MINISTRY OF RAILWAYS --

C^

PROJECT REPORT 6$'\ 9 /

cr cL;- * ,< p' ON -. - --

PRODUCTION dk TRANSPORTATION OF

LONG RAILS

(REI'ORT NO. TM-37) 0

TRACK MACHINE AND MONITORING DIRECTORA'I'E RESEARCH DESIGNS & STANDARDS ORGANISATION,

1,IJCKNOW

I N D E X

PARA DESCRlPTlON OF ITEMS NO.

PAGE NO.

INTRODUCTION 01 RAIL PROOUCTION AT BSP, 8HlL4I 01-02 PRODUCTION OF LONGER RAILS 02-04 PHASE I - PRODUCTlON OF 26M LONG RAILS PHASE I1 - PRODUCTION OF 65M LONG RAILS PHASE 111 - PRODUCTION OF 120 M LONG RAILS TRANSPORTATION OF LONG RAlLS 04-07 PRESENT PRACTICE ADVANCED MECHANISED SYSTEM FOR TRANSPORTATION OF LONGER RAILS ROBEL SYSTEM NEWAG SYSTEM COWANS SHELDON SYSTEM WORKING ON BRITISH RAIL NETMfORK OPTION FOR INDIAN RAILWAYS DEVELOPMENT OF NEW WAGON REQUIREMENT OF NUMBER OF RAKES FINANCIAL IMPL[CATIONS EXPENDITURE ON ROLLER RAKES EXPENDITURE TOWARDS DEVELOPMENT OF ADDITIONAL INFRASTRUCTURE AT STEEL PLANT SAVINGS RECOMMENDATIONS

LIST OF ANNEXURES

DETAILS OF THE THREE ADVANCED SYSTEMS OF LONG RAIL HANOLlhG AND TRANSPORTATION

I1 SKETCHES SHOWING DETAILS OF NEW WAGON 111 DlSTANCES OF ZONAL RAILWAY HEADQUARTERS

FROM BHlLAl ON RAILWAY MAP OF INDIA IV SAVINGS DUE TO ADOPTION OF PRODUCTION AND

TRANSPORTATION OF LONGER RAILS,

1.0 INTRODUCTION

Indian Railways has been using 13m as standard length of rail since inception for fish plated track, considering the ease of transport, handling and length of BFRIBRH. As such cooling pits required for slow cooling of rails and other infrastructural facilities were developed accordingly at the rail manufacturing plant, Bhilai. Subsequently, with advancement of technology, lndian Railways decided to go for long welded rails of I301260 m by welding these single rails at Flash Butt Welding Plants. These panels were further converted into Long Welded Rails (LWR) by in-situ AT welding. In addition to LWR, Short Welded Rail (SWR) were also tried and based upon their performance, three rail panels of 39m length were considered more suitable in lndian conditions. The five rail panels of 65m length were not considered suitable due to maintenance problems faced in the field.

Further, the movement of these rails was also standardised. While three rail panels are loaded and carried in sets of three BFRs, for transportation of longer panels of 130m/260m dedicated roller rakes comprising of 9118 BRHs are used.

2.0 RAIL PRODUCTION AT BSP. BHlLAl

2.1 Presently, rolling of blooms produces the rails. Weight of each bloom is enough for manufacture of 78m length of 52kg rail section or 65m length of 60kg rail section. Out of these blooms, rails are finally manufactured into 13m rail lengths to suit the cooling pit size for slow cooling of rails. With the revision of IRS-T-12 specification covering 90 UTS rails in 1996, the hydrogen content in liquid steel was kept up to 2.5 ppm without slow cooling of rails and up to 3 ppm with slow cooling of rails. Open-hearth process was discontinued and continuous-cast method was adopted for steel production in the plant. In the revised specification, the limiting hydrogen content is achieved by vacuum arc degassing of rail steel and installation of RH degasser and therefore, slow cooling of rails is now not 2 essentially required for rail steel with hydrogen content less than 2.5 ppm. c b Hence, length of cooling pits will not be a limitation for such steel in future.

2 2 With the recent additions in infrastructural facilities at Bhilai Steel Plant, for improving the quality of rails, such as introduction of vacuum arc degassing and RH degasser, continuous cast route for production of steel for rails, on-line USFD testing of rails etc., rails can now be produced up to 65m or 78m length with some modifications in finishing and handling areas. The production of 65m178m long rails shall further improve the

quality of rails, as with longer rails, it will be easy to achieve better end straightness to Class 'A' rails. This will also avoid multi handling of single rails at various points. As such, there will be lesser damage to the rails, which shall improve their service life in the track. As cutting of longer rails into single rail and slow cooling will not be required, the productivity of Steel Plants is also likely to get increased which should largely compensate for one time expenditure required for additional handling arrangements for longer rails.

3.0 PRODUCTION OF LONGER RAILS

3.1 With the advancement of technology, it is possible to manufacture long rails. In fact, longer rail upto 120m in length are being produced world over at present. These rails are then directly carried to the renewal site. By adopting such technology in the plants manufacturing rails for Indian Railways, the following benefits can be derived.

i) A large number of joints will get eliminated. This will reduce number of weld failure cases and thus increase safety.

ii) Substantial saving in transportation cost can be achieved since long rails can directly be transported to track works site without multi handling at different points like flash butt welding plants, etc.

iii) 90 UTS rails need proper and careful handling. The production of longer rails at Steel Plants and their transportation directly to work site by roller rakes will facilitate easy and safe handling of these rails and will give complete advantage of higher strength of rails. This will minimise surface notching, prevent metallurgical damage, due to loading / unloading and localized heating, etc. The scheme will thus result in achieving expected life of rail and reduce frequency of rail renewal. u

cu iv) The inventory cost will be reduced considerably. OJ 8

Q v) By taking longer rails directly to the site, present stationary flash

butt welding plants can be closed. Procuring mobile flash butt welding plants of appropriate technology can do the limited site welding.

vi) By production of longer rails, the productivity at Bhilai Steel Plant will also increase and thus further improvement in quality of rails and its control can be expected.

vii) Production of longer rails at Bhilai Steel Plant will need further close monitoring and quality assurance at every stage by them, as rejection of long rails will result into greater loss to BSP due to rejections at manufacturing stage. Thus it will result into further improvement in quality of rails indirectly.

viii) Better end tolerances to class " A " rails can be achieved while producing longer rails as it reduces number of ends. This will improve riding quality and ultimately reduce maintenance efforts, resulting in safer operation.

3.2 Production of long rails shall, however, require additional infrastructural facilities at rail manufacturing plant, which cannot be achieved immediately due to financial and other constraints. It is, therefore, suggested that the scheme should be implemented in phases as under.

3.2.1 PHASE I - PRODUCTION OF 26M LONG RAILS

With minor modifications in the existing infrastructure of Bhilai Steel Plant, production of 26m long rails has been started. These rails can easily be transported to stationary flash butt welding plants through dedicated rakes comprising of BFRIBRN wagons for conversion into longer rail panels. With 26m rails, 50% of the FBW joints will get eliminated. This should, however, be considered as an interim measure for short-term benefits till arrangements are made for production of 65m or longer rails.

3.2.2 PHASE II - PRODUCTION OF 65M LONG RAILS

Presently, the rails are being manufactured from blooms of size enough to produce 78m length of 52kg rail section or 65m length of 60kg rail section at Bhilai Steel Plant. To have uniform size for ease of handling, 65m length of rails can be standardized for production. As Bhilai Steel Plant can not have an integrated stationary flash butt welding unit immediately for subsequent welding of 65m long rails into longer panels, these rail can directly be transported to the renewal sites and in-situ welding can be done by AT I mobile flash welding. Production of 65m long rail can be taken up at Bhilai Steel Plant with certain modifications in the existing infrastructural facilities. However, this will require time and considerable investment by the Steel Plant. ~ e w technology available for quality production of long rails should also be studied and got implemented in this regard.

3.2.3 PHASE 111 - PRODUCTION OF 120 M LONG RAILS

On advanced railway systems rails upto 120m / 130m length are manufactured. Indian Railways should also impress upon the steel plant to produce such rails. These panels can either be directly transported to the site for conversion into LWR I CWR or converted into longer rails in the integrated stationary flash butt welding plant. But in the larger interest of Indian Railways, it is essential that 120m 1 130m long rails are converted into longer rails of 480m I 520m length respectively. For this purpose, stationary flash butt welding plants should be integrated with the rail manufacturing plant. The longer welded rail panels can directly be transported to the renewal sites. With this, the total annual requirement of in-situ welding of new rails shall further reduce drastically.

4.0 TRANSPORTATION OF LONG RAILS

4.1 PRESENT PRACTICE

At present 13m long rails are manufactured at Bhilai Steel Plant. These rails are transported either to the nine stationary flash butt welding plants or gauge conversion / construction sites. In the stationary flash butt welding plants, rails are converted into 39m/130m/260m long panels. For transportation of 130m/260m long panels from flash butt welding plants to the track works site there are dedicated rakes comprising of modified BRHIchute wagons. Rail panels are loaded in these roller rakes in four layers with the help of gantries in the stationary flash butt welding plants. The rollers in the rakes are held by roller-column arrangement wherein columns are fixed with the floor of wagons. The present system of unloading of panels from rakes needs improvement for proper unloading and handling of higher UTS rails. Some of the problems relating to the existing roller rakes are given below:

i) Rollers do not have frictionless bearings and as such sometimes CL)

these get jammed. CU r\J a>

ii) With the passage of time, rollers become flattened and do not roll 0

during unloading of the panels.

iii) End panels from the roller rakes go into the mouth of chute straightaway but the central panels are required to take a bend for unloading through the chute. This exerts excessive pressure on rollers, columns and chute structure and sometimes damages them.

iv) As a result of unloading not being mechanized and properly controlled, sometimes panels overturn, tilt and hurt trackmen.

v) U-clamps and slings at times break due to excessive forces, which result in serious safety problem for persons working in the vicinity.

vi) During unloading, rail panels are tied with track. In case of any obstruction to free movement of rails, excessive force is transmitted to track, which may cause distortion to track and its components.

vii) In the existing rakes, rollers can get easily dislodged and are therefore prone to getting lost in the transit.

viii) Missing rollers, if go unnoticed, increase overhanglsuspended span of rail, which develops unnecessary handling stresses and sometimes results into a permanent bend in the rail.

ix) There is no arrangement for loading of panel on these rakes in the field and these rakes are basically being used for transportation of rail panels to the work-site from stationary flash butt welding plants.

4.2 ADVANCED MECHANISED SYSTEM FOR TRANSPORTATION OF LONGER RAILS

Based on the study of the literature from various sources, discussions with the manufacturers of equipments in use on advanced railways system, following equipments have been identified for consideration. World over long rails are transported through roller rakes in three layers. These rakes are provided with frictionless rollers, clamping bulkhead, chute wagons and mobile self-propelled gantry crane mounted on BFRs with minor modifications depending on the requirement of a railway.

ROBEL SYSTEM- The equipment manufactured by MIS ROBEL, GERMANY can transport rail panels upto 520m length. In these rakes, - A - - . ~ A .. ... rollers are fixed on swiveling -

cantilever arrangement, which can be moved after handling of a particular layer of the rails. Before movement of the rakes, rails are secured by a clamping arrangement provided on the first and last wagons, which are called clamping

wagons. The rakes have also been provided with a wagon mounted mobile self-propelled hydraulic gantry crane having special grippers, which can move a pair of rails up to the end of the chute wagon. The rails can be slid up to the desired point through guides and support arrangement provided on the chute wagon. The hydraulic crane moving on the auxiliary track keeps on handling the rail panels as the roller rake moves forward. In this arrangement, very little force is transferred to the track during loading / unloading of rails. One of the special features of this system is that the released rail panel can also be loaded in the roller rakes for carrying them to the secondary renewal site. The system consists of two chute wagons, two clamping wagons and thirty-two intermediate wagons for transportation of 520m long rail panels. The train can travel at a speed of 120 kmlh.

4.2.2 NEWAG SYSTEM

This system has been manufactured by NEWAG, another German firm. With lhis system 320m long rail panels are transported in three layers. Rails are directly placed on wagons having sliding arrangement under the rails. These wagons are also provided with the side stanchion (side extension rods) and there is no chute or clamping wagon. On the last wagon there is a continuous welded rail propulsion system. These rakes can run upto a speed of 100kmlh. Rail panels are unloaded with the help of propulsion system having crane and crawler (tractor) arrangement. At the site, pairs of rail panels slide to the desired location with the help of P,J

propulsion arrangement. The system seems to be quite useful for 2 unloading of rails at the new construction sites and can be used in 0 conjunction with existing Rail Threader, PQRS and TRT machines on Indian Railways with some modifications. The complete technology, their sitelfield conditions vis-a-vis Indian Railways' condition need to be visualized and studied.

4.2.3 COWANS SHELDON SYSTEM WORKING ON BRITISH RAIL NETWORK

The system has been developed by MIS Cowans Sheldon Clarke Chapman Limited, UK, for transportation of 32 rail panels, each of length upto 275m. 'The Long Rail Delivery System is working on British rail nehvork. Rails are fixed on the first and last wagons and handling at the site is done by a wagon mounted self propelled gantry crane having special pincer to grip the rail, which can move upto the last part of the chute wagon of the rake. Rail panel slides and gets unloaded at the desired location through guides and support arrangement as the rake moves forward. The train can run at a speed of 100kmlh. The system is similar to MIS Robel system.

4.2.4 The details of the above three systems, as obtained from the original manufacturers, are placed at Annexure 1 /j-23

5.0 OPTION FOR INDIAN RAILWAYS

5.1 The suitability of a system is to be considered from the point of view of Indian Railways' requirements. The new system should Rave a wagon mounted mobile self-propelled gantry crane of adequate capacity which shall depend upon the length of the rail panel to be transported. The wagons should have frictionless rollers with strong rail clamping arrangements and chute wagon of proper design. The system should also be able to load as well unload rails quickly without causing any damage to them. Such rake should run at about a speed of 100 kmlh. Adoption of above type of system shall give following advantages.

i) Handling stresses by way of dents, bends, twist etc. will be eliminated

ii) Loading and unloading time will get reduced. 0\ cu

iii) Faster movement of rakes will be possible, which would result in N better utilization of locomotives and rake. a>

0

iv) Released rails from the work-site can be loaded back into the rake and their transportation to the sites of secondary renewals would be possible.

v) Transportation of longer rails shall ultimately reduce the weld population.

vi) There will be overall saving in manpower and it will be possible to transport rail in most economical and safe mode.

5.2 DEVELOPMENT OF NEW WAGON

5.2.1 Indian Railways need improved version of roller rakes for transportation of 480m 1520 m long rails. The existing rakes have many shortcomings and as such efforts have been made in RDSO to conceptualize the design of new wagons with the following features.

i) Swiveling type rail support arm

ii) Swiveling type bulkhead to have ease during opening and clos~ng

iii) Longer wagon to transport 10 120 rail panels on 8 I 16 wagons instead of 9 I 18 BRH wagons.

iv) Fixed rollers with roller bearings.

a) Leading to smooth unloading operations. b) Eliminate repeated handling of rollers during loading and

unloading. c) Eliminate theftlloss of rollers. d) Longer roller life.

V) Positive anchoring of rails to prevent longitudinal shift.

vi) Non-metallic rollers in place of cast iron rollers.

The critical dimension of the wagon is as under:

Length over headstock 15890 mm Length over coupling face 16819 mm Bogie center 10594 mm Overall width of the wagon 3200 mm Maximum axle load 20.32 tonnes No. of rails per layer 12 No. of layers per wagon 4 Total no. of rails per wagon 48

Sketches showing details of the wagon are placed at Annexure 11 11-5

5.3 However, these wagons will have to be provided with a self-propelled wagon mounted gantry crane for loading and unloading of long rail panels. The modification and fitment of necessary accessories will have to be carried out as per the suggestions given by original equipment manufacture (OEM). Indian Railways should use this newly designed wagon in the roller rakes. The crane along with TOT should be procured from the world market.

6.0 REQUIREMENT OF NUMBER OF RAKES

6.1 Requirement of roller rakes on Indian Railways for Loading and Unloading of 520 meters long panels ex Bhilai ( Durg ) to Zonal Headquarters.

6.2.1 As indicated in Annexure-Ill, the distances of zonal railway headquarters from Bhilai are as under:-

' DISTANCE : ZONAL I I IN KM I RAILWAYS 1 -

- .- -

NE- Bhilai-Katni Katni-Lucknow 492.00

I Lucknow-GKP - - i 1239.00 t- 1 466.00-

Katini-Lko 492.00 1 LKO-Guwahati 1419.00 !

2377.00 405.00-

BZA-Chennai 432.00 I

Secunderabad ~h i la i -~ i ja -Gada SC 1 Vijayawada-SC I-

d-. - ~- ; 766.00 I ;: cu

6.2.2 Total Kilometer of zonal headquarter from Bhilai = 10526 km. cg c3

Average distance of zonal railways HQ.= 1052619 = 116955km. Add 25% for movement within the zone, which will increase the total average distance covered during rake movement i .e = 1.25 XI 169.55

= I 462km Say 1500 km.

Long rails to be transported will be approximately 75% of 4.5Lakhs tonnes rails procured every year = 0.75 x 4,50,000 = 3,37,500 tonnes.

Haulage capacity of rake @ of 48 panels of 52kg160kg section each of 520m shall be 1397.8 tonnes.

No. of rake run required shall be 33750011397.8 =241.4 rake - runs Say 242 rake runs

Days required to cover the distance of 1500km @ 30 kmlh =I 500/30=50.00 hrs =2.083 days

Days required for unloading = 6 days ( at two locations in zonal rlys). Days required to come back to Bhilai = 2.083 days Days required for placement, repairs & maintenance in TXR depot = 1.5days Days required for placement in steel plants = I days Loading of rails on rake = 2days Total no. of days = I 4.66days

Say 15 days

Rakes required for the operation round the year=242 x 15 1 365 =9.945 Say 10 rakes

Assuming 20% more rake requirement from the consideration of POH, secondary renewals, unforeseen situations, etc., Indian Railways shall have to procure 12 roller rakes.

6.2.3 Numbers of rakes required for transportation of 480m long rail panels shall be 5201480 x 12 =I3 rakes.

6.3.3 Rake formation for transport of 520111 long rail panels

One engine + one workshop cum staff rest van + 32 Modified BRH wagons + two chute wagons + one guard brake van. Clamping arrangements of long rail shall be done on the end wagons carrying the long rail. The total length of rake shall be approximately 598m.

m 6.4 65m long rails can be transported to site in a set of four BFRs. To have Cr,

economy, it is desirable that rakes of 32 such BFRs are formed for loading W cg

of rails at rail manufacturing plant. Till arrangements for mounting of self- Q propelled gantry are made, these rails can be manually unloaded at the site as per present practice.

7.0 FINANCIAL IMPLICATIONS

7.1 EXPENDITURE ON ROLLER RAKES

Based upon the preliminary enquiry from the Original Equipment Manufacturers and Wagon Directorate of RDSO, the approximate cost of one rake of modified wagons and complete system shall be as under,

(i) Cost of 36 new BRH wagons @ 16 lakhl wagon = 5.76 crores*.

(ii) Cost of self propelled gantry crane, modifications of 32 intermediate wagons, two chute wagons, clamping arrangements, etc. = I 1.25 crores*.

Total =Rs. l7.0lcrores Say =Rs.17.0 crores.

Thus, total investment for the acquisition of 12 numbers of 520m long welded rails carrying roller rake shall be Rs. 204 crores.

* Cost of BRH wagons is based on rough estimate obtained from Wagon Directorate. The proposed expenditure towards installation of self propelled gantry crane and modifications, etc. is based on preliminary enquiry from MIS ROBEL. These figures are liable to be changed after detailed interaction with the suppliers.

7.2 EXPENDITURE TOWARDS DEVELOPMENT OF ADDITIONAL INFRASTRUCTURE AT STEEL PLANT.

(i) Cost of synchronised gantry - -- Rs. 10.00crores

(ii) Cost of installing two numbers of stationary flash butt welding plants - -- Rs.20.00crores

iii) Modificationladdition in (he rail manufacturing plant - -- Rs.200.00crores

(-9

7.3 SAVINGS * ?J

0.1 cd 0

(i) Reduction in transportation of single rails=-Rs.30 crores per annum

(ii) Saving due to inventory of loose rails =-Rs.15 crores per annum

(iii) Savings due to reduction in number of welds =-Rs.40 crores per annum

(iii) Closure of seven (out of nine) stationary flash butt welding plants =-Rs.25 crores (one time)

(v) In addition, there shall be considerable savings on account of better utilisation of loco and line capacity. As there will be huge reduction in weld failure, safety and punctuality on lndian Railways shall improve, giving indirect financial benefits.

(* Detailed calculation is attached as Annexure-IV)

8.0 RECOMMENDATIONS

8.1 Indian Railways should impress upon the Steel Plants to produce rails of 120m I 130m length. The manufacturing plant should also install an integrated stationary flash butt welding plant for conversion of these rails into 480m I520m long welded panels.

8.2 As an interim measure, the existing Bhilai Steel Plant should produce 65m long rails. These rails can directly be taken to site for conversion into LWRICWR. For the purpose of in-situ welding, lndian Railways should procure mobile flash butt welding plants of appropriate technology.

8.3 The rail manufacturing plants should also develop the latest infrastructure facilities like synchronised gantry system for loading of the aforesaid 480m 15201-11 long welded panels.

8.4 Rail manufacturing plants should acquire know-how for implementation of quality assurance process for production of long rails. In this connection, their team should have interaction with the leading rail manufacturers of the world.

8.5 While transportation of rails upto 65m length can continue with the existing roller rakes with suitable modifications1 improvements, long rails of 480m 1 m 520m length should be transported with the latest mechanised roller P.J

a rakes. The new rakes shall have a wagon mounted mobile self-propelled gantry crane and other facilities as suggested in para 5.0 of this report.

8.6 Indian Railways should use wagons of their own des~gn for new roller rakes. However, self propelled cranes of appropriate technology along with know-how for modifications in the wagons should be obtained from the reputed firm abroad. Alternatively, lndian Railways may consider import of only two numbers of self-propelled cranes with transfer of technology for manufacturing the balance equipments indigenously.

8.7 As the roller rakes loaded with 480m I520m long rails will move from rail manufacturing plant to the zonal railways and back throughout the year, a centralised control will be required to be established in Railway Board for monitoring loading, unloading and movement of the roller rakes etc.

8.8 Exclusive TXR Depots should be established near the plant for maintenance of roller rakes. For POH of the wagons, a suitable C & W Workshop located near the Plants should be nominated.

8.9 lndian Railways should consider development of three roller rakes exclusively for transportation of long rails to new construction and gauge conversion sites. These rakes should be provided with a rail propulsion unit and crawler as mentioned in para 4.2.2 for unloading of rails.

8.10 With the production of longer rails of 480m I 520m length, the requirement of in situ welding will come down drastically. Therefore, the site welding should be done by AT welding instead of mobile flash butt welding plant.

8.1 1 A team comprising of officers from Railway Board and RDSO is visiting Europe in August, 2001. They should study rail handling cum transportation systems available there in detail. The team should also have interaction with the leading manufacturers.

ROBEL SYSTEM

This equipment enables long welded rails (standard model: 30 each measuring 180 m) to be quickly arid economically drawn onto and off rail-carrying trains both on straight track and in curves and ensures safe transport over long distances. Average time for loading or unloading one pair of rails is 2 to 5 minutes. ' I I l l r ! Iri;llli!i!l n t l ~ ~ ~ l u ! ~ ~ ' l l t ih ttt8~t~ol,~1I 011 a:r,v,'t;~l rlooll,: W:IIIOII'; ~:c~t~lllr:rl Ir~~lr : l t l r : t In rlivr Il!c nl ip~ull~i;! ln II!II[IIII AII i t~rlol,~it ir lot~l gatllry crnrtc ltrris or8 ;tttxil~;try tiltls lrlrtl <>vet Ilrc IC*IIUIE lerlgrlr of l l ~ c rail-car-ryirig lrairt. Tlie lrarisporl uriil of llle rail.carryirly ltairl

I cortsisls ol c l ;~ t~~ l l i t ig W ~ I ~ O I I S . sev~!ritl i l ~ l e ~ ~ ~ ~ c t l i a t c \%ragoris and a cliule wagoli set as lail wagon.

I l i c rllttle wngoti s r l r l~ity Ibe r~ l ie~n lcr l in!lcl~e~irlctilly 01 Illc llatispotl u ~ i i l and can Illus serve several rail-catrying trains. Tliis lpc~~i i i ls eco~ioti i ici~l use 01 ~pe~scr-iriel slid belle^ rrlilisalio~i 01 each work sliilt.

Tlie l o~ ig tatls ale slackecl or1 Ilic rail-carryitig train in three tiets on support bolslers. Ridges 01 teelh divide llle healing girders of tlie sul~l lot l bolslels itito iridividual conipaltriielils lot llie rails Tlie lwo upper girclers can be swivelled aroutid crossbeams bolli lorigihtdinally 01 at tight angles to the wagon in wotk [~osition Rail-carrying rollers resting on anlilriction bearirigs are lil lcd belween tlie "lectli" lor loatling arid unloading the rails and lor leriglli compensation when passing over lrack curves. A suppoll ~OISICI will1 i l l i c l io~ i~ lg l l i i l i ~e is ~i ior~r i let l 011 111e clariipitig wagori. Tlie loatl is sccu~etl to lliis anclioring franie lo sliield llie rails against llte ellect 01 acccleralion and deceleration lolces. The support bolster is ol rugged conslruclion and is braced over llie wliole wagon.

Loading Rail loading 1s usually carried oul in paits. Tlle ~ail.cn~tyitig ttain is l)touglit up lo lhe worksite so thal the ends 01 the rails can be gripped by llie tongs 01 Ilie hydraulic atticulalecl cranes. Then lliey are lilled to llie lieighl of the last roller. The locornolive lhen 1110l)cls Ilie lrain rrnder the lilted tails wliich arc lirsl posilioned into the channels and then between the guiding rollers of the chute wagons by means 01 (lie cranes. Tlie weight 01 !lie rails causes tlie rollers to move in such a way lhal the rails are held at llie head and prevenlerl lrom tilling. Tlie rail clids ate held corlslantly by tlic cranes, guided arid positioned between tlie teelh 01 [he bearing girders. The lrain moves lorward undernealli while lhe ganlly crane uses ils own power to pull on Ihe rail ends in order to keep the rails taut. As soott as the rail ends leave their fixed positio~i on the sleepers. the gantry cranes pull the rails upwards and along the whole lengtli of llie train ttrilil lliey reacli their linal posilion. lrnmediale application of rail clamps on the support bolster of the anclioring frame secures lhe long rails against sliding due lo longiludinal forces. The gantry crane lhen runs back to the end of lho lrain in ils o~iclitial posilion to load llie next pair 01 rails. Loading resp. unloading 01 rails ensues either in the cenlre of the track or lalernlly.

Unloading For Ilnloading. Ihe rail ends of one pair of rails are gripped by the gantry cranes. llien lifted, pushed and positioned into the

h 03

clianncls via tlic gi~idirig lollels. Allelwa~ds tlie galilly ctnncs are gripping the rails lurtlier back and push lliern frorrl the t r a i n unlil tlie elids loucl! Ilie gtound. Tlie tails are lixcd to llic tlack by means 01 rail clanips arid shorl ropes. Tlie locomotive t h e m pi~l ls the train away lrotii uticler the faslened rails. 0

Gantry crane Tlie ganlry crane travels under its own power on clane tails over tlie whole lenytli 01 the rail-carrying lraln. The crane rails are lixed longilucltnally lo orre wagon only and on llie other wagons are siniply led lhrough bracing wedges which allow longitudinal tiiove~nenl. Two nrticulaled ctanes wliich can be tnoved liydraulically both vertically and to each side are mounted on the ganlry crane wagon. Orie lu~riablr? aiid ar-lic~tlatecl tail long is lilted to the end of each jil). These grip llie rails at Ilie fishing surface to avoid tlntiiage to llie rail edges. ILockitiy tongs liold tlie lails sale against tilling. Tlie loligs ate inle~chanyeable to lit dilferent types of rails.

Loading

Unloading ,- ...

The rails are i~ldividrra/ly clamped in an Tliree layers o l rails niay be lonrled or110 a~iclioring lranie 1Ile liaill

For l l i l l v ~ # f / i ~ ~ ~ l~r!si(/c lllc 11,1t:h, 1/10 i:ll/s ;tlu / J I ! / / < ! ~ / C I I \ V , I I ( / 711e i i~ , : i r r l l ~ r l ,~~~ ! / l l i l l . i 0 0 1 l l r , ! I , . I I , I l irl~lc!,rl~~;rlll i l l<: .lrlcll~11~:1l 111 llte /~111~r;11 C I I~ I I I IC IS 01, 111,: gd111iy CI' I I IC 7'11~ I ' I ~ cocls ? ~ t d J L I U (11 j.8, 1,s TII,! ~ ~ 1 3 ~ 1 ~ 0 ~ : 1 ~ ~ ~ ~ 1 1 , ~ ~ ~ : ~ :;/I I I I I ! I , I ,OIIIII~VI <:11111,!s lirotl lo lllu 11,rc:h 11). rr1~!.111:. rd~:hrrrll>s ( I l r ~ l o . ~ ~ l r r ~ ! ~ 111 111,: [ I I V \ . < m, i l I I I I I ~ . I V ~ ( $ 1 ( L I I I P I , < / , : , I , I \ / < ~ , I O I , I ~ , , 1 , ) 111,' : , I ,Y I , ! I : ; ,:,~Ill,,l 0 1 l,,l,.l, <,1,::1,<3:: ., ,~,~,~,,I,, , ! , l , , l f1, I 1 / , , > , ~ , , , , 1 , , , 1 , I , , , , , , , , , l . . I

16

Gantry crane

I I I ~ ~ ! x ~ I 11, IIII~, ~ - t ~ r t i t ~ r l<l I l l I .I I !)I:', ;III ~ ~ c ~ o l ~ , , l , ,I ~.!,III~CI,~I, ,I.!:lrol,~~ OIII~~III (I1 1 1 , ~ r IIIN 1i:';I) , ~ l : ' : l l ~ O IIIIIIII I ll,~l l~llll, ,;;l~ll,:lly I t ~ v t ~ l l i ~ ! ! ~ ! : ~ u ~ ~ ~ ~ l , v;~~i:tt)l<, 4.wI1ccI [I~ivc I ~;lcl ivc powcr n l 10 k11i1li Max. l~nclive lpower at 0 - 5 kr111ll I lytlloslalic 111;1kc ocliriy 011 all 1 wllcels: ~liocliatlical palking brake acling on 2 wheels.

Slewing crane liydraulic, two units

.illiri<l caliacily will1 3.57 111 j111 ~ad i t~s , each Slcwitig powcr, eacli .illirig spear1

Dimensions and weight of the gantry crane

.englli I Widlli 1 Heiglil Nciglil wllli drrver's cab

l l ie equiplnenl described and illustrated here is a slaridard model as used by tlie DB l l l ie r design varialions, i .e adaplalion lo oltier ccndilions, are possible.

( ROBEL BAHNBAUMASCHINEN GMBH D-83395 FREILASSING INDUSTRIESTR. 31 / I'osllncll 1157 - 1.)-833131 I'lnilns$lh~q Inl. 0 06 5 1 1 GO9 - 0 - Inlol:.~x U f j f i 51 1609 - 1 4 5 . e~nnll: Illfo@roIml-rall.coln

J E W A G S V M 98 :ONTINOUS WELDED RAIL PROPULSION IND LAVING SYSTlIM

'1," CWR ~ ~ r ~ ~ ~ ~ u I ~ : i c ~ n rnr\d l>tyi81(1 :?y::tnto> S V M !lR l > ~ t ! t

man ~ lo~ ig !ood I<,! 3 ~ l i l l n ~ ~ n t roil < : o n v ~ y i n t ~ nnri Iny i~ tq~ !*+>!I.

THE SVM IN WORK MODE 1 WITH GANTRY CRANES

I . Unloi~diog ond convoyiog 01 continously wolde,l r i l Indon t r n r l < ~ r r t l i t l 1101 W O ~ D ~ C wi l l ) i t

length 01 120 l o 3 6 0 m nnd lnying of thsan roils in front 01 the CWR trnin os auxilinry trock lo r Gorltrv Crnncs.

2. Ur>landirq ond conveying of cor~t i r~ously wcldcd roil lnden an normol f lat wogons with a length of 1 2 0 to 3 6 0 m end propulsing o l tho roils alongside tho slecpsr wagons of a track laying mnchinc beyond the head of the track lover far direct thresdding anlo new slccpers.

- .. -.

3 . Unloading nnd convnyirq 01 co~rtinously wcldod rnil Indon on narrnnl flnt wngorts will, o longlh of 120 to 3 6 0 m and propulsing of lhc mils olongsido thc slocpor wagons of n ronewol's troin to l l io hoed o l Itre fcnownl's . machino lor direct thrcodding onlo new s1oe13crs.

Two CWRs will be picked u p b y NEWAG Iss t hook rail pincers end pulled lorward b y parnllnly running cnpntnn winches onto tho dock o f tho SVM whnro ihn CWRI nro parnlloly guided b y hydroulic rail pincnrn lnro t lm NEWAG CWR propulsion system.

Tho NEWAG CWR propulsion systom comprises 2 hydraulically driven persllely running caterpillar trucks. l i t ted wilt, rubber covers ond a hydroulic rail prossing systarrl mounted sbova, pushing l hs rail ngninat tho rubbar ptoted catefpillar truck.

The propulsion system is strong enough, t o convey CWRa temporerily l ishplated to a man. length 01 approx. 2.000 m ahead of the rail train.

Aftcr the CWRS have passed through the propulsion svstom, thov are nicked UD b v 2 sots 01 ~s ro l l o l v m o ~ n t o d h y d l o ~ l ~ c raI ptncers a h l c h g u d s the CWRs t o thn lrnck ~ l e c l o r m l n a n l o l m n l ~ o n l to 1 mo le l o 1 9 of rntl plncnrs nlauntsd onto n 2 ~ x l o RUXII 8," wegon n l ront of tits SVM.

This ouxiliory wsgon is also f i t tod b y a hydroulicolly orticulntod rail slide at i ts front sidn, which conveys the rails snlcly onto tho formation, ohserving the bonding and delloclion limits 01 the CWR.

Far tmnsport, tho rnil slid0 systnni is p ivolod onto the dock 01 the nuxiliory wooon and does not lrrlorfore w i th the stsndord gauge.

On the formation, e catarpilier truck driven trector or crsno, respectively a tractor l i t ted w i t h ballon lyres a n d m s hydraulic rail pincer will pick u p tho 2 rnil heads bein= convoyod from tho rnil trnin through lho S V M to t h m lormotion. a

a The troetor wlll only oulda and Qauga l l tn 1 CWRn OR lhs formation, but will not pul l the roils. The speed of the tractor is synchronised to tho spacd of the propulsion 5YStOlll.

By moans of the hydraulic rail pincnrs l i l ted l a the trt!clor, tho I I nrn jttgt sli(ll11ly l l l lnd a l l tt ln farnmtinn end gaugod itr a prapor wny l o bocamo tho auxilinry track far the Gantries. Typically, up t o 'Z .000 m of CWR temporarily fishplated on rhc S V M before entoring into tho propt~ls ion system. will be conveyed end lnid onto thc lormnt ion to become !he slave rnils for the Gantry crancs.

The convoying and laying npoed will hr: nrlprox. 1 .000 1.500 rn tlnr hntlr lor 7 nnr:!llll CWn'l.

IIE SVM IN WOlll( MOIIC 7. WI111 A 1nACK I.AVINO n A l N

'wo CWRs will bc picked up b y NEWAG Isst hook roil inearo nnd pullad lorwnrd b y pnrnllely running caprton vinchos onto tho dock of tho S V M where tho CWRs nra ,ornlloly guidod by hydraulic roil pincors into !ha NEWAG :WR propulsion lys tam.

I l o NEWAG CWR propulsion syr lotn co#nprires 2 ~ydroulicaliy driven parallely running caterpillar trucks. i t ted w i t h rubber covers and e hydraulic rail pressing ;ystem mounted above, pushing the rail against the ubber plntod caterpitlet truck.

The propulsion system is strong enough, to convoy :WRs temporarily fishplaled to a max. length of approx. 1.000 to 1.500 m ohead of the rail train.

4ftor the CWRs have possed through tha propulsion jystom, they RIO pickod up by 2 scts a l parollcly n o u n l ~ d hydraulic roil pincers, which guldo the CWRa lo the sleeper wagons of tho track layer.

The sleeper wagons will be f i t ted ternporetily with hlngad rollsrs at both eldes on whloh the CWRa nro convayad paretlely alongside tho train. As soon as they reach the head of the track lsyer, the CWRI srs being pickod up b y the rail pincers of the ttack loyor and guided onto tho farmotion.

On the lormotion, s cotorpillor truck driven trector or crane, raspectivoiy 8 tractor l i l ted w i th bslian tyros and a hydreulic roil pincer wil l pick up tho 2 rail heods being conveyed from tho rail train through the S V M l o the formation.

The tractor will only guide and gouge !he 2 CWR4 on the formation, but wil l not pull the reils. The speed o f the tractor is synchronised to the speed of the propulsion system.

By means o l the hydraulic rail pincors f i l led to the tractor, the rail ends ore just ~ l i g t l t l y l i l ted off the formation and gauged in a proper wey to be picked up b y the rsil threeddor pincers o l the track iayar.

Typically. up to 1.000 to 1.500 m of CWR tempornrily lishplatod on the S V M bolore entering into tho propulsion systom, will bo convoyod end laid onto tho lormation ohead o l tho track layer.

Tho conveying and loying spood will be opprox. 600 1.000 m par hour lor 2 porallsl CWRs.

THE SVM IN WORK MODE 3 WITH A RENEWAL'S TRAIN

Two CWRs will be picked u p b y NEWAG feat hook rail pincsrs and pulled forward b y parallely running cepstan winches onto the deck of the SVM where the CWRs ere parallely guided b y hydraulic rail pincers into the NEWAG CWR propulsion system.

The NEWAG CWR propulsion system comprises 2 hydraulically driven perellely running csterpillsr trucks. l i t tad w i th rubbar EDvsrs and a hydreullo rail PIesslnp system mounted above, pushing the rail sgalnst tho rubber plsted caterpiller truck,

Tho propulalon syntarn I# strong snough, t o oonvav CWRs temporarily fishplatad to a max. length o f approx. 1.000 to 1.500 rn ahead o l the rail trsin.

After r h o CWRs have passed through the propulsion system, they are picked u p b y 2 sets of persllely mounted hydreulic rail pincers, which guida the CWRs to the sleeper wagons 01 the renewal's trein.

The slaeper wagons will be f i t ted temporarily w i th hinged rollers e t bo th sides on which the CWRs are conveyed parsllaly alongside the train. As soon as they roach tho hand o l the track layer. the CWRa are balng picked u p b y the rsi l pincers of the renawnl's troin end directly threaddad onto the new sleepers.

As en alternative method. a roodrail vehlcle in Iron1 o l the renewal's train, f i t ted w i th a hydraulic rail pincer will pick up the 2 rail heeds being conveyed from the rail trein through the S V M t o the heed end of the ranewal's machine.

The roadrail vehicle will only guide the 2 CWRa and ley them down on both sides alongside tho existing track. It will not pull the rails. The speed of the roadreiler Is synchronised to the speed of the propulsion system.

If the now rails are laid alorrgsido the existing track b y the SVM beforshond, or psralelly w i t h the sleeper ranawels operetion, the n e w rails can continously h9-f threadded onto the new sleepers as the rsnswel tr* procaads. Q

43 9

Typicnlly. u p to 1.000 to 1.500 m o f CWR temporartly listrpletad on tho S V M before entering Into the propulsion system, will b e convayad and laid onto the lormation ahead a l the track layer.

The eanveyir~g and l o y i n ~ speed will ba approx. 6 0 0 - 1.000 rn per hour lor 2 perallel CWRs.

NEWAG-

Tl lE SVM COMPlllT.FR 7 WOnK STATIONS

Station 1

Station 1 is the winching station, f i t tcd w i th 2 lieavy duty capstan winches and an auxiliary winch as well 0s a automatic transfer system for the rail pincers end winch ropes o l the main winches. The automatic transfer system cases the work for the crew as they don't heve l o carry the heavy ropes.

It also featuros a hydraulically operated rail l i l t ing system, which varies in height in synchranisetion wi th the height of rnil layers on the rail wagons.

Station 2

Station 2 is a first set of hydreulic rail pincers, picking u p the rails f rom the capstan winches end guiding tham into the NEWAG CWR propulsion system. Inbetwoen station 1 and stelion 2, there is e fishplating ores, where CWRs nre fishplnted consecutively after tho previous CWR has run through. Shortly belore 2 CWRs have completed their run through the SVM, onother set of 2 CWRs will be pulled forward b y the capstan winches into the fishploting erea.

Firhploting is by meens ol temparery lishplstos. onsrnlino an tho nrincinlo of n tornuo hnocd nouoozo. ~. . . Air d r i vo i fishbolting nrochines ore piovided in t h k a r m . The rail ends ere not damaged, no lishplating holes are required in the rail ends

Station 3

Station 3 is the NEWAG CWR propulsion system, comprising of 2 heavy duty hydroulicnlly driven eotarpi l l~r trucks, f i t ted w i th rubber covers.

Hydraulic cylinders end a pressinglguiding device pick u p the reils end push them onto the caterpillor trucks. The ceterpillor trucks run forwnrd lor reversal ond provide the propulsion of tho CWR. The speed ol the NEWAG CWR propulsion system is variable, as Is the pressure of tho tail pressinglguiding dovice.

The NEWAG CWR propulsion systom con be pivoted approu. 15 degrees to the outside in order t o deviete the CWR towords the sides of the sleepor wagons (see above working method 2 nnd 31.

For transport, the propulsion units are pivoted bsck into a locked transport posit ion in order to not infringe w i th the structure gauge.

Station 4 Station 5

I Stntion 4 is n sot of perallel n lu l l i arliculeted hydraulic rail pincors wl l ich pick up the rails, coming out of the CWR propulsion svstam nnd diroct iharn t o stntion 5.

Station 5 is o sot of pnrnllol mul l i orticuloted hydraulic I roil pincars which pick up the rails, coming out o f slotion 4 ond direct then? to the farrnelion ( for work modo 1) or toward the sleeper wngons lwofkmodn 2 nlid 3).

lnbeiweon slntion 1 lwinehing stolionl and stotion 2 (propulsion cysteml, the driver's stand is mounted. Thanks to the elevated position, the operstor cnn visunlly control nll opo,ntions on tho mnchir\n, dirocrly or b y n ~ a o n s of e video cnrrlere syslcn? end a n~ot i i lo f . mounted in front of him.

Station 4 and 5 are f i t ted w i th e n auxiliary dsshboard which allows to adjust the pincers properly at the beginning of each conveying and laying operation. They ramsin unmanned during norms1 operation.

Stntion 6 Is the Dower utiit. c o n ~ n r i s i ~ i a 01 a l a w emission watercooldd and auparchorgbd 1 8 0 k W diesel engine, the distributor gearbox, the hydreulic pumpe and tho nir camprossor

An auxiliary dsrhbaerd is f i t ted t o start end run the engine. The angina i s aulomatlcally end parmnnently controlled b y the machlne'e ADC system (Advanced Driving Control system).

Ths engine is noise Insulated. The 2.000 1 luol raeervolr Is sufficient for e week's work.

Station 7

Slolion 7 is e genset o f 2201380 V. 50 H2. ful ly noise insulated.

Tho driver's s lsnd and all work stntions 0 1 tho rnnolti!,~ fnnrr~rn n roof covar ond n ~ o y bo fully onclosod for whenthcr protection 011 roqunst

NEWAG SYSTEM

NEWAG SYSTEM

NEWAG SYSTEM

NEAWG SYSTEM

NEWAG SYSTEM

NEWAG SYSTEM

NEWAG SYSTEM

COWANS St-IELOO1\1

PATENT PENDING I : ! : I 1, 8 1 1 1 8 1.c: . # 1 , 1 . : L i l .1,1.1,:, 111 1::: 1:ii:.1 (>.ill! ~ ~ 1 1 / 1 ~ 1 , 1 1 11,: \ ( :,:11.:1 ;::::I,>I,III 111 1 11\s.111.. ~ l l ~ l . l ~ ' ~ l . . .

Opcrat iot la l Descr ip t ion

of the

Cowans Sheldon

L o n g Welded Rai l Dol lvoy Sys tc ln

I / l i r i l on t l in !~ Train

Tlie I.orig Wslded /?a11 Unloatling rain is dzsigned to a r r y :?LS type C[.:NGOEI, l lat boltoni 1 1 3/\ and 75ks cond~rclor.

The Ira111 c ~ i i i accorninc~tli i\e 32 o l l l ie spec~fied rails In .~~rro,-s ~zngt i is from 7% l o i l l6 rllelres

\'fit11 ?xlra wilr jonr lhe syslerii tias lh? capabil~ty of ha-,jlin; - 2 s ?r:, l o 275rn which - could [~rovrtlc! a delivery capabilily of hvice the existing scnerr.25 I nrs coc~ld be furlher irilproved \!JI\ /~ ihe rnorc efficient and qulcker unloading rnzlho: z r l ng offered.

21 [?ail Carr ier Sys tem Rol lc r Banks

The 32 r;~ils are carried o n carried on specially designed rdle: z x k s

'Vlie rails are oosilioricti o n lhr: roller banks a l [he depot eisur l r ; ;?at the rail ~ n d s are bc lv~ecr i I I i t ? t l ivit l ir i~] lierldsloclc arid the roller bank on 1-2 ua;J l sat adlacenl l o lt ie ~~nloat j inc j viagoll.

The roller 11;lrliis ;lie sc l f - co~ i l i ~ i ncd L I I ~ ~ I S rnoi~nle(J or1 a r.;rila nr-:;.cJ base frariio will1 slantlard I IS 3951 bo!lorli curlier' l i l l i r~gs

Eacli roller l)nnlc IS f1115d \villi 32 flanged rollers. Flang5.2 .~! l?:s 2-s -5-d to reduce [ l ie . . .

drag of l i l t : (ails viliicli occurs II plain rollers and guide pla:ss arc -sed d - 3

Tlie flariqod rollers art? carried on precision ball bear~n;$ rncufi:+j on individual sleel I r )

axles w l i i c l ~ are located in (he roller bank artiis. n J Q3 n

IZacll I.~iiril( 11;is fotrr ilrriis. I l i a l o v ~ ~ r arrn i s inlcgral vr~tn ' ihe s-:-:ranla and tlia o h ! r it1ri.e srins \,ivoI r,n cr s i l~g lc sida support posl. The sup?.x( OCS: s built in lo 1110 strb- frame.

. , , ,

I'lie (Iivol c:crilre i!i clesigiled l o cc isu :~ ilja! I t ~ e rollzr i m s :,,.n~ clzar during rail loadirig aritl can I)? pivolcd inlo p o s ~ ~ ~ o n and posilively loc j t : -?fore being loaded

' ' iijilh lhe rails The arf i is do no1 need lo bs s ik~ung clear a c i n g -r r311 unloading.

13'1 R a i l C:a~.rior Sys tc in Clanlping Bank. . .

f i e c ~ ~ m . \ p i i , ~ Sgsf ern is incorporjt& htafour 6F.-tRc pot 1 tr bankc a s + p ~ ~ 4 b e ~ ~ p ~ v e

%ese , & ~ r r b.anks a r c @si&on,d, QQ t&e,n~aa?r! -. d~ ,~~ : fo :%pc . f~ f l oFitRc -train

COWANS St-iELDOI'4 I , , , . :. . . , . f . . I I I I : I , 1 1 l I . 1 L r l [I!!;

~ , l , l l ~ t j i : r ~ \ j 1 1 1 1 7 1 1 ~ 0 i i 1 5 ~ d ~ I I S I I I ~ S Ihal lhe rarls are restrained l o mee l the relevant grouy, siaridard.

I

I Iacl i r;111 I:; clar~il,dd by a rr\ect>anism supporled on the roller bean1 above the ra~l . 'rh? n l z c l i ; ~ r ~ r s ~ l ~ IS d ~ s i g n s d l o provide postlive self locking as longitudinal forc is are applieii l o the falls. The clamps are applied and released using a metered torqu? LV~CIICII.

'l'he clarrips are also arranged to pivot clear of the tops of the rails as tile roller bank i:, rolated l)acl( inlo place after during rail loading.

l'iii. ( : I ; I I I I~~II I~ i l r i ( J releasing car1 be carried ou l from eilher sid? of the wagon 3 y 5

single operator A safe protected area is provided (or the op?ralor adjacent tc th? c l ~ r i i j ~ r r i ! ~ 11anks. Tl is deck height or\ the wagons is less lhan 1400 mm lo cornply wili'i over 111'li11i VJ~IC iegulalions.

I I l7;iiI Carr ier Systcri l - Stanchion Guides

Sled Si;irlcIiior~s arc rriounled along the wagon sub-frarnzs lo prevent :ail5 encro;lctiing Ill? loading gauge.

I'hz s l a ~ i ~ : l ~ ~ o s i s incorporal;. plain rollers carried on plain bearings and piris lo rt:uc._- ill,? t l l ~ l ~ ~ ! j l l l < j ;lrirl iaJcar e:f;.ct on lhe bol lom flange of the rail.

Access s leps and handrails arc incorporated inlo the sub-frames carrying lhe .die. barllts, TIIS floor area IS also covered wilh suilably supported open rnesh lype floo<ing

51 I<;iiI IJr>Io;lding Wagori.

I'hc rtill r~r i loadi r~g wagor) 1s pos~l ioned at lhe end of the lrain betweeri l t ~ e lasl rolle: I~ar ik i i r ~ t l l l ~ e clitr!c v~aggon 'The e q ~ r l l ~ m e n l or1 lhis wagon comprises:

Rail G i ~ i d e syslern

- i ia i l I ~ , ~ r i s l ~ o s ~ r ~ g . s y s l c - r ~ i

i 'Th,: s i i p j ~ i ~ r l s ~ ~ b - i r ; ~ r n e is similar in design l o t h6 roller qanks ail& at&, self conta.7ac ur111i; I I ~ ~ ! I I I I ~ ~ or1 a container type bi~se frame w ~ l l ~ slandard BS 3951 bottom c:.n?: ri l l ir~gs Or ;~ \ *~ i l i g !?f?r?ricz

'lhc: r i l l1 ~i~ari ipi, lalor 1s a sioyle unit with lvro telescopi~ig booms. Eacli boom is =:l*d v~i111 ;I 11i j?111:r ;11111 0 1 ) l l~<: t : r l { l 01 i l r r cxlendlng secliorl of Ihc boonl.

il)l-: i l i i .> l~t . i i i r l l l 1s l~rovrdetl l o enable rails to be lifletl from the 4 tier rail bank

'Ihe -bele 8c.opin bmm s e c h a i s - ' &ed +c enab le rd;\ ends tn b,e a Iigned-fw unloadin?

(7

COWANS SHELDON I . I I : I . 1 . I , / t t I~I!~J,~II I ~ r i ~ , , , ~ i l ( , l ~ i ~ t a l 1:1 J , ~ ~ : > I ~ I O I I L : ~ 1 1 1 i l ~ i l O VJI~ICI\ IY

t i : I . I I . I I I S Accl;s, i t , !\I:. cab is from \\-I? rear 0 1 eilller side VI;~ , I ~~ l ; i l i o r r i i arid st,-r)s lo the rnanipulalor wagor) oeck. The area adjacent to ttle acc:.<.c. :j:. ;I: ..<:; 1s >I.> --.-. , ., - 3 r , . l~ r an ?xrencl=s ;;tnopy . .

'I'lie riiaril\;,~liil;;r travsl d r v ~ e is provided by a rack and pinion to eliniinale slipping or sltiddinq. The prnions are each driven by an hvdraulic molor. The rack syslcrn is provitit. OII I ~ n : l i sicles and runs the 1t1II lenglh of (Ire i~rl loactir~g wagon.

The r n a n i ~ ~ r ~ ! ~ l o r is carried on a fot~r double wheel system in two special hardened .- .

Iracl!-~vays ! '7;. w l ~ e i l s incorporate a side thrust guide system which also runs on l l ~ e lrnck-v.:ly

l'rvo ,:I! llr-ir;,: 73 s!alions are mounted on the sub-frame on the wsgor~,

'rile :a;, iroi;3:.;13 stations con~prises of a fore and aft guide roller systern, v~ l i i ch :1rc I ? I : : ; : I I I I c y n e s , and IWO doirble wireel unloadirlg sysle11is.

'T,, . . - . . - , < : esl: ' 1 1 - .. - ioilr ix~zur?ial ic (yres. each driven by an hydraulic motor, m o ~ ~ r ~ l e t l . .

o s i r itis ~rr~ lc l i~ t l rng syslsrn is open and closed by hydraulic cyhnders.

'Tilt? c;..tr(j 1:- 1-5 L ~ i i s t ~ i g .. of lire guide syslzin is from the cab o n the manipulator

I?ollcr ~J.:III.-z: - . )xtr i ied on a rqid lranie are provided for transposing rails

TI?c g:ilii<:s r 3 - ; ;,astl~oiwci i ~ z l w e e n ltie roller hank and 11-te unloading systern

t.lyclra~:, cnl . ..:,rraii:iI ti111 g i r~de rollers are incorporated inlo the system lo prevenl a I 2 : - : : J , z r as i l l~:y i i r t : being i ranspostd . I

I r i . : i ~ ; i 15 ( : ~ D V I ~ C I ~ by B dlesei engine rnouriled o n lhe cllirle wagoil ~p:: - , I 3 . . ? L 3 ~ k of l t ie cliul? wagon and (he rear of lhe operalorscab. Thti fuel , .

, . all{) I~sy::n~~~zr: :.:-i 5 ;ire r n o l ~ ~ \ t c t l iidjacanl lo the engtne. C 9 ,

1 r>

A cab :;! .I 5.. , ; ~(;r; i~, lor 1s ~ rov ic tc abov; Ill? unloading area. This provides a clear c\; I ! - 2 ; ;;: i1;2 \\idqO11 101 i ~ n l o ~ d i r i g ra~ is 0 0 .

0

I : ~ : . , ; 1 1 1s irllt:d ri~lli vai io~rs roller sysleriis io duide. lov~er and s i~ppo r i the . rails fIL~. ., : J ; . I ., 1:;. ' . . , .., :o lie track srde 12ucl

I I . 1; : ; r~ ; ; :~ i~ l l i . Ie lcscc~l~ ing b o o ~ i ~ s ars piovid? Lo r ~ i a i i i ~ ~ i r l a l e Itla rails lo i t ~ e r c k I . : i.. : :-i :L; Q( ili~:. l)uulns &re fitted witti a rail lih and guide rnecllanisrn.

1

TWO i;itlj ;II.! Y:::,! ; ~ r ~ ( l [IIIII~?~ froril [IIC? roil5r bank aln~icj l l ie 11nIoader W : I ~ L ~ I ~ for- ' positionirg io:I%e -loadin~-sfe~on~b)r~m,m;Y~kuIat~r .

I . I ! . : , I , . * i l t ~ o ~ r ~ l r l l l w r r~t l and thi. r,~ll 1s re:le;~scd by !he m;~rliprllatc~r ' r

'1 17.: e!,: ,- t : -,I . , : I : + ' 1 ,.I ;{ . 3 i ! ; \ - r l j l ~..V~-.~I: 11.: 211ir{<? :.y<i,.,lr ..: ,(:!!-I CII~:~:~;:~!,

COWhNS SHELDON

/\ siriglz i:;,c;rJloi is locaii.d I:. a cab on Itis CJ~L I I~? wagon iri a posiliori behinrl lhe LIIIIOF~U;II~ ~ l r t ~ l e . This operais; zantrols tile unloadirig of \he rall to the track siclo. A\ tliis pain\ !I\;: rnanipulalor can b? returned to the end of tha unloading wagon ready for colleclioi-i of tile next two rails.

The rails are driven forward lowards l o the chute wagon by \ h e unloaciirig station Iliroirgh o[ri:le rollers or1 the h c d stock of the unloading wagon and the chule wagor].

I-lydraiilicallv lowered h o ~ z o r i i ~ : y l o n rolle(s guide the rail through the. chute to the IVICY(:OO;: I~III lliifi(jlitig ;ic~is or: y2.1. chtlts vdagori.

' l i ie!a; 's a:? I l len culleci?j b y y e zsvice on the e r ~ d s of the arms, vihich are retracled a!; ihc rnils i I r E girided to tne unl,:ad~ng posilion and set o n the track side. . . I l ie i!rllc~:a!i~~ig o l [he f a l l 21 1 r . t r-;zk side can then commence

'ri le loccl~i iol ivc pillls lhi- :rain z.;av from lhe onloading end in a controlled rnanrler ! i 1 i 1 1 1 1 a i c r I y l i e a r c ;sv~ce or1 ihe unloading wagon advances [ l ie rail off the train

A 5131-22 5i:115in(j ( J ~ V I C Z C-1 II + 2 1 t :: in? chule wagon provides a refzrence sgr ia l to l l ~ e ~LIII t~riloatJing tlevtc? I!, t-s--? sozed rnalch belwzen the locornolive arld [he ~ ~ n l o o t i ~ i g :jys!eill urive

1'1e?,st11~? se~ is i l i g ( i e v 1 ~ 2 : ~ O i i ::: :ail unloading station motors detect the change in njode u( i\r>load\r>cj l roln ine un,:achng dsvice pushing lo the rail being pulled ~ i l t by ihc l ~ ~ ~ ~ l l r > i i l / ~ AI a prs-521 o ?sr?nce l l le rail unloading device is released.

I I I I I I .I:\!:;; -,; slatlorr remairis in place until the rail IS completely ~~cilontl?.J

W t i e l ~ i i d ~,..:o rnils ar? c;i;p<?:t . ,nicaded thi? c t i r~ ls wagon operator opens (he (ail I I ! : 1 1 I I . ~ i / n j - - 2 c?.~ice at which time cont(ol of ihz mar~ipcllalor Is l);~ssi!tI h;ick III IIic: ~li;~rii:~-Ia:c- : I5:alor to comcneiice irnloading tlie next set of rails.

COWANS S H E L D O b

1411 b l ~ l i o ~ i l o l~rov l i lc a serni-ai~lomat~: unloading system can incorpoialeri in1,2 tila S } / S l 2 1 ~ 1 , . , _ _ _ . - -- ,. - .l'llis system 1:'wides a PLC system for b;.t3ading the rails in a con l ro l l ~d rnanri-.r \-I:!\ m in im~rm operalor input.

Tlre dtl ly cycle, which coinrnences wilh the manipulaloj at the end of the unloading wagon, 1s as follov~s:

the manipulator is oosilioned in r n a n ~ 3 1 .-,3ds by the operator', 'over the rail ends

r i ~ l l s i:ilcis are Irilsd LIP an0 lrricd ~ . s i r ~ g 33arn l e l e ~ c o p e and dipper arm aclion

r~isnipulator opzrator presses fa;,: sv i rz- :3 engage automatic system. Release of foot s\;~ilch nl Any rimc will stop In3 S Y S I J ~ .

cllari ip~llalor is moved autonlal im ly r?\sz:;s the unloading slaiion and at the same l in ie the rails are manoeuvred b;, ihs z:;:ms into the correct positlan for atJdre:;sir\g l t ie irirloadiiig s:ations

a!; 11113 II~;~III~IJIS~O~ passes {he ur..cat:y: sa t ion ihz unloading sys luns are opsned ready 10 accept rails.

r:jlls ;arc: i i ~~ lon ia i~ca t l y posi l lo~i?: 111 -- -321n3 syslem and lowered onlo s~rppoi-t ~ ~ l l i z i ~ ,

.* rail gttitie and clamping system cr.:sz; 2 - ~ 2 n d lhe rails.

* rail lifter is released and dipper arm is r2:s;d

* rnanlpi~lalor foot sw~tch 1s deacllvalec cv in2 syslern, signal passed to rnanipulalor oricr,ilor

8 c i i i ~ l ~ : v ~ ~ i g o i l opc+ralor pr?sses io:: 5i3,.:F :: rs-sngage a~l lon la l ic sysler?]. Release 01 fool ~ l , '~ i lc i l ;]I any 111ne vlill stsc :I:;. 5 , s : + ~ - . - -

Ln r;llls I : v io\,~ards l l ie i l l ~ t l ~ ? ;.xjon by l l le system, nlanipulalor i L b 3

;~ i : ior l ; ; i l i~~ l ly travelled back lo It-,c :ycls s:3n posltlan cg c\l 0

[JLII~C: ;~ii i i strp11or1 roller^ r i l l le c1!;110 i8:3;:n are closqd arouncf ihe rail as i l passes tIilo~l'j11.

0 c l ) ~ ~ l e v,larJor\ iowsrlng rollers c i . 3 ~ t - 5 - 2 i k to lhe end of lhe chule ready for c<,ll,:c\ioll by \h? cliule vJagon pcs.:ion.r; :-- .,urns

sy:;(*i~\ :;lol,s and sends signal 10 :hu:a ,.-53on operalor, foot switc11 is deactivated !>y t l )? sysI<?l77

cl lale i v i ~ c j ~ ~ n ' o p ~ r a ~ o r uses chti:: tL/s;:: bo3rns lo manoeuvre rail into reqc~~red posi l \ot i on track side

COWANS SHELDON . i : I I ~ U I V C i s , I C I O I I I O ~ S , Itie unloading

syslern disc!>arges [he rails.

w l ~ c n rail:; arc unloarlr:cj chllle wagon operator advises hacrling locornolive and rclwi~ses foi)t :;wilcI~,

s operalion is reltlrned to manipulalor ready for next cycle.

SNCB TECHNlRAlL BELGIUM

SNCB TECHNIRAIL BELGIUM

SAVINGS DUE TO ADOPTION OF PRODUCTION AND TRANSPORTATION OF LONGER RAILS.

(i) Saving due to reduction in transportation of single rails

Quantity of rails procured per year =4,50,000 t. Quantity of rails to be produced as long rails =0.75*450000 Carrying capacity of one BFRIBRN @- 73 pieces rails, @56kg/m=52.78 t. Nos. of BFRs required to transport single rails =4,50,000*0.75152.78

=6394.5 BFRs Say 6400 BFRs.

Saving due to reduction in transportation of loose rails, assuming earning capacity of BFRs @ Rs. 50,0001- =6400*50,000

Say Rs. 32croreslyear (ii) Saving due to reduction in number of welds

Numbers of Flash ButVAT Welds With use of 13rn long rails = 4,63,600 welds With the use of 65 rn long rail, = 92720 welds. Reduction in numbers of welds = 3,70,880 welds Saving due to reduction in welds @ Rs.1075 per weld, = 39.87crores

Say Rs.40 croreslyear (iii) Saving due to reduction in inventory of loose rails

Cost of new rails = Rs.26000ltonne Period of stocking of rails = 2 months. Interest rate = 10% Saving due to reduction in inventory of rails

= 4,50,000 * 0.75 * 2.0112 * 26000 * 0.1 = 14.63 Say Rs.15.0 crores lyear

(iv) Saving due to closure of seven numbers of FBWP

Nos. of existing stationary Flash Butt Welding Plant = 9 Nos. of plants to be kept for rnisc.1 emergency working= 2 Nos, of Plants to be closed = 7 Financial benefits due to closure one plant = Rs.3.5crores One time saving and resource generation due to release of manpower, DG sets, scrap, landed assets, buildings, etc, from the redundant plants =24.5 crores.

Say ~ ~ 2 5 . 0 crores