Railway Engineering Professional Practice Report - Julius Mugula

Addis Ababa University
Addis Ababa Institute of Technology
African Railway Center of Excellency
MSc in Railway Engineering (Civil Infrastructure)
Professional Practice Report
EVALUATION OF THE EFFECT OF BALLAST TAMPING

FOR BALLASTED TRACK MAINTENACE
(A case study of AALRT)
Author: Mugula Julius

Id No: GSR/9520/11
Supervisor: Ato Biniyam Ayalew
Date Submitted: October 25,2019

Professional Practice Report - Aug/Sept 2019- Mugula Julius (GSR/9520/11)
Executive Summary
It is a requirement for every student under the Railway Centre at AAiT to undergo hands-on
training also known as Professional Practice. This form of industrial training was focused on
inspection and maintenance of Addis Ababa Light Rail Transit (AALRT). Inspection for
alignment was mainly done using a track gauge ruler for the straight section and the versine
method for curved sections.
As observed during the training sessions, ballast tamping is mainly carried out for correction
of track level irregularities and it entirely involves manual labor. This turns out to be time
consuming and tedious. Further, the damage to the ballast is evident both from site and
literature. It has been found that ballast damage due to one tamping cycle is equivalent to
approximately 20MGT of traffic and that approximately 2 to 4 kg of fines less than 14mm is
generated per tamp for a single sleeper. Aggregates breakage causes fouling of the ballast
which reduces the drainage and stability functionality of the ballast track. Among other
observations made, was that the harder ballast material is mixed with weaker Scoria aggregates.
A number of new techniques are suggested based on literature on the current inspection and
maintenance techniques. Video inspection has been suggested since it is fast, cheaper and
provides on time information. Use of automated machines like stone blowing/ballast injection
machines have been suggested to replace the impact tampers.
From this training, a number of gaps for study have been identified, such as; 1) A study on the
level of fouling near level crossing and station section, and its effect on the drainage of the
whole track should be undertaken, 2) The sorting out of weak ballast material like pumice and
scoria at the construction phase should have been done. 3) The study on the mechanism of
reinforcing ballast material to increase their resilience to tamping operations and heavy traffic
loads should be carried out. 4) The use Stone-blowing instead of tamping should be studied. 5)
Ways of reducing on the amount of aggregates used during railway line construction should be
sought for both economic and environmental reasons.
ii
MSc-Railway Engineering (Civil Infrastructure) - 2019/2020
Declaration
I, Mugula Julius, do declare that this report is my own work except where due
acknowledgement is made in the text and that it has never, to the best of my knowledge, been
submitted for any prior academic award or qualification. It has been written basing on my
observations during my industrial training on AALRT in Addis Ababa, Ethiopia.
Signature………………………………. Date………………………
iii
Acknowledgment
It is with immense gratitude that I acknowledge the support and help of my supervisor, Mr.
Biniyam Ayalew, who has the attitude and the substance of a genius: he continually and
convincingly conveyed a spirit of adventure in regard to research and an excitement in regard
to teaching.
My special appreciations go to the staff of AALRTS led by Mr. Tadios Selomon, for all the
support you rendered to me during my professional practice. I must admit that this industrial
training report would not have probably materialized without your efforts.
Finally, I would like to extend my sincere thanks to all those who helped me in one way or the
other throughout my academic career journey but are not mentioned herein.
iv
Table of Contents
Executive Summary ...................................................................................................................ii
Declaration ............................................................................................................................... iii
Acknowledgment ...................................................................................................................... iv
List of figures ............................................................................................................................ vi
List of tables .............................................................................................................................. vi
Chapter 1: Introduction .............................................................................................................. 1
1.2 Background ...................................................................................................................... 2
1.2.1 Beater packing .......................................................................................................... 2
1.2.2 Ordinary and measured shovel packing .................................................................... 3
Chapter 2: Track inspection ....................................................................................................... 4
2.1 Inspection of Straight track .............................................................................................. 4
2.2 Inspection of curved tracks .............................................................................................. 6
2.2 Joint Inspection at Kality Station ..................................................................................... 6
Chapter 3: Maintenance methods and their challenges.............................................................. 9
3.1 Using Hand-Held Machine Impact Tampers ................................................................... 9
Chapter 4: Best practices for inspection and maintenance of tracks ....................................... 10
4.1 The best practices in inspection ................................................................................ 10
4.1.1 Video Inspection ..................................................................................................... 10
4.1.2 Use of Track-recording car (EM-SAT)................................................................... 11
4.2 The Best Practices in Maintenance of Tracks ................................................................ 12
4.2.1 Use of fully mechanized automatic tamping machines .......................................... 12
4.2.2 Hand Held Stone-Blowing Machine ....................................................................... 14
4.2.2 Mechanized pneumatic ballast injection/stone-blowing machines ......................... 14
Chapter 5: Other Observations................................................................................................. 15
Chapter 6: Conclusions and recommendations ........................................................................ 17
6.1 Conclusion ..................................................................................................................... 17
6.2 Recommendations .......................................................................................................... 17
v
References ................................................................................................................................ 18
List of figures
Figure 1: Measured shovel packing in progress ........................................................................ 3
Figure 2: Track gauge ruler........................................................................................................ 4
Figure 3: Inspection of the track alignments using a track gauge ruler along AALRT ............. 5
Figure 4: An Illustration of Versine Method ............................................................................. 6
Figure 5: Inspection the joint gap .............................................................................................. 7
Figure 6: Spacer Rail Profile...................................................................................................... 7
Figure 7: Closed up joint at Kality station ................................................................................. 8
Figure 8: Track Maintenance using Impact Tampers along AALRT ........................................ 9
Figure 9: Video Inspection system .......................................................................................... 10
Figure 10: Track-recording car (EM-SAT 120)....................................................................... 11
Figure 11: Tamping sequence (Selig and Waters 1994) .......................................................... 12
Figure 12: A close up view of one-track tamping machine showing the tamping tines .......... 13
Figure 13: Tamping tines attached to a power unit.................................................................. 13
Figure 14: Hand held stone blowing process (Selig and Waters 1994) ................................... 14
Figure 15: Tubes used for blowing stones under the sleepers ................................................. 15
Figure 16: Large aggregate volumes at Kality Terminal Station ............................................. 15
Figure 17: Scoria mixed within major ballast material............................................................ 16
Figure 18: Heavily Fouled Ballast sections near level crossings ............................................. 16
List of tables
Table 1:Tolerence management values of the static dimensions of the track............................ 5
vi
Chapter 1: Introduction
According to Esveld (2001), tack maintenance is general process of maintenance and renewal
required to ensure that track meets safety and quality standards at minimum cost. Track
maintenance is required because tracks are subjected to repeated loading from traffic which makes
the track to progressively move vertically and laterally causing deviations from the desired
geometry. Because these deviations are generally irregular, track quality decreases and the
dynamic loads increase, causing increased geometry deterioration.
In most present railroad maintenance practice, ballast tamping is used to correct track geometry
effects that result from the repeated traffic loading. Tamping is the process of lifting and laterally
adjusting track to the desired geometry while rearranging the upper portion of the ballast layer to
fill resulting voids under the sleepers. This retains the sleepers in their raised position (Selig and
Waters 1994).
Tamping is the most effective way of correcting track geometry faults. However, this desired
objective is accompanied by some ballast damage from tamping, ballast bed loosening, and
initially reduced resistance to rail lateral displacement and buckling. The loosening results in
further settlement with additional traffic, the degree of settlement increasing as the ballast
deteriorates. Eventually tamping is again needed. Over a period of time fine particles derived from
many sources accumulate in the ballast, a process known as "fouling". This impairs the functions
of ballast including drainage and the ability to hold geometry after tamping. Eventually the ballast
will need to be replaced or cleaned and returned to the track (Selig and Waters 1994).
Tamping is the method employed in the maintenance at Addis Ababa Light rail transit lines, as
mentioned from the above paragraph, tamping although effective in restoring the track geometry,
it has some detrimental effects on the ballast. According Esveld (2001), ballast damage due to one
tamping cycle is equivalent to approximately 20MGT of traffic. Wright (1983) noted that
approximately 2 to 4 kg of fines less than 14mm is generated per tamp for a single sleeper.
Therefore, an evaluation of the effect of ballast tamping in ballasted track maintenance on AALRT
has been made in this industrial training report.
1
1.2 Background
Addis Ababa Light Rail Transit (AALRT) is located in Addis Ababa, the capital of Ethiopia, which
doubles as the location of the headquarters of the African Union Commission.
The light rail in the city of Addis Ababa was developed to provide quick and affordable means of
transport within the city to solve the problem of urban transportation. Currently the LRT has two
lines, the east-west line and the south-north line, each with 22 stations. About 3 km is the sharing
section for both E-W route and N-S route with 4 stations, and has the greatest passenger currently.
With expected increase in population and the utilization of AALRT, it will require frequent and
timely continuous inspection and maintenance to keep the track geometry within acceptable
tolerances. Track maintenance has evolved from the early days of beater packing to modern
mechanized maintenance of the present.
1.2.1 Beater packing

A beater is a pick-axe with a blunt tee shaped end for driving the ballast under sleepers. In the
earliest days of railways, track was maintained by beater packing. Maintenance involved treating
dips in the vertical profile of the track termed as ‘slack’ in the track and voids under the sleepers.
A ganger by visual inspection would identify low areas on the track, this being done by looking
along the length of the track with eye at rail level. Loose sleepers would be identified by marking
sleepers observed moving under the passage of a train or by striking sleepers with a hammer. On
each side of the sleeper to be packed ballast would be opened out to the bottom of the sleeper.
A track would be lifted up by the required amount, estimated by the ganger, using jerks. The ballast
under the sleepers would be loosened by the sharp end of the beater and then beaten by the blunt
end into the void from both sides of the sleeper. The mechanized version of this technique is
tamping which is being used on AALRT. The track top obtained using beater packing was down
to the expertise of the ganger and uniformity of track top was not obtained. The pair of workmen
carrying out the beater packing should be of about the same strength and activity to achieve
uniformity of packing. Another disadvantage was that repeated use of beater packing damaged the
sleeper undersides and the ballast making it rounded due to the repeated blows of the beater and
old ballast below the sleeper was loosened and weakened by beater packing. According to Esveld
(2001), before the introduction of ordinary shovel packing and subsequently measured shovel
packing beater packing was the only means of maintenance.
2
1.2.2 Ordinary and measured shovel packing

Due to the inherent drawbacks of the beater packing method shovel packing was introduced in the
U.K in early 1930’s. In this method the track was raised and small stone chippings 5 to 10mm in
size were filled in the void to provide a firm bearing to the sleeper at the required level. Its use was
limited to small lifts and again its effectiveness depended on the skill of the ganger in estimating
the slack in the track and amount of chips required for each sleeper. This was until ‘Measured
Shovel Packing’ was introduced. Measured Shovel Packing was introduced in France. In this
method by simple levelling techniques the amount of ‘slack’ in the track was determined. A set of
three sighting boards was used to identify low spots in the track, with two boards being set on high
spots on the track and the third board placed in between on a low spot. As shown in figure 2 the
ganger through the first board would sight the distant board on the high spot and signal his assistant
to raise the intermediate board up till it completely covered the distant board. The amount by which
the intermediate board was raised was calibrated to give the number of chips required to raise the
track to bring it in level with the high spots.
Void meters were used to measure depression of loose sleepers into the track on passage of traffic.
Measuring equipment was calibrated to give directly the quantity of chippings required under each
sleeper, which were then spread evenly 450mm either side of the running edge of the rail to provide
a firm bearing. The stone chips would consolidate by a small amount under initial traffic and it
was general practice to pack the track slightly higher to allow for this consolidation and this should
not leave high spots on the track after packing (Cope and Ellis 2001).
It seems that ordinary shovel packing was introduced first in Britain but the idea of removing the
uncertainty of the final outcome of the packing process, which was based entirely on the gangers’
experience in estimating the amount of lift required by the track.
Figure 1: Measured shovel packing in progress
3
The mechanized version of this technique is the hand held stone blowing machine and the
pneumatic ballast injection machine. This technique was found to be much superior to beater
packing or ‘tamping’.
Chapter 2: Track inspection

2.1 Inspection of Straight track
Inspection is principally to check whether circumstances have arisen which may jeopardize safety
of railway traffic. Inspection frequency varies depending on the speed limit and daily train tonnage
from a few times a week on the most important lines to once a month on the least important lines.
Extra inspections are necessary in exceptional circumstances, such as very hot weather.
At AALRT, the inspection on the track was mainly done at night using a digital track gauge ruler
and visual inspection. The inspection is done daily, monthly and with the major inspection done
quarterly.
Figure 2: Track gauge ruler
The track gauge ruler is also used to inspect the change in the verticle and horizontal alignment of
the track. The difference in track gauge is measured to be plus or minus 4mm. The level difference
between the two rails is measured and the torelance is be ±1𝑚𝑚𝑚𝑚. The table below gives the The
tolerance management values of static geometric dimension of track.
4
Table 1:Tolerence management values of the static dimensions of the track
Note: gauge deviation does not include the widening value of gauge set by rules, but the maximum
gauge (including widening value and deviation) shall not exceed 1456mm; alignment deviation
and high-low deviation are the maximum vector value measured by 10m string; twist of track
deviation does not include the torsion caused by curve super-elevation down slope, the girth in
inspecting twist of track is 6.25m long, but there is no twist of track that exceeds the ones listed in
table within the range of extended 18m; testing track is handled as main track.
Figure 3: Inspection of the track alignments using a track gauge ruler along AALRT
Visual inspection was carried out by the experienced personal to identify the change in rail level
with the help of light using a hand held torch.
5
2.2 Inspection of curved tracks

The alignment of the rail in the curve was determined using a method of site versine which is
illustrated in the figure below.
Figure 4: An Illustration of Versine Method
Set measurement point every 5m on the curve line with chord to replace arc, then with the length
of 10 m of chord line tightening and closely to rely under the 16mm of the outer rail top surface
at the middle point to correctly measure the distance from chord line to inner side of outer rail (the
accuracy of the reading is generally rounded to the nearest millimeter).
2.2 Joint Inspection at Kality Station

Jointed rails are provided with a space/joint at their ends/joints. The provided expansion joint
allows the rails to expand during temperature changes. Common rail joints should be reserved rail
gap according to the length of rail and rail temperature. It shall not be larger than 18 mm of the
structural rail gap, and the insulating joint shall not be less than 6 mm, and there shall not have
closed joint.
6
Figure 5: Inspection the joint gap
If the spacing increase beyond 18mm, a spacer rail is provided as shown in the figure below
Figure 6: Spacer Rail Profile
For the Rails at Kality station, the gap was found to be small below 6mm and others were more
that 18mm, this was causing too much impact loading of the track to produce high noise vibration
from it. The course of action was to replace the rails so that the gaps are maintained within the
required range.
7
Figure 7: Closed up joint at Kality station
The following inspection challenges were noticed according to the observation made;
• The process is slow since it is manually done, so it is expensive

• Errors in reading and interpreting of results is likely to occur. This is because they depend
on the state of the person taking the reading. (this process needs to be automated)
The following gapes were noted in track inspection gaps;
• The need to automate the inspection process

• Install level sensors to be able to monitor changes in levels of the track and reduce on the
inspection costs
8
Chapter 3: Maintenance methods and their challenges

3.1 Using Hand-Held Machine Impact Tampers
Spot/incidental maintenance of the track geometry was carried along with the inspection processes
described in the above chapter. Incidental maintenance was carried out to repair local defects
manually using impact tampers as shown in the figure below. After inspecting and determining
the difference in level between rails, Jerks were inserted to raise the down rail to the required level
and ballast tampered under the sleeper to fill the voids.
Figure 8: Track Maintenance using Impact Tampers along AALRT
The maintenance process is extremely labor-intensive with the output of approximately about
60m/hr of the track rectified.
The following maintenance challenges were observed during the training
• The impact tampers used for maintenance are contributing to fouling of ballast by breaking
of ballast.
9
• Use of manual impact tampers to maintain the train is labor intensive and slow. The
estimated output was 60m/hr compared to the out of automated machines which is more
than 1500m/hr using a two-sleeper-tamper.
Chapter 4: Best practices for inspection and maintenance of tracks

4.1 The best practices in inspection
4.1.1 Video Inspection
Video inspection systems enable visual supervision of the section of the track both during the run
as well as later. With new, high -resolution systems automatic fault recognition is also possible
Inspection using a video system can be performed instead of the cost intensive time consuming
and also dangerous line inspection on foot
Video inspection systems also enable a visual track database to be established which makes it
much easier for the engineer in the office to link track recording information to the local
environment. The figure below shows the video inspection system
Figure 9: Video Inspection system
The three video cameras are hosted on the train. These cameras are used for visual inspection of
the track’s direct surroundings, but they also serve the train driver. The two of these are positioned
in the front in order to control the objects head of the train. The third camera is located on the roof
for permanently recording the wires. The cameras are mounted on the platform that can rotate 3600
around the vertical and the lateral axis. The focus orientation is controlled inside the train. Together
with automatic zooming, the cameras can capture all relevant and desired objects along the track
10
Every camera platform is equipped with high performance lights in order to improve the contrast
and the visibility at night or in tunnels
The pictures captured by the cameras are displayed on the two monitors during the run. The
recordings take place on the standard video-tapes. The UFM120 train computer adds track
information (e.g. Kilometer point x, track direction and position) to the recorded pictures.
Moreover, external data can be added to these video pictures as well as marks, so that interesting
and critical points can be recovered very easily when performing post analysis (Esveld 2001).
4.1.2 Use of Track-recording car (EM-SAT)

The automated computer-assisted surveying technique shown in the figure below measures long
wave track faults in longitudinal level; and curvature(alignment) and calculates precise control
values for the tamping machine. The Track-recording car is used for:
• Planning and determining of tamping and lining sections

• Surveying prior to tamping work
• Surveying for elimination of spot faults using a spot fault tamper,
Figure 10: Track-recording car (EM-SAT 120)
The Track-recording car continuously determines -above all- the long wave faults in longitudinal
level and curvature(alignment). The actual values obtained are compared to the target values,
recorded (Analogue print) and transmitted to the ALC of the tamping machine for further use. The
measurements are taken in cyclic action with an average output of 2.5km/hr with simultaneous
measurement of longitudinal level and alignment.
11
4.2 The Best Practices in Maintenance of Tracks

There are two methods of track geometry maintenance; tamping and stone-blowing.
4.2.1 Use of fully mechanized automatic tamping machines

Tamping is the process of lifting and laterally adjusting track to the desired geometry while
rearranging the upper portion of the ballast layer to fill resulting voids under the sleepers, it is thus
a mechanization of the beater packing process. When the sleepers are lifted, vibrating tamping
tines are introduced into the ballast on both sides of the sleeper, the vibration easing the entry of
the tamping tines. The vibration frequency is chosen so as to fluidize the ballast, which then is
compacted inwards and upwards towards the bottom of the sleeper (See figure 14). The modern
tamping machines carry out their operations without the machine coming to rest within the cycles
and working rates achieved by the modern tamper are more than 1500m per hour. Figure 15 and
16 shows details of tamping tines.
Figure 11: Tamping sequence (Selig and Waters 1994)
12
Figure 12: A close up view of one-track tamping machine showing the tamping tines
Figure 13: Tamping tines attached to a power unit
The tamping process although quick does not produce a durable track geometry. The tampers
disturb the compacted ballast beneath the sleepers and vertical track geometry deteriorates rapidly
after tamping. The resultant track profile after tamping rapidly assumes its original pre-tamp
condition, a phenomenon known as ballast memory. Also, the tamping process damages the ballast
and each tamping cycle produces substantial amount of dust, thus repeated tamping of the track
hastens track renewal as the track becomes fouled.
13
4.2.2 Hand Held Stone-Blowing Machine

This was developed as an alternative to Measured shovel packing. It uses accurately determined
quantities of special-graded ballast, which are blown down under the sleepers. The amount of
ballast is measured out on the basis of recording the track ahead using void meters. Although the
equipment needs to be operated manually there is no need to clear the crib ballast before packing
as stones are introduced below the sleepers through tubes inserted adjacent to the sleeper and
compressed air is used to blow stone chips in the void below the sleeper. One important difference
is the size of stone chips used for the packing process. Measured shovel packing is carried out
using stone chips of the size 5-10mm while the hand held stone blowing machines utilise 20mm –
14mm size of stone. Hand held stone blowers are useful to maintain track between
operations of the on-track maintenance machines. Figure 17 shows the operation of a Hand held
stone blowing machine
Figure 14: Hand held stone blowing process (Selig and Waters 1994)
4.2.2 Mechanized pneumatic ballast injection/stone-blowing machines

Stone blowers use compressed air to blow 20mm stone under the sleeper creating a compact bed
under the sleeper. The process takes advantage of the already compacted ballast bed below the
sleepers instead of disturbing it as in the tamping process. The durability of the track profile thus
achieved is much higher but then the process is not effective on track where the track ballast is
new or has been disturbed by the tamping process. The track top durability is 7-8 times better than
tamping have been recorded with an average figure 13. Thus fewer stone blowers are required to
14
maintain a length of track than tampers leading to savings in capital expenditure, machine
maintenance, manpower and track possessions. The other advantage is that it is possible to
maintain track, which is sub-standard (slurred, wet spots) or even tracks with ash ballast.
Figure 15: Tubes used for blowing stones under the sleepers
If tamping was to be replaced by stone-blowing as a maintenance tool track fouling would be

dramatically reduced increasing ballast life, potentially saving millions to be spent on track
renewals.
Chapter 5: Other Observations

Large quantities of natural aggregates are used in the construction of railway lines. The demand
for large volumes of natural aggregates poses significant environmental problems, and makes costs
of projects increase sharply because of lack of such aggregates. There fore there is need more
research into substitute materials say waste steel slag.
Figure 16: Large aggregate volumes at Kality Terminal Station
15
Mixing of ballast material. It has been observed that scoria material was mixed in basalt material
which was the main ballast material. Scoria material is a weak rock easily fractured, crushable
and easily abraded. The figure below shows scoria in ballast material used.
Figure 17: Scoria mixed within major ballast material
Another observation was that the ballast material near level crossing and passenger access slabs
are very fouled. This may be the leading cause of poor drainage and flooding of level crossing
sections during rain-seasons.
Figure 18: Heavily Fouled Ballast sections near level crossings
16
Chapter 6: Conclusions and recommendations

6.1 Conclusion
From the observations made, the following conclusions are made:
• The inspection method is manual using a track gauge ruler

• The tamping method used is manual tamping method using Impact tampers fueled by diesel
engine.
• The tamping process breaks ballast causing fouling of the ballast
• The maintenance process is non-automated and slow
• The ballast sections near level crossing are highly fouled
• Large volumes of aggregates are used on the lines.
6.2 Recommendations
From the conclusions made, the following recommendations are given:
• More research into reduction of the quantity of aggregates used should be undertaken to
reduce on project costs and environmental degradation resulting from quarrying activities.
• There is need to automate the inspection process to reduce on the labor, time and cost
required.
• A study on the level of fouling near level crossing and station section, and its effect on the
drainage of the whole track should be undertaken.
• The sorting out of weak ballast material like pumice and scoria at the construction phase
should have been done.
• The study on the mechanism of reinforcing ballast material to increase their resilience to
tamping operations and heavy traffic loads should be carried out.
• The use Stone-blowing instead of tamping should be encouraged.
17
References
Indraratna, B. and Salim, W. (2005). Mechanics of Ballasted Rail Tracks. A Geotechnical
Perspective, Taylor & Francis plc, London, UK.
Esveld, C. (2001). Modern Railway Track, MRT-Productions
Guoping Xu, Huigao Cheng, Junshi Wang, Yinfeng Wan, Hui Chen, (2012) An overview of
utilization of steel slag, International Conference on Waste Management and Technology.
Cope, D.L. Ellis, J.B. (2001) British Railway Track vol.4. Plain Line Maintenance,
Permanent Way Institution
Selig, E. T. and Waters, J. M. (1994). Track Geotechnology and Substructure Management.

London: Thomas Telford.
Wright, S.E. (1983). Damage Caused to Ballast by Mechanical Maintenance Techniques,

British Rail Research Technical Memorandum TM TD 15, May.
18

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Addis Ababa University

Addis Ababa Institute of Technology

African Railway Center of Excellency

MSc in Railway Engineering (Civil Infrastructure)

Professional Practice Report

EVALUATION OF THE EFFECT OF BALLAST TAMPING

Author: Mugula Julius

Supervisor: Ato Biniyam Ayalew

Date Submitted: October 25,2019

Declaration ............................................................................................................................... iii

List of figures ............................................................................................................................ vi

List of tables .............................................................................................................................. vi

Chapter 1: Introduction .............................................................................................................. 1

1.2 Background ...................................................................................................................... 2

1.2.1 Beater packing .......................................................................................................... 2

1.2.2 Ordinary and measured shovel packing .................................................................... 3

Chapter 2: Track inspection ....................................................................................................... 4

2.1 Inspection of Straight track .............................................................................................. 4

2.2 Inspection of curved tracks .............................................................................................. 6

2.2 Joint Inspection at Kality Station ..................................................................................... 6

Chapter 3: Maintenance methods and their challenges.............................................................. 9

3.1 Using Hand-Held Machine Impact Tampers ................................................................... 9

Chapter 4: Best practices for inspection and maintenance of tracks ....................................... 10

4.1 The best practices in inspection ................................................................................ 10

4.1.1 Video Inspection ..................................................................................................... 10

4.1.2 Use of Track-recording car (EM-SAT)................................................................... 11

4.2 The Best Practices in Maintenance of Tracks ................................................................ 12

4.2.1 Use of fully mechanized automatic tamping machines .......................................... 12

4.2.2 Hand Held Stone-Blowing Machine ....................................................................... 14

4.2.2 Mechanized pneumatic ballast injection/stone-blowing machines ......................... 14

Chapter 5: Other Observations................................................................................................. 15

Chapter 6: Conclusions and recommendations ........................................................................ 17

6.1 Conclusion ..................................................................................................................... 17

6.2 Recommendations .......................................................................................................... 17

1.2.1 Beater packing

1.2.2 Ordinary and measured shovel packing

Figure 1: Measured shovel packing in progress

Chapter 2: Track inspection

Figure 2: Track gauge ruler

Table 1:Tolerence management values of the static dimensions of the track

2.2 Inspection of curved tracks

Figure 4: An Illustration of Versine Method

2.2 Joint Inspection at Kality Station

Figure 5: Inspection the joint gap

Figure 6: Spacer Rail Profile

Figure 7: Closed up joint at Kality station

• The process is slow since it is manually done, so it is expensive

The following gapes were noted in track inspection gaps;

• The need to automate the inspection process

Chapter 3: Maintenance methods and their challenges

Figure 8: Track Maintenance using Impact Tampers along AALRT

The following maintenance challenges were observed during the training

Chapter 4: Best practices for inspection and maintenance of tracks

Figure 9: Video Inspection system

4.1.2 Use of Track-recording car (EM-SAT)

• Planning and determining of tamping and lining sections

Figure 10: Track-recording car (EM-SAT 120)

4.2 The Best Practices in Maintenance of Tracks

4.2.1 Use of fully mechanized automatic tamping machines

Figure 11: Tamping sequence (Selig and Waters 1994)

Figure 13: Tamping tines attached to a power unit

4.2.2 Hand Held Stone-Blowing Machine

4.2.2 Mechanized pneumatic ballast injection/stone-blowing machines

If tamping was to be replaced by stone-blowing as a maintenance tool track fouling would be