and its construction of major rail freight corridors

AUTHOR The Dedicated Freight Corridor Corporation The line capacity utilisation on the existing highly of India Limited (DFCCIL) is a public sector saturated shared trunk routes of Howrah to Phil Kirkland undertaking (PSU) corporation run by the on the Eastern corridor, and Mumbai to Delhi on CEng MICE, FPWI government of India’s Ministry of Railways the Western corridor varied between 115% to PWI Vice President to undertake planning, development and 150%. The increasing requirement for electrical (North England mobilisation of financial resources and power generation required heavy coal movement, Sections) construction and maintenance and operation of booming infrastructure construction and growing the new DFCs (dedicated freight corridors). international trade which led to the conception Phil is an experienced of the GQFCs. Carbon emission reduction from Railway Engineer of Under the eleventh five year Plan of India (2007– these DFCs will help DFCCIL claim carbon 47 years continuous 12), the Ministry of Railways commenced new credits. service, beginning in 1973 with British Rail in DFCs routes namely, the Eastern and Western Newcastle and more recently retiring as Head freight corridors. The two routes cover a total Western dedicated freight corridor (Western DFC) of Maintenance Delivery at Nexus Metro length of 3,360 kilometres (2,090 mi). is broad gauge (5 ft 6 ” / 1676 mm) connecting (Tyne and Wear PTE). India’s capital, Delhi and its economic hub, GOLDEN QUADRILATERAL Mumbai. This corridor will be 1483 km in length Phil has worked in the rail industry worldwide, FREIGHT CORRIDOR (GQFC) and will be electrified with double line operation. specifically in the areas of track inspection, A single line branch is proposed from Pirthala to maintenance, renewal, mechanised GQFC has six proposed DFCs; two having been Tughlakabad. maintenance, high output systems, railway implemented early as mentioned above. The rules, regulations, policies, processes and all funding for the remaining four was approved Eastern Dedicated Freight Corridor (Eastern DFC) safety matters. in January 2018. The GQFC consists of the is broad gauge (5 ft 6 ” / 1676 mm) connecting rail routes linking the four largest metropolitan in and Dankuni (near ) in cities of Delhi, Mumbai, Chennai and Kolkata West Bengal. The route will mostly have double and the two diagonals North-South dedicated tracks. It will be electrified with the section from freight corridor (Delhi-Chennai) and East-West Ludhiana in Punjab to Khurja (Bulandshahr) dedicated freight corridor (Kolkata-Mumbai). in (400 km) being a single line These carry 55% of Indian Railway’s freight traffic electrified due to lack of space. This freight over a total of 10,122 km (6,290 mi) route length. corridor will cover a total distance of 1839 km. See image 1. FINANCING APPROVED IN JANUARY 2018 The project will be funded by a loan of $4bn • East-West dedicated freight corridor - 2000 provided by the Japan International Cooperation km from Kolkata to Mumbai. Agency under special terms for economic • North-South dedicated freight corridor - partnership (STEP). The remaining funds will 2173 km from Delhi to Chennai. be provided through equity by the Ministry of • East Coast dedicated freight corridor, 1100 Railways. km from Kharagpur to Vijayawada. • South-West dedicated freight corridor, 890 km from Chennai to Goa. CONTRACTORS INVOLVED WITH THE WESTERN DFC PROJECT

In May 2013, a consortium of Larsen & Toubro and the Japanese firm Sojitz was awarded a $100.97m contract to design and construct the 640 km twin-track line of the western DFC.

The consortium was additionally awarded a $450,000 contract to supply and install 25kV, 50Hz electrification equipment on the 915 km -Vadodara section of the Western DFC in November 2014.

The work included construction of seven traction substations (TSS), of which one is GIS-based, 40 switching sub-stations, and 897 track km of overhead line equipment (OLE). It also includes a SCADA (supervisory control and data Image 1: Golden quadrilateral freight corridor acquisition) system that works at 12 stations (GQFC). Image: DFCCIL.

40 and an operational control centre, along with the supply of all associated equipment. Traction power and auto transformers, as well as copper conductors for the project will be imported from Japan.

In August 2015, Express Freight Consortium consisting of Mitsui, and Tata Projects won a contract for track-laying and civil engineering work on two sectors between Vaitarana in the State of Maharashtra and Vadodara in the State of Gujarat.

The consortium led by Hitachi and consisting of Mitsui and Hitachi India won a contract worth $27.13m for the supply and installation of signalling and telecommunications systems for Package 5 of the Western DFC in December 2015. Hitachi will produce key equipment for the signalling system, while Mitsui will provide overall co-ordination with DFCCIL and related agencies in Japan and India.

Harsco NTC (new track construction machine) at work on the DFC. Hitachi India will procure and supply locally made products. The consortium was also awarded a contract worth $9.19m to supply and install an automatic train control system for Package 5A of the Western DFC in December 2015.

SHORTER TRANSIT TIMES

Construction of the two corridors will transform the way freight is transported in India. The DFC lines are being built for maximum speeds of up to 100 km per hour, compared to current average commercial freight speed of approximately 25 km per hour. The lines will also have a carrying capacity for 6,000 to 15,000 gross tonne freight trains with a 32.5-tonne axle load. The DFCs will allow much shorter transit times from the freight source to its destination. In some cases, the delivery time will be reduced by more than 50%. Increased volumes of cargo will be transported faster, cheaper and more reliably. The Re-build Railways Plan also includes measures to improve the overall safety of India’s railway system, with the introduction Image 2: Japan Railways Shinkansen infrastructure. Image: WCM/Matchka. of innovation and technology, such as a joint

Image 3: Holland RRV Mobile Flash Butt Welding machine. Image: DFCCIL. Diagram and table 1.

41 venture with Australian company Track IQ, who will provide sensor-based systems to detect rail defects. An ambitious target to reduce accidents by 50% over two years has been set by .

INCREASE IN TRANSPORT EFFICIENCY – ADDITIONAL 10,000 KM FOR FREIGHT TRAFFIC CAPACITY

The DFCs were designed as heavy-haul traffic lines for 32.5 tonne axle load. Trains with double-stack cars (two maritime containers on top of each other) will travel on a fully 25 Kv electrified line at speeds up to 100 km/h. Several large coal mines and steel production facilities are located along the proposed Eastern DFC line. Container traffic is also predominant along the Western DFC route, arriving mainly from the Jawaharlal Nehru Port (JNPT). By 2022, the port is expected to handle 5.29 million containers annually. Image 4: Plasser and Theurer (Plasser India) 09-3X Dynamic Tamping Machine. Image: WCM/ Plasser India. In January 2006, RITES, an internal engineering consultancy set up by the Indian Government, submitted a feasibility report for the two corridors. RITES proposed the route and length of the corridors. The project is being executed in several phases, with significant Japanese input, support and influence. Approximately 67% of the construction costs of the Western DFC is funded by a loan of $4bn from Japan. The remaining funds are provided in equity by the Ministry of Railways. The Eastern DFC is constructed through funds received from the World Bank and the Ministry of Railways.

Phase one included a 920 km segment of the western corridor between Rewari in to Vadodara in Gujarat, the 105 km Sonnagar (Bihar) to Mughalsarai (Uttar Pradesh) section and the 710 km Mughalsarai to Khurja (Uttar Pradesh) segment of the Eastern corridor.

INFRASTRUCTURE DESIGN CONSIDERATIONS

Image 5: Overhead line equipment assembly Eastern DFC. Image: WCM/World Bank. To their credit, Indian Railways engineers have fully researched and studied overseas railway operations (the very purpose of my series of articles for the PWI Journal), to learn and understand how and why others have chosen certain engineering strategies and policies. Particular focus has been on the Japanese Shinkansen routes, where operations and engineering are deemed to have strong similarities with Indian Railway aspirations. See image 2. A study has also been carried out in the USA and North America.

INFRASTRUCTURE DESIGN CONSIDERATIONS - RAIL

Indian Railways normally uses a variety of 52, 60 or 90 kg UTS rails in main lines. Standard 13 m rails are depot-welded into LWR (long welded rail), then site-welded into CWR (continuously welded rail) to reduce track maintenance costs and improve ride quality. For the DFC lines, it is planned to introduce UIC 60 and 90 kg UTS CWR, and 60 kg/m HH (head hardened) CWR on curves of less than 2 degrees (875 m radius). Image 6: DFC Plasser and Theurer (Plasser India) SVM 1000 Single line track laying machine. Image: WCM/Plasser India.

42 Image 7: Harsco NTC (New Track Construction Machine) at work on the DFC. Image: DFCCIL.

INFRASTRUCTURE DESIGN CONSIDERATIONS – RAIL WELDING

CWR that has almost no mechanical fish plated joints is the main criteria. Site welding is necessary to convert the LWR into CWR and this can of course introduce weakness, integrity, quality, reliability or safety issues.

Following Japanese practice, four types of welding methods are used for rail welding:

• FBW (flash butt welding) • GPW (gas pressure welding) • EAW (enclosed arc welding) • ATW (alumino-thermic welding).

Image 8: Newly constructed DFC Permanent Way, alongside the existing rail lines. Image: WCM/ It is well known that FBW and ATW are used RailwayPro. worldwide. The former has high reliability as well as high productivity, the latter has a high mobility associated with it. ATW is the common conventional welding method that enables rail to be manually welded in a relatively short time with simple devices at site. It is necessary to carefully control its quality at point of installation, in terms of both track component condition and assembly, and the weld manufacture itself.

On the other hand, GPW and EAW use has progressively increased in Japan. GPW is widely used in Japan because it has high reliability as well as high workability. EAW is used as the preferred welding method for on-site track welding on Shinkansen lines, because welding carried out by the EAW process has proven to have higher mechanical properties than ATW. The careful control and selection of welding materials is paramount as is training of welding staff and importantly the competent inspection after welding (including such as ultrasonic inspection, magnetic Image 9: The impressive Centralised Train Control Centre, Alahabad. Image: WCM/DFCCIL. particle and penetrative inspections).

43 This element has to be removed through automatic ballast cleaning. Diagram and table 1 (courtesy of Indian Railways), shows the general ballasting standards applied.

INFRASTRUCTURE DESIGN CONSIDERATIONS – GEOMETRY

CANT (SUPER ELEVATION) The maximum permissible designed cant (super elevation) is 140 mm and maximum permissible designed cant (super elevation) deficiency is 75 mm.

Minimum curve radius is 875 m, and minimum vertical curve radius is 4000 m. The six foot is 6 metres, the ten foot is 6.25 m between main lines, loops and sidings. Between the DFC and any existing railway, a 7 m spacing must be maintained.

SWITCH AND CROSSING GEOMETRY

On Indian Railway infrastructure, the permissible speed through the turnout leg is 15 km/h on a conventional switch type and 30 km/h on improved (longer design) turnouts. Design calculations have determined the possible speed through the turnout side on Image 10: Indian Railways (new) GE Transportation, type ES43ACmi Evolution Series WDG4G, improved curved switches with 60 kg/m rail, 4500hp diesel electric locomotive. Image: WCM/GE. 1 in 12 and CMS crossings is 50 km/h. On 1 in 16 switches, it will be 66 km/h. These At the time of construction of the DFCs, all Japanese Railway engineers have begun values are comparable to current operational these welding methods will be used, dependent using FFU (fibre foamed urethane) sleepers for speeds applied in Japan. It is expected to upon site-specific context, requirements and switch and crossing works, bridge timbers and further increase the passing speed through prevailing site conditions. See image 3 also other sleepers as an alternative to wooden the switch turnout after revising and updating sleepers. maintenance standards and railway operational Infrastructure design safety regulations. considerations – rail fastenings, Presently the FFU sleeper is quite expensive fixtures and fittings but has the following benefits: On the DFC main lines, except on high speed passing turnouts, 60 kg/m rail, 1 in 12 with Fastenings utilised on main tracks in India • it is light in weight curved switches and CMS crossings on PSC are generally elastic-clip fastenings of the • has excellent workability like a wooden bearers will be standard. For loop lines and Pandrol variety. The introduction of these types sleeper non-running lines, it will be 1 in 8.5 turnouts. of fastenings has enabled Indian Railways • has a life expectancy similar to that of a Active consideration is also being given to to increase line speeds and axle loadings, concrete sleeper the introduction of swing nose crossings in whilst at the same time reducing maintenance • has a specific gravity of 0.74 (1/3 that of future to reduce the heavy impact load on the costs. The Pandrol designs and associated concrete) crossing noses. Switches and crossings should insulated assemblies enables the automation • is free from water absorption and be placed wholly on straight/tangent tracks and of the construction and maintenance process corrosion not within curves or transitions. and has therefore been widely used. Pandrol • maintains the strength and dimensional Rahee Technologies Pvt Ltd, a joint venture accuracy as at the initial installation MAINTENANCE initiative between Pandrol and Rahee • can sustain similar machining works to Group, India’s leading railway infrastructure those of natural wood sleepers (grooving, All maintenance activities of the tracks are construction company and manufacturer of drilling, grinding, spike-driving, adhesion, carried out in compliance with the ‘Indian railway track products, has established a new and coating) Railway Permanent Way Manual’. The contents manufacturing plant in Hyderabad for the • FFU sleepers can be used as bridge of this manual are considered by many to be production of fastenings. sleepers for ballastless bridges and solid of a particularly high standard. (It is written bed ballastless track ie depot facilities. in English and Hindi for use throughout the INFRASTRUCTURE DESIGN country.) CONSIDERATIONS – SLEEPERS (It is highly likely that FFU sleepers will AND BEARERS become more common worldwide. In fact, The ‘Track Diagram’ section specifies the track railway administrations such as KiwiRail in material (rail, fastening, ballast thickness etc). The type of sleepers utilised on main lines New Zealand have recently placed 3 year term Maintenance periods are also stipulated, along are PSC (pre-stressed concrete) mono-block contracts for the supply of such sleepers) with the inspections, for example, observation sleepers except for ballast-less bridge sections by inspector, track recording cars, which are etc. On bridge sections, wooden or steel INFRASTRUCTURE DESIGN now digitally recorded on computer. Re- sleepers have been deployed. The production CONSIDERATIONS – BALLAST alignment of track, tamping, ballast cleaning, of PSC components within India should ease are all highly mechanised, with more than and enhance quality control processes. Locally sourced crushed stone ballast with 800 Plasser machines alone having been Sleeper spacing is currently at 1,660 or 1,550 a depth of 300 mm (below sleeper) is the purchased by Indian Railways over the years. per km, (or 30 / 28 per 60 ft). For DFC lines, requirement for the DCF line construction. A number of maintenance depots will be sleepers are placed at 30 per 60 ft on main On existing infrastructure, the lower layer constructed at strategic locations along the running lines and 28 per 60 ft in loops and of ballast, which is called “cake”, has an DFC routes, necessary, because the movable sidings. accumulated thickness of 100 to 200 mm over limits of maintenance machinery is limited. See the years due to mechanical degradation and image 4. contamination of the stone under traffic.

44 Using multiple sleeper-tampers (09-3X) is dynamic oscillation and the displacement of the DFC will be used to transport fertilisers, food particularly effective for new, precision re-laid pantograph caused by the cyclic rolling motion grains, salt, coal, iron, steel and cement. track. New machine purchases of multiple of trains. A total of 211 bridges have been completed sleeper tampers for construction of the new and 145 are in progress as of the end of track will see these machines cascaded to the As a result, a maximum distance between November 2019. In addition, 271 RUBs were maintenance depots on completion of the new masts of 63 m on straight/tangent was commissioned out of 562 and 259 were in works. Rail grinding machines (trains) are also determined. The minimum curve radius on progress. Out of 296, 67 ROBs have been high on the procurement list to maintain the DFC is designed at 875 m which will give a completed and 138 are in progress. new rails to the highest possible standards. maximum displacement of 181 mm. Extensive Ballast regulating machines will be distributed studies were done based on train load, speed, INFRASTRUCTURE AND in combination with and to supplement the route context, structure of mast, etc. As a result CONSTRUCTION - TRACK multiple sleeper tampers. of these studies, whereas the conventional Indian Railways OLE consisted of 65 mm 2 The Western DFC will have special head- Automatic ballast cleaning is not yet essential contact wire, for DFC this will be increased hardened (HH) 250 m, LWR strings using or a priority, but thoughts are already focused to a 107 mm 2 contact wire, a substantially factory-based flash butt welding machines. The ahead and the need for high output and enhanced element. See image 5. axle road of the track will be 32.5 t compared associated material handling systems is to the existing 25 t axle load used currently on currently being factored in to the project’s INFRASTRUCTURE AND Indian rail tracks. procurement strategies and whole life costing CONSTRUCTION - CIVILS models. Construction distances are vast, ie 320 km Eastern DFC is a broad gauge corridor and already completed in 2019. A 626 km, double- INFRASTRUCTURE DESIGN routes were required to avoid some major track corridor will be built between Rewari CONSIDERATIONS – OLE cities and towns due to land acquisition in Haryana and Iqbalgarh in Gujarat, via MASTS, CONTACT AND challenges. The Eastern DFC plan includes the Rajasthan, spanning three states. It includes CATENARY WIRES construction of 104 major bridges, 368 road- construction of 1,388 km of total track length, over-bridges (ROBs), 189 road-under-bridges including 1,342 bridges, 20 junction and OLE support masts will be 11.12 m in height, (RUBs) and 21 flyovers. It also includes the crossing stations and 68,000 m² of building with a contact wire height of 7.53 m to facilitate reconstruction of nine existing ROBs and the works. double stack container operations. Detailed extension of ten existing RUBs. studies to find the optimum distance between In order to achieve the scale here, automated masts were done taking into account many The Western DFC plan includes a 4 km tunnel, Plasser SVM 1000 track-laying machines are issues such as blow off by wind, stagger 262 bridges, 33 flyovers, 505 ROBs and 200 being used to assist the construction, along effect, displacement by mast deflection due to RUBs. The western corridor also includes with Harsco NTC machinery. The consortium wind, depression of track due to poor vertical the reconstruction of 24 existing ROBs and decided to use automated track laying geometry, track alignments, pantograph lengthening ten existing RUBs. The western machines and plan to complete the works

Image 11: Indian Railways (new) Alstom Prima T8, 2000hp 25Kv electric locomotive. Image : WCM/Alston.

45 in the stipulated time of 48 months. Three OFC system. A GSM-R communication a very regular occurrence in India. DFCCIL is Plasser SVM 1000 track laying trains supplied system will be adopted for mobile train radio investing in ETCS and will add track security by Plasser India, are working on the largest communication. and anti-trespass fencing in known high risk permanent way project ever in India. areas. ETCS Level 1 enables trains to keep The Western DFC will be equipped with an running safely at their normal speed even in Three NTC (new track construction) machines automatic train control system, which will be poor visibility conditions. have been imported from Harsco in the United based on the European train control system States for the -Khurja section. See (ETCS) standard, to avoid potential collisions. TEMPERATURE VARIATION image 6 and 7. The signalling and telecommunications equipment will include a train monitoring India’s extreme temperatures affect the rail Both types of machine mechanically place and diagnostic system to provide centralised infrastructure in many ways, from rail breaks, and space the sleepers (the special rails are monitoring of each train’s position on the track. misalignments, buckles to changes in tensile imported from Japan) and fasten them down Electronic interlocking equipment will be and compressive stresses. The project team in an automated manner simultaneously, installed to control signal lights and points, had to define critical temperature thresholds providing precision track relaying and which will ensure the safe operation of and identify which emergency actions to take assembly of the highest quality. This approach trains. Level crossing warning systems will when a specific threshold is reached. The significantly increases the productivity outputs be activated automatically when a train is DFCCIL plan is to move toward a “predict whilst at the same time reducing time durations approaching. All applications will be linked and prevent” model, using measures such on subsequent activities such as top ballasting, through telecommunication systems. See as remote CRT monitoring sensors, installed tamping and stressing. The rails used are image 9. directly on the tracks to monitor rail stresses special factory-prepared 250 m long rails that in real time and provide alerts and early are then welded together using site-based ROLLING STOCK warnings. mobile flash butt welding machines, creating a more reliable output and higher quality The project will use single-stack containers on FLOODING finish. The machines are able to lay circa 1.5 the Eastern DFC and double-stack containers km of track per day in continuous operation, on the Western DFC. The containers will Significant monsoon flooding is a frequent improving productivity, safety, efficiency, and be hauled by a mix of electric and diesel occurrence and real concern in India, with quality. See image 8. locomotives relative to route haulage (tractive millions of people affected every year. Running effort, tonnage, speed, gradient and braking) along two major rivers, the and the The project has also built permanent way needs. Ganga, the project is particularly vulnerable to renewal supporting infrastructure, including flood risk. Flood inundation historical records, eight casting yards for bridge precast works, The maximum speed of all locomotive types anecdotal data, surveys, maps and site two concrete sleeper plants for sleeper will be 100 km/h. The trains running on the specific design flood estimates have all been production, two rail welding depots and two Western DFC will be 7.1 m-high, 3,660 mm considered in defining critical thresholds. rebar yards for rebar works. wide, and between 700 m and 1,500 m long. They will have a carrying capacity of up to FUTURE MAINTENANCE A further 18 batching plants for producing 15,000t each. See images 10 and 11 CONSIDERATIONS concrete, 18 sand sources to cater to sand requirement and 11 quarry sources to cater to FURTHER DESIGN Looking to drive increased mechanisation concrete aggregate and ballast requirement CONSIDERATIONS in track maintenance, Indian Railways have are required. acquired a set of five new track maintenance Over the past 50 years, weather-related machines from Plasser &Theurer India. INFRASTRUCTURE AND disasters have caused some 800,000 deaths The new machines enhance the existing, CONSTRUCTION - OLE globally, and more than $1 trillion in financial impressive fleet of over 800 Plasser and losses. We have already seen the impacts Theurer track machines supplied to Indian The Sojitz-Larsen & Toubro Limited (India) in our own areas here in the UK, and this is Railways over the years. consortium were contracted to deliver the becoming an increasing area of focus and electrification works for the Western DFC. challenge for all railway engineers world- The splendid shopping list of new machines Sumitomo Electric were subcontracted by the wide. Adapting to this new norm will require recently specified and acquired includes, consortium for contact and catenary wires for a some serious resources. With only a two three new 09-3X dynamic tamping express section of about 1,340 km of the corridor (total degree warming scenario, the world would machines, one RM 80-92-U automatic ballast length: circa 3,400 km). need to invest $13-27.5 billion every year to cleaning machine and one Unimat 4S switch enhance the resilience of existing and new and crossing tamping machine. Of course the Uniquely, this was the largest order received by infrastructure. And just like other infrastructure new Plasser 09-3X dynamic machine can now Sumitomo Electric in terms of railway projects sectors, railways are under increasing pressure measure pre and post track geometry, tamp outside Japan. Sumitomo Electric’s wires were from climate risk. In fact, World Bank experts and correct the track to the required geometry selected because of their seemingly superior estimate that rail accounts for 18% of the total and tamp three sleepers simultaneously. durability and heat resistance, as well as the estimated infrastructure costs. exemplary record of delivery to railway markets Like all tamping machines, the 09-3X machine in and outside Japan. The installation of OLE India’s DFC’s program provides an example will vibrate and compact the loose stone ballast equipment is similarly undertaken in a highly of pro-active adaptation. In a bid to anticipate under the sleepers and correct horizontal mechanised and automated process. and minimise the impact of weather events, and vertical track geometry. Additionally, it climate considerations have been factored into can dynamically stabilise and measure post INFRASTRUCTURE AND the project right from the design phase. The tamping track parameters under load to ensure CONSTRUCTION - SIGNALLING implementing agency and its partners have the quality of the work done. This eliminates AND COMMUNICATIONS had to pay special consideration to three types the requirement for a separate DTS machine, of risks that are of particular concern along the reducing operating costs and track possession Automatic signalling with 2 km spacing routes, these being: fog, temperature variation time. Further this highly mechanised approach between signals will be used for both corridors. and flooding. eliminates previous manual track quality The Ludhiana-Khurja segment of the Eastern measuring after maintenance, and provides DFC will additionally feature an absolute block FOG assured track handback data and reports. system. Fog reduces visibility and hence in turn The new Plasser Unimat 4S switch and Traffic control communications on the reduces speed. There is also an increased crossing tamping machines are of the very two corridors will feature an independent risk to those people crossing live tracks, sadly latest generation for track geometry correction

46 of turnouts and are designed to lift and tamp all the four rails in a turnout simultaneously. Indian Railways has planned for complete mechanisation of inspection, monitoring, relaying and maintenance of railway track, This (none too technical) article has again been written with an aspiration with a transition to complete mechanised to perhaps prompt, challenge and inspire our younger rail engineering members, maintenance by 2020 on trunk routes and by students, apprentices, supervisors and engineers to further research matters as part 2024 on the entire network of Indian Railways. of their wider understanding and education. Also high on shopping list in future years for the new lines as heavier maintenance Additionally, whilst the author accepts no liability for content or content accuracy, such becomes a requirement are high output ballast learners are free to use or part-use the paper for CPD or portfolio-building purposes. cleaning machines and associated materials handling wagons, along with autoballaster type In addition, here are some suggested study prompts for those learner/reader groups: hopper wagons and LWR trains. 1. What factors may determine track structure, sub-structure and choice of The proposed numbers and investment costs components? for such sophisticated on- track equipment, 2. What factors may infuence the type and size of turnouts used on any given route? serves only to underline and emphasise the scale and size of the Indian Railway network. (I 3. What is the difference between the Plasser SVM 1000 and Harsco NTC machines? suspect an indian edition of the much loved ‘On Track Plant’ UK publication could prove to be 4. How does do the SVM 1000 and NTC work, and why might they be selected for a quite voluminous!). track renewal?

The sheer size and scope of the Indian 5. Research the following types of rail welding and understand the differences in each Railway’s GQFC Project is truly difficult to process: grasp and this article hardly scrapes the surface. Undoubtedly Indian Railways have • FBW (Flash Butt Welding) come a long way, determined a clear forward- • GPW (Gas Pressure Welding) thinking vision, and secured funding to deliver • EAW (Enclosed Arc Welding) and then got on with the job using the most • ATW (Alumino-Thermic Welding) sophisticated of modern permanent way engineering equipment and techniques. We 6. What components are used in the assembly of OLE systems? must pay credit to their endeavours.

Indian Railways DFCCIL Double stack container train. Image: WCM/AlcoS.

47 TECHNICAL ARTICLE

AS PUBLISHED IN The PWI Journal April 2020

VOLUME 138 PART 2

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