MECHANISED BALLAST CLEANING DYNAMIC TRACK STABILISATION

1
MECHANISED BALLAST CLEANING DYNAMIC TRACK
STABILISATIONUNIMAT
2
FUNCTIONS OF BALLAST

• Transfer of wheel forces uniformly
• To provide elastic and resilient medium
• Resistance to vertical movement
• (settlement/deflections)
• Media for track geometry correction
• Lateral resistance
• Longitudinal resistance
• Efficient drainage

3
REASONS FOR FOULING

• BALLAST BREAK DOWN
• Handling
• Tamping/packing
• Traffic- impact abrasion
• Weathering
• FINES FROM SUBGRADE
• Mud pumping
• Seepage
• FINES FROM SURFACE
• Droppings from trains
• Wind/water transported

4
EFFECTS OF FOULING

• REDUCION IN FRICTION
• More dynamic stresses
• REDUCTION IN ELASTICITY/RESILENCY
• IMPEDES DRAINAGE- MUD PUMPING
• Load carrying capacity is severely restricted
• GEOMETRY CORRECTION BECOMES DIFFICULT
• MORE FREQUENT ATTENTIONS TO TRACK
• UNDUE STRAIN ON TRACK COMPONENTS/ROLLING STOCK

5

6

7
BALLAST CLEANIG MACHINE

8
BALLAST CLEANING MACHINE(Pt. Xing)

9
CUTTER CHAIN

10
SCRAPER FINGER CHISELS

11
CUTTING CHAIN ASSEMBLY

12
BALLAST CLEANING

13
CROSS SLOPE ADJUSTMENT

14
SCREENS

15
SCHEMATIC OF SCREENING

16
SCREENING OF BALLAST
17
DISTRIBUTION OF CLEAN BALLAST

18
DISTRIBUTION OF CLEAN BALLAST

19
DISPOSAL OF MUCK

20
BALLAST CLEANING OF Pt. Xing
21
MEASUREMENT OF CUTTING DEPTH

22
SHOULDER BALLAST CLEANER
23
SHOULDER BALLAST CLEANER
24
DYNAMIC TRACK STABILISATION
25
DYNAMIC TRACK STABILISER

26
AIMS

• The aim of dynamic track stabilisation is to
  achieve an improved anchoring of the track
  skeleton in the ballast bed.
• To permits maximum permissible/ enhanced speed
  after maintenance .
• It also aims at retention of track geometry for a
  longer period.
• Savings in operation maintenance cost

27
PRINCIPLE OF DYNAMIC TRACK STABILISATION

• The dynamic track stabilizer sets the track in
  horizontal oscillations whilst applying a static
  vertical load at the same time. This causes the
  ballast stones to re-arrange their position, with
  the result that the track is lowered and gets
  fixed" into the ballast bed.

28
PRINCIPLE OF DYNAMIC TRACK STABILISATION
29
DGS 62 N

• Two stabilising units, located between the
  bogies
• Four flanged rollers and two pressing rollers,
  acting as a clamp, on each unit
• Synchronous-action flywheel gear to produce the
  horizontal oscillation directed crosswise to the
  track axis

30
DGS 62 N

• 0 - 42 Hz
• Hydraulic cylinders for applying the vertical
  load (up to 356 kN)
• Proportional levelling system for an automatic,
  measured lowering
• In one of the two cabins the operating and
  monitoring controls for working operation are
  clearly laid out

31
STABILISING UNIT

32
APPLICATION OF VERTICAL LOAD

33

34

35

36

37

38
ADVANTAGES OF DYNAMIC TRACK STABILISATION

• Homogeneous, spatial consolidation of the entire
  ballast bed
• Increase of the resistance to lateral
  displacement
• Careful treatment of the ballast material by
  dynamic re-arrangement of the ballast stones to
  avoid fines
• The danger of track buckling is reduced

39
ADVANTAGES OF DYNAMIC TRACK STABILISATION

• Durability of the accurate track geometry over a
  longer period, raising the quality reserve of the
  track
• The intervals between maintenance are extended
• Great savings in the regular track maintenance
  and operational hindrance costs when the
  technique is applied regularly
• Dynamic stabilisation raises the safety and helps
  to lower costs

40

• TAMPING OF TURNOUT
• BY
• UNIMAT

41
3rd rail lifting
UNIMAT-3S 42 Nos.
42
UNIMAT-3S 42 Nos.

• Points and crossing tamping machine
• Tilting / swirling tools
• 3rd rail lifting arrangement in (3s) machines
• Manual lifting of 3rd rail in 2s machines
• 1 t/out per 90 minutes

43
PACKING OF CROSSOVER SIDE
If manual packing under sleeper on turnout side
is not done while packing main line side cross
level may get disturbed when machine arrives on
turn out side for packing.
44
UNIMAT 4S
45
UNIMAT-4S

• Switch maintenance with three-rail lifting and
  four-rail tamping
• Four independent-action tamping units with a
  total of 16 individually tiltable tamping tines
• For tamping the fourth rail the outer tamping
  units are slewed out on telescopic jibs

46
UNIMAT-4S

• The tamping units are pivot-mounted on the
  machine frame to ensure optimum tamping of
  sleepers in slanting position
• Combined lifting and lining unit with lifting
  hooks and roller clamps
• Synchronous three-rail lifting unit with
  automatically adjusting telescopic arm
  (optional)

47
UNIMAT-4S

• Ballast hopper with distributing device for
  intake and placement of the surplus ballast
  (optional)
• Cabin at the front with drivers desk and ALC
  automatic guiding computer
• Work cabin with excellent view onto the work
  area

48
THANK YOU