PART XIII- TRACK RECORDING & MONITORING - 32

1.2 Method of Inspection: Push trolley, Motor

trolley, Foot inspection, Engine & Rear van
Inspection, TRC, Oscillograph car, OMS, SPURT Car
Periods- 6
 Need for different methods of inspection

• Track geometry deteriorates under influence of dynamic track loads.

• Track geometry deterioration - complex issue - main causes
• Random settlement of ballast
• Lack of straightness of rails
• Variations in dynamic load along the track caused by vehicles.
• In addition to above condition of track component plays a vital role in
track geometry so for timely identifying the condition of component
parameter in field under floating and loaded condition generates the
need for various method of inspection.
• Each method of inspection as its own advantage.

2
 METHOD OF INSPECTION
• FOOT INSPECTION.
• PUSH TROLLEY/MOTOR TROLLEY.
• FOOT PLATE/REAR WINDOW.
• TRACK MONITORING EQUIPMENTS.

PURPOSE OF MANUAL INSPECTION

• Inspection of track structure.

• Inspection of Gang working.
• Field verification of track defects.
• Inspection of other track related items.
 FOOT INSPECTION BY FOOT, PUSH ROLLEY/MOTOR
TROLLEY :

By this method the Keyman and PWI can inspect the track from a close
distance not only to asses the quality of maintenance but also the condition of
the track component, viz. formation, ballast, sleepers, rails, fittings etc. The
track geometry is checked in floating condition and the standard of track
maintenance is ascertained from these observations.
However important part of this inspection is physical verification of
knowledge of staff, track structure condition and various inspection like
curve, bridges, and collecting details for proposal to be developed.
Register and record can be checked while carrying out inspection, or offline
copy of TMS DATA for verifying previous condition and compliance to
inspection notes.
 INSPECTION REGISTER/ RECORDS WHILE ON
FOOT/TROLLEY INSPECTION

(a) Formation : Section giving frequent trouble.

(b) Track Structure, method of maintenance.
(c) Details of kilometerages of track laid as SWR, LWR and CWR etc.
(d) Grades : Regrading done, with brief details of lifting or lowering of track.
(e) Curves : Realignment and/or transition of curves.
(f) Ballast : Kilometerages where there is deficiency of ballast and details of recoupment
done. Particulars of deep screening carried out year wise.
(g) Creep Adjustment : Details of creep adjustment done and action taken to reduce
creep.
 INSPECTION REGISTER/ RECORDS WHILE ON FOOT/
TROLLEY INSPECTION.

(a) Permanent Way Renewals.

(b) Station Yard and Sidings : Extension or alteration to sidings, platforms, renewals of
Point & Crossings.
(c) Rail Failures : Brief particulars of rail failures.
(d) Rail Testing & Renewals.
(e) Lubrication of rail joints
(f) Material under Trial.
(g) Track Recording : Summary of the results of the various track recording runs.
 INSPECTION OF GANG WORKS DURING ON
FOOT/ TROLLY INSPECTION.

• The work done by a gang on the previous day shall be

inspected for alignment surfacing and boxing. PWI
should inspect rails, sleepers and their fastening and
track parameters like cross levels, gauge, square ness
of sleepers, packing, ballast profile and depth of cess
below rail level.

• While checking the gang work, the quality and

quantity both are ascertained. In respect of previous
day and also the day on which the gang is working.
 GANGS TOOLS AND EQUIPMENTS CHECKING
DURING ON FOOT/ TROLLEY INSPECTION
1. Level-cum-gauge.
2. One set of hand signal flags (red and green) (2 hand signal lamps at night).
3. 12 detonators.
4. Steel Scale 30 cm long.
5. Straight Edge 1m long.
6. Square
7. Hump Chord
8. Keying & Spiking hammer.
9. Marking Chalk.
10. Rail Thermometer.
11. Sufficient no. of shovels, phowrah, beaters, crow bars, ballast forks or rakes, mortar pan or baskets.
12. Wooden mallet or canne-a-boule.
13. Feeler Gauge.
 ATTENDENCE, GANG CHART AND DIARY

1. The muster and Gang Chart/Diary shall be in the possession of each Mate. The
Gang Chart should be carefully kept in a container provided for the purpose.
2. The Muster should normally be marked by the Mate, checked and initial by the
PWI.
3. The Mate shall see that the prescribed system of track allotted according to
verbal instruction or entries made in his Gang Chart/Diary explained to him are
efficiently carried out.
 CHECKING AND ENSURING KNOWLEDGE OF
RULES

INSPECTING OFFICIAL shall ensure that all staff working under him are well
acquainted with the relevant Rules & Working methods and efficiently perform their
duties.
 ENGINE AND REAR VAN INSPECTION :

From locomotive/engine and Brake van inspection, the location running rough and
needing attention are adjusted by the official in loaded condition . This method
suffer with a disadvantage that the observation depend upon the riding characteristic
of the of the locomotive/ breaker van in addition to the subjective element in it. With
improved sensitive equipments like Level-cum-Gauge, Canne-a-boul and Dansometer
etc. the track defects can be ascertained to a greater accuracy.
While conducting footplate or rear van Inspection the inspecting official has to
record along with location, all types of possible defects by observing the movement
behavior of loco or rear van in terms of lurch, rolling, shuttling, bouncing, pitching,
notching etc.
After footplate or rear window inspection the identified location shall be
inspected in details to find out the nature and cause of defect and accordingly input
for rectification shall be given.
 TRACK MONITORING

TRACK RECORDING CUM RESEARCH CAR,

( Reference chapter V of IRPWM)
PARASITIC VEHICLE
MOVEMENTS
Yaw (Nosing)
Z
Bouncing
Y
Uneveness Rolling

ing X
Shuttl

Twist

Ali
gn
me
nt
& Ga
X ug
e
Pitching
Lur
chi
n g Y

Z
Concept of Twist - Table

3
A X
2

4
1 Base
Concept of Twist - Wagon
Spring decompressed for
shorter leg (off-loaded)

3
2
1

4
Base
For objective assessment..
• TRC
• Oscillograph car
• OMS
Basis for Track Geometry Monitoring

SYSTEM OF MEASUREMENT

Oscillograph
PEAK BASED
Isolated Localized
Defects
OMS 2000 For Isolated Attentions

Exception – Ride Index

STANDARD DEVIATION BASED

Bad Stretches in units
of 200 m
TRC For Machine
Maintenance
For objective assessment..

• TRRC
• Oscillograph car
• OMS
Mechanized Measurement Systems IR

Track Parameters Measurements

TRACK RECORDING CARS (TRC)

TMM directorate of RDSO – Engineering Department

Vehicle Response Assessment

OSCILLATION MONITORING SYSTEM OSCILLOGRAPH CARS

(OMS) Mechanical Directorate of RDSO
Divisions or Zonal Headquarters
TRACK RECORDING CUM
RESEARCH CARS..
• TYPES:
1. Contact type gauge sensors
2. Contactless laser based sensors
• PRINCIPAL OF WORKING :
1. Inertial Principle of Track Measurements
2. Under loaded condition
3. Sampling of track geometry at Selected interval
 Measurement by TRC
• Measurement on two user selectable chords 02 to 20 meter
• short chord denoted suffix 1 &
• long chord denoted as suffix 2
• Following parameter measured
Unevenness left and right Rails
Alignment left and Right rails
Twist ( calculated on two user selectable bases)
Variation of gauge (on 50 meter moving average)/ variation to
nominal gauge
Vertical and lateral acceleration on coach floor above bogie
pivot
Curve details and Recording speed.
Self centering, self-stabilizing & Guidance
Different wave length
Vehicle Response - Critical Wavelength
• The excitation of vehicle is usually random
• Allows larger irregularities
• If excitation is sinusoidal; and
• Input wave length matches with natural frequency of the
vehicle
• The amplitude of track irregularities needs to be controlled.

• The wavelength of track irregularity at which resonance

occurs is critical wavelength.
Vehicle Response - Critical Wavelength
• Critical wavelength, of track irregularity, for any vehicle
depends on
• Natural frequency of that vehicle in vertical & lateral mode;
and
• Speed of movement.
Vehicle Response


f = Input Frequency in Hz
Time Period T = /v
v = Speed (m/s)
f = 1/T= v/ 
 = Wave Length (m)
Response
 

Response For Unit Input

V (m/s)

 
 
 

fn
 
Input Frequency of Input excitation (Hz)
 
 
 Critical Wavelengths
The relationship is given as below :
f = V/
Where,
f is the frequency generated in Cycles/second
V is the speed of the vehicle in meter/sec.
 is the track defect wavelength in meters

Vehicle Resonance Speed Speed Critical

Frequency Km/h m/sec Wavelength
CRT Wagon 4.0 to 2.5 75 20.8 5.2 to 8.3
BoxN Wagon 3.5 75 20.8 5.95
WDM2 Loco 2.4 110 30.6 12.75
ICF Coach 1.2 130 36.10 30
Future coaches 1.0 160 44.4 44.4
 Vertical Mode Lateral Mode
Speed
S.N. Coach Type Natural Critical Natural Critical
(kmph)
frequency Wavelength frequency Wavelength
1 GS 1.61 22.43 1.68 21.49
2 AC-III TIER 130 1.33 27.15 1.39 25.98
3 Ist AC CC 1.29 27.99 1.27 28.43
4 GS 1.61 17.25 1.68 16.53
5 AC-III TIER 100 1.33 20.89 1.39 19.98
6 Ist AC CC 1.29 21.53 1.27 21.87
7 LHB AC 2 TIER 1.19 30.35 1.21 29.84
130
8 LHB AC-III TIER 1.32 27.36 1.47 24.57

9 LHB AC 2 TIER 1.19 23.34 1.21 22.96

100
10 LHB AC-III TIER 1.32 21.04 1.47 18.90
 Vertical Mode Lateral Mode
Speed
S.N. Loco Motive
(kmph) Natural Critical Natural Critical
frequency Wavelength frequency Wavelength

1 WDM3A 3.45 10.47 3.03 11.92

2 WAP5 130 1.26 28.66 1.4 23.81

3 WAP7 1.35 26.75 1.3 25.64

4 WDM3A 3.45 8.05 3.03 9.17

5 WAP5 100 1.26 22.05 1.4 19.84

6 WAP7 1.35 20.58 1.3 21.37

Short Chord and Long Chord
• Due to wide variety of rolling stock on IR
• Control over wide wave band of track irregularities is required.
• Rolling stocks having stiff suspension respond to short
wave length (λ) irregularities.
• Four wheelers and bogie freight wagons.
• Rolling stocks having softer suspension respond to long
wave length (λ) irregularities.
• Passenger coaches and locomotives.
 Short Chord and Long Chord

• The short chord is pertinent for four wheelers and

bogie freight wagons and for slow speeds

• The long chord is important for passenger coaches

and locomotives and for higher speeds.
Short and long chords
S no. Parameter Short chord/ base Long chord base
1 Unevenness 9.0 meter (UN-1) 18.0 meter (UN-2)

2 Alignment 9.0 meter (AL-1) 15.0 meter (AL-2)

3 Twist 3.0 meter (TW-1) 15.0 meter (TW-2)

4 Gauge For tight and slack gauge refer For guidance of Pway engineer on
para 224(2)(e) (v) as good practice Passenger comfort
Track Recording Cars (TRC)
Track Parameters Measured
(short/long chord)

UNEVENNESS Left Rail

(Two chords of 9.0/18.0m)

Right Rail
GAUGE
(50m moving average)

TWIST
(Two chords of 3.0/15.0m)

Left Rail
ALIGNMENT
(Two chords of 9.0/15.0m)

Right Rail
Track recording car (TRC)

Parameters Measured

VE
ACCELERATION LATERAL RTI
CA
L
SPEED OF THE VEHICLE

LOCATION OF ACCELERATION PEAK

RIDE INDEX FOR EACH BLOCK OF 200 m

Unevenness by mechanical means in Old TRC

1.8 m 1.8 m

* Vertical
*
* Displacement

3 Axle Bogie & Measuring Frame

For Unevenness Measurement
Inertial principal
Inertial principal
MOUNTING POSITION OF TRANSDUCERS
 INERTIAL PROFILE - VERTICAL

ò ò ÿ dt² = y ( Vert. Locus

of point ‘A’or ‘B’)
ÿ ÿ yA+ LVDT(L)= Vert. Profile
of left rail
A B
LVDT(L) LVDT(R) y + LVDT(R)= Vert. Profile
B
of right rail
39
 b1 b2

d
a2
a1

Gauge = a1 + d + a2

Gauge Sensing with Contact Sensor

Lateral LVDT
 Accelerometer

42
TRACK RECORDING CUM
RESEARCH CARS..
Contact type gauge sensors
• PRINCIPAL OF WORKING :
1. Inertial Principle of Track
Measurements
2. Under loaded condition
3. Sampling of track geometry at
Selected interval
 CALIBERATION

44
 CALIBERATION

45
TRACK RECORDING CUM
RESEARCH CARS..
• TYPES:
Contactless laser based sensors
• PRINCIPAL OF WORKING :
1. Inertial Principle of Track
Measurements
2. Under loaded condition
3. Sampling of track geometry at
Selected interval
 Calibrations

51
Tachometer
 TRANSDUCERS

LIGHT PHOTO SENSING

SOURCE DIODE

FLEXIBLE CABLE
TO WHEEL
DISC WITH SLITS

TACHO
54
Measurement in TRC
Overlapping Chords – Eg. Measurement of Alignment

25cm 25cm
25cm

Rail
Measurement by TRC
Thus … for every block of 200 m… TRC takes…

Left Rail 800 readings

UNEVENNESS
Right Rail 800 readings

GAUGE And works out Which is called 800 readings

the SD value for Measured SD
each of the 6
Value σm
parameters 800 readings
TWIST

Left Rail 800 readings

ALIGNMENT
Right Rail 800 readings
Concept of Standard Deviation

QUALITY OF A STRETCH OF TRACK

Why can’t we take average value of defects?

Why Standard Deviation is required?

Because we are more concerned about the
variation than the absolute values.

Example of Curves
Significance of Standard Deviation (σ)
99.7%
95%
68%

σ σ

2σ 2σ

3σ 3σ

One σ away from the mean in either direction on the horizontal axis (the red area on the above
graph) accounts for somewhere around 68 percent of the data in this group. Two σ away from
the mean (the red and green areas) account for roughly 95 percent of the data. And three σ (the
red, green and blue areas) account for about 99 percent of the data.
Arrangements for Running Track Recording Car–
Monthly program for running of TRCs on various zonal railways are issued by
RDSO, well in advance.
On receipt of program from RDSO, Zonal railways will arrange for suitable
power, crew, consumables, and path to ensure that the Track Recording Car
has an uninterrupted run.
ADENs & SSEs headquartered at originating/halting stations will coordinate
for proper placement, watering, charging and other assistance to RDSO
Special.
Following officials should accompany the TRC run:
For Group 'A' Route Zonal Railway headquarter– A SAG/JAG Officer
nominated by PCE/CTE Division– Sectional Sr. DEN/DEN, ADEN and SSE
Other than Group `A' routes Railway– An officer from the Track Cell not below
SS/JA Grade Division- Sectional Sr. DEN/DEN, ADEN and SSE Sectional Sr.
DEN/DEN shall ensure proper liaison in the Control office for suitable path
and monitoring of the special
Actual Running of Track Recording Car–
Maximum recording speed of contact sensor based TRC is 100 kmph and of
LASER contact-less sensors based TRC is 160 kmph.
Measurement of Track parameter recording is independent of speed above a
minimum speed of 20 kmph.
The recording done below minimum speeds of 20 kmph is taken as "Non-
recorded".
The track recording car specials must have a through run over the section
between two major stations and run on through lines at all stations. Recording
should be done during day light hours. Before start of any run, it should be
ensured that calibration of the system has been done satisfactorily.
The printout of TRC results being printed after completion of each kilometre
should be taken by the P.Way staff after day's run for record for taking
maintenance action.
Actual Running of Track Recording Car–
Maximum recording speed of contact sensor based TRC is 100 kmph and of
LASER contact-less sensors based TRC is 160 kmph.
Measurement of Track parameter recording is independent of speed above a
minimum speed of 20 kmph.
The recording done below minimum speeds of 20 kmph is taken as "Non-
recorded".
The track recording car specials must have a through run over the section
between two major stations and run on through lines at all stations. Recording
should be done during day light hours. Before start of any run, it should be
ensured that calibration of the system has been done satisfactorily.
The printout of TRC results being printed after completion of each kilometre
should be taken by the P.Way staff after day's run for record for taking
maintenance action.
OSCILLATION MONITORING
SYSTEM
 TRACK PERFORMANCE
MONITORING
• Measurement of Track Geometry Parameters using
Track recording Cars (TRC)
• Measurement of Vehicle Response
(Vertical & Lateral Acceleration)
VEHICLE MOTIONS
FACTORS AFFECTING VEHICLE
RESPONSE

•FREQUENCY OF TRACK IRREGULARITY

•SPACING OF THE TRACK DEFECTS

•SPEED OF THE VEHICLE

•DIRECTION OF MOVEMENT

•NATURAL FREQUENCY OF VEHICLE

 ACCELERATION MEASURING
SYSTEMS

•PORTABLE ACCELEROMETER (*)

•OSCILLOGRAPH CAR
• OSCILLATION MONITORING SYSTEM (OMS)

•TRACK RECORDING CARs

 ACCELEROMETER
• Accelerometer is main component of acceleration
measuring system.
• It consists of a mass “m” attached to a thin
• flexible plate whose other end is firmly fixed in
casing of accelerometer.
• Space within casing is filled with damping fluid
which is normally sillicon liquid.
• Flexible plate is strain gauged to sense deflection
of mass “m” which is indicator of acceleration.
 DAMPING FLUIDE

Strain gauges

MASS
x

ACCELEROMETER
 OMS-2000

•OMS-2000 is microprocessor based system

•It records
–Speed of the vehicle
– Vertical and Lateral Acceleration on coach floor
– Calculates the Sperling ride index
 BLOCK DIAGRAM OF OMS-2000

PC/XT

BATTERY BACKEDUP
RAM
KM SWITCH
INTERRUPT 16 BIT PROCESSOR
+ 16 COLUMN
SEVEN SEGMENT DISPLAY NUMERIC
TACHO + PRINTER
KEYBOARD INTERFACE
INTERRUPT +
8 BIT ADC

12 V SUPPLY AMPLIFIER CARD

LATERAL ACC
VERTICAL ACC
CHANNEL
CHANNEL
SALIENT FEATURES OF OMS-2000
• Portable with only 18 Kg weight
• Battery operated: 8 Hrs operation with fully charged battery.
• Possible to operate with 24V DC, coach battery,
110V/220V AC supply.
• Built in amplifier : No messy connection
• Real Time digital out put
• Operate in Tacho and Non-Tacho Mode
• Can stores data during run in battery backed RAM
• Rugged : Does not require air conditioning
 FREQUENCY OF RECORDING BY
OMS2000
•Para 514 of IRPWM stipulates the frequency as
under
B.G. for
 Speed above 100 Kmph => Once every month
 Other => Once in two months
Above recording frequency is only guide line and
depending upon availability of instruments, CE may vary
the same. Presently A, B and C routes are to be covered
every month.
 OPERATION MODES OF OMS 2000
•OMS 2000 can operate in three modes :
 Mode 1 : Monitors Ride Quality and prints ride index
for every 200 mt blocks.
 Mode 2 : Monitors speed, vert. and lat. acceleration and
prints exception reports.
 Mode 3 : Combination of above two modes. Monitors
speed, vert.and lat. acceleration and print
exception reports.Also prints ride indices for
each Km. Acceleration excedences stored in memory
for later use.

• Mode 3 is normally used for regular monitoring.

 LIMITS OF ACCELERATION PEAKS
Lateral and vertical acceleration peaks exceeding the
following values are considered for track quality
assessment

Broad Gauge Routes

Routes with Speed Potential > 110 kmph : > 0.15g

Other route with Speed Potential < 110 kmph: > 0.20g
Metre Gauge Routes : > 0.20g
TRACK QUALITY CLASSIFICATION
• Track Categorization is based on total number of vert. and
lateral acceleration peaks/Km for a given stretch (sse/pway’s
subdivision, division) as under
No. of Peaks/Km for
Very Good Good Average

 High Speed < 1.0 1-2 >2

 Others < 1.5 1.5-3.0 > 3
• All locations with acceleration peaks (lat/vert) exceeding
• 0.30g for speed up to 110 KMPH, 0.25g for speed above
110KMPH and up to 130 KMPH & 0.20g for speed above 130
KMPH and up to 160 KMPH needs to be attended urgently
RI Outputs (Exception Report)
RIDE INDEX = 0.896 x 10 th root of b3F (f)/nf
WHERE :-
b:- ACCELERATION PEAKS IN CM/SEC2
n:- NUMBER OF PEAKS
f:- FREQUENCY
F(f) IS A FUNCTION OF FREQUENCY TO REFLECT HUMAN
RESPONSE TO VARIOUS FREQUENCIES , ITS VALUE IS
DIFFERENT FOR VERTICAL AND LATERAL ACCELERATION
FOR VERTICAL ACCELERATION
F(f) = 0.325*f*f FOR O.5 < f < 5.9 cps
= 400 / f*f FOR 5.9 < f < 20 cps
= 1 FOR f > 20 cps
FOR LATERAL ACCELERATION
F(f) = 0.8*f*f FOR O.5 < f < 5.4 cps
= 650 / f*f FOR 5.4 < f < 26 cps
= 1 FOR f > 26cps
 SPERLING RIDE INDEX Contd..

Evaluation of RI
• Three method are in use for calculating RI i.e.
(i) Manual Method (Average Frequency)
(ii) Half Wave Frequency Method
(ii) FFT Method
• OMS uses average frequency method for RI
calculation which is as under :
 Analog chart of acceleration is smoothened to filter high
frequency noise if any.
 Summation of cubes of all acceleration peaks is taken.
 Above summation is divided by nos. of peaks to get avg “b”
 SPERLING RIDE INDEX Contd..

Evaluation of RI

• Average frequency of acceleration is arrived at by

expression
f = n/2t
Where n = Total No. of peaks
t = Total time in second

• RI is evaluated using the expression

R.I. = 0.896 x {b3x F(f)/f }1/10
SPERLING RIDE INDEX Contd..
Acceleration Mean x= b3 * 10-6 No. of nx
range ‘g’ Acceleration peaks = n
= b (cm/sec2)
0.00-0.04 19.52 0.008
0.04-0.08 58.86 0.204
0.08-0.12 98.10 0.944
0.12-0.16 137.34 2.59
0.16-0.20 176.58 5.506
0.20-0.24 215.82 10.05
0.24-0.28 255.06 16.59
0.28-0.32 294.30 25.49
0.32-0.36 333.54 37.10
0.36-0.40 372.53 51.80
Ʃn Ʃnx
 SPERLING RIDE INDEX Contd..

Value of RI generally vary from 1 to 5. Interpretation of RI

for riding is as under :
R.I. Interpretation
1.0 Very good
1.5 Almost very good
2.0 Good
2.5 Almost good
3.0 Satisfactory
3.5 Just satisfactory
4.0 Tolerable
4.5 Not tolerable
5.0 Dangerous in service
 SPERLING RIDE INDEX Contd..

• Criteria Committee has recommended Ride Index

values for different rolling stocks in use on IR which is
as under :
RIDE INDEX
Preferable Limiting
Diesel and elect 3.75 4.00
Locomotives

Passenger Coache 3.25 3.50

Wagons 4.25 4.50
TYPICAL OUT PUT OF OMS IN MODE 3

04,11,88 Date (DD/MM/YR)

12.56.16 Time (Hr/Min/Sec) 24 hr format
 
1251 0000 K Starting location in KM
0100 0.15 0.15 G Max. speed, V accn. limit, L accn limit
2.50 2.50 R Max. V RI limit and L RI limit
 
1251 0092 K Location in KM, Distance from last KM
102 0.16 0.04 G Speed, Vert. accn., Lat. accn. in ’g’
1251 0320 K
089 0.19 0.07 G
1251 0917 K
095 0.06 0.17 G
1251 Km switch pressed
092 Average speed during last KM
01 2.93 2.33 R Block No., Vert. RI , Lat. RI
02 2.91 2.63 R
03 3.14 2.54 R
04 3.02 3.30 R
05 2.97 2.83 R
 IMPORTANT POINTS FOR USING
OMS
• In addition to track geometry, ride quality depends on
–Speed of the vehicle
–Vehicle Characteristics
To eliminate above effects, successive recordings should be done preferably
using same coach with same train in same direction (up or down) of
movement.
• Trained operator should be used for recording
• OMS should be sent to RDSO once in eight
months or whenever in doubt for calibration
check.
 ADVANTAGES OF OMS

• No need for special train running and separate path

for recording.
• Digital out put gives location of isolated acceleration
peak thus helps in easier identification of track defect
at site.
• Data stored in OMS : Can be integrated with TMS.
• Give RI which is indicator of combined effect of track
geometry and vehicle performance.
OSCILLOGRAPH CAR
 OSCILLOGRAPH CAR
• Main transducer is accelerometer
• For track monitoring runs, accelerations at loco
cab floor near bogie pivot are monitored.

• Parameters recorded in run are :

– Vertical acceleration
– Lateral acceleration
– Primary spring deflection (left and right)
– Bogie rotation
 RECORDING FREQUENCY AND ROUTES

• Oscillograph Car runs are made to asses riding

quality of track.
• Recording done for high speed routes i.e. for routes with sectional
speed
• 110 & up to 130 KMPH- Once in 6 month
• 130 & up to 160 KMPH- Once in 4 month
• Recording is done at maximum sectional speed.
THRESHOLD VALUE OF ACCELERATION

As per para 616(b) of IRPWM, values are as under

Vertical Lateral

(i) For all locos at loco floor 0.20 g -

(ii) For diesel & electric Locos - 0.20 g

with double stage suspension

(iii) For other locos with single 0.30 g 0.30 g

stage suspension
(iv) On passenger coach floor 0.15 g 0.15 g
 ANALYSIS & INTERPRETATION OF RESULTS

• Oscillogram analysed for vert and lat.

accelerations.
•Vert. and lat. acceleration peaks above threshold
are
counted separately.
• Analysis is done km wise under following heads:
–Station Yards
–Other Than Station Yards
–Active Continuous Stretch
 STATEMENT ‘A’
OCILLOGRAPH RESULTS (Para 612)
Total length of Section: 232 Kms Section : BPQ-KZJ
Length recorded : 185 Kms Loco No……….
Date of recording : 22nd March 2018 Type of Loco………..
Station Yards (Peaks above Threshold values)
Sl. No. Name of Yard Speed in Vertical Lateral Remarks
and Location Kmph Acceleration Acceleration
1 SPUR 100 - 0.26
FP-2
2 MCI 100 0.22 -
TP-1 100 0.22
TP-2
3 PPZ 100 0.20 -
FP-1 105 0.20 -
FP-2
4 BGSF 110 - 0.22
324/10-11
5 OPL 100 0.26 -
343/5-6
6 HSP 100 0.20
TP-1
 STATEMENT ‘B’
Date of recording: 22nd March 2018 Section : BPQ-KZJ(Km 367-135)
Loco No………. Length recorded : 185 Kms
Type of Loco……….. Total Length: 232 Kms

Oscillograph Results in Places other than Station Yards

Isolated Locations (Peaks above Threshold value)
Sl. Location Speed in Vertical Lateral Remarks
No. Kmph Acceleration Acceleration
1 146/1-2 100 - 0.28 Curve
2 148/15-16 110 - 0.28 Br.
3 149/7-8 110 0.28 -
4 149/7-8 110 0.35 - Br.
5 151/8-9 110 - 0.24
6 151/8-9 110 - 0.22
7 151/11-12 105 - 0.24
8 160/7-8 110 - 0.22 Curve
9 164/9-10 110 0.24 -
10 168/1-2 100 And so on 0.30
 STATEMENT ‘C’
Date of recording: 22nd March 1982 Section : BPQ-KZJ(Km 367-Km135)
Loco No………. Length recorded : 185 Kms
Type of Loco……….. Total Length: 232 Kms

OSCILLOGRAPH RESULTS
Active Continuous Stretches
Sl. Kms Distanc Speed Active Total Maximum No. of No. of Remarks
No From To e in in in No. of Value peaks peaks
. Kms. Kmph Mode peaks between above
above 0.20g & 0.25 g
0.20 g 0.30g

Nil

Note- If there are on an average more than 10 peaks above the threshold value
per km, the length may be included in this statement.
Use of Oscillograph Car Recordings–

(1) Threshold values of acceleration: Track should be

attended to at all such locations where peaks above
threshold values are reported.
(2) Efforts should be made not only to check the extent of
defect but also to find out whether it is occurring in an
active patch as it may lead to excessive oscillations.
ULTRASONIC TESTING OF RAILS BY SPURT CAR
Introduction

The measuring speed depends on the type of system and the track
quality, but is in general in between 40 to 90 km/h.
Special track structures are normally inspected with hand equipment.
It is common practice to use hand equipment to check indications
given by an ultrasonic train before the final decision is made on
removing a defect.
UST96

The UST 96 is equipped with its own diesel hydraulic

power and can be used on all standard gauge lines.
It has been put into action on European railroad tracks.
The specifications are represented in Table.
UST96
The control electronics ensure permanent optimisation of the signal
levels, the rail profile type is automatically taken into account in the
optimisation.
It is also complemented with a measuring system for detecting so
called "head check" flaws.
Accurate determination of the position on the rail track is done with a
wheel encoder (odometer), together with RFID and magnetic sensors,
GPS satellite navigation and manual input of location.
UST96

Measurements are carried out every 2 or 3 mm. The accuracy

of the global position of reported defects is about 1 meter.
Depth of a defect is reported with an accuracy of about 1mm.
UST96

The defect reporting performance is very high: more than 95% of

reported defects are confirmed to be defects.
Well controlled calibration runs demonstrated the outstanding
performance of the system.
Data are stored digitally and can be imported or exported to the
data bases.
UST96

Digital and/or paper reporting is provided to the customer within

24 hours of the inspection run.
Critical anomalies may be reported within a few hours, or even
minutes, after inspecting a section.
Several hundreds of km of track are inspected and reported each
day, depending on the quality of the track.
USFD Assembly in SPURT Car
Simplified Architectural Blocks of URS
IDS – Incident Detector System
Probe
System
Probe System SEL

IDS
Sensor Electronics IPR

URS
Incident Processor WST
Workstation CAN

RGS
CAN (Controller Area Network)
IDS – Incident Detector System

Probe System

There are two probe blocks per rail containing two 0 deg., two 70 deg., two 35 deg.
transducers and two extra 70 deg. transducers for inspection of inner side of the rail
head.

For optimum Signal to Noise Ratio, the electronics for the transducers are mounted
in a housing on the bogie adjacent to the transducers.

The system ensures optimum contact with rail and correct positioning of transducers
on the rail at high speeds.
IDS – Incident Detector System
Probe System
The carrier is positioned relative to the center of the
rail by a pneumatic system.
When measuring, the guide wheel pushes against the
running edge of the rail head and fixes the position of
the probes.
During transport, the probe carrier and the guide
wheel are free from the rail.
The probe system is mounted in a small trolley fixed
to one of the bogies. (This trolley always remains on
the track.)
Water is used as contact fluid. This is why the train
carries a water capacity of 6000 liters.
 IDS – Incident Detector System
Probe System
The water is transported under pressure to the chamber
in the probe carrier, which is sealed by a rubber ring.
So, a water film is formed between probe and rail to
create the acoustic connection.
The 0 deg. probe is used to scan part of the head, the
whole web and the central part of the foot perpendicular
to the rail.
Due to scattering of the transmission pulse in the water
film and the properties of probes currently used the
defect echo's in the upper part of the rail head cannot be
detected directly.
IDS – Incident Detector System
 IDS – Incident Detector System
Probe System
This zone, formed by the transmission pulse area
and the water interface area, is the called as 'dead
zone' and can be reduced to about 5 to 8 mm.
The 70 deg. probes have an intermediate layer in
the perspex probe block.
The test area is formed by the central part of the
rail head and part of the web.
The maximum depth in the perpendicular goes to
about 90 mm.
The Signal Noise Ratio is continuously monitored
so that the equipment retains its optimal settings.
IDS – Incident Detector System
IDS – Incident Detector System
Probe System
The measurement interval is automatically set according to the type of
transducer.
Depending on the speed a measurement interval of 2 or 3 mm is chosen.
The IDS automatically changes measurement interval and detection area
parameters when changing rail profiles.
On-line Control and Data Interpretation
Dealing with on-line control and data interpretation
An inspection run starts by filling in an administration page on the
configuration and control console and printing a 'configuration
page' containing all administrative and parametric data of the
measurement run.
Furthermore, on the configuration and control console,
measurement parameters can be optimized (using special
keyboard).
During inspection, on-line rail plot is monitored for the observer on
a video screen.
On-line Control and Data Interpretation
Dealing with on-line control and data interpretation
A large color monitor displays the measurement data over several
hundreds of meters of track on-line.
The operator can always monitor the quality of the measurements.
Larger defects can be noticed immediately.
In the rail plot picture, the marks are abbreviations for structures like
LL for glued insulated joint, TL for thermit weld, HM for hectometer
post and KM for change of position.
Marks can be input manually or by the system.
The data as drawn on the rail plot screen is simultaneously printed on
paper for reference purposes.
Off-line Data Analysis and Report Generation
RGS – Report Generation System
It represents an off-line PC system connected to IDS by a network link
onboard the train.
The software runs for visualization, automatic classification, interactive
classification and reporting. It runs under Windows.
Expert systems like rule-based classification processing and case-based
classification processing have been implemented.
Dedicated multi-lingual reporting modules are present, and can be used
depending on customer needs.
RGS computer classification procedure offloads the operator from
having to sift through non-defect objects, commonly found in the rails,
by hand.
Off-line Data Analysis and Report Generation
RGS – Report Generation System
After this step, objects not identified by the expert system and
all possible defect objects are shown to the operator.
Hence, the operator always makes the final call or judgment.
Finally, the defects are reported and printed on paper.
The software has a highly automatic classification procedure,
which can automatically spot the difference between cracks
and structural perturbations and flag up potential flaws.
It enables a detection rate to be achieved of over 95%.
The system gives the location of defects found and other
detailed data.
THANKS