Rail Grinding Machine:A Basic approach

Philosophy behind Rail grinding and introduction to rail grinding machine and its what to do when you have to operate it in your section.

1. Presentation on “ Rail Grinding Machine” by ADEN/PKU S.E.Railway

2. Head checks on Gauge Face of a Rail Flaw Initiation Head Checks

3. Reduction in Rail/ Weld Failures Action on two fronts What is most essential for SAFETY? Arresting Initiation & G rowth of Flaws Objective Detection of the Flaws Rail Grinding Vehicular USFD Testing

4. Magic Wear Rate

5. Introduction Rail Grinding is an important track maintenance tool Rail Grinding is the removal of metal from the surface of the rail head Through the action of a rotating grinding wheel Mechanism used in rail grinding is cutting of metal associated with formation of metal chips (and not metal deformation)

6. Grinding Stone

7. Corrective – Removing the defects in one go Preventive Gradual – Removing the defects in stages Preventive – Removing the defects in nascent stage Types of Grinding

8. Corrective Grinding Also known as traditional Rail Grinding To correct existing surface defects and the shape of the head of the rail A problem exists and sufficient grinding is done to correct the problem Defect is allowed to develop before taking up the grinding; so remedial type action taken

9. Criterion for Corrective Rail Grinding Condition Typical Recommendations New Rail At 20 GMT Corrugations 0.25-1.5 mm Engine Burns 0.6-0.8 mm Rail End Batter 0.8 mm Weld Batter 0.8 mm Flaking and Shelling 0.8 mm New Rail requires grinding for removal of mill scale. Mill scale is a very fine layer on rail head(<0.25MM).

10. PREVENTIVE GRINDING Also known as profile grinding Carried out before problems occurs Rail head is ground to specific profile so as to improve rail wheel contact interface Carried out more frequently This is periodic maintenance grinding carried out at frequency decided on the basis of GMT.

11. Profile Grinding Less aggressive grinding process Removes fatigued material, surface cracks & improves rail wheel interaction Eliminates the need for defect correction grinding Generally one pass process carried out at higher speed ranging from 10 to 24 kmph .

12. Preventive Gradual Grinding In between corrective and preventive grinding The defects in the rail are not removed in one go Rails are ground at slow speed - only 1 to 3 passes are given In each round, the defects will taper down Ultimately, we shift to preventive grinding

13. Preventive Gradual Grinding IR has adopted Preventive Gradual Grinding to start with Grinding cycle – 25 GMT – Ist , 50 GMT-2 nd One pass on straight and 3 passes in curve (speed 15-18 kmph ) Metal removal 0.1-0.2 mm (approx.)

14. Preventive Gradual Strategy After I Cycle Cracks Partly Removed After II Cycle (approx. 30 GMT) More Cracks Removed After III Cycle (approx. 60 GMT) Cracks Fully Removed

15. Reshaping Rail Head Profil e - favourable Rail Wheel Interaction reducing contact stresses Removal of cracks in initial growth phase - avoiding their propagation deeper Shifting the contact of the wheels - away from the damaged zone Avoid Dip Formation at Welds - Reduction in hunting by avoiding contact on misaligned welds How Rail Grinding will help?

16. BENEFITS Increased rail life Increased wheel life Reduction in fatigue & surface defects Less tractive resistance & therefore less fuel consumption Reduced need for rail transposing in curves, thus saving cost on maintenance Improved reliability of USFD testing

17. BENEFITS contd… Reduced track geometry deterioration Reduced degradation of ballast Less noise Improved vehicle ride quality Reduced derailment proneness

18. OTHER BENEFITS Fastening (Rubber pad, ERC) Life extended 3 times Sleepers Life extended by 20% Tamping Cycle Extended by 30% Ballast Cleaning Cycle Extended by 15% Vehicle Maintenance & Wheel turning improved

19. OTHER BENEFITS Tractive energy Reduced by 8 – 10% Noise and vibration In the human-hearing frequency range noise reduction of over 10 db can be achieved by grinding of corrugations

20. Before Grinding *One Time Activities *Repetitive Activities

21. One Time Activities Establishment of Test Sites Obstructions in the track Details of Rail – Old/ New, GMT carried Measurements Rail condition data

22. Typical ‘Test Site’ on SCR 22.01.2010 PKG/SPT2/IRICEN

23. Test Sites - Selection Why : For establishing - Appropriate metal removal to control the growth of RCF cracks - Target Rail profile - Grinding cycle requirements Where: - High tonnage - Typical curvature / rail type - Good access to track - Rail history / defects - No planned rail replacement -Typical traffic & speed - Away from Weld, Signal, LC etc How: Gather data – MiniProf , surface photos, dye penetrate, weld dips, hunting

24. Test Sites - MiniProf How – MiniProf: Mark rail location with paint on field side for all future measurements Record: - Line - Curve High, Low Tangent right, Tangent left - Track –UP, DN - Date -automatic - Gauge –automatic

25. MiniPro f

26. Typical Rail Profiles using MiniProf

27. Dye Penetration Testing G rinding Test Sites: How –Dye Penetrant : cleaner, dye (wait 2 min), Wipe clean, water wash, Apply Developer (no overspray) Record: - Location -Outside (OR) Inside (IR) rail, T Left, T Right -Track –UP, DN -Date -Gauge -Direction Traffic -Crack length -Rail age and weight

28. Obstructions in Grinding Turn-outs SEJs Level Crossings Axle counters Location – Chainages Start & End of Curves RH/LH Curve

29. Joggled Fish Plate- Is it Obstruction?

30. RDSO Proforma for Grinding

31. Rail Condition Data Rail surface defects Wear of rails USFD defects in rails/weld Rail/Weld failure details Weld dip details

32. Target Rail Profile How it is decided? For IR, designed by NRC Four Profiles- CPC for DN road straight track & low rail of mild curve CPF for UP road and low rail of sharp curve HS for high rail of sharp curve HM for low rail of Mild curve Why two profiles for straight track?

33. What is a pattern Arrangement of stones across the rail and along the grinding train Pattern needs to be selected by P. Way supervisor trained in grinding Purpose is to achieve target rail profile from existing rail profile Factors affecting Metal to be removed

34. How to select the pattern ? PATTERN SHEET DESIGNED BY LORAM

35. Different patterns being fed into HMI of RGM

36. Recommendations of NRC for Pattern Selection for I Cycle & I Pass

37. NRC Recommendation for Preventive Gradual Grinding Edit 6 Sep 6th, 2011 Template Track Patterns Speed Wrong Direction in GDMS All Passes Speed 3 Pass Patterns First Pass Aggressive First Pass Generic Kph Pass 1 Pass 2 Pass 3 Kph HS UP/Down 14 45 18 14 27 15 18 HS NEW RAIL UP/Down 2 45 18 2 47 23 18 HM UP/Down 10 45 18 10 43 27 18 HM NEW RAIL UP/Down 2 45 18 2 47 x 18 LS-CPF UP/Down 20 47 18 20 23 27 18 LS-CPF NEW RAIL UP/Down 24 47 18 24 23 23 18 LM-CPC UP/Down 39 39 18 39 42 39 18 LM-CPC NEW RAIL UP/Down 17 41 18 39 46 x 18 TCPF UP 24 24 15         TCPF New rail UP 24 24 15     TCPC DN 39 39 15         TCPC NEW RAIL DN 39 39 15         TCPC 52 Kg RAIL UP/Down 39 39 15         LS-CPC 52 Kg RAIL UP/Down 39 39 18 39 42 39 18 LM-CPC 52 Kg RAIL UP/Down 39 39 18 39 42 39 18

38. Grind Quality Index(GQI) –What is it? Weighted number between 0 –100 that measures the deviation from template. GQI closer to 100 - better match A measure that quantifies the shape of the rail. How close is the shape to target template?

39. Calling Patterns for CYCLE 1 PASS 2 (60 Kg old rail) For Straight/ Tangent Track DN Road – Template CPC – Pattern 39 UP Road – Template CPF – Pattern 24 For Curve Track – Mild Curve (< 1.25 deg ) High/ Outer Rail – Template HM – Pattern 10 Low/Inner Rail – Template CPC – Pattern 39 For Curve Track – Sharp Curve (> 1.25 deg) High Rail – Template HS – Pattern 14 Low Rail – Template CPF – Pattern 10

40. Calling Patterns for CYCLE 1 PASS 1 (60 Kg new rail) Straight Track – same as for old rail For Curve Track – Mild Curve (< 1.25 deg) High/ Outer Rail – Template HM – Pattern 2 Low/Inner Rail – Template CPC – Pattern 17 For Curve Track – Sharp Curve (> 1.25 deg) High Rail – Template HS – Pattern 2 Low Rail – Template CPF – Pattern 24 For 52 kg Rail – For all conditions - 39

41. Subsequent Passes As suggested by GDMS First cycle – 3 passes on both high & low rails If GDMS gives 2 Passes – ask for alternative with 3 passes What to do if GDMS data has wrong direction of curve

42. Grind Data Management System (GDMS) The Grind Data Management System is an integrated automatic data acquisition, data viewing and analysis, quality control, reporting and rail grinding planning tool.

43. Issues with GDMS The depth of cut w.r.t rail head and area of metal removal for different patterns is not available with IR to check the correctness of grinding. The use of RCA in deciding the grinding pattern and grinding depth is not yet established. Calculation of metal removal/m is still to be incorporated in GDMS.

44. Practical issues Filling of Water to be done in night i.e during maintenance shifts. The requirement of HSD oil from each RCD shall be arrived based on the locations of RCD and the track to be ground and suitable instructions shall be got issued from HQ to the respective RCDs. While working of RGM, one track machine operator of the concerned division having route learning of that section shall be deputed for working as pilot and to assist in calling the signals. When using the aggressive patterns as given by NRC, metal to the extent of 1.5mm was removed. On some occasions it is noted that the pattern entered in HMI are not as per the grind plan due to operator mistake. This should be taken care.

45. Practical issues A moped trolley with PA system, arranged to go ahead of RGM to warn the gatemen, gang men working in section to keep at least 20m away from track while grinding. The onlookers and vehicles at LC shall be warned to keep a safe distance. From each division, a PWI is nominated as grinding supervisor. His duties shall be To ensure the pattern fed into the HMI is same as suggested by NRC. To ensure correct preparation of grind plan To cross check the grind plan and grind history after grinding to find any deviations in the patterns. To take pre and post miniprof readings at test locations and to keep the record as per proforma circulated by RDSO. With experience, to check whether grinding is proper or not while observing the pre and post grind profiles on GDMS and to suggest the change in the patterns if required while grinding.

46. Planning before introduction of Grinding in a Zonal Railway Identify the sections to be ground based on GMT, axle load Establish test site locations and fill the RDSO proforma for these locations. Identify stabling sidings at 50km apart, if not available provide ( Provide only RL platform) Identify the RCDs for HSD filling and make watering arrangements at stabling sidings. Issue JPO at HQ level and Divisional level for RGM operations. Obtain CRS sanction. Prepare track database for input to GDMS (Direction of curves shall not be w.r.t traffic direction but w.r.t increasing chainage )

47. Knowing the Location/Sec where grinding is to be done . Type of Rail and sleeper, joint type(LWR,SWR,FP), and Sectional GMT. Location of SEJ, Points & X- ing , LC, Axle counter and any other obstacle which may infringe the grinding. Finding the location where grinding will not to be done . Finalizing the Location where grinding Machine will be stabled (where maintenance can be done). Preparation of grind plan consisting of locations to be ground with first pass patterns and depth of cut and details of obstructions . Clearing of rail head ballast to prevent damage to grinding motors Painting of Curve starting and ending on sleeper with white/yellow paint conspicuously. Ensuring sufficient HSD and water for the day Works to be carried out Before Rail grinding

48. Measurements and condition monitoring before grinding Measure the rail profile at nominated test locations with miniprof , Bar gauge, do DPT, take surface photos and measure hardness. while taking miniprof readings, the details such as LH/RH of rail and TP to be fed otherwise it will not be possible to identify the pre and post grind profiles.

49. Availability of complete & sufficient staff with competency and Pilot with route learning Moped trolley with PA system to warn Rly . staff and onlookers and public at LC Removing of axle counters by S&T staff Job briefing consisting of Location of work Safety precautions to be taken Head count and complete PPE Allocation of duties with locations First aid, Location of nearest hospitals and fire stations along the work site. Effective Communication system between crew, crew and station Just Before the Grinding starts

50. Monitoring During Grinding *ON GROUND *ON MACHINE

51. Monitoring Real Time Monitoring of Grinding Operation on the vehicle On the ground Monitoring Amount of metal removed Profile of the rail achieved after each pass Efficacy of the grinding motors

52. KLD – Optical Rail Profile Measurement System

53. KLD Laser & Removal pc

54. Grind Data Management System (GDMS) The Grind Data Management System is an integrated automatic data acquisition, data viewing and analysis, quality control, reporting and rail grinding planning tool.

55. Grind Quality Index(GQI) –What is it? Weighted number between 0 –100 that measures the deviation from template. GQI closer to 100 - better match A measure that quantifies the shape of the rail. How close is the shape to target template?

56. MONITORING ON GROUND WATER SPRAY SYSTEM BAR GAUGE STAR GAUGE CONTACT BAND SURFACE ROUGHNESS RAIL SURFACE FINISH FIRE HAZARDS

57. BAR GAUGE

58. Taking measurements of rail profile before and grinding with bar-gauge

59. Contact Band

60. Star Gauge to check Crown Radius

61. Testing rail hardness

62. Surface Roughness > 12 Microns -Poor Finish Stays a Long Time

63. Quality Control Examples –Straw Colour and Missed Grind

64. Poor Finish – Blueing and Large Facets

65. Stone Transverse Position on the Rail Surface and Horsepower Rail ‘ blueing ” Poor cutting (low pressure) Grinding stoneNot set correctly. Grinding on the outside diameter (OD)

66. Items to be inspected for Track Existing contact band on the rail Hunting locations Condition of welds RCF cracks, their length and depth Shelling, pitting etc. on rail Flattening of rails Blueing & Chattering of rails Hardness of rails

67. MONITORING ON CAR Sequencing Monitor - Skipping Obstructions Safety systems Calling Patterns Feeding Patterns Working of motors Water Spray System Calling Patterns Pre & Post GQI

68. LORAM RGI MODEL 72 STONE RAIL GRINDER

69. TECHNOLOGICAL FEATURES Self propelled Diesel powered vehicle. Can work in both directions. Negotiate cant up to 185 mm. Traveling speed 80 Kmph when self propelled and 100 Kmph in train formation. 25 kmph on 1 in 33 Grade Speed with buggies down – 40kmph Grinding Speed - 2.4 to 24 kmph Can grind on a 100 m radius curve Stopping Distance – 400 m from 80 kmph on a level track

70. Operational Issues Self propelled car Pilot, Guard and T.I. to be provided by the division in two shifts for first three months Operating speed 10kmph @ 0.20mm 15kmph @ 0.13mm Speed Cert to be issued and CRS sanction to be obtained

71. Operational issues (contd.) Joint monthly prog. at zonal & weekly prog. At Divl level 4 hours corridor block daily and 6 hours block on weekends by SL working, trains cancellation/ regulation Controller to allow RGM in the section following a train to save time Goods trains carrying highly inflammable material like Naptha to be regulated on adjacent line during block Obstructions in the track Passage of trains after the grinding block

72. Fire Control System Spark Guards of different designs Water Storage – Front Control Car 20000 lit - Water Tank 55000 lit Water Pump – One 30hp 945 lit/min Sleeper Spray – 2 Sets 7.6 lit/min Ditch Spray – 2 Sets 100 lit/min Water Cannons – 2 Sets 220 lit/min upto 31m No. of Fire Extinguishers at different locations in the car

73. Consumables and Spares Water to be arranged Fuel arrangement Hydraulic oil Grinding stones for 600 hrs of working included with machine RDSO to issue the specs and list of suppliers for grinding stones

74. Fuelling Arrangements Zonal Railways to send vetted indents to COS every year Diesel to be provided by RCDs( Railway Consumers Depots) COS to place order on oil Cos. Sufficient fuel imprest to be created - 5 lakhs; this will cater for other unforeseen expenses also

75. Stabling Facilities 300m or 2X150m sidings at every 50kms Connectivity at both ends Lighting, watering, approach road and other facilities to be provided Lodging and Boarding of staff Stabling either on unwired sdg or sdg should be with OHE isolation system