MECHANIZED DEEP

SCREENING
EXPERIENCE OF GROUPING
TWO BCMS
AND
OPENING TRACK AT 40 KMPH
Presented By-
Ajay Kumar Gupta
CE(Con.)ER
 CONCEPT OF BALLAST BED CLEANING
TECHNOLOGY
Contamination of ballast bed causes following
consequences-

 Friction between the ballast grains is reduced.

 The pressure distribution angle become smaller.
 Pressure upon the formation rises.
 As a result of ballast fouling, the elasticity of
track- and thus the durability of track geometry- is
reduced.
FORMATION

 The irregularities in formation in longitudinal direction

show up in the track geometry.
FORMATION

To ensure drainage of water infiltrating the ballast bed and avoid

creation of water pockets an evenly cut formation is required having a
prescribed formation inclination of about 1 in 20.
WHY CLEANING IS NECESSARY?

The most important reasons are-

Removing the fines from the ballast bed .

Providing adequate ballast bed thickness.

Providing homogeneous formation – evenly cut

formation with inclination of 1 in 20 for water drainage.

Level uniform longitudinal cut.

 INSTRUCTIONS IN P WAY MANUAL
REGARDING DEEP SCREENING OF TRACK-
(PARA 238)
b)Deep screening should carried out in the following situations
by providing full ballast cushion.
 Prior to complete track level.
 Prior to through sleeper renewal.
 Where the packing of ballast has resulted in unsatisfactory
riding.
 Before converting existing track fish plated or SWR in to
LWR/CWR or before introduction of machine maintenance,
unless the ballast was screened in recent past.
 The entire track must be deep screened at least once in 10
years.
f)The work of deep screening should be continuous from one
end of the section to other.
MECHANIZED DEEP SCREENING –
EXPERIENCE OF RATLAM DIVISION

On group A, NAD-GDA section 190 Km. of Deepscreening was

overdue in the beginning of 2008-09.

The Division was having single BCM. The output was 40-45 Km.

per year. It might have taken about 5 years to wipe out arrears.

DRM and Sr.DOM were showing least interest considering such a

long period.

Sr.DOM indicated to give assured blocks, in case more BCMs are

deployed and work is completed in a years time.

MECHANIZED DEEP SCREENING –
EXPERIENCE OF RATLAM DIVISION

The Division requested HQ to provide 4 BCMs.

 Initially 2 BCMs were given which were operated

successfully. Then 4 BCMs were given which were deployed in

adjacent block sections in group of 2 BCMs.

In the year 2009-10 total 130.72 Km. of deepscreening was

completed on Rajdhani route.

Arrears of deepscreening on group A route wiped out in one

and a half year starting from 2008-09.

MECHANIZED DEEP SCREENING –
EXPERIENCE OF RATLAM DIVISION

After completed group A route now group of BCMs has been

deployed on NAD-BPL D Spl route to completed overdue

deepscreening about 150 Km.

Early completion of group A route is giving operational

advantage as well as require less efforts in track maintenance.

By grouping BCMs there was saving of one tamping machine

which was used for maintenance tamping.

BALLAST PLANNING

Advance planning to procure about 2.5 Lac Cum. Ballast for

Rajdhani route was done.

3 ballast depots each about 60-70 Km. apart started function.

Ballast was moved by hoppers in 3 rakes of 15-20 hoppers.

Two derated diesel engines were got allotted exclusively for

engineering department engine hire charges were paid from

track renewal works.

DEEP SCREENING BY BCM AT 40 KMPH

On Ratlam Division deepscreening by BCMs at 40 KMPH since 2008.

 EA (Engineering Allowance) utilization at 40 KMPH with 02 BCM

working has been just half what it used to be with one BCM at 20 KMPH.

Average utilization of EA with 40 KMPH (length up to 1800 meters) = 05

Minutes.

Average utilization of EA with 20 KMPH (length up to 1000 meters) = 09

Minutes.

 At 40 KMPH banking engines on rising gradient were not required

however at 20 KMPH earlier were necessary.

ADVANCE CORRECTION SLIP NO 122

As per advance correction slip No. 122 to the IRPWM

dtd.23.11.2010 new para 238 (2)(g) (iii) and 238 (2)(g)
(iv) have been added

Para 238 (2)(g) (iii)- Deep screening with BCM and

followed by Tamping and stabilization of track with TTM
and DTS respectively for BG-

The work to be carried out in stages on various days

after the start of screening operations and the speed
restrictions recommended to be imposed are indicated in
the schematic representation in table III below. According
to schedule , normal sectional speed can be resumed on
the 8th day.
TABLE III
Schedule of speed restriction for deep screening by BCM followed by
Tamping and stablization by TTM and DTS machines for BG.
Details of works Days of Speed
work Restriction
Deep screening of track by BCM, Ballast equalization followed by initial 1St day 40 KMPH
packing and initial stabilization by DTS.
First round of Tamping followed by stabilization of track by the DTS 2nd day 40 KMPH
(1st Tamping)
Survey of track for design Tamping mode. As per Annexure 5.3 of IRTMM 3rd day 40 KMPH
2000, boxing of ballast section and tiding.
Second round of Tamping followed by stabilization of track by the DTS 4thday 40 KMPH
(2st Tamping)
Survey of track for design Tamping mode. As per Annexure 5.3 of IRTMM 5th day 40 KMPH
2000, boxing of ballast section and tiding.
Third round of Tamping in design mode followed by third round of stabilization 6th day 75 KMPH
by DTS. (3rd Tamping)
Inspection of track, boxing of ballast section and Tiding. 8th day Normal
speed of the
section.
The period of the schedule shown above can be suitably increased to suit
local conditions of the track consolidation.
PARA 238 (2)(G)(IV)-
Precautions to be taken during deep screening of track by BCM
followed by TTM and DTS machines.
All precautions laid down in LWR manual (Specially those in para No
6.3.2) shall be strictly followed.
Hard sal wood blocks of size 600x300x300 mm (Sx numbers) duly end
bounded shall be arranged for supporting ends of three adjoining
sleepers where cutter bar is left in the track and remains untamped.
Sleepers of cutter bar area shall be manually packed and ballast under
cutter bar location sleepers shall be removed only half and hour before
the expected traffic block. Adequate care shall be taken to ensure that
wooden blocks are not dislodged before arrival of BCM at site.
Fish plated joint shall not be located in cutter bar location.
Ramp shall not be located in locations like level crossing, girder bridge,
transition portion of curves etc.It shall be kept minimum 02 rail length
away.
In case of fracture or cut in CWR / LWR a speed restriction of 20
KMPH shall be imposed till it is repair as per para 7.2.3 of LWR manual.
PARA 238 (2)(G)(IV)-
In case of malfunctioning of TTM and / or DTS deep screening shall be
stopped and track which has not been tamped and stabilize shall be
attending manually by ballast ramming and correction of track geometry
to ensure safety of running trains. Speed restriction shall be imposed
and relaxed in terms of IRPWM para 238(2)(g)(i)or(ii) which ever is the
case.
In case of non availability of traffic block on subsequent days of deep
screening by BCM speed restrictions shall be imposed and relaxed in
terms of IRPWM para 238(2)(g)(i)or(ii) which ever is the case.
When BRM is not required adequate trackmen shall be deputed to re
coupe ballast, particularly in shoulders and maintain ballast profile after
machine working.
Lifting of track shall be resorted after ensuring adequate availability of
ballast for maintaining ballast profile for planned lifting.
Adequate arrangement of supply and training out of ballast prior to
deep screening should be made. Special care shall be taken by
deploying watchmen on stretches overdue for rain renewal.
TRACK PARAMETERS RECORDED AT
VARIOUS STAGES AFTER DEEP
SCREENING
Sample parameters recorded just after deep screening,
Tamping and before releasing block at 40 KMPH given as
Annexure – I in the report.

 Sample parameters recorded after three days of deep

screening given as Annexure – II in the report.

 Sample parameters recorded after one month of deep

screening given as Annexure – III in report.

Parameters has generally satisfactory.

ROLE OF DYNAMIC TRACK
STABILISER

The special effects of the controlled, Dynamic

stabilizations are –
Artificial settlement of track by dynamic impact
(Laterally directed oscillation) and by static load
(Automatically controlled by a built in measuring device)
achieved with in continuously acting working mode.

Elimination of the uneven initial settlement which are

caused by the uneven impact of passing trains.

Conservation of the corrected track geometry.

THE DYNAMIC STABILIZATION ALSO
MEANS

Building a homogeneous structure of the ballast bed.

Raising the resistance of lateral displacement.

Enhancing safety against track buckling.

Immediate travel with higher speed after completing the work

means avoidance of severe speed restriction and thus grade
saving for operation.

Increase safety.

Longer service life of the track.

PRINCIPLE OF CONSOLIDATION

Consolidation is achieve by horizontal vibrations acting at

right angles to the trac, with automatically controlled static
vertical load.
The horizontal vibration without impact caused the stones to
move in an even and controlled way, which corresponds to the
natural flow of railway ballast. During this flow the stones
rearrange in the existing voids.
The frequency value is infinitely variable. It is within the
range of 30 to 35 Hz for normal railway ballast. The frequency
is set in such a way as to avoid disturbing vibration to react on
the machine. This insures the maximum transmission of the
vibration to the ballast bed.
VERTICAL STATIC LOAD

The vertical static load is mainly used to maintain the

frictional connection between sleeper and ballast bed so
that the vibration can be transmitted to the stones. An
automatic proportional control system controls the static
vertical load.

Measuring and control circuits control the required

forces of vertical static load proportionally to the
measured longitudinal and cross level values.

Uncontrolled settlement and development of defects are

prevented.
THE STRUCTURE OF THE COMPACTED
MATERIAL

The structure of the compacted ballast bed has to be

homogeneous in order to ensure even load distribution,
bearing capacity and stable position of the track.

As the degree of compaction of the ballast surrounding

the sleepers highly influences the resistance of the track
to lateral displacement, it is very important to compact
also the upper area of the ballast bed.

The DGS achieves through homogeneous compaction.

Even the surface ballast is flush with the sleeper.

INFLUENCE ON RAIL FASTENINGS

The influence of dynamic forces on the rail fastenings

was decisive criterion during the development of the
DGS.

In this aspect the horizontal vibration and the downward

static vertical load has proven to be safe.

The strain is low, it amounts only to max. 30% of the

forces occurring due to trains passing.
NECESSITY OF GROUPING TWO BCMS ALONG
WITH ONE TAMPER AND ONE DGS -
On Group A, B and D Spl routs large No. of kilometers are over due for deep
screening and if arrears are not wiped out early condition of track may deteriorate with
passage of time and will require frequent attention by TTMs and also will have adverse
effect on formation, rails and other track components.
In order to wipe out arrears it is necessary to deploy BCMs in group on heavy traffic
routes. This will give advantage in operations as well as reduced efforts in track
maintenance.
With increase in number of trains in various sections the availability of blocks has
reduced therefore for optimum utilization of block grouping is necessary.
When single BCM is deployed the TTM remains under utilized. By grouping two
BCMs to work in a block section only one Tamper is sufficient. The other Tamper can
be deployed for maintenance tamping. By saving one tamper about 720 Kms of
maintenance tamping can be done every year which is a huge saving.

Similarly one DTS machine can also be saved which can be utilized with Tamper for
maintenance tamping.

As per G & SR 15.18 chapter xv appendix `A`, five on track tie-tamper may be
allowed under one authority to proceed .
 AS per IRTMM 4.1. (ii) Also allows more than one machine.
CASE-I
DEEP SCREENING BY SINGLE BCM MACHINE

For Deep screening by one BCM we require one tamper

and DGS, BRM (Optional) .
In block of 2.5 Hrs. average output we get is 300 R.M.
Yearly output is only about 40 to 45 KMs.
Looking to huge scope of deep screening work the
requirement of blocks would be quite large with single BCM.
Under utilization of tamping m/c due to limited output of one
BCM.
Under utilization of DTS machine.
CASE –II
TWO BCMS WITH SINGLE TAMPER (DUO/CSM)
OPPOSITE WORKING DIRECTION
Two BCMs work in opposite direction in same block
section starting from center.

Use of single tamping M/c. in between BCM`s

According to tamping direction BCM-1 is stop first,

tamping of screened track is done along with DTS
working. After completing work behind BCM- 1, TTM and
DTS are taken to BCM-2 site starting from the place
where work is closed by BCM-2.
◄ ← [ BCM I ] ← [ DUO ] ← [ DGS ] ◄ -----SPEED RESTRICTION ZONE---►[ BCM II ] →
LIMITATIONS

The caution order of 40 KMPH will be at two different

locations in the same block section.
The time loss in shifting TTM from one BCM site to another
BCM site will increase day by day as work progress in opposite
direction therefore output of machines will be less.
Tamping for BCM -2 will have to be done from unscreened
side to screen side, due to general lift longitudinal hump may
get created.
Speed restricted zone increase day by day and therefore EA
consumption will increase.
This kind of grouping is not desirable.
CASE – III
TWO BCM WITH SINGLE TAMPER (DUO/CSM)
WORKING IN SAME DIRECTION
Use of two BCM in same working direction.

Sequence of machine will be:-

[BCM I ←← BCM II ←← CSM/DUO←← DTS]

The gap between two BCMs is kept about 600 m. to 800 m. i.e. equivalent
to two days work for BCM II.

During block, tamping machine & dynamic stabilizer follow BCM II.

 First we stop BCM II, disconnect cutter bar & chain, move forward the
BCM II towards BCM I.
CASE – III
TWO BCM WITH SINGLE TAMPER (DUO/CSM)
WORKING IN SAME DIRECTION
As soon as BCM II is stopped & move forward the TTM & DTS following
BCM II continue working to tamp and stabilize deep screen portion of BCM I.

Stop BCM I disconnect cutter bar & chain, BCM I & BCMII are moved
forward to station.

In next 5 to 10 minutes tamping & track stabilization by DTS is completed,

then both machines are also moved from site to clear block.
Support three sleepers around cutter bar by wooden block.

After proper winding up all track machines the block section is cleared.

Track opened at 40Kmph after traffic block.

ADVANTAGE
In this case speed restriction length is lesser than the case II & therefore EA
utilization is also less.

Since all the machines work at one location the caution order and other precautions
on the adjacent track needs to be taken at one location only.

Supervision & utilization of labor is optimum.

In double line sections cutter bars are inserted in both UP & DN lines so as to take
block on any of the lines.

One extra cutter bar can also be inserted in advanced to avoid time loss in shifting
cutter bar in block period.

By using single tamping machine with two BCMs we save one TAMPING MACHINE.

By using single DTS machine with two BCMs we save one DTS MACHINE.

Grouping of BCMs should be in such a manner that the cutter bars are inter
changeable i.e. new generation machine should be grouped together and old
generation machine should be grouped separately.
COMPARATIVE OUT PUT
Yearly Out-Put of Deep Screening With Single BCM
Year Machine no. Traffic block hrs Out-put in km`s Out-put per
Granted Block hrs.
05-06 BCM-350 723 Hrs. 45.137 62.23 Mtr.

06-07 BCM 327 681Hrs 25 Min. 56.67 83.15Mtr.

07-08 BCM 350 521 hrs 30 Min. 42.931 82.32 Mtr.

Yearly Out-Put of Deep Screening With group of Two BCMs.

Year Machine no. Traffic block hrs Out-put in km`s Out-put per
Granted Block hr.
2009-10s 350 & 327/336 221 Hrs. 45 Min. 35.51 Km 155.52 Mtr.

350&336 / 237 Hrs. 25 Min. 95.21 Km 401.30 Mtr.

373&378
2010 373 & 378 625 Hrs. 30 Min. 115.425 Km 184.53 Mtr.
STEPS FOR BETTER OUT PUT OF GROUP OF
BCMS.
When deep screening is done for the first time on any route, lot of obstructions
(visible/hidden) are encountered in form of rail posts, buried concrete foundations & old
sleepers etc.

In order to save time loss in removing above obstructions is necessary to keep gas
cutting equipment & concrete breaker at site.

Proper arrangement of spare parts of BCM like wear plates, cutting chisel, round
chain bolt, top side bolt (T-bolt), Nut CSK & Hex Bolt etc. is made in advance.
STEPS FOR BETTER OUT PUT OF GROUP OF
BCMS.
Consumable like H.S.D. oils diesel engine parts should always available with M/c.

Preventive maintenance ones in week should be done without fail.

Use of six cutter bars (03 cutter bars on each line) on a double line section for group
of two BCMs will be very advantageous.

When work with 03 cutter bars is carried out, the time loss in shifting cutter bars will
be the least.
----- deep screened ] ----- deep screened ]-----un deep screened -----]-----

1st cutter bar 2 nd cutter bar 3rd cutter bar

 Involvement of m/c incharge for join inspection with SSE/PW before starts new
section.
PRECAUTION BEFORE AND AFTER BY OTHER
DEPTT. LIKE TRD & S&T
Opening and re fitting of OHE bonds may be carried out before start of work and
after conclusion of work respectively otherwise, they may cause damage to the m/c
parts.

Securing signaling cables before start of work.

Opening and re fitting of axle counters.

Co ordination with other departments ensure safe, good quality & uninterrupted work.
SAFETY AT MACHINE WORKING SITE
Provisions are available in IRTMM to avoid accidents.

JE/SE P.Way is responsible for protection of worksite and adjoining track in case of
infringement.

Some machine tend to foul adjacent line on double line section (UNIMAT, BRM, T28)
for such machine, work can be undertaken only if adjoining track has been blocked
and protected as per rule.

While TM are moving in block section in convoy, it is the responsibility of the operator
of the machine to maintain minimum safe distance of 120m.

If any machine is required to slow down or stop for some reason, the machine
operator should ensure that red hand signal is displayed by waving vigorously.
Where visibility is poor, appropriate speed and safe distance should be maintained by
machine operator.
SAFETY AT MACHINE WORKING SITE
A new para no. 4.6.8 was added.
TM working is likely to produce dusty atmosphere & heavy noise pollution. Hence
extra precautions are to be followed-

Hooters should be provided on the track machines. These hooters should preferably
have remote controlled operation so that the Lookout man standing around 150 m
away from the track machine can operate the hooter to warn the staff working
on/around the track machine about approaching train on adjoining track.

Temporary 'Whistle Board' should be fixed on the adjoining track which can be
moved along with track machine worksite.

It is necessary that all trains passing on the adjoining track should be issued a
caution order "OBSERVE HAND SIGNAL WHISTLE FREELY AND STOP, IF
REQUIRED." Such a caution order on the adjoining track is necessary due to high
noise level caused by track machine and large concentration of staff working around it.

Machine should be driven from the cabin corresponding to the direction of travel
(except shunting with adequate precaution).

Machine should not be driven at the speed exceeding the speed for the section. This
speed should be further reduced over switches and speed restriction zone.
SAFETY AT MACHINE WORKING SITE
Para 5.6(xi)----- no run through movement shall be done in convoy while moving in
Ghat section.

Para 5.6 (xii)----(a) Normally machines shall not work in convoy while visibility of
track is restricted due to sharp curves and steep gradients. Where the working of track
machines in convoy is indispensable i.e. like deep screening, track relaying site etc.,
the necessary block protection shall be done as per para 806 of IRPWM and special
precaution shall be taken as per para 811 of IRPWM for the first machine facing the
direction of traffic in double line section and for the front and rear most machines in
single line section.

The minimum distance between the machines when working in convoy shall be 50
m to avoid collision between machines and danger to life of machine and P.Way staff
working with machines.

It shall be ensured that there is no infringement to the adjacent track due to any part
of the machine working on the track.
AT A GLANCE POSITION OF BCM IN
VARIOUS ZONAL RAILWAYS
In some of the railways group working of BCMs is being done but some in other
railways single BCMs are working. Overall on IR if group working is adopted, 38
tampers can be saved and utilized for maintenance tamping.
S.N Railways Populati Grouping Sequence Tamer Can save
o on saved tamper
01 WR 06 2+2+2 BCMI←BCM II ←TTM← DTS 03 -
02 WCR 05 1+1+1+1+1 BCM I← TTM ←DTS - 02
03 NWR 05 2+2+1 BCMI←BCM II ←TTM← DTS 02 -
04 SR 06 2+2+1+1 BCM I ←BCM II ←TTM ←DTS 02 01
05 SWR 03
06 SCR 07 2+2+2+1 BCMI←BCM II ←TTM← DTS 03 -
07 NR 06 2+2+2 BCMI←BCM II ←TTM← DTS 03 -
08 NCR 07 2+2+1+1 BCMI←BCM II ←TTM← DTS 02 01
09 NFR 02 1+1 BCM I← TTM ←DTS NIL 01
10 NER 02 1+1 BCM I← TTM ←DTS NIL 01
11 ER 04 2+1+1 BCMI←BCM II ←TTM← DTS 01 01
12 ECOR 04 2+1+1 BCM I← TTM↔DTS →BCM II** 01 01
13 ECR 04
14 SER 05
15 SECR 04 2+2 BCMI←BCM II ←TTM← DTS 02 -
16 CR* 07 1+1+1+1+1+1+ BCMI←BCM II ←TTM← DTS - 03
1
TOTAL 77 19 11

** ECOR works with 2 BCM opposite direction.

CONCLUSION
A)From the fore going discussion it can be concluded that grouping of
BCMs will give following advantages:-
Out put of deep screening by grouping of BCMs in the same block will be
just double as compare to single BCM.

Saving of one tamping M/c is achieved which can be utilized for regular
maintenance work.

With single BCM it takes many years to wipe out arrears of deepscreening
which cause loss of interest of DRM and operating department and therefore
out put is affected. With group BCM working the progress is faster and work
can be completed in one to two years time therefore it makes them more
interested for early completion.

Better monitoring can be done.

Fast completion on deep screening on a particular section gives advantage

of reduced maintenance efforts and more time for train operation.
CONCLUSION
B)Advantages of opening of 40 Kmph. By using of DTS -
Previous days SR 20 was imposed just after deep screening work.

21days was required for normal speed from SR 20 kmph. Now we

normalized speed in 8 th day.

In rising gradient sections operating department was reluctant to allow

caution orders of 20 KMPH as it required banking to push goods trains. The
work of deep screening therefore in such sections were getting postponed.
With introduction of 40 KMPH this problem is over.

In case of poor condition of track where 20 KMPH SR was imposed in

rising gradient the banking loco motives work used for pushing goods trains.
Now such situation are being avoided and saving of banking loco motives is
achieved.
Deep screen by 20 kmph Deep screen by 40 kmph

Saving of EA. Time loss 09-10 min. 04-05 min.

By saving EA other track renewal/maintenance work can be done in the

same allotted EA.