1.Chief Engineer/Br. Rehab./SCR2.Rtd SSE/C/PW/SCR3.SSE/C/Works/Akola/SCR

Innovative ways for Track Works in Yards

for Faster Commissioning of Doubling/Triplingon SC Railway

Hemant KumarBhagoria¹, Ch. Srinivasulu², J. Rajkumar³

ABSTRACT:

In SC Railway, full length of GQ route (BPQ-KZJ-BZA-MAS) 3rd line work is in

progress. 35 km of 3rd line has been commissioned and nearly 300 km is getting ready for

commissioning in next One year. The existing UP/DN loops most of the times getting

converted as third line in yards and additional loops/sidings were laid in Yards wherever

integration planned. Because of this, major yard changes involved like insertion of new

crossovers, dismantling of existing points/crossovers, sand humps, overshoot lines, CTR of

existing loop lines to make the fit for main line and construction of extra loops, station

buildings, new gate lodges etc. in addition to severe Speed restrictions. As the yards lengths

are increasing due to provision of additional Cross Overs and major yard changes, the

insertion of Glued Joints for track isolation increases substantially. Maximum yard works are

to be done during block, jointly with S&T and OHE. This coordinated works starts from Pre-

Pre-NI, NI and Post NI. This is most difficult and challenging part of commissioning of

Doubling/3rd line works. As the 3rd line works on GQ route being financed by EBF funds, it

becomes more important to commission the line in time to start getting returns on investment.

A detailed meticulous planning, resource planning and optimization, coordination between

Engineering, S&T, TrD and Operating is required at all level duly ensuring safety and

punctuality of trains. An effort is made to streamline all activities by adapting innovative out

of box solutions for commissioning of doubling work in SCR.

Introduction: This paper is about the experience gained on construction and commissioning of 3rd

line and also other tripling/doubling works being carried out on South Central Railway.

Being a densely populated and relatively advanced states, integration of yards have been

planned on all major yards. This involves remodellingof Major yard in commissioning of 3rd

line, the planning and execution of Pre-Pre-NI, Pre-NI and also the post-NI works are not

only very important but are very critical. This work is more tough and challenging compared

to all other mid sections works like Construction of Major Bridges, Formation or Laying and

linking of Track. In this involvement at all levels is required because of high stakes and

safety and punctuality involved.

All these yard works affect both safety and train operations and may result in severe

Speed Restrictions for a fairly longer period, if not planned and executed properly. This puts

extra pressure on all the four departmentsinvolved in commissioning of Third Line i.e.

Engineering, S&T, Electrical (TrD) and Operating. Because of this, there is inherent

resistance to giving adequate blocks for Pre-Pre NI, Pre-NI and NI works from the operating

department. Sometimes approval of the Board is required where there is total disruption to

the rail traffic being Group A route.

In such situation identification of various activities involved, resource mobilisation

and resource allocation and theirdeployments of utmost importance, and is key to successful

commissioning. Taking up Pre Pre-NI, Pre-NI and NI works is a challenge and with proper

planning and co-ordination with division, S&T and Electrical (TrD), it has been successfully

commissioned. The experience gained is being used for further commissioning of 3rd line and

doubling works on SC Railway.

Innovative/Out of Box ways for laying of Track

We have adapted combination of both Men and Machines. Track works mainly being

labour oriented, made to Semi Mechanised by using men for working with machines for

faster and easier laying of track. Some of the important out of box methods used are given

below, which will be discussed in details later.

1. Marking of alignment by designing the alignment on AutoCAD based on Total station

survey and working out the Central line distances from the reference pillars.

Marking and checking of Centre Line by Total Station

Central Line Reference Post for doubling work

2. And marking of ballast width on formation for laying of ballast and fixing of Ballast

height plates to control the uniform thickness/cushion at the initial laying itself.

Ballast Rolling to required Ballast Cushion Depth

3. Utilizing available light multi-purpose machines for laying of track with manpower.

We have used both JCB-70 and Hydra of 8T capacity for laying and alignment of the

track.

Boxing of ballast after Skelton track laying byJCB-70

Aligning of Track Sleepers by using Poclain-70

Laying of Track Sleepers by using Poclain-70

Laying of Points and Crossing sleepers by Hydra Crane

By use of these two small multi[purpose machines the track laying to the required

initial laying standard became very easy and convenient. The dependence on labour

reduced to minimum and they were also happy for not lifting heavy sleepers.

4. Workout Cross Over distances very accurately to lay cross overs by using software

available on IRICEN and other software. Best make this in a tabulated form well in

advance. Circulate this table to teams assigned this work for clarity before and during

the block.

X-Over at RGPM

yard

Track Centre

Distance

Overall Length of XO

Chainage Remarks

(m) (m) UP UD New Loop 38 A & B 6.000 106 - 388.991 282.991 - New XO 31 A & B 6.000 106 - - 283.279 389.279 Shift 30 A & B 5.180 96.14 282.99 379.130 - - New XO

5. Since most of existing yards laid during Doubling at 4.72m track centres, the new 3rd

line is being laid at Track canters of more than 6m. This involves providing Reverse

curve, work out this and mark at site with reference to central line pillars. This helps

in better laying of curved track. Work out central line distance at every 5m interval.

6. Since all the doubling works are being done on routes where the sectional capacity

utilization is already much higher the 100%, lot of work is to be done during the night

block hours depending on the slot available. The lighting provided by the Dy

CEE/Works is not sufficient and fraught with possibility of current leakages as it is

AC generator power and the light generally not adequate.Infact in one block we

aligned by using mobile phone flash light torch. We have used Solar powered Street

flood lights, modified and can be easily transportable by men taking out the flood

light from the charging unit. Can be charged on any work site. This is very helpful in

case of working of Black smith, Rail cutting, Setting the point jointly with S&T and

making the alignment of the point by T-28 after laying.

Portable Solar Lighting for night working, charging at site itself

Alignment of point after laying by T-28

Post Laying work of P&C -localized Solar Lighting

Post Laying joint work with S&T -localized Solar Lighting

7. While laying points and crossing, marking of alignment of the existing straight track

on the edges of sleepers by using dry lime powder has been successfully used for the

guidance of the T-28 operator to lay the point correctly as per the alignment at the

beginning itself. This has helped in laying the point perfectly and clearing the block in

time with 30 KMPH speed.

Dry Lime Powder marking for alignment guidance for T-28 operator

Dry Lime Powder marking for alignment guidance for T-28 operator

8. As during Doubling/3rd line/4th line, yard distance get increased due to provision of

additional Cross Overs, increase in Loop lengths, providing track machine sidings and

providing Common loop facility etc. Due to this the LWR length get changed and the

some of the existing SEJ’s on Main lines, Loop lines are required to be shifted,

relocated or newly provided. This works usually done in Pre-Pre NI works under

block. Since the job dismantling a SEJ and than again relying it a challenging job, we

utilized the T-28 for this works. The SEJ was relocated and placed in new location by

T-28. This not only saved block, but also a SEJ, and lot of manpower.

Shifting of Existing SEJ on Main line with T-28 Crane

Shifting of Existing SEJ on Main line with T-28 Crane

9. Sometimes, the existing SEJ falls in the New Cross over location. This is to be

removed/shifted to new location.Do not plan dismantling of SEJ during point laying

block, best dismantle in advance and provide normal track sleeper prior to block.

Dismantling of SEJ with all resources took 45 minutes at RDM yard and resulted in

block bursting by 30 minutes. Main problem we faced due to excessive grease, use of

gas was not working as it was catching fire.

Manually Dismantling of Existing SEJ on Main line during P&C Block

10. Cut-n-Connection using T-28: T-28 machines are very effective for carrying out

major Cut-n-Connection during very less block time. We have used this at Major

Yard Ramagundam (RDM) and planned for using in all major Cut-n-connections in

GQ route. At RDM yard major Changes were involved. The Existing UP line became,

3rd

Sketch of Cut-n-connection arrangements at RDM yard

Line, DN Line as UP line and 3rd Line as DN Line. This method is very useful and

far superior to carrying out similar work by Poclain or cranes as they result in damage

to sleepers breaking on inserts and also damage to Rails due to point application of

pulling/pushing force. Also, it is difficult for these road tyre/chain mounted machines

to work in multiple yard lines and move faster during block in yard.

Slewing of DN main line by T-28 during Cut-n-connection at RDM yard

Slewing of DN main line by T-28 during Cut-n-connection at RDM yard

11. Insertion of Glued joints: During doubling and tripling major S&T track circuit

related works are to be done.For this large nos. of Glued joints are to be provided.

This involves major welding as well as insertion of Glued joints on all lines of the

yard. We have worked out total requirement and planned their insertion. We planned

to deploy 8 sets of Black Smiths, 8 sets of Rail cutting and drilling batch, 8 welding

parties and each assigned to carryout minimum two GJ in each block including

welding. This way we were able to do 16 to 20 Glued Joints with welding in one

block of 2 hrs. Simultaneous welding ensured that un-necessary holes are not drilled

and caution order due to un-welded GJ is not there. This was a Win-Win situation for

both Traffic, S&T and Engineering deptt. For this a detailed meeting with block wise

GJ planned was discussed and finalized with Division and COM/SC.

Standard length of GJ is 6.5 m, sometimes due to yard constraints two SRJ are at < 13

m and >6.5 m, in such case the GJ of longer length required. So keep 3 to 4 GJ made

In-situ of >6.5 m length.

12. Allowing Traffic on Points during Pre-NI at 30 KMPH: For a newly laid point,

T/O movement not permitted (Non-Signalled). In such case, in addition to clamping

Stock Rail & Tongue Rail clamped for main line, additional bolting can be done by

taking out one bolt of second stretcher bar lug angle (20mm) and drilling hole in

Stock Rail by using 27mm drill bit and bolting it. By slight heating and hammering, it

can be blunted off so as to avoid removing by spanner to avoid any sabotage or wrong

operational movement by S&T or Operating deptt.

Drilling of Hole in Stock Rail at Second Stretcher Bar location

Heating of Bolt by Gas on Lug angle side of Second Stretcher Bar

13. CUT-&-CONNECTION:During tripling work most of the time, existing loop line is

converted into main line so as to minimize introduction of New Reverse curves on

Main line. Normally, there is change in UP/DN and UD line. We have done this at

RDM yard with severe traffic repercussions i.e. total suspension of traffic for 4 hours

on GQ route. This involves cut-&-connection, which normally planned during NI.

This is very critical activity to be done in minimum block time. For execution of near

perfect Cut-n-connection following steps may be followed.

Major Cut-n-Connection at RDM yard in LCGate location

Detailed Offsets of Cut-n-Connection at RDM yard in LCGate location

12.1 Important Works/items to be done Prior to Cut-n-Connection:

1. With total station take details of cut-n-connection location/portion details plus-

100 m on either side.

2. Plot on Auto cad, existing yard cut-n-connection portion. Mark cut-n-

connection/diversion on Auto cad as shown above.

3. Explore the possibility whether any permanent Speed Restriction due to Point in

Transition, Sharp Curves etc can be eliminated, if yes then process this at the time of

processing the ESP itself. We have removed one 2 degree curve on both lines and

made the track straight.

4. Workout diversion off sets at every 3m/5m up to accuracy of 1 mm.

5. Fix rail reference pegs on one side where least disturbance likely.

6. Mark the cut-n-connection diversion off set distances nearest to 1 mm, for all the lines

two/three lines.

7. Also mark, these off sets on permanent objects like bridge, OHE mast etc. for cross

reference.

8. Make detailed list of welding to be done for relaxation of caution order line-wise and

point-wise, workout requirement of welding parties on taking up Pre-Ni and NI

works.

9. For cut-n-connection keep 3/5 RP panels welded In-situ to reduce welding on linked

track.

12.2 If cut-n-connection is falling in the LC length then prepare following:

1. Keep check rail prepared in advance with new fittings, as length will

increase/decrease from straight to curve and vice-versa.

2. Close the LC gate for road traffic at least 2 to 3 days in advance of cut-n-connection

date.

3. Informed all concerned of the closure of LC gates.

4. Open the LC gate loosened the Crib and Gala ballast, without disturbing core.

Offsets for Major Cut-n-Connection at RDM yard in LC Gate location

12.3 During the cut-n-connection block at LC Gate:

1. Keep one party with blacksmith exclusively for LC gate (if involved), this consume

maximum time. Though seems to be simple but it is most Critical stage.

2. Keep one hydra, one JCB and tractor for LC gate.

3. Keeps separate gas cutting equipments for LC gate.

4. Keep Check rail ready with minimum length to be more than the road, so that block

time reduces.

5. Keep sufficient ballast for dumping after diversion of track for cut-n-connection.

6. Keep one welding party also so as weld minimize backlog.

7. Major cut and connection involves, heavy slewing of tracks by machines, manually in

smaller blocks not possible as shown above in the figure.

12.4 Preparatory works for cut-n-connection:

1. Work out the offsets by which track to be slewed well in advance.

2. Minimise slew of track by slewing both sides either track.

3. Mark the slews on Sleepers with arrow for direction of Slew from the reference posts.

4. Open the ballast in Crib and Gala portion of the length of Diversion, without

disturbing bed, prior to that isolate this length from LWR i.e. SEJ already shifted.

5. Completely level the ballast till bottom of sleeper, keep it rolled wherever feasible.

6. Workout requirement of cut rails, during block, don’t plan replacing panels.

7. Keep 3 Nos of gas cutters stand by.

8. If straight track is becoming curved or curved straight and vice-versa, then sleepers

will become out of square. For this, remove inner lines of all sleepers prior to block

and outer liners of alternate sleepers.

9. Grease the liner contact area and ERCs.

10. Keep required ballast nearby cut-n-connection or keep loading and transport ready.

11. Finalize the means of doing Cut-n-Connection i.e. By Poclain/JCH, by T-28/

manually and ensure accordingly availability of resources.

12.5 During the Cut-n-Connection:

1. Cut-n-connection should be planned in a manner that at least one main line to be

given at earliest, so that rail traffic starts. This will ease pressure of clearing block

and by doing this we can bargain for longer block for other line.

2. Since cut-n-connection involves in yard area, S&T and OHE are directly involved, for

OHE, ask them to go for portals, by doing this there will not OHE obstruction for

Engineering, during slewing of track. S&T department to ensure bonding for TC at FP

joints.

3. During major cut-n-connections involving disruption of complete traffic, senior

officers like DRM, CE/CAO may be at site, for them ask for extra Officer and

vehicles (Dy.CE In-charge ) should not bother for this protocol.

4. Whenever senior Officers are at cut-n-connection site, ask them not to interfere during

cut-n-connection block period.

5. For cut-n-connection we require additional ballast for new/revised alignment, after

cut-n-connection no ballast can be brought for this. It is always desirable to carryout

extra earth work for 50 m on either side of cut-n-connection. This not only helps in

keeping material but also supports bank as some of cut-n-connection location, bank

will not be fully compacted, for long high bank, restricted locations, it is must.

6. We have done by using T-28. This is best way as least damage is done to track

sleepers and better alignment is achieved. Also T-28 can run on crawler chains and

side slewing is easy (photo).

7. Immediately after block is given, the teams whom the work is already assigned,

should move and first cutting of rails to be done at pre identified locations. If rails

renewal is planned then it should be told to Officer-In-Charge.

8. Do not slew the track to new alignment in one stroke as it will make series of small

goose necks and curvature of track make lot of out of square sleepers, breaking of

ERCs (most dangerous)/ breaking of PSC sleepers at inserts.

9. All parties to work simultaneously and slewing of track in stages with reference to the

distances marked on reference posts.

10. For finer adjustment of alignment, one batch of 20 to 25 labourers should work

manually on rear of T-28 so as to clear block in time.

11. Since during cut-n-connection sleepers will be out of square and spacing may change,

keep one gang for aligning and spacing of sleepers and packing.

12. If the length and slew involved in cut-n-connection is relatively less, than if,

manpower is available, then cut the rails (max-2 RP panel) remove rails, just after

block and start slewing sleepers manually, then link rail and drive fastening on

alternate sleepers to clear block. This is least preferred as labour exhausts fast and rear

works got delayed.

13. On the Day of NI:This one day is mainly for S&T work involving change of

Signalling system. Engineering works mainly confined to assisting to S&T. In

extreme cases, some points on Crossover, Sand hump point, Trap Switches etc may

require dismantling. Following may be kept in consideration:

1. One day before taking NI, prepare a list of Caution Order going to be imposed on

completion of NI and commissioning of line. So that on completion of NI and

making track fit, there should be no confusion in imposing Caution Order. This is

very-very important activity as it affects the train operations.

2. First try to keep no Engineering work on the day of NI, if un-avoidable, make it to

minimal.

3. Provide required number of Blacksmiths minimum 4 parties, each with one packing

gang for points and crossing.

4. Keep one push trolley for CAO/DRM or any other higher official attending the NI

working.

5. All rails/cut rails, where holes are drilled, to be champhered in advance.

6. Arrange extra men for assistance to SSE/P-way/Works during NI working.

7. Ensure clear Communication and Command line. Final decision should be with one

person during NI. See after commissioning one gang should be available to attend any

surprises thrown by the S&T and newly commissioned yard.

8. If any point/cross over required to be dismantled, plan in detail, time and resources

required.

14. Left Over Post NI-Works:Generally during 3rd line commissioning, new crossovers

are laid and in some cases existing crossover either to be shifted due to increase in

CSR /addition of loops/siding/loop becoming common loop etc or to be dismantled.

In such cases changes in Signalling to be done by S&T. Generally, they do not agree

in Pre-NI and insist on taking such works post NI. Don’t agree for dismantling of

such XO /points post NI unless its removal ruled out in Pre-NI, as working in post NI

in Track Circuit area and Electrified area is very tough and challenging, as no one

interested to give block, there is inbuilt fatigue in all workers/labourers, the

blacksmith, welding parties came from other divisions normally leave on NI day, the

contractor reduces his staff.

15. Important Points to be Considered Before Taking up Pre-NI and NI Works

1. Workout Cross Over distances very accurately to lay cross overs. Best make this in a

tabulated form well in advance. Circulate this table to teams assigned this work.

2. Measure Track Centres of various tracks including Main Line and Loop Lines (TC)at

site physically and not to rely of TC provided in the approved ESP and work out

Cross Over accordingly.

3. To get confidence, measure properly laid Cross Overs of same yard or other yards for

different track centres and makes a data bank especially for curves for easy reference.

4. Write centre line distances on opposite track. This helps in providing best alignment

of newly laid point immediately after laying point before opening.

5. Because of insertion of cross overs for 3rd/2nd line, and provision of additional loops,

the LWR length in yard andmid-sectionchanges. To avoid conflict at later date, carry

out joint inspection before taking up Pre-NI/NI works for insertion and

Location/Position of SEJ. The SSE/P.Way (In-Charge) of the section should be taken

into confidence.

6. Make detailed exhaustive planning for each and every minor work e.g. Glued Joint

involved.

7. Assess quantum of work involved/resources required/preparation time for Pre NI and

NI Works/Execution and post execution left over works.

8. Plan to take blocks on alternate days during Pre-NI, so that post block works, like

setting of point, packing, welding etc can be finished on next day, so that post block

work will not accumulate. Or else keep two separate batches for each day. If not done,

left over, post laying work will accumulate.

9. The lighting provided by Electrical (Maintenance) department, generally not very

good for taking up any night block. Plan your own lighting, best go for solar powered

lights / Similar to street lights. We have gone for Custom made Solar lights, which

can be taken by one person easily and shifted.

10. Write and discuss with the division, if any PSR can be removed during Pre-NI and NI

works, i.e. shifting of Points taking off from Transition to Circular/Straight portion.

11. If during NI, any overshoot (OS), siding etc are to be provided, then, work out the

offsets clearly and give to concerned team. This will help in providing OHE and S&T

works in advance.

12. On discussion with Sr DOM/DRM, one Station Master/TI to be made available at site

of block, so that block clearance memo can be given at site itself, this saves the time

in sending and clarity/safety for operating.

13. Make a schedule of laying Points& Crossing/Trap Switches/SEJ etc. yard wise.

14. Try to finish maximum works in Pre-NI like insertion of Glued Joint/SEJ/dismantling

of redundant CROSS-over, if requires S&T to give temporary signals.

15. Draw some special imprest of Rs 5.00 lakhs to meet miscellaneous expenditure during

Pre-NI/NI period, Post NI & during commissioning.

16. Plan for accommodation of staff, their transport, food and lighting to be taken care,

important for Post NI works.

17. Better to plan Prefab water proof tents, mobile toilets, water tank at work spot for

taking rest, keeping equipment, critical fittings.

18. Make one WhatsApp Group and make everyone involved in Pre-NI and NI.

19. Take one counselling class at site for all the Contract labour for working in Track

Circuit and OHE area, precautions to be taken while working.

20. Make the Industrial helmets for all workers / Supervisors available at site of work for

both Departmental persons and Contractors staff.

21. Ensure availability of required P-way materials prior to NI e.g. rails for cross overs

for providing after CMS crossings. These should be available in advance.

22. Since the yard work to be carried out on both ends of the Yard in same block, though

the work may be different, proper transport arrangements for shifting of Small Track

Machines, Manpower etc to be arranged. This will help in efficient utilization of

Block.

23. We have experienced one block in DN line from 10.00 to 13.00 hrs on One End and

14.30 hrs to 17.30 hrs on UP on another end. So, in 1.30 hrs, the shifting of Men,

Materials, Tools etc to be done in addition to finishing of Lunch.

24. So, plan an effective and well-Coordinated Transport and Catering arrangement. This

is key to your success in Pre-NI and NI work.

25. All Officers and supervisors and contractor should be provided with NI programme

sheets of each installation of points.

26. All points and cross over centre line peg marking with safe reference pegs to be done.

27. Exclusively two supervisors to be kept only for centre line peg marking and final

alignment checking post laying of points.

28. One gang with 8 men with crow bars lifting jack are to be kept ready for final

alignment.

29. Separate Gangs/men are to be arranged for post block works daily.

30. Sufficient ballast to be kept ready at site.

31. Location of dismantled track to be identified on one side of the track for taking up

released material and post block stacking.

32. White lime marking of edges of PSC sleepers are to be marked after levelling of

ballast bed and before points are to be laid by T-28.

33. In case of 3rd line, the yard distance increases and top point shifted towards block

section on both ends.

34. due to provision of Cross Overs and this results in shifting of SEJ i.e reducing of

LWRlength. This is an important area.

35. So, do not plan NI/Pre-NI either in too cold or too hot weather, also do not agree for

block in early morning and when it is going to be Sunset.

36. Have joint inspection with S&T department, check for factual location of existing

SRJs, SEJs, glued Joints,OHE masts, S&T boxes, signals their longitudinal position

on track and horizontal distance from track.

37. Mark the distance of such objects on Track with reference to common reference point

for chainage purpose.

38. Workout any infringements for Engineering works and how many such objects are

planned for permanent removal/shifting during pre-NI /NI- make list. Leave minimal

(preferred zero) post NI removal. All should be planned in Pre-NI.

39. Prepare a list of such obstructions and sign it jointly and handover to S&T and

Electricaldepartment, give time by which such infringements are to be

removed/shifted.

40. If any mast infringes Engineering Pre-NI work, ask S&Tdepartment to remove/shift,

let it be additional cost or else during NI, Engineeringdepartment has to bear cost and

pressure.

Conclusion:

The work of Doubling/Tripling and Quadrupling is very important and results in

additional line capacity. All these works are being done on EBR funds and carries interest.

The commissioning of the doubling work start giving the revenue. Commissioning being the

toughest of all other construction activities and involving all 4 major departments of

Railways and a big safety issue, with proper planning and coordination, this can be made an

easy and please to all activity with least traffic disruptions. As on all major truck routes 3rd/4th

line works are in progress, an effort is made to share the experience gained on SC Railway

for the benefit of all others working on similar projects.