle loading is permissible only for iron ore in specified routes. Maximum how many tonnage of goods can be loaded in a wagon? This limitation varies on two factor, Carrying Capacity of indented wagon and Carrying Capacity of booked route to reach destination. Wagon CC is a constant index, where Route CC or Permissible Carrying Capacity (PCC) is a variable in accordance with A. Various route wise B. Various commodity wise C. Session wise. Whenever a consignment booked via more than one type of route i.e Expected CC+6, Universal CC+6, CC+8 and Iron ore route, the permissible weight will be as same as the most restrictive route. Why the commodity factor is discernible in times of wagon loading? IR has sets the commodity wise PCC variety, keeping in mind the significance of agriculture sector, industrial sector, Salt-Sugar like two essential consumable, Food grains and others:- 1) At the top, Raw materials for plants and Agricultural product had been patronised as Raw materials is a basic factor in making decisions on the establishment of building-material production plants, regardless of the scale of production and Agriculture can be important for developing countries in several ways, where food security is weak it can be a vital source of nutrition, it provides income for farmers and farm workers and thus revenues for rural areas, job opportunities in related areas such as processing and in some cases export revenue. 2) At second, Sugar & Salt commodities that drove the world. For millenia, religion, commerce, war, health, and gold were tied to little white crystals. In the beginning animals wore paths, looking for salt licks, men followed, trails became roads, settlements grew beside them. Scarcity kept salt precious and as civilization spread, two became one of the world’s principal trading commodities. 3) At third, Food grains. Healthy people are assets, they live longer, they should be more productive, and their existence may not be associated with misery and liability. Therefore, national development is incomplete without a healthy population, which accounts for national productivity. That's why healthy food grains that meets food preferences and dietary needs for an active and healthy life. 4) Others commodity except above mentioned commodity head which IR used to carry has the least PCC ever. IR has also a provision to set PCC session wise. The PCC for carrying coal during monsoon period i.e. 1st July to 15th August when loaded on CC+8 route, shall be 1 tonne less than usual. Empty Weighment of rakes For instance, in railways weight of loose bulk commodities are determined by deducting the designed tare weight of all wagons (without actually weighing them) from the gross weight of the rake. Railway assume the sum total of designed tare weight of wagons to be the actual tare weight of rake. The designed tare weight of wagons may not be remain same and there is high chance to increase during the course of various overhauling. That is why actual tare weight of rakes should be verify by weighing them in empty condition after a certain periods. Last word Now a days, overloading by violating PCC beyond tollerance limit is a common scenrrio over IR. Loads are getting originated unweighted under SWA (Sender's Weight Accepted) upto first available motion weighbridge and founded huge overweighted. As per commercial manual V-2 of IR, though there was a provision of collecting overloading charges, but it is not about revenue earnings at all. Railways have permitted the running of trains loaded with enhanced quantity without complying with the conditions laid down for protecting track and rolling stock. Even after permitting loading of wagons with enhanced quantity, the trend of overloading continued. Increased incidence of rail fractures, weld fractures and defects in wagons and locomotives was seen. Such practice should be stopped.
Nabayan Datta - Posted 7 months ago
Long Trains in IR - History & Significance
GeneralA key difference between rail transport system and all other inland transport systems is the carrying capacity per consignment. Which is very much for a freight train. A single freight train is capable of transporting an average of 4000 tonnes of goods in a single consignment, in a 59 unit train. So one of the reasons for thie greater reliability of the people of the country towards this railway system in internal trade is the size of the railway cars. The term long train has two different meanings in the railway system, 1. Length of a rake according to wagons 2. Length of a train according to rakes. I will share something in my simple language how railways can haul more tonnage to their customers in shortest time by increasing train length. Length of a rake Per unit:- As mentioned earlier, thing that makes rail superior to road and air freight transport is that a single. By consignment, the amount of goods that a train can deliver to its destination is relatively less than the other two. Transporting large quantities of goods in a single consignment requires wagons with higher carrying capacity and rakes consisting of a larger number of wagons. New Delhi, Railway Board cited two reasons why a train can have maximum number of wagons? As stated as the main reason, the number of wagons of a rake is limited by the Loop length and Ruling Gradient of the moving section. And, as a secondary factor, the train load of each wagon is divided between the wagons and the nature and demand of the goods transported in those wagons. For example, BCN trains can have at most 43 wagons in total, BOXN trains can have at most 59 wagons. One thing has been proved in the matter that since BOXN wagons carries raw coal, it is natural that the number of wagons in that rake is more than all the others and in fact the number of wagons of BOXN is more than all the others. Because, there is no need to repeat how essential coal is to civilization. Correspondingly, loop lines in Indian Railways are sized according to the size of a 59 BOXN + 2 Loco and not all stations in any division are capable of accommodating such lenght, especially those stations whose layouts are somewhat outdated. Length of a train per rake:- 3rd March, 2011 On the recommendation of the Senior Divisional Operation Manager of Allahabad Division, a committee called 'Recommendation Committee for long haul operation' was formed with all the COMs and engineers of the country. A groundbreaking decision was taken that, like the railways of all the developed countries of the world like the USA and Australian railways, the freight business will be developed here by forming and running long haul trains. At that time, all the railways of the country, except Eastern Railway, North Eastern Frontier Railway and East Central Railway, started running these long haul trains on trial basis and 25 Nos. of long haul train were run per day across the country. Then there are two plans from the traffic, mechanical and electrical branches of the rail board about when and how the train will be formed, 1. Short term and 2. Long term plans and set some rules regarding them. Short term 1.These trains can be formed only from some specified stations. 2. Inspite of having separate BPC for each rake, a separate type of BPC has to be issued for the entire train, which we know as Cover BPC. 3. In that BPC, it will be stated at which station the long haul formation will be broken and it will also be said that if any emergency situation occurs somewhere in the middle, it can be broken at any station. 4. If you want to make a long haul train, you have to keep some points in mind regarding the arrangement of rakes and engines, such as: if you want to make a long haul train with loaded and empty rakes, keep the loaded rake in front, empty one after it, then loaded again, then empty again. These must be arranged in formation. Regarding locomotives of long haul trains, front locomotives can do Air pressure creation, Braking and Tractive effort but rear locomotives can do nothing except Tractive effort and emergency braking. Long term 1. In the case of long haul train formation, the optional use of Twin pipe rake, it increases the pressure very quickly and easily, which is very essential in a long train like long haul. 2. Modern DPWCS (for electric locos) and DPCS (for diesel locos)) will be used for improved communication between locomotives. 3. Construction of Long Loop lines of more than 1 km in the distance of 50 km on each of the busiest routes of the country in the next few years, so that the momentum of the passenger train is not hindered for the continuous movement of the long haul train. Correspondingly, the country's longest long haul train so far is made up with 3 BOXNS and 2 BOXNHL rake and is 3.5 km long, weighed 27000t. approx which was amalgamated by Bilaspur Division of South East Central Railway and named it 'Super Vasuki'. The train run continuously from Korba to Rajnandgaon. Also, WDFC division of DFCR zone of the country is running the first double stack container train as long haul in the country. Means, 2 trains are running together but due to double layer stacking, load is carried by 4 trains. This success of DFCR has left a response among the railway companies all over the world and we should be proud to hear that, the management of this consist has been proven better than the freight management of American railway companies and Chinese railway companies. Also, now each zonal division is making long haul trains and covering short kilometers on a daily basis. Needfulness So, what is the need of running long haul goods train? After running all these long haul trains in the Indian railway system, many people applauded, but some people did not stop criticizing the matter. I have seen those criticisms in many places on social media, and I think the two criticisms made by them are important. 1. How such type of running save the normal transit time of any consignment? i don't think so it works. 2. It will create sectional congestion and bunched the coaching traffic. I am trying to answer these two critics as much as I can and understand as much as I can. First of all, you need to know what internal factors are involved in the transit time of a consignment. From loading to unloading, many events take place. I will talk about two factors in it. The first factor that comes to mind is:- Ordering of Train: - From rake loading to rake release crew ordering is given accordingly by making an accurate pre-estimate of the departure of the train based on crew availability, path availability and power availability. The accuracy of that depends on the TT loss of that train. Total time of crew on run:- How long does a crew stay running on that train and how far do they take that train in their 8 hour/10 hour duty period? These two are key indicators regarding TT of Consignment. Because, the TT of consignment does not depend on what the crew is doing outside the running hours during their duty period or how little they are in the running state. What are the reasons for their maximum output being hindered during the duty period? Two reasons can be identified:- 1. Procedural Obstacles:- It has been said in a JPO of the Railway Board that before starting from an originating station or a station where the rake is stable for more than 24 hours, the Mainline crew must check the entire train along with the Guard. It consumes 45 minutes to 1 hour of his duty period. 2. Operational constraints:- Several pre-planned crew changing stations are defined within each division. Means, Crew has to drop from whichever direction the train is coming and the next crew takes charge of that train and sometimes the train even cannot covered 100 km in 10-12 hours. There are also many other unavoidable reasons such as, Sectional congestion, Traffic Block, Accident, Rail roko etc. But to overcome the above two avoidable reasons and decrease TT as much as possible, Railways have started an incredible approach by running multiple trains in the same direction simultaneously by amalgamating each other, without changing crew midway in that direction, continuously up to a nominated marshalling yard. As a result, Crew saving is done, TT of more consignments is saved a lot. Thus if more than one division can operate in this manner in the total journey of the consignment little by little, TT will save a lot. If someone asks how it will be benefited to run multiple train coupled with each other instead of running separately? Let's say there is a pre-planned departure of 2 goods trains from Anara station of South Eastern Railway towards Andal after crew change. One is BOXN/STAR and the other is BOXN/PACT. BOXN/STAR is almost ready to leave Annara and BOXN/PACT is entering Anara. This time, if two trains of the same direction are run separately and not together, then it may take several hours to arrange the crew separately for the train that entered later and prepare the car for departure. This time there may be several other trains between when it is ready and when it leaves BOXN/STAR. As a result, due to not getting the path at the right margin, BOXN/PACT may have to stand for a long time even after being ready. Because, to run a through goods train with proper momentum, it is necessary to get line clear from multiple stations before it. So if BOXN/STAR and BOXN/PACT are run together, the above problems can be overcome. Because, if two trains are joined together then it becomes high priority train. As a loop line of sufficient length is not available to catch it in the middle, it can be brought to the next nominated station by pulling it. It will save the transit time of two cars and if the number of long haul trains is slowly increased by this practice, the sectional congestion will also decrease, as a result, other traffic can be brought down in that section. The answer to the second criticism can be found in the above analysis!
Andree Litaay - Posted 11 months ago
Terminology Go and No Go Test of Switch Machine
SignallingTERMINOLOGY GO AND NO GO TEST OF SWITCH MACHINE Go and No Go test or obstruction test always be performed to finalize of point machine installation and point machine maintenance. The purposes of this test to ensure that switch machine on safe condition and ready to use. During train operation or switch machine operation for testing purpose, switch machine failure might be occured. To solve this failure, adjusment on driving rod, detection rod or back drive (if any) are required. Due to those adjustment before switch machine will to use for train operation or testing purposes then Go and No Go test shall be performed. The value of shim to perform this test is depend on the regulation of railway authority in each country or project. For example, in LRT Jabodebek Indonesia Project using 2mm for Go and 4 mm for No Go, PT. KAI (Indoneisa Railway Authority) for subway operation using 3 mm for Go and 5 mm for No Go and KTMB Berhad (Malaysia Railway Authority) at Seremban Gemas Double Track Project and Johor Bahru Sentral Project using 1.5 mm for Go and 2 mm for No Go. To explain about the terminology Go and No Go Test of switch machine more detail, much better start from analyse the sequences of switch machine operation, refer to a book Railway Signalling Edited by O.S. Nock , First Published 1980 ©1980 Institution of Railway Signal Engineer, on Page 98 with sub-title “The sequence of operations in power working is therefore” : 1. Unlock the point, by withdrawal of the lock plunger from the srecher bar, nothing that immediatly the lock plunger begins to move the point and lock detection circuit is disconnected. Explanation : Release Locking switch machine and detection. Train operator throw switch machine from LCP or VDU by enforce throw or route set then electric motor will drive the lever to release locking of switch machine and immediatly release locking of detection. It was applied for all of type switch machine. Every switch machine has own type of driver lever locking (Internal locking and External locking). And the detection also has a two type (Intenal Detection and External Detection). If switch machine cannot perform this step, its could be has a problem with installation. Following below is failure on this step : Electrical Failure : Fuse was burn out (AC circuit), Bad contact(AC circuit), wiring mismatch, Drop in AC voltage, Motor phase in-balance. Construction failure : Deformation in the switch blades, The levelling of track mismatch, Bad sitting of switch blades to the base plate. Mechanical Failures : Driving rod misalignment, Installation of back drive too wide (if any). 2. The point are driven across from normal to reverse , or vice versa. Explanation : Switch machine driven the switch blade through the driving rod from Normal postion to Reverse position or vice versa until to the new position. On this step the important thing is checking the movement. The movement of switch blade shall be smooth. If any hard movement that indicated has a problem. Following below is failure on this step : Electrical Failure : Motor phase in-balance, Drop in AC Voltage. Construction Failure : The levelling of track mismatch, Bad sitting of switch blades to the base plate. Mechanical Failure : Not enough lubrication on the teack element and switch machine. 3. The points are locked in their new position, the last movement of the locking plunger completing the detection circuit in the new position. Explanation : Switch blade was locked at the new position then the locking detection will re-locked as well. Following below indication of switch machine operation was successful : Switch blade close properly. The opening switch blade has followed the specific value. Switch machine has locking properly. Get position detection. Following below is failure on this step : Electrical Failure : Fuse was burn out (DC circuit), Bad contact(DC circuit), wiring mismatch, Drop in DC voltage. Construction Failure : Deformation in the switch blades, The levelling of track mismatch, Bad sitting of switch blades to the base plate, Stock rail misalignment, Fastening bolt or screw on the track element was loose. Mechanical Failure : Driving rod misalignment, Detection rod misalignment, Fastening bolt or screw on the switch machine element was loose, Installation of strecher bar/back drive (if any) too wide. The main purpose of Go and No Go test is to keep safe condition of turnout while the switch blade at area between switch toe up to driving rod position has a gap. Obstruction Go test for simulate there is has a gap that the trains are allow to passing the turnout. Obstruction No Go test for simulate there is has a gap that the trains are not allow to passing the turnout. Lets analyse parameter of Switches and Wheelset to convincing that Go an No Go test are required. Please see figure 13_Secant contact, refer to document CENELEC DIN EN 13232-9:2012-01 Railway Applications – Track – Switches and Crossing Part 9 : Layout page number 20. In figure 13 was explained that contact point of stock rail and switch rail shall be not contact with the dangerous zone of the wheel. To comply this requirement therefore, Go and No Go test are required to be performed for installation and maintenance during train operation. Please see the dangerous zone of the wheel on figure1 – Key wheel dimensions (in addition to profile details), refer to document CENELEC DIN EN 13232-3:2012-01 Railway Applications – Track – Switches and Crossing Part 3 : Requirements for wheel/rail interaction page number 6. Obstruction Go test . Purpose of Obstruction Go test to ensure with maximum value the trains are allow to passing the turnout while switch blade get obstacle or deformation which create gap. The test itself using shim with thickness 1.5 mm up to 3 mm (but depend on regulation each country or project). The location of obstacle/shim to carrying the test is from the switch toe up to 20 cm from switch toe. The location shall be there because the switch toe is the critical zone while the train moving toward set of switch machine. Therefore, with the value of obstruction Go test has allowed the train passing the turnout. With consideration that contact dangerous zone on wheelset doesn’t has contact with switch blade ( please see figure 14_Safe secant contact, refer to document CENELEC DIN EN 13232-9:2012-01 Railway Applications – Track – Switches and Crossing Part 9 : Layout page number 21). The test procedure itself is put shim with the specific value for Obstruction Go test on the opening switch blade. Throw the switch machine until to the final position. If switch machine was locked and get detection of position, it mean the test is pass. Obstruction No Go test. Purpose of obstruction No Go test to ensure with minimum value the trains are not allow passing the turnout while switch blade get obstacle or deformation which create gap. The test itself using shim with thickness 2 mm up to 5 mm (but depend on regulation each country and project). The location of obstacle/shim to carrying the test is from the switch toe up to 20 cm from switch toe. The location shall be there because the switch toe is the critical zone while the train moving toward set of switch machine. This test will declared pass, while the closed switch blade has an obstacle No Go then the end of movement was not in the final position. The meaning if in the final position is refer to a book Railway Signalling Edited by O.S. Nock , First Published 1980 ©1980 Institution of Railway Signal Engineer, on Page 98 with sub-title “The sequence of operations in power working is therefore”letter (c) The points are locked in their new position, the last movement of the locking plunger completing the detection circuit in the new position. Base on the article above, it could be concluded that the final position of switch machine movement is switch blade was locked in the new position and then the detection circuit get in the new position. Therefore, while closed switch blade has an Obstruction No Go then it will be not locked and no detection. The main purpose this test is to avoid derailment while the gap of closed switch blade too big. Therefore, with obstruction No Go test could identify that turnout unsafe condition. Because the position of closed switch blade doesn’t in the final position. To make a clear why if the closed switch blade is unsafe condition please see figure 15_Dangerous secant contact, refer to document CENELEC DIN EN 13232-9:2012-01, Railway Applications – Track – Switches and Crossing Part 9 : Layout page number 22 . In figure 15 explained that if the gap too wide, the contact dangerous zone of wheelset will contact with switch blade. With this condition has possibility the wheelset will climbed out the switch blade. But the value of obstruction No Go has been confirmed by manufacture that the value still on minimum risk. The author's purpose in this article is to deep search about the topic above. If the readers has another reference regarding the topic or any critics or any suggestion please feel free to comment to this article. Because this opening discussion for everyone. ======================================================================================================= Author : Andree Litaay Reference : CENELEC DIN EN 13232-9:2012-01, Railway Applications – Track – Switches and Crossing Part 9 : Layout CENELEC DIN EN 13232-3:2012-01 Railway Applications – Track – Switches and Crossing Part 3 : Requirements for wheel/rail interaction Railway Signaling Edited by O.S. Nock , First Published 1980 ©1980 Institution of Railway Signal Engineer