Scribd
Upload
220 views5 pages

PQRS

Plaser quic reaqly system in Indian railway

Uploaded by

nk229330
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
220 views5 pages

PQRS

Plaser quic reaqly system in Indian railway

Uploaded by

nk229330
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
You are on page 1/ 5
426 ) Expansion gap Average gap worked out by Recording 20 successive gaps 42mm (©) Joints (i) Low joints not permitted. (ii) High joints not more than 2mm (iii) Squareness of joints on straight 410 mm (@)_ Spacing of With respect to theoretical Sleepers spacing 420 mm, (©) Cross-level To be recorded on every 4th Sleeper 43 mm (6) Alignment (i) On straight on 10 m chord (ii) On curves of radius more than 600 m on 20 m chord variation over theoretical versines Smm (iii) On curves of radius less than 600 m on 20 m chord Variation over theoretical versines 10mm (g) Longitudinal level Variation in longitudinal level with reference to approved longitudinal sections +50 mm 15.6 MECHANISED TRACK RENEWAL For modern track structure, renewal with heavy conerete sleepers, each weighing one quarter of a ton, would create a difficult problem if mechanical means for their handling and laying are not adopted. It was also realised that a fully mechanised relaying system, in which all the old track is lifted and new track is laid automatically, is not only very costly but also needs long continuous traffic blocks, Such traffic blocks are difficult to obtain on the busy trunk routes of Indian Rail- ways, where the track modernisation work is now in progress. In the early seventies, it was there- fore decided to go in for Plasser Quick Relaying System (PQRS) which is partially mechanised relaying system for track relaying. The equipment in one set of PQRS comprises: Track Renewal SX. 427 Portal cranes 4 nos. Sleeper layer Ino. Hand operated rail gantries 10 nos. Track jacks 40 nos. Over the years, it was experienced that except for the portal cranes, other eq) found to be much use. At present, considerable length of mechanised relaying on Indian Rail done by portal cranes, which helps in lifting the old track panels and lay the new panels in position. In the earlier design two portal cranes were needed to handle one 13 m panel of rails holding the conerete sleepers. Stronger portal cranes have now been developed which can handle a 13 m conerete sleeper panel individually. With their introduction, itis possible to achieve faster progress in track renewal works, with the same set of equipment. In the following paragraph, the broad features of portal cranes and method of relaying with them hove been discussed. 15.6.1 Portal Cranes Each cranes is a self driven four wheeled machine, The wheels are double flanged and move on a track gauge of 3400 mm. For the movement of portal cranes while working, temporary auxiliary rails on both sides of the track to be renewed are laid, well clear of the track sleepers. The bridge of the portal cranes is provided with rails and sleeper pick up mechanism. Each of the portal crane can lift a 13 metre panel complete with CST-9 sleepers and load it on a BER four to five tier high. As the concrete sleepers are heavier, it needed two portal cranes to lift a 13 metre concrete sleeper panel in the earlier design of portal cranes [Figs. 15.4 (a) and (b)]. Fig. 15.4 (a) Portal cranes laying conerete sleeper Portal cranes developed to new design can lift such panels individually. Its sleeper pick up and release mechanism can lift 10 concrete sleepers at a time, which can be em- ployed for unloading of conerete sleepers from the wagons/BFRS at the panel fabrication depots. The portal crane has retractable legs, which enable it to load and unload from specially modified flat BFR’s, without any outside assistance. It is also provided with turnable arrangement so that 428 I Railway Track Engineering Fig. 15.4 (b) Portal crane licking up concrete sleeper panel after seating on the special BFR, it can turn over at right angles to secure itself properly for travel within moving dimensions at normal speed. Other important particulars of the portal cranes are given in Table 15.8. Table 15.8 S.No. ‘Quantifications ‘Older design New Portal portal cranes cranes-model 201 1 Overall length 2.914 mm 3,050 mm 2 Overall width 3,860 mm 3,860 mm 3 Maximum height above the top of the rail 4400 mm 4,390 mm ‘Track gauge 3,400 mm 3,400 mm 5 Weight 10 tonnes 12 tonnes 6 ‘Travelling speed 10 kmph 14 kmph 1. Lifting capacity S tonnes 9 tonnes 15.6.2 Operations Connected with Mechanical Relaying Preparatory Work at Site of Relaying 1, Since concrete sleepers are laid with LWR/CWR, all preparatory works as required for LWR/CWR relaying should be carried out before laying concrete sleepers. In addition, longitudinal section showing the existing rail levels should be plotted and proposed rail level determined, taking into consideration the following points: (a) 300 mm ballast cushion is available below the concrete sleepers. Track Renewal "I 429 (b) Clearances to structures are maintained within the accepted limits. (c) The track and the road surface are suitably raised and approaches regraded. (d) Where lifting of track is not possible at places like below overline structures, on girder bridges and in yards, etc., suitable ramping out should be done. 2. The proposed predetermined rail level should be indicated at suitable intervals along the tracks. 3. Auxiliary track should be laid at 3.4 m gauge keeping its centre line same as that of the existing track. 4. The existing welded rails should be converted into single rail panels of such suitable lengths that the capacity of the portal crane is not exceeded while handling the old panel. If rails are to be reused in track elsewhere, single rail/panels shall be made by cutting at welds for rewelding possibility. 15.6.3. Pre-assembly of Panels Sleepers received from the conerete sleeper plants are unloaded and stacked at the base depot. Handling of conerete sleepers is done by portal cranes or separate cranes provided for the purpose. These sleepers are assembled into panels making use of service rails. When assembling the panels, elastic fastenings, complete in all respects, should be provided and correct uniform spacings of sleepers should be ensured. The assembled panels are stacked and are later loaded in BFRs in three to four tiers. Typical layout of a pre-assembly yard is shown in Fig, 15.5. Ballast stacks Stacking ground for released material E € f= 70 m-r--—— 160 m——+}+—— 200 mm ———+ Line 99,4 (Staci of released panels] pie 6A eS F200 108 60 200 \' Sleeper stacks in 10 ters Fig. 15.5 Typical layout of a pre-assembly yard of relaying train 15.6.4 Formation of Relaying Train The relaying train shall consist of two empty BFRs for loading released track panels, adequate number of BFRs loaded with pre-assembled panels, BFRs loaded with portal cranes; an equipment 430 E_ Railway Track Engineering and tool van, one crew rest van, one brake van and an engine. A typical marshalling order of the relaying train is indicated in Fig. 15.6. Empty BFRs for loading released panels Crew rest BFR loaded with new —/ 3rd Portal carrying released panel van.” BFR for 3 portals assembled panel for loading and to bring new panel Brake van (Grd: on work) (four panels in each) to lay. (All portals can work) Fig. 15.6 A typical marshalling order of the relaying train for site working te ‘After removal of panel, Men levelling ballast 15.6.5 Actual Relaying A speed restriction of 15 kmph is imposed at the place of relaying and preliminary works such as loosening of fastenings, removal of ballast, etc., carried out in advance. On the day of relay- ing, traffic block is imposed and the relaying train enters the block section. After the relaying train is positioned, the portal cranes unload by themselves on the auxiliary track. The old track is removed in panels and loaded by the portal cranes on the empty BFRs. The ballast is then levelled and the preassembled concrete sleeper panels are laid in position. The new and existing tracks are jointed by closure rails and sleepers of existing old track. After the last panel is laid, a ramp is made in two rail lengths between the existing track and the new track, running out the difference in longitudinal levels by grading the old track. The relaying train returns to the base depot where the old track panels are unloaded. Figure 15.6 shows the working of the relaying train at the relaying site. 15.6.6 Changing of Service-Rails with End Unloading Rakes and Other Post-Relaying Works In subsequent blocks, the service rails are replaced by welded panels. This replacement should be done with the help of end loading rakes as far as possible, if kinks in the welded panels and other damage to the new rails are to be avoided. To minimize the number of Thermit Welding joints the new rails are welded into 15/20 rail panels at red Flash-But Welding Plants, Transport and unloading of these panels can be best done with the help of end-loading rakes, The rails on these rakes rest on rollers, 3/4 tier high, each tier having about 14 rails. For unloading purpose, two rails at a time are threaded through a special end unloading threader and tied to the track. The rake is slowly pulled forward by the engine and rails are unloaded on both sides of the track. With proper gadgetry, the rails can also be directly placed on the sleepers. Figure 15.7 shows the end unloading rake and how the rail panels are unloaded from these rakes on to the track.

You might also like