HANDBOOK

(2015-First Edition)

CSM
CONTINUOUS STOPF MASCHINE

A CONTINUOUS ACTION RAILROAD MAINTENANCE TAMPING MACHINE

By
Prakash Upadhyaya (Principal / IRTMTC)
Bhavesh Kumar Bhardwaj (Chief Instructor / IRTMTC)
Arvind Kumar (Chief Instructor / IRTMTC)

INDIAN RAILWAYS TRACK MACHINES TRAINING CENTRE

NORTH CENTRAL RAILWAY
ALLAHABAD
A HANDBOOK ON CSM 2015

FOREWORD

Principal Chief Engineer

North Central Railway
Allahabad
A HANDBOOK ON CSM 2015

FOREWORD

Chief Engineer (TMC)

North Central Railway
Allahabad
A HANDBOOK ON CSM 2015

PREFACE

Track machines had been introduced over Indian Railway in 1963. Machines of earlier ages were based
on mechanical engineering. A great leap in technology has been taken in 1989 when first CSM had been
introduced. CSM was a machine with far advance technology. With CSM technology by Plasser &
Theurer has been entered in a new era of control system i.e. Programmable Logic Control (PLC). It is
tough to imagine but it is true that CSM was designed for fully automatic working (no manual tamping)
with LASER & GVA at that time.
CSM is an excellent example of amalgamation of various engineering. Though people join track
machines are from engineering background yet it is very tough for them to understand track machine
without proper guidance.

OEM provides various catalogues with its machines i.e. operator’s manual, spare part catalogue,
drawings. These catalogues provide huge information about machine. But it is very tough to churn out
fruitful knowledge from this pile of information. That is why the service engineers are frequently called at
sites.

During my regular interactive discussion with various capacity staff of track machines during initial &
refresher courses at ITRMTC, I have been able to identify their grey areas. So I have decided to brighten
these grey areas in the light of knowledge. CSM has been taken first because it is the first high output
machine with advance technology which is being utilized for maintenance tamping in Indian Railways.

This handbook is a humble effort to bridge the gap between changing technology of Plasser & Theurer
and knowledge of our staff. In this handbook it has been tried to provide required authentic information
about each & every area of interest at the same place. It has useful essential information from different
OEMS, RDSO & IRTMTC.

After reading this handbook staff can understand anatomy of CSM, working of its different assemblies,
correlation among technologies, operation & maintenance of machine. Besides these this handbook has
a separate section about troubleshooting which will help to rectify failures of machine during working.

I am thankful to the faculty members of IRTMTC specially Mr. Bhavesh Kumar Bhardwaj and Mr. Arvind
Kumar who have given me valuable information and support during compilation of this handbook.

Since this is the maiden effort of writing a handbook by IRTMTC I humbly request to the users to solicit
any error and intimate. Suggestions & questions from field staff to improve this handbook are always
welcome.

At last after my considerably continuous long experience in Track machine organization in different
capacity I am in a position to say that this handbook will certainly be helpful and is a good starting sparks
in this field.

Prakash Upadhyaya
Principal IRTMTC
A HANDBOOK ON CSM 2015

Objectives of this handbook

 JE/SSE can understand the features, units and working of CSM.

 They can understand differences between old & new CSM.

 To know different working parameters of machine.

 Optimum utilisation of CSM with its limitations.

 To analyse and rectify failures on machine.

 To develop ability to search correct part number of spares from catalogue.

 To get list of spare parts from OEM & RDSO.

 To know right maintenance techniques from OEM & RDSO.

 To know minimum quantity of spares to be kept on machine for emergency from RDSO.

 To know the various maintenance schedules recommended by RDSO.

 To get list of safety items to be kept on machine.

 A beginner can operate machine easily with its help.

 JE/SSE could feed data for design lining and levelling.

A HANDBOOK ON CSM 2015

INDEX
S.N. DESCRIPTION OF ITEM PAGE NO.
PART-A CONCEPT OF TAMPING AND HISTORY
1. CONCEPT OF MAINTENANCE TAMPING 1-8
2. WORKING PRINCIPLE 9-27
3. BRIEF HISTORY OF TRACK MACHINES 28-30
PART-B TECHNICAL FEATURES OF 09-32 CSM
1. INTRODUCTION OF CSM 31

2. PHYSICAL PARAMETERS OF CSM 32

3. SALIENT FEATURES OF CSM 33
4. IDENTIFY CSM 34

5. DIFFERENCE BETWEEN OLD AND NEW CSM 35

6. GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 36-54

7. POWER TRANSMISSION SYSTEM 55-57

8. LIST OF SPARE PARTS FOR OLD CSM 58-64
9. LIST OF SPARE PARTS FOR NEW CSM 65-72

10. LIST OF ELECTRICAL AND ELECTRONIC ITEMS 73-80

PART-C MAINTENANCE SCHEDULE & TROUBLESHOOTING
1. MAINTENANCE SCHEDULE BY OEMs 81-106
2. TROUBLESHOOTING TECHNIQUES 107-109

3. MAINTENANCE SCHEDULE BY RDSO 110-117

4. LIST OF SAFETY ITEMS ,SPARES & TOOLS TO BE KEPT IN M/C’s STORE 118-121
5. LIST OF CRITICAL ITEMS BY RDSO 122-128

6. TROUBLESHOOTING BY RDSO 129-160

PART-D MACHINE OPERATION
1. LOCATION OF PANEL BOXES ON M/C 161
2. DESCRIPTION OF PANEL BOXES ON M/C 162
3. ADDRESS & VALUE OF MULTIPLEX SIGNALS 163
4. OPERATION PROCEDURE OF MACHINE(STARTING/DRIVING/WORKING) 164-172
5. METHOD OF DATA FEEDING IN MACHINE 173-195
PART-E BIBILOGRAPHY
 CONCEPT OF MAINTENANCE TAMPING 2015

MAINTENANCE TAMPING

The entire railway track consisting of rails, sleepers and ballast is an elastic system. Due
to enormous forces generated by the movement of train, railway track deforms and try to return
to its original position being an elastic medium.

Over a period of time action of these high stresses results in deterioration of the track
geometry. If corrective action is not taken to maintain the required track geometry, it will lead to
imposition of speed restrictions and safe running of train at desired speed will not be possible.

Therefore to avoid such a situation, railway tracks should be maintained at regular

intervals. This includes leveling, lifting, lining and tamping. This maintenance ensures that the
required geometry of the track is restored for safe running of trains.

If more precise, tamping means “correction of track geometry” and is done to get
equally compacted sleeper supports of sufficient bearing capacity which results in improved load
distribution on several sleepers and thereby increases track stability with desired target track
parameters required for safe running of trains at desired speed.

Achievement of better track parameters after maintenance tamping greatly depends upon
some important pre-requisite works to be done before deployment of machine. This output
further influenced by various pre-block activities, during block activities and post block
activities while machines are working on track. Therefore it is very important for field engineers
to understand the importance and effect of various pre-requisite works, pre-block activities,
during block activities and post block activities.

For better appreciation of importance of pre-requisite works let first understand the
principle of tamping and various functional parameters of tamping.

Principle of Tamping

Non-synchronous (asynchronous) equal pressure principle is used for tamping. As per

this principle, all tamping tines (Tools) apply the same pressure to the ballast, independent of
their movement in the ballast bed. That means an equalization of the surface pressure on all
tines, and allows them to move independently in the ballast bed, equivalent to the resistance.

During tamping process, tamping tools penetrate the ballast and perform a closing,
squeezing, movement. A sinusoidal vibration is superimposed on this squeezing movement.

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 CONCEPT OF MAINTENANCE TAMPING 2015

The criterion of the asynchronous equal-pressure tamping is not the distance covered by
the tamping tools, but their effective tamping forces. This means that each individual tamping
arm with its tamping tines squeezes, until the preset optimum tamping pressure

FUNCTIONAL PARAMETERS OF TAMPING

The most important factors influencing the quality of tamping (ballast compaction) are:

1. Vibration frequency
2. Tine amplitude
3. Squeezing pressure
4. Squeezing time
5. Tamping depth
6. Track lifting

Vibration frequency

Detailed studies have proven that the frequency and the amplitude of the superimposed
vibration have a substantial influence on tamping quality. Study shows that the best compaction
values and the highest durability of the track position are achieved when the optimum vibration
frequency of the tamping tine plates is 35Hz. At frequencies higher than 35 Hz “liquefaction” of
ballast occurs and at frequencies above 40Hz the ballast flows past the tamping tine plate.

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 CONCEPT OF MAINTENANCE TAMPING 2015

Tine amplitude
Study shows that the best compaction values and the highest durability of the track
position is obtained at a frequency in the range of 35 Hz and an amplitude of 5 mm.
Squeezing pressure
When using the asynchronic pressure vibration tamping method, the work process is only
finished when the preset squeezing pressure is reached. Based on the results of various studies
Plasser recommends optimal tamping pressure values between 115 - 125 bar for plain track.
Squeezing time
A minimum squeeze time is required to make the necessary tamping pressure effective.
Based on the studies Plasser & Theurer suggest an optimum squeezing duration, depending on
ballast conditions, around 0.8 to 1.2 seconds. This squeezing time depends upon the ballast
condition i.e. whether new or old track. For new track lower squeezing time (0.8 sec.) shall be
required. While for maintenance tamping of old track higher values of squeezing time (1.2 sec.)
should be used for better results.
Tamping depth
Tamping depth is free space between the top of the tamping tine plate and the sleeper
[Link] achieve quality compaction of the ballast below the sleeper tamping depth is of great
importance. If the depth is insufficient i.e. too low, the tamping tines will push the ballast stones
against the sleeper flank and no compaction will be achieved, however, damage will be caused to
sleepers and tamping tines. If tamping depth is too large, the sleeper compaction will be uneven
and incomplete. The optimum range of the tamping depth, depending on grain size, is in the
range of 15-20 mm.
Track lifting
When the tamping tools penetrate the ballast bed, they have to displace the volume of the
tamping tools in the ballast bed. In addition some voids or space is also required for
rearrangement of ballast bellow the sleeper. The lifting of track, preceding the tamping, creates
that required voids under the sleepers, which enables the ballast bed to form a new structure.
Therefore track lifting is another very important requirement for the even compaction process.
No lift, or insufficient basic lift, prevents a satisfactory structure, and also does not
permit an effective rearranging of the ballast and will lead to very unevenly compacted sleeper
beds and can even lead to the feared centre bound sleepers.
Too large a lift cannot (even after repeated tamping manoeuvres) produce an evenly
compressed, load bearing ballast structure, due to the limited working area of the tamping
instruments. In such cases, several lift and tamping procedures and additional ballast will be
required to build up the required height of ballast in several layers.
After discussion on the principle and functional parameters of tamping, importance of
pre-requisite works, various pre-block, during block and post block activities are discussed in
following paras.

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 CONCEPT OF MAINTENANCE TAMPING 2015

IMPORTANCE OF PRE-REQUISITE WORKS

In Indian Railways, due to growing traffic density and increasing speeds the availability
of maintenance blocks are very limited and situation becoming critical day by day.

this scenario since the availability of traffic block is most critical our aim should be to
reduce the requirement of blocks. This can be achieved by adopting most suitable track
machines and maintenance practice.

Selection of most suitable track machine will increase the quality work output in a given
duration of block and best maintenance practice will increase the retentivity of track parameters
i.e. durability of maintained track and thereby will be helping in prolonging maintenance
interval.
Best maintenance practice means ensuring some pr-requisite works which are necessary
to eliminate those existing or developing defects which cannot be removed by track machine and
if not done affects the quality output of machine adversely.
Avoiding pre-requisite works means compromising with quality of track i.e.
unsatisfactory quality and poor durability of work and in result premature wear or damage to
utilized machinery and thereby inviting future problems and causing frequent attention to track
by deploying trackmen or machines and will therefore affect the economical viability.
Therefore before deployment of tamping machine in a particular section first plan to
complete those pr-requisite works well in advance which are necessary to eliminate the existing
or developing defects which cannot be removed by track machine by considering the complete
track structure as a whole. Elimination of existing or developing defects will result in achieving
the durable track parameters.

PRE-REQUISITE WORKS BEFORE TAMPING

Important pre-requisite works before maintenance tamping are as discussed below:
 Track surveying
For determination of correction values to achieve the target geometry i.e. for
calculation of lifting and slew value detail survey should be done, otherwise will it
not be possible to achieve desired track geometry by machine itself.
 Ensuring firm bracing between rail and sleeper
Firm bracing between rail and sleeper should be ensured. Replacement of defective
rail fastenings, pads and other elements should be ensured; otherwise uniform
packing and desired track parameters will not be achieved.
 Replacing defective rails and sleepers
Defective rails and sleepers should be replaced well in advance. In addition, it should
also be ensured that sleepers are uniformly spaced and squared to avoid hitting of
tamping tools with sleepers.

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 CONCEPT OF MAINTENANCE TAMPING 2015

 Track gauge correction

Checking and correcting the track gauge before tamping of track should be ensured
otherwise if done after tamping will disturb the track parameters and thereby result in
rough running.
 Ballast bed attention
When larger lifting values have to be carried out or in the case of a ballast deficiency,
ballast should be filled in advance at required locations. Adequate ballast in shoulder
& crib should also be ensured. Ensure sufficient Ballast cushion (min. 150 mm) for
proper tamping.
Pumping locations should be attended and filled with fresh and clean ballast.
Similarly rounded ballast (white patches) should be replaced with clean and angular
ballast.
 Distressing of rails if required and necessary should be done before tamping to have a
maintained track parameters and smooth running for a longer duration.
 Adjustment of creep, expansion gaps in joints, buffer rails and SEJs etc.
 Attention to hogged, battered and low joints.
 Track drainage should be improved for better retentivity of packing
While planning for machine deployment it is very important to work out that whether some
activities could be co-ordinated and done simultaneously in same traffic block. This will
increase the effective utilization of traffic block and manpower both.

PRE-BLOCK OPERATIONS (MAINTENANCE TAMPING)

Following pre-block activities should be ensured for better quality and effective utilization of
traffic blocks.

 Temporary Removal of Guards rails at bridge approach and check rails.

 Removal of Wooden blocks and joggled fishplates
 All obstructions such as rail lubricators, signal rods, cable pipes, which are likely to
obstruct the tamping tools should be clearly marked and made known to the operator
before the start of the work.
 The beginning and the end of curve/transition curves should be marked on sleepers.
 Super elevation and slew should be marked on alternate sleeper to act as guide for the
operator
 In electrified sections, the earthlings bond should either be removed or properly adjusted
for tamping.

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 CONCEPT OF MAINTENANCE TAMPING 2015

DURING - BLOCK OPERATIONS (as per IRTMM-2000)

 Points to be ensured on Machine

• Squeezing Time : 0.4 – 0.6 seconds (As Per IRTMM-2000)

0.8 – 1.2 seconds (Plasser Recommendation)

• Zero Depth setting

The gap between top edge of the tamping blade and the bottom edge of the sleeper in
closed position of the tamping tool should be as under:
 Metal sleeper (Hollow bottom) : 22-25mm
 Flat bottom sleeper : 10-15mm

10 to 15 mm

• Squeezing (Tamping) Pressure

The tamping pressure setting should be equal on both side and should be adjusted
according to the type of sleeper as under:
• CST-9 sleeper : 90 - 100 kg/[Link]
• ST or wooden sleeper : 100 - 110 kg/[Link]
110 – 115 (T/Out)
• PSC sleeper : 110 - 120 kg/ [Link]
135 – 140 (T/Out)
 Number of insertions of the tamping tool per sleeper

It varies with the type of sleeper and the amount of track lift to be given

 CST-9 or ST sleeper : Double insertion

 Wooden sleeper : one insertion up to 20 mm lift and two insertions for lift > 20mm
 PSC sleeper : one insertion up to 30 mm lift and two insertions for lift > 30mm

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 CONCEPT OF MAINTENANCE TAMPING 2015

 Tamping Tools
• No Missing Tools
• The tamping tools should not be loose or worn out.
• The wear on the tool blade should not be more than 20% of its area.

Other important points to be kept in mind during block working are as follows:

 Care shall be taken to provide for Slew and lift compensation as necessary.
 Heavy slewing or lifting should normally be done in steps of not more than 50 mm.
 For LWR/CWR track, the relevant provisions of. LWR manual shall be adhered to.
 A ramp of 1 in 1000 shall be given before closing the day's work and obligatory point.
 The next day's work shall begin from the point of commencement of previous day's
ramp.
 Parameters of tamped track should be checked immediately after tamping for cross level
and alignment and necessary corrective action should be taken.
 If work is to be done during night, sufficient lighting at work site should be ensured.

POST-TAMPING OPERATIONS

 Final track parameters should be recorded

 The recorded values should not exceed the following limits:

Parameter Not more than 10 peaks per km Any peak exceeding this

to exceed this value value

Alignment ± 4 mm ± 6 mm

Cross level ± 6mm --

Unevenness 6mm 10 mm

 Checking and tightening of loose fittings.

 Replacement of broken fittings.

 Filling of ballast in tamping zone area.

 Ballast profile should be made as per standard.

 The fixtures like check rails etc. removed during pre-tamping operation should be

restored.

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 CONCEPT OF MAINTENANCE TAMPING 2015

Important Note:
All pre-requisites, pre-tamping, during tamping and post tamping activities are very
important as ensuring of these activities not only gives the quality results but also results in
economical utilization of these costly assets.
Use of DTS machine behind maintenance tamping machine
To reduce the rate of deterioration of track parameters after maintenance tamping, use of
Dynamic Track Stabiliser behind CSM is the best option.
Normal traffic loading due to train movement are uncontrolled and causes a rapid,
uneven settlement of the track. While Dynamic Track Stabilizer induces controlled settlements
of the track equivalent to a traffic loading of about 0.1 GMT. By setting the track, uniformly,
into a constant horizontal oscillation, it restores the resistance of the track to lateral
displacement.
In a long term trial carried out with German Railway on a main line of track where DTS
machine was used behind normal track maintenance tamping. Precision surveying was carried
out before and after maintenance, the results of that investigations show that:
 The fault deterioration rate of the stabilized sections increases more slowly than that of
the non- stabilized sections;
 The absolute fault level of the stabilized sections is smaller than that of the non-stabilized
sections;
 The disturbance reaction measurement from the recording car also shows greater
durability on the stabilized sections;
 Dynamic track stabilization leads to an improvement of the long-wave durability.
Other studies also have proven that due to high track geometry quality achieved by
dynamic track stabilization, an extension in maintenance intervals of approx. 30% is achieved.
Thus, dynamic track stabilization is a highly cost-effective maintenance strategy.
Actually in contrast to the loading effect of trains, the application of a sinusoidal
horizontal oscillating frequency and a leveling control induced by DTS machine causes uniform
settlement and this lead to an extension of the maintenance cycle.

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 WORKING PRINCIPLE 2015
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1. Working Principle of CSM:-

CSM machine do following important functions as under:

1. Lining correction
2. Longitudinal Level correction
3. Cross Level correction
4. Twist correction
After doing all above function simultaneously, CSM tamped (packed) the sleepers so that
whatever track geometry achieved by CSM can be retained.

For doing the aforesaid function, three systems are mainly used in CSM. These systems are as
under

(a) Lining system is used for lining correction.

(b) Levelling system is used for longitudinal level correction, cross level correction & twist
correction.
(c) Tamping system is used for packing of sleeper.

2. Principle of lining by CSM:

 CSM measures only one rail and rectify that rail i.e. datum rail.
 Other rail is fixed with the sleeper hence that is also rectified.
 If there is a gauge problem that will remain there.
 During alignment CSM machine corrects versine.
 The versine of straight track is zero and versine on curved track depends on radius of
curves, measuring chord length and measurement method.

3. Lining System:-
3.1 Single chord lining system is used in CSM wherein single wire chord is pneumatically
tighten in the centre of sensing trolleys and all the trolleys are pneumatically pressed against
the datum rail along with vertical preload for measurement and correction of track geometry.
Working Direction

During 3 Point Lining Method

During 4 Point Lining Method

(Position of sensing trolleys in straight track during 3/4 point Lining Methods)

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 WORKING PRINCIPLE 2015
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It measures existing alignment errors and reduces or eliminates them with the help of the
servo controlled hydraulic lining unit. This system can be used with following working
methods:

Single chord
lining system

4-Point Lining 3-Point Lining

Method Method

Smoothening Design Smoothening Design Laser

Mode Mode Mode Mode Mode

In both methods (4 point lining method & 3 point lining methods), there are two mode of
working i.e. smoothening mode and design mode.

LASER mode is also a type of design mode,

in which slew/offset values at front trolley
Receiver can be automatically calculated & fed by
Front trolley machine with the help of transmitter and
Transmitter
receiver.

For doing LASER mode working machine

& transmitter trolley both should be kept on
good point of track before start of actual
Machine in Laser mode working
working. It is provided only on few
machines.

3.2 Smoothening mode i.e. automatic correction of the geometry as per the features of the
railway track. This mode is chosen when the existing geometry of the track is satisfactory.
The tamping by CSM in smoothening mode will reduce the defects in track geometry
somewhat but will not completely eliminate them.

In smoothening mode, 4 point lining method is normally used in curves if geometry of curve
is not known.
3 point lining method is normally used in straight track in smoothening mode due to
following reasons:
(i) Error accumulation in 4 point lining method.
(ii) No requirement of calculation of versine & correction value as it is zero for straight
track.

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 WORKING PRINCIPLE 2015
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3.3 Design mode is chosen when it is desired to bring the track to the desired geometry. In this

method, existing track is measured, desired geometry solution is found out either manually

or using computer program.

In design mode, 3 point lining method is used in straight track as well as curves since

desired geometry can be fed in 3 point lining method only.

3.4 Parts of lining system: For correct working of Lining System, following parts as under

should be in proper working condition:-

Lining System

Electronics Mechanical Pneumatics Hydraulics

Sensing Bogie Datum cylinder Servo Valve

Sensing Wheel Lining chord tensioning
Cylinder Lining Bypass
Chord Wire
Vertical pre-load system Valve

Lining stop valve

Lining Cylinder

Transducer Lining control Pendulum Over slew Satellite Feed

compensation Potentiometer
PCB control PCB
PCB s
Lining

Measuring
Front Cabin Rear Cabin
Front chord follow up

Rear chord follow Slew Versine

up

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4. 4 Point lining method:

4.1 General:

In this case, the 4th trolley which is kept inside the machine is opened out and chord

length increases. Four points are now available as show in figure mentioned below.

Working Direction

The machine is working from point A towards point D. Point A & B have already

been attended and point C is being attended.

Actual Versine at C H1= AC x CD

2R

Actual Versine at B H2= AB x BD

2R

Versine Ratio i = H = AC x CD

Trolleys at A,B,C & D are pneumatically pressed against the datum rail. The wire chord
stretched between A and D represents the reference line and the transducer which are fixed to
the measuring trolley B and lining trolley C are connected to this wire by means of forks and
the wire drives.

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 WORKING PRINCIPLE 2015
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The 4 point lining method works on the principle that if we measure versine at two fixed
places on fixed radius curve (circular curve or straight having infinite radius curve) on a fixed
chord length, the ratio of versine i.e. H1/H2 will be constant. This relation of i = H1/H2 is true
for all circular curves irrespective of radius of curve as well as straight track. The CSM
measures actual versine at B i.e. H2 and calculate the theoretical versine at C (for fixed Radius
H1 = i H2). If point A, B and D are on perfectly corrected geometry, point C can be brought to
the perfectly corrected geometry with the help of actual measurement of H2. However, since
the points A and B only have been attended so far and point C is being attended, therefore,
point D may or may not be on perfectly corrected geometry (Circular curve or straight).

4.2 Smoothening mode in 4 point lining method:

Ideal line = 1 Before lining = 2 After lining = 3

Presuming that point A & B have been brought to perfectly circular curve during
tamping, but because of disturbed location of D (at front trolley), chord AD is shifted from ideal
position. So measurement of H2 and H1 is vitiated. If we temp the curve as it is, we will not get a
perfectly circular curve, but a curve (shown dotted) in between the existing curve and the design
track. The track so attended will have a residual error (FR) which will be equal to the distance by
which point D is out of circular curve divided by n.

FR = FD/n4point

Where FR = Residual error or left over error

FD=Initial alignment defect at front trolley.

n=Error reduction ratio = (AD x BD)/ (AC x BC).

AD= Distance between Rear trolley to Front trolley.

BD= Distance between Measuring trolley to Front trolley.

AC=Distance between Rear trolley to Lining trolley.

BC= Distance between Measuring trolley to lining trolley.

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4.3 Design mode in 4 point Lining Method:

Although, 4 point lining method is not recommended for design mode tamping

however if we want to get the designed track alignment as design mode of tamping, the

location of point D on the designed track alignment is required to be known. For this, PWI

carrying out the tamping must first measures the versines of exiting curve in advance and

calculate the slews required at various stations to bring the same to design geometry. The

slew calculated as above shall be written on the sleeper top along with direction of slew.

During tamping machine JE/SSE will feed the slew values (FD) as written on track into the

machine with the help of slew potentiometer. The machine will amplify FD to FD/n4 point,

which is equal & opposite w.r.t. the residual error (FD/ n4point). Thus error on account of the

wrong positioning of point D will get rectified and we will get the design geometry at C.

4.4 4 point Lining Method in transitioned curve :

Versine ratio H1 = i H2 hold good for fixed radius only i.e. circular curve or straight

and works fully automatically however for transition curve of varying radius correction value

(Vm & V value) have to be set.

4.5 Versine compensation value (V & Vm) for variable versine:

When there is change in the curvature (in transitioned curve), the Versine ratio is

adapted to the curvature by input of correction values called Versine Compensation (V)

values. It will be maximum (Vm), when machine completely enter in the transitioned curve

and remains constant till complete machine is on transition curve. It depends upon radius of

circular curve (R) and length of transition curve (L). It is calculated by putting value of R &

L in the tables provided in the operating manual of CSM.

The V & Vm values are fed manually by the Versine Potentiometer in the front cabin.

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Straight track Transition curve

Vm value can also be calculated by the formula:

Vm = AC x CD x BC x 1000/6RL

Where Vm = Maximum Versine compensation value in mm.

AC=Distance between Rear trolley to Lining trolley in mtrs.

CD= Distance between Lining trolley to Front trolley in mtrs.

BC= Distance between Measuring trolley to lining trolley in mtrs.

4.6 The procedure of applying V & Vm values and direction of toggle switch for different
situations is given in the chapter “method of data feeding in machine for Lining &
Levelling”

4.7 Line diagram of working of 4 point Lining Method:

Galvanometer

Lining H1 Algebraic sum of R Result,

Transducer H1 & iH2

iH2
+ 0 -
Track i Multiplier
Lining towards Lining not Lining towards
Left required Right

Measuring
Transducer Lining Cylinder

Track

Feed Back Correction applied to

Track

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5.0 3- Point lining method

5.1 General:

In this case, the 4th trolley is folded inside the machine. Three points are available as show in
figure mentioned below. The machine is working from point B towards point D. Point B
have already been attended and point C is being attended.

Trolleys at B, C & D are pneumatically pressed against the datum rail. The wire chord
stretched between B and D represents the reference line and the transducer which is fixed to
the lining trolley C is connected to this wire by means of fork and the wire drive.

The 3 point lining method works on the principle that versine at any place on fixed
radius curve (circular curve or straight having infinite radius curve) on a fixed chord length,
same radius & having same method of measurement is constant. Hence, the theoretical

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versine is calculated by the formula as under & fed with the help of versine potentiometer
provided at front cabin:

H=BC x CD x 1000/2R

Where H= Versine of fixed radius curve in mm.

BC=Distance between measuring trolley to lining trolley in mtrs.

CD=Distance between lining trolley to front trolley in mtrs.

R = Radius of circular curve in mtrs.

And the CSM measures actual versine at C i.e. H1 and lined according to specified theoretical
versines as calculated above. If point B and D are on perfectly corrected geometry, point C
can be brought to the perfectly corrected geometry with the help of actual measurement of
H1. However, since the point B only has been attended so far and point C is being attended,
therefore, point D may or may not be on perfectly corrected geometry (Circular curve or
straight).

5.2 Smoothening mode in 3 point lining method:

1-Ideal course of alignment 2- Before lining 3- After lining

Point B on the lined track is located behind the machine. If the front chord’s end
(point D) is located on the lining defect FD which result proportionate error FD/n3point at point
C. Therefore a residual error FR = FD/n3point, will remains after tamping in smoothening
mode.

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Left over error

Where FR = Residual error or left over effort.

FD=Initial alignment defect at front trolley.

n=Error reduction ratio = BD/BC.

BC= Distance between Measuring trolley to Lining trolley.

CD= Distance between Lining trolley to Front trolley.

The value of n(3 point), of CSM (old) is 3.14.

If error (FR = FD/n3point) left at point C after tamping and when CSM proceed ahead thus

measuring trolley i.e. point B reached at point C position and hence it is also at the remaining

error and influences therefore the next measurement in smoothening mode.

5.3 Design mode in 3 point Lining Method: If we want to get the designed track alignment as

design mode of tamping, the location of point D on the designed track alignment is required

to be known. For this, PWI carrying out the tamping must first measures the versines of

exiting curve in advance and calculate the slews required at various stations to bring the

same to design geometry. The slew calculated as above shall be written on the sleeper top

along with direction of slew. During tamping machine JE/SSE will feed the slew values (FD)

as written on track into the machine with the help of slew potentiometer. The machine will

amplify FD to FD/n3 point, which is equal & opposite w.r.t. the residual error (FD/n3 point). Thus

error on account of the wrong positioning of point D will get rectified and we will get the

design geometry at C.

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5.4 3 point Lining Method in transitioned curve:

3 point lining method hold good for fixed radius i.e. circular curve or straight however for

transition curve of varying radius correction value (HA HB HC HD etc value) have to be set.

Same is explained in the chapter “method of data feeding in machine for Lining &

Levelling”

5.5 Line diagram of working of 3 point Lining Method:

Galvanometer

H
Lining R
Algebraic sum of H Result, R=V+H
Transducer
&V

Versine
V
Potentiometer
- 0 +
Track PLC
C V Lining towards Lining not Lining towards
Left required Right

Lining Cylinder

Correction applied to Track

Feed Back

Controls speed of
Lining & stops lining
MAN LHS MAN AUTOMA
when H=V
or RHS or TIC

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6. Levelling system

6.1 General:-

6.1.1 CSM is equipped with a proportional levelling and lifting system for measuring and
correcting the track geometry. It corrects the levelling error i.e. Longitudinal Level,
Cross Level & Twist by track measuring in floating condition in three areas as under :

Middle Levelling Front

Tower chord Tower
Rear
Tower

1. In front of leading bogies (Location F) for determination for actual level and front
reference point.
2. In the area of tamping unit (Location M) for proportional control of the hydraulic track
lifting system.
3. In front of Rear of the tamping units (Location R) on the already corrected track for
determination of the rear measuring reference point.

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6.1.2 A chord is pneumatically tightened above each rail between reference points “F” and “R”
which forms, two independent, measuring references for longitudinal level.

6.1.3 Height transducers are mounted on the feeler rod of the centre measuring device. The
control arms of Height transducer are connected with the levelling chord. Height
transducers provided on Middle feeler rod measures the gap between its zero level and
chord wire and difference if any goes to track lifting servo hydraulic system which result
lifting of base rail to eliminate this gap and lifting of other rail to bring specified cant
between two rails, which is kept zero in straight track and a certain value on curved track.

RHS
Height
LHS Height
Transducer
Transducer

Middle
Pendulum

6.1.4 Cross level is also controlled by two steel chords. The front reference point carries
electronic pendulum, which automatically control the cross level of the two reference steel
chords. During the lifting and tamping operation the cross level is checked at the area of
tamping units by middle electronic pendulum and can be corrected manually. In this way,
cross level is always achieved to desired level.

6.1.5 The rear pendulum checks the cross level of the track which has been lifted and tamped
immediately beforehand and also automatic correction of the lifting cutoff point in case of
remaining cross level errors & thus corrects the twist also.

6.1.6 Values of unevenness and cant are fed through General lift & Cant potentiometers. Method
of feeding is explained in the chapter “method of data feeding in machine for Lining &
Levelling”

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6.2 Principle of Levelling :

6.2.1 It is based on the principle that on the basis of two reference level, level of other point in
between may be found and corrected. In CSM rear levelling trolley with the leveling chord
end is on the corrected fault free track and the front chord point is adjusted to the target
level as shown in figure mentioned below. Thus front & rear chord ends become reference
level. The height transducer is situated at place of work and sense the actual level of track
at working area and during working, the track is lifted to the target level.

Levelling
chord

6.2.2 As there is only lifting facility in CSM, two important factors should kept in mind as under.

(i) Selection of Base Rail: For carrying out attention to longitudinal profile, one rail is kept
as Base or Datum Rail. CSM corrects cross-level w.r.t. Base Rail. It should be selected as
under:

 On straight track in single line and middle track in multiple lines, higher/less
disturbed rail is kept as Base Rail.
 On straight track in double line, non-cess rail is kept as Base Rail.
 On curves, inner-rail is kept as Base Rail.

 Base rail is to be selected with the help of cant selector switch which is provided in
working cabin near cant potentiometer. In CSM, direction of Cant Selector Switch is
to be always kept opposite to the Base Rail.

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(iii) Selection of General Lift:

The amount of lift, which is given to track while tamping to cover all undulations over
the Base Rail, is called General Lift. It is decided on the magnitude of the dips/peaks
generally available in the track.

General Lift should always be more than the largest of dips which shall be ascertained by P.
Way supervisor in advance. It is given to the Base Rail.

Normally General Lift is taken as the algebraic difference of higher and lower point of Base
rail + 5mm.

To be Lifted
5 mm

Existing Track

(iv) Max. & Min amount of General Lift: At one time, General Lift value should not
exceed 50 mm. If more than 50 mm lift is required, it can be achieved by lifting more
than one time. Minimum General Lift should not be less than 20 mm.

(v) Ramp up & Ramp down of General lift :

 Ramping up & down is given @ 1 in 1000,

 While closing at the end of block, lift should be reduced to zero by ramp down,

 While starting ramp up, it should start at a place from where ramp down of last
block was started as shown in below mentioned figure.

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6.3 Parts of Levelling System

Parts of a Levelling System

Mechanical Pneumatics Electronics

Feeler rod Chord wire Levelling chord Vertical

tensioning Cylinder Preload
LHS
Front

Middle RHS

Rear

Hydraulics

Servo valve D.C. solenoid Lift Cylinder Rail clamp Hook control
valve Cylinder cylinder (point
& crossing)

LHS RHS LHS RHS

LHS RHS
LHS RHS

Electronics

Front Cabin Pendulum Height Transducer

Power Front LHS

Supply
PCB
Middle RHS

General Rear
Lift Pot.

Working Cabin

Lift Power 5 mm Settlement Cant/ SE

Indicator Supply PCB Adjustment Compensation Potentiometer

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6.4 Calculation procedure in front cabin:

ALGEBRAIC SUM

FRONT

R=C±X ALGEBRAIC SUM

PENDULUM
X R G±R (TO CANT RAIL)
EXISTING LEVEL

C G

SUPER ELEVATION GENERAL LIFT

POTENTIOMETER G (TO DATUM RAIL)

LEVEL REQUIRED

Only General lift goes to datum rail & at cant rail/opposite to datum rail General Lift+
(Req. Cant + Actual level difference between two rails at front chord point). Actual level
difference is taken as +ve when cant rail/opposite to base rail is lower than base rail & it is
taken as -ve when cant rail/opposite to base rail is higher than base rail. After calculation of
target lift of both rails at front position, target lifting at working area is to be done by height
transducers & servo control lifting system.

6.5 Line diagram for correction of lifting defects in track:

LIFTING INDICATOR
FRONT INPUT ALGEBRAIC SUM

+5 mm OF SIGNALS

LIFTING REQUIRED LIFTING NOT REQUIRED

HEIGHT
TRANSDUCER
SERVO VALVE

LIFTING CYLINDER
MIDDLE
FEELER ROD

TRACK IS LIFTED

TRACK Feedback which stops lifting when

algebraic sum of all other i/ps equal
to value of height transducer

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6.6 Left setting correction value (K) for Transitions:

The correction value K depends on Radius, Super-elevation and Gauge of the

track. The value of K is to be directly taken from the table provided in operating manual of
CSM. The amount of lift to be set at front feeler (F) i.e. general lift or target height has to be
reduced by the correction value K. Adjusting procedure is explain in the chapter method of data
feeding in machine for Lining & Levelling.

6.7 Lift setting correction value X for vertical curve:

In general vertical curve are circular curve of minimum radius 2000 mtrs tangential to
the changes in gradient.

The correction value X depends upon the radius of vertical curve. It is taken directly from
the table provided in the operating manual of CSM.

Adjusting procedure is explain in the chapter “method of data feeding in machine for
Lining & Levelling”.

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6.8 Mode of Levelling:-
CSM may correct the Levelling error in the following two modes:
(a) Proportional or Compensation mode- In this mode, General lift over the Base
rail is generally fixed and smoothening action takes place. Longitudinal level is not
completely corrected and CSM leaves some error. Only short wave defects are removed.
In Levelling process, front tower always remains on unleveled track and rear tower on
leveled track. If front tower of base rail is on hump as shown in figure mentioned below,
because of level defects in track at front tower, front end of the chord goes out of its
correct position equal to level offset at that point(LF). Due to incorrect position of the
front end of chord proportional level error(LF/r) remains after Levelling in this mode.

LEVELLING – FRONT TOWER ON HUMP

LIFTED IF
RH RAIL IS
DATUM
FEELER ROD
TROLLEY
LOOSING
CONTACT WITH
CHORD

R M F
LIFTING CUM
LINING UNIT

F
R M
MACHINE WORKING DIRECTION

Thus, the leveled track at M is having

Level error = LF*a/(a+b) = LF/r,
Where LF = Level offset at front tower
r = Reduction Ratio = (a+b)/a
(b) Design or Precision mode: - In this mode instead of General lift, the target heights are
fed over the Base Rail to rectify 100% error. All long wave and short wave defects are
fully removed. For design levelling, track has to be surveyed beforehand & lifting values
of datum rail/base rail calculated and marked on the sleepers. Procedure is explained in
the chapter “method of data feeding in machine for Lining & Levelling”.

Precision mode with LASER system: - It is also a type of design mode. In LASER
mode, surveying the track beforehand as in the precision mode is not required. A laser
beam which is aimed at a receiver on the front end of levelling feeler produces a parallel
base for the required level of the track. During work, the receiver is automatically
adjusted to the height of the laser beam and controls therefore the lifting adjustment.

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 BRIEF HISTORY OF TRACK MACHINES 2015

HISTORICAL DEVELOPMENT OF TRACK MAINTENANCE

1950-80: From manual methods to full mechanization - From the very beginning, the
railways were aware of the importance of track maintenance. In 1950s that machines were
developed to do the work. Initially, between 1950 and 1980, efforts were concentrated on
mechanizing heavy manual and on reducing construction costs.
1950-1960: Mechanization of the heavy duty works - Tamping and cleaning of ballast.
1960: Development of multi-functional machines - Several work processes combined in one
machine, starting with the first levelling and tamping machine and followed by the combined
levelling, tamping and lining machine for plain track, switches and crossings.
1965: Increased working speeds - Introduction of the first double sleeper tamping machine
and the hydraulic high performance ballast cleaning machine
1967 Introduction of complete machine systems - The mechanized maintenance train MDZ
and the high speed track relaying train SUZ, the first track renewal using the assembly line
method (not working on Indian Railways).
Since1971: Further improvements in performance and quality - By designing on-track
machines as standard railway vehicles followed by further improvements in the quality of
work resulting from the use of electronics, laser technology, computers and automatic work
sequences.

BRIEF HISTORY OF INTRODUCTION OF TRACK MACHINES WORLDWIDE

World over first mechanical off-track tamper was tried out around 1920, which was
doing packing only. First On-Track Tamper was produced by Matissa of Switzerland which
was founded in the year 1945. It produced and marketed only one type of tamper, model B-
[Link] and Theurer established their works at Linz Austria in the year 1953 and
produced their first hydraulic tamping machine HGL for use on Austrian Federal Railways.
They came into regular production line for the first tamping machine VKR 01 in Cantilever
design from 1955 onwards. Further, evolution of track machines is given below:
 1960: First levelling & tamping machine VKR 04
 1962: First switch tamping machine with tilting tamping tools WE 75
 1963: First automatic lining machine with two chord measuring technique
 1964: First hydraulic ballast cleaning machine RM 62
 1965: First two sleeper tamping machine Duomatic
 1970: First levelling & tamping machine in 07 series
 1972: First leveling, lining & tamping machine for switches 07-275
 1973: First welding machine K355APT
 1975: Dynamic Track Stabilizer - a new technology for stabilization of tracks
 1983: First continuous action tamping machine 09 CSM
 1996: First continuous action 3 - sleeper tamping machine came into existence.
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 BRIEF HISTORY OF TRACK MACHINES 2015

INTRODUCTION TO ON-TRACK MACHINES ON INDIAN RAILWAYS

TYPE OF M/C MODEL YEAR OF SPEED RATE OF SALIENT FEATURES

NO. INTRODUCION PROGRESS /
ON IR KMPH EFFECTIVE
HOUR

Tamper 08-16- 1985 60 800 to 1000 Single chord lining.

single sleeper Unomatic Sleepers One end driving due to
Mechanical Gear Box.
Tamper 08-32- 1986 60 1400 to 1600 -do-
Double Duomatic Sleepers
Sleepers
Continuous 09-32- 1989 60 2200 to 2400 ZF Gear Box.
Tamping CSM Sleepers Satellite unit.
Machine Both end driving.
Tamping 09-3X- 2000 60 2800 to 3500 Two Engines.
ExpressThree CSM Sleepers ALC & Laser.
Sleepers

Tamper 08-32- 2003 60 1800 Sleepers ZF gear Box, ALC. Both

Double New end driving.
Sleepers Duomatic
Russian VPR- 2004 60 2000 Sleepers Computer in Front
Tamper 02M-18 Cabin.
Double
Sleepers
Points & 07-275- 1984 40 1 Turnout in 90 Tool tilting 850 outside
Crossing Unimat min. &50 inside.
Tamper Obsolete
Points & 08-275-2S 1990 60 1 Turnout Third (Working) cabin in
Crossing Unimat the middle.
Tamper
Points & 08-275- 1993 60 1 Turnout Cantilever for 3rd rail
Crossing 3S Unimat lifting.
Tamper T/Unit can be turned up
to 8½0.
Multi Unimat 1998 60 1 Turnout or 600 Provision of Jib Crane.
Purpose Compact- sleepers on For Spot Attention.
tamper M Straight No Lifting Rollers.
Dynamic DGS- 1990 60 1 to 2 Km. To consolidate track by
Track 62N/62- Controlled Settlement
Stabilizer PLS 1Pass = 0.1 Million T.
Ballast BCM 1970 40 - Obsolete.
Cleaning
Machine
Ballast RM-80 1989 650 Cum. Deep screening of plain
Cleaning KBC-600 track.
Machine New M/cs also for Points
& Crossings.2 Engines.
Hydrostatic drive.

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 BRIEF HISTORY OF TRACK MACHINES 2015

TYPE OF M/C MODEL YEAR OF SPEED RATE OF SALIENT FEATURES

NO. INTRODUCION PROGRESS /
KMPH
ON IR EFFECTIVE
HOUR

Ballast RM-76 1992 550 Cum. Deep screening of T/Out

Cleaning as well as plain track.
Machine for Hydrostatic drive
Points &
Crossing
Shoulder FRM-80 1992 550 Cum. Hydrostatic drive.
Ballast
Cleaning
Machine
KSC-600 1986
Shoulder FRM-85 2004 550 Cum. Waste Conveyor provided
Ballast at front side. Engine
Cleaning shifted to rear [Link]
Machine Plough provided.
Ballast BRM 1989 50 1 Km. Profiling & Dressing of
Regulating Track. Hydrostatic drive.
66-4
Machine
BRM 60
C56-3
Track PQRS 1972 5 1 sthr = 20P 5T load -9m panel.
Relaying 2000-I nd
2 hrs.= 17P 9T load -13m panel.
Machine (5T) &
rd
201(9T) 3 hrs = 14P
Track TRT 1989-90 5 1 Km. in 2 Hr. 40 For CTR/TSR.
Relaying P-811S Mts.
Train
Machine for T-28 1992 10 Depends on site For complete renewal of
Turn out conditions. turnout.
Renewal
Mobile Flash K-355 1987 60 - Welded with gap 3mm,
Butt Welding APT rail are shorted by 32-
Plant 35mm.
Rail Grinding SX-11 1990 60 - 8 Grinding stones on
Machine each rail. Micro-
processor controlled
hydraulic system.
Removes corrugation
3
Air & RAIL - - 25m /Hr Installation or repair of
Vacuum VAC cable drainage pipes &
Excavation 10000/ other underground
Machine equipment, excavation
4800
for same

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 INTRODUCTION OF CSM 2015

INTRODUCTION OF CSM

In 1981, Plasser &Theurer developed a new idea for more economical track
maintenance i.e. the continuous action tamping machine. At the beginning of 1982, first trials
were carried out with a prototype and in the maintenance season 1983, the first continuous
action levelling, lining and tamping machine was used in a regular maintenance operation on
Austrian Federal Railways within a mechanized maintenance train. Meanwhile, more than
450 machines of the 09 series are operating successfully worldwide. The success of the 09
series is based on the notion of separating the main frame from the work unit frame. This
means that the main frame can move forward continuously during work, when the essentially
cyclic action of the working unit for lifting, lining and tamping is limited to the sub-frame. At
present approximate cost of CSM is ` 17 crore.

The qualities of CSM are as follows:

(1) Excellent quality of work: The operations lifting, lining and tamping are executed at
standstill. This guarantees optimum quality in the restoration of the track geometry.
(2) Higher working speed: The working speed of a machine from the 09 series lies up to
50% above that of the conventional tamping machine. Even short train intervals can be
used effectively and cost-efficiently.
(3) Reduction of running costs: Due to the substantially lower acceleration of mass, the
wear on breaks as well as on hydraulic and pneumatic components is reduced.
(4) Highest working comfort: Due to the separation of main frame and sub-frame, the
vibrations of the work units are not transmitted to the cabins. Working comfort is
considerably improved, as the operator is no longer subjected to the acceleration pull and
the braking jolts.
(5) Easy combination with other operations: The continuous working action permits ideal
combination with other continuous action machines such as a ballast plough and a
dynamic track stabilizer, to form a high capacity mechanized maintenance train
(HMDZ).
Advantages:
 Highest tamping due to non-synchronous uniform pressure tamping principle
 Optimum tamping frequency of 35 Hz
 Directional, linear vibration
 50% higher work capacity
 Unrivalled working comfort
 Reduced wear

Savings:
 Lower maintenance costs due to high tamping output
 Lower operational hindrance costs due to optimum utilization of short intervals between
trains
 Reduction of running costs due to less consumption of spare parts.

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 PHYSICAL PARAMETERS OF CSM 2015

TECHNICAL DATA
For Old CSM (M/c No. 901 - 953)
S. No. Parameter Value
1. Length over buffers 20670 mm
2. Height over top of rail 3600 mm
3. Width 3040 mm
4. Wheel diameter 730 mm
5. Gauge 1676 mm
6. Wheelbase: Bogie pivot spacing 13700 mm
7. Wheelbase: Bogie pivot – rear axle 7500 mm
8. Wheelbase: Bogie wheel base 1800 mm
9. Weight 56 T
10. Axle loads of front bogie (unladen) 14.5 T each
11. Axle load sub-frame 11 T
12. Axle loads of rear bogie 13.5 T each
13. Engine Output 473 BHP
14. Minimum working radius 100 m
15. Minimum working radius (Negotiating) 80 m
Maximum travelling speed
Self-propelled 95kmph
16.
Towed 100kmph
RDSO 60 kmph

For CSM (M/c No. 955 - 964) CSM 954 has been delivered to Konkan Railway &
it slightly differs from others.

S. No. Parameter Value

1. Overall Length 20670 mm
2. Overall Height 3895 mm
3. Overall Width 3140 mm
4. Centre Pin Distance 13700 mm
5. Truck Wheel Base 1830 mm
6. Wheel Diameter 730 mm
7. Engine Model KTA-19-L
8. Rated Power 353 kW (473 BHP)
9. Min. Travel Radius 90 m
10. Min Working Radius 175 m
11. Maximum travelling speed
Self-propelled 80 kmph
Towed 100 kmph
RDSO 60 kmph

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SALIENT FEATURES OF CSM 2015

SALIENT FEATURES OF CSM

Page 33 of 195
IDENTIFY 09-32 CSM 2015

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 DIFFERENCE BETWEEN OLD AND NEW CSM 2015

DIFFERENCE BETWEEN OLD AND NEW CSM

S. No. Description Old CSM New CSM

KTA-1150-L /
1. Engine KTA-19-L
MWM TBD 232V12

2. Over all height 3600 mm 3895 mm

3. Overall width 3040 mm 3140 mm

4. Minimum working radius 100 m 175 m

5. Programmer System P500 P600

6. Alternator Drive Belt driven Belt & hyd. motor driven

28V/55A - 02 Nos. ,
7. Alternator type 28V/55A - 02 Nos.
28V/120A - 01 No.

8. Rail Clamp Control system Front & Rear Individual for each roller

9. Satellite lateral movement Limit Switch control PCB control

10. CMS -NA- Available

11. ALC -NA- Available

12. SPS diagnosis -NA- Available

13. Indirect Braking -NA- Available

14. Programmer Battery 12V/70AH -NA- Available

15. Centralized Lubrication system -NA- Available

16. Electrically operated emergency Pump -NA- Available

17. Work drive Brake -NA- Hyd. control

18. Hyd. Pumps 05 Nos. 04 Nos.

19. Hyd. Motors 08 Nos. 09 Nos.

20. System Accumulator 01No. 02 Nos.

21. Multi-Channel Recorder -NA- Data Acquisition Recorder

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GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

GENERAL ASSEMBLIES OF MACHINE

1. Front sensing device and tensioning trolley

2. ZF power shift gear

3. Combined lifting and lining device

4. Central lining trolley

5. Tamping bank

6. Sleeper-end consolidator (CSM 906- CSM 910 only)

7. Rear sensing device and tensioning trolley

8. Additional fuel tank

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

FUNCTION OF MAJOR ASSEMBLIES

(1) ENGINE:

The engine used in new CSM is KTA-19-Lwhich is moreover similar toKTA-1150-L

@ 473 BHP at 2100 rpm. It has six in line cylinders and working on 4 stroke diesel cycle and
the firing order is 1-5-3-6-2-4. The compression ratio is 16.7:1 and it can sustain maximum
temperature of 95˚C.

Where,

K – Engine Family
T – Turbocharged
A – After cooled
1150 – Displacement in Cubic Inches
L – Locomotive.

The different engine used in old CSM is MWM TBD 232 V-12@ 473 BHP at 2100
rpm. It has twelve cylinders and working on 4 stroke diesel cycle and the firing order is as
follows:

A1 – B2 – A5 – B4 – A3 – B1 – A6 – B5 – A2 – B3 – A4 – B6.

FRONT B6 B5 B4 B3 B2 B1
CABIN
A6 A5 A4 A3 A2 A1

Where,
MWM –MotorenWerkeMannhem
T -Turbocharged
B -After cooled
D - Diesel Engine
232 - Series
V - V- Type
12 - Twelve Cylinders

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

(2) MAIN FRAME:

It is made of rolled profiles and

steel sheets, produced using the most up-to-
date welding methods. These designs give
stability and precision even on heavy types
of permanent way. Two 2-axled bogies
ensure smooth running of vehicle. It
consists of two cabins (driving and
working), engine, hydraulic tank and fuel
tank. Three trolleys are attached in the main
frame such as front, measuring and rear
trolleys. Three gear boxes are mounted on
this frame i.e. ZF gear box, Reduction gear
box and Distribution gear box.

(3) SATELLITE FRAME:

It carries all work units and measuring systems that use the cyclic work sequence like
the lifting and lining units and the two tamping units. At the front, it is supported on the main
frame via a longitudinal roller guide. The satellite frame axle, powered by hydraulics during
working travel, hydraulic cylinders and a pneumatic brake ensure the cyclic work sequence.
One gear box such as satellite axle gear box is mounted on this frame.

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

(4) TAMPING UNIT:

12

2
10

9 5
4
1 3 6

11 8

1. Vibration Shaft 7. Big Tamping Arm

2. Fly Wheel Cover 8. Small Tamping Arm

3. Vibration Shaft Main Bearing Oil Reservoir 9. Clapper cylinder

4. Tamping Arm Bearing Oil Reservoir 10. Hydraulic Distributer

5. Filling Point Vibration Shaft Bearing 11. Tamping Bank/Main Frame

6. Big squeezing cylinder 12. Small squeezing cylinder

The two high pressure tamping units work according to the non-synchronous uniform

pressure tamping principle. Force equilibrium between the tamping tools, directional

vibration in the squeeze direction and the ideal vibration frequency of 35 Hz gives completely

uniform tamping. For work in curves, the unit can be centred automatically over each rail.

During each cycle, two sleepers can be tamped with the help of 32 tamping tools. A brief

description of various parts of Tamping Unit is given below.

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a) Tamping Bank

Tamping bank is the main frame of

tamping unit on which all the other parts

are assembled. It requires two numbers per

machine for CSM machine.

b) Tamping Arms

There are four small and four big

tamping arms are present in a tamping unit.

Big arm Small arm These are connected with big and small

squeezing cylinders respectively.

c) Vibration shaft and its accessories

Vibration shaft is an eccentric shaft. It is used to generate required vibrations to help in

tamping tool penetration in the ballast. Vibration shaft is fixed in tamping bank; squeezing
cylinders are mounted on vibration shaft.

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GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

d) Guide Rods
Through guide rod tamping unit is connected with the machine and it guide the
tamping unit during up/down movement

e) Small Squeezing Cylinders

Small squeezing
cylinders are connected with
small arm is used to squeeze the
ballast in addition to that it
transfers vibration from
vibration shaft to the tools. A
pair of male and female small
cylinders is present in a unit.
Male Female

f) Big Squeezing Cylinders

Big squeezing cylinders are

connected with Big arm is used to squeeze
the ballast in addition to that it will
transfer vibration from vibration shaft to
the tool. A pair of male and female big
cylinders present in unit.
Male Female

g) Fly Wheel Motor side

Flywheel is used to store energy. It is connected with vibration

motor using part clutch.

h) Flywheel outer side

It is fitted opposite to motor side. It is used to store energy.

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GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

i) Cover Guard outer

It is used to cover the outside fly wheel and also as oil reservoir

for the lubrication of centre arm pin assembly and main bearing.

Each reservoir has one oil level gauge and one breather assembly

j) Plate Guard

It holds the vibration motor in perfect alignment

and covers the flywheel in motor side

k) Vibration motor

Vibration motor is used to rotate vibration shaft at

2100 rpm with 150 kg/sq. cm hydraulic pressure, it

converts hydraulic energy into mechanical energy.

l) Hydraulic Distributor

It distributes the pressurized hydraulic oil and supplies

to squeezing cylinders through hydraulic hoses. It is mounted

on tamping bank.

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m) Bearings

Bearings are used on vibration shaft for easy

rotation 10 roller bearings & 1 ball bearing is used
in CSM T/U.

Commonly used bearings are

i. NJ219 – 4nos (Small female cylinders)

ii. NJP2216 – 2 nos. (Small male cylinders)
iii. NJ2216 – 2 nos. (Small male cylinders)
iv. 6220 – 1 nos. (Main housing)
v. NU2220 – 2 nos.(Main housing)

n) 35mm pin
It is used to connect squeezing
cylinders with tamping arm; it is fitted in
tamping arm after proper cooling in
freezer requires 12 per unit. It moves with
tamping arm while vibrating/squeezing.

o) 55mm pin
It is used to hold tamping arm, it is
fitted in tamping arm after proper cooling
in freezer at proper interference requires 8
per unit, it moves with tamping arm while
vibrating/squeezing.

n) Bronze Bushes

2. Bushes for Guide Column 1. Bushes for Centre Arm Pin

These bushes are used in These are used for centre arm pin
tamping unit guide rod bore for free bush movement 16 bushes are required
movement of tamping unit in up per unit. It is made by centrifugal
down movement. It requires 4 per casting method. it is pressed in main
unit. frame of tamping unit to hold tamping
arm.

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

o) Tamping Tool
Tamping tools are the final performers of tamping machine during tamping. That’s
why quantity of tools and shape of tools are considered very important for the quality of
packing. Wear of tamping tool blade is permitted only up to 20% of blade areas More than
20% worn out tools need replacement for proper quality of packing of ballast under sleeper.

On CSM tools can be classified in three ways:-

1 According to material:-

According to type of material two types of tamping tools are used:

i. Forged steel tool with hardness of 280 BHN

Forged steel tamping tools wear and tear at blade portion becomes more and it
reduces the blade size. It needs re-welding to maintain the proper size of blade after 10-
15km working.

ii. Tungsten Carbide tip tool (TCTT)

TCTT type tamping tools has long life. It gives approx. 250km life without any
maintenance. In these tools, at the location of squeezing face Tungsten carbide tips are
welded.

2 According to design:-

According to design two types of tamping tools are used:

i. Taper shank

This is the old version of tools, in this tool head

of the tool has a tapered shape. This is used on old

CSMs

ii. Parallel shank

This is the new version of tools, in this tool head

of the tool does not have a tapered shape. This is

used on new CSMs.

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3 According to size of blade:-

According to size of blade two types of tamping tools are used:

i. Full Tool :- These tools have tool blade of size

140 x 70 mm. These tools are used normally far side of

rail head.

ii. Half Tool : - These tools are used near side of rail

head. Due to fear of infringement with rail blade length

Half Tool
is chosen less than 140 mm. Width of blade is same as

Full Tool full tools.

Quantity of various parts in one T/U of CSM is given below-

S. No. Part name Qty. (Nos. per unit)

a) Tamping Bank 1

b) Tamping Arm Big 4

c) Tamping Arm Small 4

d) Vibration shaft 1

e) Guide rod 2

f) Squeezing Cylinder Big 4

g) Squeezing Cylinder Small 4

h) Flywheel 2

i) Oil reservoir 2

j) Plate guard 1

k) Cover guard Outer 1

l) Hydraulic distributor 1

m) Bearings 11

n) Guide rod Bushes 4

o) Centre Arm bush 16

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

(5) LIFTING CUM LINING UNIT:

The two lifting units consist of
two pairs of lifting roller clamps on
each side which lift and line the track
in each cycle. The distribution of the
lifting forces and the exact centring of
the units over the rails prevent the
occurrence of tilting moments and
excessive wear on rail fastenings.
Lifting and lining is carried out only
when the unit is at standstill which
results in precise lifting & lining.

List of important parts of LLU with their quantity is given below:-

S.N. PART’s NAME Qty/ unit

1 Hydraulic track lifting cylinder 1No.

2 Hydraulic lining cylinder 1No.

3 Hydraulic rail clamp cylinder 2No.

4 Lining roller assembly 2No.

5 Disc clamp roller assembly 4No.

6 Lever clamp roller male 2No.

7 Lever clamp body female 2No.

8 Balance 1No.

9 Balance support 1No.

10 Support clamp 1No.

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

(6) GEAR BOX

(a) ZF GEAR BOX:

This is a new era gearbox, which works on the

principle of fluid coupling. It has a hydraulic clutch

system, which can be engaged / disengaged electro-

hydraulically. It provides eight speeds (four forward &

four reverse) on machine. Without it, it is very

troublesome to drive machine from both cabins. It

replaced the cumbersome mechanical arrangement for

mechanical driving and made driving a pleasure.

(b) PUMP DRIVE/FUNK GEAR BOX:

This is a mechanical gear box used for the

purpose of power transmission. In this, a gear
arrangement in such a manner that with the help of a
common shaft, the input power is taken and the
power is transmitted to two hydraulic pumps.

(c) DISTRIBUTION GEAR BOX:

This gear box is used for the

purpose of power transmission. With the

help of this distributor gear box, power is

taken from ZF gear box and distributed to

different axles by cordon shafts.

.

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(d) TRAVEL DRIVE/REDUCTION GEAR BOX:

This gear box is used in the working mode,

when the machine works during sleeper to sleeper
movement. A driving motor is mounted on this gear
box, which got supply from variable pump. Higher
rpms of driving motor are reduced through this gear
box and drive transferred to distributor gear box via
ZF gear box. There is a power take off assembly on
ZF gear box, which connects/disconnects this gear
box from ZF gear box. During running, this gear box
must be disconnected from ZF gear box.

(e) SATELLITE AXLE GEAR BOX:

Since CSM is a continuous action machine so it moves continuously during working
but it is quite impossible to tamp with a moving machine ,therefore an extra unit has to
introduced for tamping, lining and levelling i.e. Satellite. It moves and stops in each cycle
within main frame of machine. For smooth and stable running of this unit, a satellite axle
along with a gear box is provided. For this purpose, tamping and lifting lining unit have been
provided on Satellite frame which moves with a synchronising speed with machine
movement.

SATELLITE AXLE GEAR BOX

This gear box consists of a spur gear, planetary gear box and hydraulic motor and
engage/disengage lever. The spur gear is mounted on the satellite axle, which is attached to
the planetary gear box through an engage/disengage mechanism. The engaging and
disengaging is carried out lever, which is pneumatically operated. Normally, it is in
disengaging condition while travelling i.e. idle position. As working is on, a pneumatic
pressure is applied on lever and this engages the planetary gear box to the crown gear and
thus, the hydraulic power is transmitted to satellite axle. When the pneumatic pressure is< 2.5

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

bar, pinion is partially engaged with crown gear and it leads to premature failure of satellite
gearbox.

(f) AXLE GEAR BOX:

Axle gear box consists of a crown gear and tail pinion. The crown gear is mounted on

the driving axle while the tail pinion is attached to the cordon shaft from the distributor gear

box and gives drive to crown gear.

From the distributor gear box, two cordon shafts which rotate in the opposite

directions to each other are taken out for two axle gear boxes. In one driving axle, the cordon

shaft is attached to the left side of the crown gear while in the second one; the cordon shaft is

fixed in the opposite side of the crown gear. Both have the same gear ratio. Therefore the

speed and directions of movement of both the axles are same.

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

7. SENSING BOGIE

1. FRONT BOGIE:

This bogie is situated at the front side of

the machine. One side of the chord wire

is attached to this bogie. During

working, we assume that this bogie

always on the corrected track geometry.

The encoder wheel is fixed in this bogie.

Front bogie

2. LINING BOGIE:

This bogie is situated between the

tamping unit and lifting cum lining unit.

Here, the lining transducer is fixed and

this gives actual correction values

during working. Value of this

transducer varies as correction is

applied to track so value of output from

lining PCB varies accordingly. Lining

stops when output of PCB reaches to

Lining Bogie zero.

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

3. MEASURING BOGIE:

This bogie is situated behind the

lining bogie. Here, a measuring
transducer is fixed to this bogie. In
3 point lining method, the chord is
fixed to this bogie and in 4 point
lining method, measuring
transducer measures the actual
versine at the place where lining
has been done and lining
transducer measures the actual
versine at the place where lining is
required to be done.
Measuring Bogie

4. REAR BOGIE:

This bogie is situated at the rear

end of the machine. In 3 point

lining method, this bogie is not

used and in 4 point lining method,

another end of the chord wire is

Rear Bogie fixed to this bogie.

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

(7) HYDRAULIC SYSTEM

The working of machine is hydraulically controlled. This machine has avery
sophisticated hydraulic system which consists of pumps, motors and various valve and
cylinders. Description of pump and motors are as under:-
DESCRIPTION OF HYDRAULIC PUMPS ON OLD CSM
S. WORKING SAFETY
PUMP LOCATION WORK
No. PRESSURE PRESSURE
38 × 22 GPM ZF Gear Box Rear 38 GPM 120 - 140
1 175 bar Supply for main System
(RHS) side 22 GPM bar
Both Hydraulic Coolers
20 GPM 150 bar NA
Motor
20 × 14 GPM ZF Gear Box front
2 Z F Oil Cooler Motor
(LHS) LHS
14GPM 150 bar NA and Engine Radiator
Motor
ZF Gear Box Charging 30 bar Continuous Drive of
3 90 LPM (LHS) NA
frontRHS Driving 210 bar Machine
38 GPM 150 bar NA Vibration (Left Side)
Big squeezing Counter
4 38 × 17 GPM Pump Drive Gear 150 bar 170 bar pressure (piston rod
(RHS) Box LHS 17 GPM end)
90-135 Big squeezing pressure
150 bar
bar (piston end)
38 GPM 150 bar NA Vibration (Right Side)
38 × 17 GPM Pump Drive Gear
5 Counter Pressure Small
(RHS) Box RHS 17 GPM 35 bar 90 bar
Squeezing
DESCRIPTION OF HYDRAULIC PUMPS ON NEW CSM
S. WORKING SAFETY
PUMP LOCATION WORK
No. PRESSURE PRESSURE
Partial Supply for main
38 GPM 140 bar 210
System
38 × 14 × 6 GPM ZF Gear Box front Z F Oil Cooler Motor
1
(LHS) LHS 14GPM 210 bar and both Hydraulic
NA
Cooler Motors
6 GPM 210 bar Air conditioner drive
ZF Gear Box front Charging 30 bar Continuous Drive of
2 90 LPM (LHS) NA
RHS Driving 210 bar Machine
38 GPM 180 bar NA Vibration (Left Side)
Big squeezing Counter
22 GPM 150 bar 170 bar pressure (piston rod
3 38 × 22 × 17 Pump Drive Gear
end)
GPM (RHS) Box LHS
90-135 Big squeezing pressure
150 bar
bar (piston end)
17 GPM 210 bar NA Alternator drive
38 GPM 180 bar NA Vibration (Right Side)
Partial Supply for main
38 × 22 × 17 Pump Drive Gear 22 GPM 140 bar 210
4 System
GPM (RHS) Box RHS
Counter Pressure Small
17 GPM 35 bar 90 bar
Squeezing

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

DESCRIPTION OF HYDRAULIC MOTORS ON OLD CSM

S. WORKING
MOTOR Qty. PUMP DELIEVERY WORK
No. PRESSURE
Vibration Motor 38 × 17 GPM To transfer vibrations to
1 1 No. 38 GPM 150 bar
(Left) (RHS) the left tamping unit.
Vibration Motor 38 × 17 GPM To transfer vibrations to
2 1 No. 38 GPM 150 bar
(Right) (RHS) the right tamping unit.
Work Drive Motor 90 LPM To drive the main frame
3 1 No. 90 LPM 210 bar
(Bidirectional) (LHS) unit.
Satellite Drive
38 × 22 GPM To drive the satellite
4 Motor 1 No. COMBINED 160 bar
(RHS) unit.
(Bidirectional)
Hydraulic Oil
2 20 × 14 GPM
5 Cooler Motors 20 GPM 150 bar To cool the hydraulic oil.
Nos. (LHS)
RHS
Z F Cooler Motor 20 × 14 GPM
6 1 No. 14 GPM 150 bar To cool the ZF oil.
(Bidirectional) (LHS)
Radiator Motor 20 × 14 GPM To cool the engine
7 1 No. 14 GPM 150 bar
(Left) (LHS) radiator.

DESCRIPTION OF HYDRAULIC MOTORS ON NEW CSM

S. WORKING
MOTOR Qty. PUMP DELIEVERY WORK
No. PRESSURE
Vibration Motor 38 × 22 × 17 To transfer vibrations to
1 1 No. 38 GPM 180 bar
(Left) GPM (RHS) the left tamping unit.
Vibration Motor 38 × 22 × 17 To transfer vibrations to
2 1 No. 38 GPM 180 bar
(Right) GPM (RHS) the right tamping unit.
Work Drive Motor 90 LPM To drive the main frame
3 1 No. 90 LPM 210 bar
(Bidirectional) (LHS) unit.
38 × 14 × 6
Satellite Drive GPM
To drive the satellite
4 Motor 1 No. (LHS)&38 × COMBINED 160 bar
unit.
(Bidirectional) 22 × 17
GPM (RHS)
Hydraulic Oil
2 38 × 14 × 6
5 Cooler Motor 14 GPM 210 bar To cool the hydraulic oil.
Nos. GPM (LHS)
(Bidirectional)
Z F Cooler Motor 38 × 14 × 6
6 1 No. 14 GPM 210 bar To cool the ZF oil.
(Bidirectional) GPM (LHS)
Airconditioner
38 × 14 × 6 To drive the Air
7 drive Motor 1 No. 6 GPM 210 bar
GPM (LHS) conditioner
(Bidirectional)
Alternator drive 38 × 22 × 17
8 Motor 1 No. 17 GPM 210 bar To drive the Alternator
GPM (RHS)
(Bidirectional)

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 GENERAL MAJOR ASSEMBLIES AND THEIR FUNCTIONS 2015

ACCUMULATOR ON OLD CSM

S. Accumulator Nitrogen Quantity Work

No. Capacity Pressure
1. 32 Litre 85 bar 1 No. For System
2. 20 Litre 120 bar 1 No. For big squeezing
3. 1.4 Litre 20 bar 2 Nos. For small squeezing counter pressure

ACCUMULATOR ON NEW CSM

S. Accumulator Nitrogen Quantity Work

No. Capacity Pressure
1. 32 Litre 85 bar 2 Nos. For System
2. 20 Litre 85 bar 1 No. For big squeezing
3. 1.4 Litre 20 bar 2 Nos. For small squeezing counter pressure

SPECIAL VALVES

S. No. Valve Quantity Work

1. Proportional Valve 2 Nos. For Tamping Unit Up/Down Control
1 No. For Satellite Movement
2. Servo Valve 2 Nos. For Track Lifting
1 No. For Lining

(8) PNEUMATIC SYSTEM

The pneumatic system are used for brake system, horn, locking/unlocking of units,
up-down of sensing bogies and chord wire tensioning, datum and vertical pre-load. Important
parts of pneumatic system are as follows:

S. No. Pneumatic System Quantity Specification

1. Compressor Cylinder 2 Nos. Capacity – 600 m3/min.
2. Unloader Valve 1 No. Pressure – 7 bar
3. Air Tank 2 Nos. Capacity – 100 Litre Each
4. Brake Cylinder for main machine 2 Nos. Diameter – 12 inch.
5. Brake Cylinder for Satellite 2 Nos. Diameter – 8 inch.
6. Pressure Cylinder 56 Nos. Off Sizes.

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 POWER TRANSMISSION SYSTEM 2015

POWER TRANSMISSION SYSTEM

(1) FOR OLD CSM

(a) SCHEMATIC DIAGRAM

(b) LINE DIAGRAM

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POWER TRANSMISSION SYSTEM 2015

(c) DURING DRIVING

(d) DURING WORKING

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 POWER TRANSMISSION SYSTEM 2015

(2) FOR NEW CSM

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 LIST OF SPARE PARTS FOR OLD CSM 2015

LIST OF SPARE PARTS FOR OLD CSM

1. HYDRAULIC

S. No. Brief Description Part No. Nos.

A. Valve
1. 4-wayvalve(satellite axle support) HY06RSD 1
2. 4-way valve(holding lining+ Cabin support) HY06RSX 3
3. 4-wayvalve (T/U lateral sate. support) HY06RSJ 1
4. 4-wayvalve(satellite booster) HY-V [Link] 1
5. 4-wayvalve(Lining bypass + big squeezing HY 10RSX-A 3
holding)
6. 4-wayvalve ( rail clamp) H.10RSJA 2
7. 4-wayvalve (Lifting cyl. holding) HY 10 RSG-A 2
8. 4-wayvalve(Big Squeezing) HY 16 RSD-ET 2
9. 4-wayvalve(Small Squeezing) HY-10 RSD-A 2
10. 4-way valve (hand operated for bogie/axle support) HY-153.02 1
11. Proportional valves (T/U and satellite drive) HYN-25RPE 3
325TD
12. Relief valve (high Pressure) HY-511.12 1
13. Safety valve(High pressure) HY-511.08 1
14. Unloader valve(System Pressure) HY-511.11 1
15. Relief valve(vibration) HY-511.06 2
16. Safety valve(System pressure) HY-511.15 1
17. Relief valve (Small counter Squeezing pressure) HY-511-07 1
18. Safety valve( Radiator + ZF cooler) HY-56 R 3
19. Reducing valve ([Link]. +Booster cyl.) HY-55 R 3
20. Safety/valve (35 bar) HY-511.10 1
21. Servo valve (Lining and lifting) ELT- 76.00 MO 3
22. Check valve ( system pressure) HY-151.18 1
23. Check valve ( system Pump) HY-151.03/0.5bar 1
24. Check valve ( oil cooler +ZF cooler) HY-151.03/5bar 2
25. Check valve ( high pressure) Hy-151.19 1
26. Check valve(vibration motor) Hy-40.53 2
B. Motor
1. Hyd. Motor work drive HY-916.N.500 1
2. Radiator Cooler motor HY-701.N.17L 1
3. Hyd. Cooler motor HY-701N10 1
4. Hyd. Cooler motor(Bi Directional) HY-701N14 1
5. ZF oil cooler motor HY-90.N42L 1
6. Satellite Drive Motor HY-915.N.160 1
7. Motor for vibration HY-72Sx35L 1
8. Motor for vibration HY-72Sx35R 1
C. Pump
1. Double Pump HY-806x38.17 R 2
2. Double Pump HY-806x38.22.R 1
3. Variable Pump HY-704.90L/EL/210bar. 1
4. Double Pump HY-806x20.17 L or 20.14
1
L

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 LIST OF SPARE PARTS FOR OLD CSM 2015

D. Filter Element:

1. Servo filter element DL.40.60.3E 2

2. Proportional filter element HY.D.501.32.10ES. 1
3. Suction filter element variable Pump HY.S.501.90.10ES. 2
4. Button filter(servo valve) MOOGPart no A-25446-002 6
5. Return filter element HYR.501.330.10ES 2
6. Suction filter element HYS.501.360.150ES. 4
7. ZF filter element HYD501.225.25ES. 2
E. Cylinder

1 T/U Lifting/lowering cylinder HZDPA.080.040.0760.1.001 2

2 Lining Cylinder with Yoke HZGB.100.045.03001.003. 2
3 Track Lifting Cylinder with yoke HZGB.125.050.0330.1. 2
4 Booster Cylinder HZQB.050.036.0600.1.002 1
5 Satellite axle support cylinder UD.50.2800 2
6 Axle support cylinder UD.50.2200 4
7 Axle support cylinder(front) UD.50.550 2
8 Satellite roller support cylinder UD.50.1950 a 2
9 Satellite lateral displacement HZGB100.050.04001 1
10 Satellite Buffer Cylinder HY-600.05a 2
11 Bogie support cylinder rear HZMB.080.036.0210.2.024 8
12 Rail clamp Open/close cylinder E 150.180 4
13 Big sq. cylinder with piston assembly 2E34.201B 4

F. Seal Kit

1. Seal Kit rail clamp Cylinder E-150-180DS 4 set

2. Seal Kit Cabin Support Cylinder HZ-01-080&HZ-02-080.036 8 set
3. Seal Kit Wheel Support Cylinder UD-50-100 DS 4 set
4. Seal Kit Axle Support Cylinder UD-50-550 DS 2 set
5. Seal Kit Satellite axle Support Cylinder UD-50-2800DS 2 set
6. Seal Kit Satellite axle roller Cylinder UD-50-1950ADS 2 set
7. Seal Kit T/U UP/Down cylinder HZ-01-080&HZD-02.080.040 2 set
8. Seal Kit Lining cylinder HZ-01-100&HZ-02.100.045 2 set
9. Seal Kit Lifting cylinder HZ-01-125&HZ-02.125.50 2 set
10. Seal Kit Booster cylinder HZ-01-50&HZ-02.050.036 1 set
11. Seal Kit Shock Observer HZ-05-600ADS 2 set
12. Seal Kit Satellite sliding HZ-01-100& HZ-02-100-50 1 set
13. Seal set Squeezing big cyl. [Link].243 8 set
14. Seal set for Squeezing small cyl. [Link].401 8 set
15. Radial seal DL-12.22 16set
16. Kit for unloader valveR4U10 - 1 set
17. Kit for unloader valveR4U06 - 1 set

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 LIST OF SPARE PARTS FOR OLD CSM 2015

G. Others

1 Accumulator for counter pressure HY-156-06 2

2 Bladder for Accumulator HY-156-3 1
3 Bladder for Accumulator HY-156-9 1
4 Hydraulic Oil HLP 68N or Equivalent 1600 ltr
5 Hydraulic Oil SS-100 or equivalent 50ltr
6 Gear Oil HP-90 or Equivalent 50ltr
7 ZF Gear Oil 15W40CF-4 60ltr
8 Grease RL-2 or Equivalent 20 Kg

MECHANICAL

S. No. Brief Description Part No. Nos.

A. Engine (MWM TBD232V 12/KTA1150L)

1. Lube oil - 45
2. Lube oil filter element - 2
3. Fuel pre filter element for MWM 5 ltr 1
4. Fuel Secondary filter element for MWM - 2
5. Fuel filter element for CUMMINS 5 ltr cap 2
6. Air cleaner - 2
7. V-Belt - 4
8. V-Belt for Compressor (MWM) B-110 2
9. Alternator Boschmake28V/55A 2
10. Self-starter - 1
11. Battery 12 volts/180AH 2
12. Battery Lug - 4
13. Lube oil pressure switch - 1
14. Temperature switch - 1
15. Engine Mounting Pad 4
B. Bearing

1 Bearing 32009X 16
2 Ball bearing 16010 2
3 Ball bearing 6208 16
4 Ball bearing 6002Z 8
5 Needle bearing NKI70/35 6
6 Needle bearing NA6913 6
C. Shaft ( Vibration + Cordon shaft)

1 Vibration shaft bearings NJ2216MC3 4

2 Vibration shaft bearings U.20.218P( 6220) 2
3 Vibration shaft bearings (NU2220MC3) 4

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 LIST OF SPARE PARTS FOR OLD CSM 2015

4 Vibration shaft bearings (NJ219MC3) 8

5 Vibration shaft bearings (NJP2216MC3) 4
S. No. Brief Description Part No. Nos.

6 Cordon shaft ( small) LZ 325, LA-35-0112131 1

7 Cordon shaft KGW180.1250.110.00 1
8 Cordon shaft KGW.150.1000.110.00 1
9 Cordon shaft KGW.[Link] 1
10 Cordon shaft KGW.[Link] 2
11 Cordon shaft LZ420-LA-50/UD72-2719 1
D. O-ring

1 O’ ring 126-67x131-9(126x3) 4
2 O’ ring 38x48 4
3 O’ ring 36x42/44 4
4 O’ ring 162x169 1
5 O’ ring 88-57x2-67(PU) 3
6 O’ ring 126.37x5.33 4
E. Oil Seal

1 Seal ring BA20x40x10 mm 1

2 Seal ring BA85x110x13mm 2
3 Seal ring BA130x165x13DIN3760 2
4 Grooved seal ring U.400.325 8
5 Flat ring DL 12.09 8
6 Gasket DL 12.08 8
F. Tamping Unit

1 Tamping arm bush 2E.34.210 8

2 Tamping arm big pin assembly. 2E.31.04 8
3 Tamping arm small pin assembly. G.20.13 8
4 Flange DL.23.104 8
5 Flange DL.23.103A 8
6 Flange 2E.22.09 8
7 Flange 2E.22.11 8
8 Teflon washers 2E.[Link] 8
9 Big squeezing cylinder male HZSA-A-150-245KPL 4
10 Big squeezing cylinder female HZSA-G-150-246KPL 4
11 Small squeezing cylinder male HZSI-A-57.5. 404KPL 4
12 Small squeezing cylinder female HZSI-G-57.5.403KPL 4
13 Tamping tools caps 2E.31.19ART 32
14 Tamping tools - 32

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 LIST OF SPARE PARTS FOR OLD CSM 2015

15 Tamping arm big CU.30.412 8

16 Tamping arm small CU.30.413 8
17 Guide rod for T/U UD-70-752 4
S. No. Brief Description Part No. Nos.
H. General

1 Rubber mounting(damping block) M-12 12

2 Rubber mounting(damping block) M-10 16
3 Coupling for funk gear box WN220-27 1
4 Rail tongue roller DL150-011 8
5 Lining roller - 2
6 Roller disc for lifting units E-150 4
7 roller for shadow board trolley - 2
8 Lining transducer fork - 2
9 T/U transducer fork - 2

ELECTRICAL & ELECTRONICS

S. No. Brief Description Part No. Nos.

A. Meters and gauge
1. Engine RPM meter EL-T1264 2
2. Galvanometer EL-T80.00 4
3. Water temp. gauge EL-T 1259 2
4. ZF pressure gauge EL-T 1001 1
5. ZF temp gauge EL-T 1200 1
6. Speedometer (Front) EL-T1263 1
7. Speedometer (Rear) - 1
8 Ammeter EL-T 1262 1
[Link]

1 Power supply EK813SV00b 5

2 Leveling control EK347LV02 2
3 Lining control EK349LV01 1
4 Multiplex EK28V00 1
5 T/U Up/Dn19control EK16V00b 2
6 Front input EK345LV00 1
7 Pendulum Control EK346LV0a 1
8 Satellite compensation EK348LV00 1
9 Over slew EK290LV00b 1
10 Power supply EK812SV00 1
11 Power supply EK851SV0b 1
12 Distance simulator EK99V00 1

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 LIST OF SPARE PARTS FOR OLD CSM 2015

13 Pendulum compensation EK110LV00 1

14 Satellite drive control EK24V00b 1
15 Machine drive control EK319LV00 1
16 Variable pump control 942600 1
S. No. Brief Description Part No. Nos.
17 QL PCB - 1
18 Input/output of programmer EK553P00 9
19 Time delay of programmer EK552P00 1
20 Relay PCB EL-T 1163 6
21 Relay PCB E-LT1157 2
22 Relay PCB EL-T 1442 1
23 Pulse counter of encoder PCB E-LT5034 1
24 Power pack E-LT7050/400 5
C. Relay
1 Relay ELT7045/24 5
2 Relay ELT7018 4
3 Relay LR 24VDC 5
4 Relay EL-T7002/ S4 41
5 Relay ELT663 31
6 Relay ELT277 10
7 Relay ELT.1218s 30
8 Relay ELT. 7010 4
D. General
1 Limit Switch LJW 5
2 Proximity switch EL-T1151a 2
3 Proximity switch EL-T1422k 3
4 Transducer tamping depth - 3
5 Potentiometer ELT500HQ 4
6 Potentiometer ELT595HQ 5
7 Satellite transducer spring - 1
8 Transducer chord wire 0.80mm 50m
9 Lining &leveling chord 1.35mm 80m
10 Headlight bulb(pin type) 24V/36W 6
11 Working light assy. 24V/36W 30
12 Micro fuse 272-4A 16
13 Distance encoder ELT7023/700 1
14 Contact element N O (26020) 60
15 Contact element N C (23068) 10
16 IC OPO4 25
17 IC OP 11 20
18 Hooter - 1
19 Flasher Light - 1
20 Satellite transducer EL-T1041 1
21 Oil pressure sensor 0-25bar (360/081/037/018) 2

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 LIST OF SPARE PARTS FOR OLD CSM 2015

PNEUMATICS

S. No. Brief Description Part No. Nos.

A. Seal
1. Seal kit for11/2''[Link] - 12
2. Seal kit for2 1/4" dia. cylinder - 8
3. Seal kit for 3''dia. cylinder - 6
4. Seal kit for 4''dia. Cylinder - 6
5. Seal set for satellite brake cylinder 8" 2
6. Seal set for m/c brake cylinder 12" 2
B. Others
1 2-way valve for satellite brake 90362 1
2 Air oiler 90180 1
3 Brake valve for satellite (4-way) 90254 2
4 Brake valve for machine 90364 4
5 Over flow valve M301890 1
6 Cooling coil DL 90.37 1
7 Pressure regulator 90186 5
8 Safety valve 90204 2
9 Stopcock for working system 90259 1
10 Water separator (in working cabin) 90181A 1
11 Water separator near engine 90356 1
12 2-way valve 90151 1
13 3-way valve 90336 15
14 4-way valve for datum 90341 1
15 4-way valve 90344 7
16 4-way valve 90343 2
17 Actuating cylinder for engine WM607-B1 1
18 Throttle valve WM67 2
19 Cylinder for ZF Engage/ Disengage 90233 1
20 Satellite engage cylinder PN2Z-KF-50/18/70 1
21 Air unloader 90200 1
22 Pneumatic .horn - 2
23 Cylinder for satellite engage ,disengage PN-2ZKF-50-18-70 1
24 Pressure Reducing valve 90183(90188) 6
25 Brake valve 90364 2
26 Brake shoes - 10
27 Tank drain 90215 2
28 Hose assembly compressor and cooling coil 90267 1

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 LIST OF SPARE PARTS FOR NEW CSM 2015

LIST OF SPARE PARTS FOR NEW CSM

(a) Drawing. No. - EB-HY - S.55805.01A-ENGL. (Hydraulic system General)

S.N. POS. PART NO. DESCRIPTION QUANTITY
1 1 HY-S501.460.150 FILTER 3
2 1A HY-S501.460.150/DS SEAL KIT 3
3 1B HY-S501.460.150H/ES FILTER CARTRIDGE 3
4 2 HY-R507.05.01H SUPERFINE FILTER 2
5 2A HY-R507.05.01HES FILTER CARTRIDGE 2
6 3 HY832X38.22.17RE TRIPLE PUMP 1
7 4 HY832X38.14.06LI TRIPLE PUMP 1
8 5 HY154.03 PRESSURE GAUGE 1
9 6 HY151.33/0,5BAR16 NON RETURN VALVE 1
10 7 HY832X38.22.17RE TRIPLE PUMP 1
11 8 HY157.44-A SOLENOID VALVE 3
12 8A HY157.44DS SEAL KIT 3
13 9 HY156.03 HYDRAULIC ACCUMULATOR 20L 1
14 9A HY156.08H-DS SEAL KIT 1
15 10 HY156.09 HYDRAULIC ACCUMULATOR 32L 1
16 10A HY156.09DS SEAL KIT 2
17 11 HY511.12 CUT OFF VALVE 1
18 11A HY511.12DS SEAL KIT 1
19 12 HY151.127-18A MOUNTING BLOCK 1
20 13 HY56R SAFETY VALVE 3
21 13A HY56R/DS SEAL KIT 3
22 14 HY151.127-4 MOUNTING BLOCK 1
23 15 HY151.127-2 CUT OFF VALVE BLOCK 1
24 16 HY151.18 NON RETURN VALVE 1
25 16A HY151.18DS SEAL KIT 1
26 17 HY511.11 CUT OFF VALVE 1
27 17A HY511.11DS SEAL KIT 1
28 18 HY511.15 PRESSURE RELIEF VALVE 1
29 18A HY511.11DS SEAL KIT 1
30 19 HY511.06 PRESSURE RELIEF VALVE 2
31 19A HY511.12DS SEAL KIT 2
32 20 HY511.07 PRESSURE RELIEF VALVE 1
33 20A HY511.12DS SEAL KIT 1
34 21 HY511.10 PRESSURE RELIEF VALVE 1
35 21A HY511.08DS SEAL KIT 1
36 22 HY6RSX-B VALVE 2
37 23 HY90.N43/M4C-043.N02 PISTON MOTOR 1
38 24 HY90.N52/02 HYDRAULIC MOTOR 3
39 27 HY157.105 GEARBOX OIL COOLER 1
40 28 HY-R501.330.10A/H RETURN LINE FILTER 2
41 28A HY-R501.330.10A/H/ES FILTER CARTRIDGE 2
42 29 HY151.19 NON RETURN VALVE 1

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 LIST OF SPARE PARTS FOR NEW CSM 2015

S.N. POS. PART NO. DESCRIPTION QUANTITY

43 29A HY151.19DS SEAL KIT 1

44 30 HY511.08 PRESSURE RELIEF VALVE 1
45 30A HY511.08DS SEAL KIT 1
46 31 FSK254-2.4/W/-/12 LIQUID INDICATOR 1
47 32 HY150.23 MOUNTING PLATE 2
48 33 2103-01-47.00 THREAD COUPLING 9
49 34 HY154.25 PRESSURE GAUGE 4
50 35 HY151.187/75BAR PROPTIONAL CONTROL VALVE 1
51 36 SEE MECHANIC CYLINDER 4
52 37 SEE MECHANIC CYLINDER 4
53 38 2E40.65 BASE PLATE 2
54 39 HY55R-B REDUCING VALVE 2
55 39A HY55R/DS SEAL KIT 2
56 40 SEE MECHANIC CYLINDER 2
57 41 HY156.06H HYDRAULIC ACCUMULATOR 1.4L 2
58 41A HY156.06H-DS NOT EXISTING 2
59 42 SEE MECHANIC CYLINDER 4
60 43 SEE MECHANIC CYLINDER 4
61 44 HY72SX31LI SINGLE PUMP 1
62 45 HY72SX31RE SINGLE PUMP 1
63 46 HY151.183A SUCTION VALVE 2
64 47 HY16RSD-ET-B VALVE 2
65 47A HY16RSD-ET-B/DS SEAL KIT 2
66 48 HY-D501.32.10-B FILTER 1
67 48A HY-D501.32.10/DS SEAL KIT 1
68 48B HY-D501.32.10-B/ES FILTER ELEMENT 1
69 49 HYA25-RPE2-325.DSO728 PROPTIONAL CONTROL VALVE 2
70 50 HY10RSD-B VALVE 2
71 50A HY10RSD-DS SEAL KIT 2
72 51 HY151.130-01 MOUNTING BLOCK 1
73 52 HY100.03 CHECK THROTTLE 2
74 52A HY100.03DS SEAL KIT 2
75 53 HY10RSX-B VALVE 5
76 53A HY10RSD-DS SEAL KIT 5
77 54 EL-T76.00-MO SERVO VALVE 3
78 54A EL-T76.10MO REPAIR SET 3
79 55 HY10RSG-B VALVE 2
80 55A HY10RSD-DS SEAL KIT 2
81 56 DL40.60E FILTER 2
82 56A DL40.60E-DS SEAL KIT 2
83 56B DL40.60.3E FILTER CARTRIDGE 2
84 57 HZGB.100.045.0300.1.003 LINING CYLINDER 2
85 58 HZGB.125.050.0330.1 LIFTING CYLINDER 2

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 LIST OF SPARE PARTS FOR NEW CSM 2015

S.N. POS. PART NO. DESCRIPTION QUANTITY

86 59 HY151.103A SERVO BLOCK 1
87 60 HY152.01-H STOP COCK 6
88 60A HY152.01DS SEAL KIT 6
89 61 HY150.126 PLATE 1
90 62 HY6RSJ-B VALVE 4
91 62A HY6RSD-DS SEAL KIT 4
92 63 E 150.180 RAIL CLAMP CYLINDER 4
93 64 HY150.34 MOUNTING PLATE 1
94 65 HY-A.40.163-00 LINE 2
95 66 HY-A.40.164-00 LINE 2
96 69 HY157.100 OIL COOLER 1
97 73 HY511.64/140 SAFETY VALVE FOR ACCU. 1
98 74 HY511.64/330 SAFETY VALVE FOR ACCU. 2
99 79 HY151.128-1 MOUNT PLATE NW10 3
100 80 HY10RSD-B VALVE 1
101 80A HY10RSD-DS SEAL KIT 1
102 81 HY150.23 MOUNTING PLATE 5
103 82 HY6RSD-B VALVE 3
104 82A HY6RSD-DS SEAL KIT 2
105 83 [Link].080.036.0210.2.024 SIDE SUPPORT CYLINDER 8
106 84 UD 50.100 AXLE SUPPORT CYLINDER 4
107 85 UD 50.550 MACHINE SUPPORT CYLINDER 2
108 86 UD 50.2800 SAT. AXLE SUPPORT CYLINDER 2
109 87 UD 50.1950.A SAT. ROLLER SUPPORT CYLINDER 2
110 88 NZGB.050.036.0080.1.001 [Link] 2
111 89 HY6RSX-B VALVE 1
112 90 HY6RSJ-B VALVE 1
113 90A HY6RSD-DS SEAL KIT 1
114 97 GLR30 HAND PUMP 1
115 99 HY151.12/5BAR NON RETURN VALVE 2
116 101 HY157.99 EMERGENCY PROCEDURE 2
117 105 HY10RSD-B VALVE 1
118 106 HY151.128-1 MOUNT PLATE NW10 1
119 108 HY151.13/0,5 NON RETURN VALVE 1
120 109 HY151.33/0,5BAR12 NON RETURN VALVE 1
121 110 HY151.132-1 MOUNTING PLATE 1
122 111 HY10RSD-B VALVE 1
123 111A HY10RSD-DS SEAL KIT 1
124 112 HY511.14/150 VALVE 1
125 112A HY511.14DS SEAL KIT 1
126 114 2103-01-18.00 ADAPTOR 1
127 115 64.07.1000.57 SWITCH 1
128 116 UD 216.450 A SAT. LATERAL MOVEMENT CYLINDER 1

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 LIST OF SPARE PARTS FOR NEW CSM 2015

S.N. POS. PART NO. DESCRIPTION QUANTITY

129 121 HY935.N10 HYDRAULIC MOTOR 1
130 121A HY935.N10/DS SEAL KIT 1
131 133 232.011/017/017 TEMPERATURE SWITCH 1
132 134 323.805/001/001 THERMAL SWITCH/100-120DEGR.C 1

(b) DRG. No.-EB-HY-S.55805-02 (SATELLITE DRIVE SYSTEM)

S.N. POS. PART No. DESCRIPTION QUANTITY
1 1 HY151.128-1 MOUNT PLATE NW10 1
2 2 HY10RSD-B VALVE 1
3 2A HY10RSD-DS SEAL KIT 1
4 3 HY56R SAFETY VALVE 1
5 4 HY151.218 CONTROL VALVE BLOCK - SATELLITE 1
6 5 HYA16-RPE150.D PROPORTIONAL CONTROL VALVE 1
7 6 HY-V10-RSH-B-350 VALVE 1
8 7 HY511.06 PRESSURE RELIEF VALVE 2
9 7A HY511.12DS SEAL KIT 2
10 10 HY151.12/5BAR NON RETURN VALVE 1
11 11 HY915N.200 MOTOR 1
12 13 HZQB.100.050.0400.1 BOOSTER CYLINDER 1
13 14 HY 600.05A SAT. DAMPING CYLINDER 2
14 15 2E40.65 BASE PLATE 1
15 16 HY55R-B REDUCING VALVE 1
16 16A HY55R/DS SEAL KIT 1
17 24 HY150.23 MOUNTING PLATE 1
18 30 HY6RSJ-B VALVE 1
19 30A HY6RSD-DS SEAL KIT 1
20 31 HY155.12 LOCKING BLOCK 1
21 31A HY155.19DS SEAL KIT 1
22 36 2103-01-47.00 THREAD COUPLING 3
23 38 HZGB.100.050.0400.1 SAT. SLIDING CYLINDER 1
24 39 HY40.84 ADAPTER 2

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 LIST OF SPARE PARTS FOR NEW CSM 2015

(c) Drawing. No.: EB-HY-S.55805-03-ENGL (HYDRAULIC SYSTEM DRIVE)

S.N. POS. PART No. DESCRIPTION QUANTITY
1 1 HY-S501.160.P10 FILTER 1
2 1A HY-S501.160.P10-DS SEAL KIT 1
3 1B HY-S501.160.P10-ES FILTER CARTRIDGE 1
4 2 HY150.23 MOUNTING PLATE 1
5 3 HY6RSB-B VALVE 1
VARIABLE DISPLACEMENT
6 4 HYS704X90L/EP4/A210BAR 1
PUMP
7 5 64.07.1000.54 SWITCH 1
8 6 HY154.22 PRESSURE GAUGE 1
9 7 HY154.21 PRESSURE GAUGE 1
10 8 HY157.50 2-WAY VALVE 1
11 9 8800485-2000 FLUSHING VALVE 1
12 10 HY916N500 MOTOR 1

(d) Drawing. No.: EB-HY-S.55805-05(COOLER & FILTER CIRCUIT)

S.N. POS. PART No. DESCRIPTION QUANTITY
1 1 4WG65II/4616000277 POWER SHIFT GEARBOX 1
2 2 HY-D501.225.25H FILTER 1
3 2A HY-D501.225.25DS SEAL KIT 1
4 2B HY-D501.225.25H/ES FILTER CARTRIDGE 1
5 3 HY151.217/5BAR NON RETURN VALVE 1
TEMPERATURE SWITCH /
6 4 323.803/002/002 1
TRANSMITTER
7 5 HY157.100 OIL COOLER 1
8 6 UD90.303 DISTRIBUTION BLOCK 1
9 7 360.081/037/018 PRESSURE TRANSDUCER 1
10 8 64.07.1000.54 SWITCH 1
TWR3/4MO/90GRAD
11 9 TEMPERATURE SWITCH 1
C/AUS

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 LIST OF SPARE PARTS FOR NEW CSM 2015

LIST OF PNEUMATIC COMPONENTS FOR NEW CSM

(a) Drawing. No.: EB-PN-S.55805-01-ENGL (PNEUMATIC SYSTEM BRAKE)

S.N. POS. PART No. DESCRIPTION QUANTITY

1 2 90291-J COMPRESSION HOSE 1
2 3 DL90.37 COOLING COIL 1
3 4 90204 SAFETY VALVE 1
4 4A 90204DS SEAL KIT 1
5 5 90356 DRIP CUP 3
6 5A 90356DS SEAL KIT 3
7 6 90187B AIR DRYER 1
8 6A 90187DS SEAL KIT 1
9 6B 90187ES FILTER CARTRIDGE 1
10 7 90201 IDLING GOVERNOR 1
11 7A 90201DS SEAL KIT 1
12 9 PN90.10A SOUND ABSORBER 2
13 10 64.07.1000.54 SWITCH 5
14 12 90247-A OVERFLOW VALVE 1
15 12A 90247DS SEAL KIT 1
16 13 90167 AIR RESERVOIR 100L 3
17 14 90215(M22X1.5) CONTAINER VENTILATION 2
18 16 90382 NON RETURN VALVE 1
19 17 90259 STOP COCK 1
20 17A 90259DS SEAL KIT 1
21 18 PN90.346-2 MOUNTING BLOCK 1
22 19 90375 TWO-WAY COCK 1
23 22 90180-A COMPRESSED-AIR OILER 1
24 23 90346 VALVE 2
25 23A 90346/DS SEAL KIT 2
26 25 90181-A WATER SEPARATOR 1
27 39 90284 SINGLE PRESSURE GAUGE 2
28 40 90283 TWIN MANOMETER 4
29 41 90358-K TEST CONNECTION 6
30 42 90366 DRIVER'S BRAKE VALVE 2
31 42A 90366DS SEAL KIT 2
32 43 90370 VALVE 2
33 44 90189-A PRESSURE REGULATOR 7
34 45 90381 NON RETURN VALVE 2
35 46 90263-G PRESSURE GAUGE 2
36 54 90386 EMER. BRAKE VALVE NB11 2
37 55 90385 EMER. BRAKE PULL-BOX 2
38 56 204069 SOCKET WRENCH 2
39 57 PN-A.40.131-00 GUARD PLATE/[Link] 2
40 58 M6-DISTINEX-60100S33P15 DISTANCE BOLT 6
41 59 CA215.3723 BRAKE CYLINDER 1

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 LIST OF SPARE PARTS FOR NEW CSM 2015

S.N. POS. PART No. DESCRIPTION QUANTITY

42 60 90218/58502 BRAKE CYLINDER 1
43 61 90227/37002 BRAKE CYLINDER 2
44 71 90319 BRAKE HOSE COUPLING 4
45 72 90359LI STOP COCK L.H.S. 2
46 73 90359RE STOP COCK R.H.S. 2
47 73A 90359LI/RE/DS SEAL KIT 2
48 76 90384 CONTROL VALVE (K.E. VALVE) 1
49 77 90384TR SUPPORT FOR VALVE 1
50 78 90354 ON-OFF BRAKE CHANGE-OVER DEVICE 1
51 79 90362 2-WAY VALVE 1
52 80 I71411 SHUTTLE VALVE 3

(b) Drawing. No.: EB-PN-S.55805-02-ENGL. (PNEUMATIC WORKING SYSTEM )

S.N. POS. PART No. DESCRIPTION QTY

1 1 PN2ZG-100/25/300 (52114-12) LIFT/LOWER CYLINDER (F/T) 2
2 2 PN2ZG-70/20/400 (52113-16) DATUM CYLINDER (F/T) 2
3 3 PN1ZG-35/12/50 (52111-2SP) LOCK/UNLOCK CYLINDER (F/T) 2
4 5 PN2ZG-70/20/300 LIFT/LOWER CYLINDER (L/T) 2
5 6 PN2ZG-70/20/300 DATUM CYLINDER (L/T) 2
6 7 PN1ZG-35/12/50 LOCK/UNLOCK CYLINDER (L/T) 2
7 9 PN2ZG-100/25/300 (52114-12) LIFT/LOWER CYLINDER (M/T) 2
8 10 PN2ZG-70/20/250 (52113-10) DATUM CYLINDER (M/T) 2
9 11 PN1ZG-35/12/50 (52111-2SP) LOCK/UNLOCK CYL.(M/T) 2
10 13 PN2ZG-70/20/300 (52113-12) LIFT/LOWER CYLINDER (R/T) 2
11 14 PN2ZG-100/25/300 (52114-12) DATUM CYLINDER (R/T) 2
12 15 PN1ZG-35/12/50 (5211-2SP) LOCK/UNLOCK CYLINDER (R/T) 2
13 17 PN2ZG-50/16/150 (52112-6) LINING CHORD TIGHT CYL. 1
14 18 8X1X0.3 COVER DISC 15
15 19 90263-G PRESSURE GAUGE 5
16 20 90189-A PRESSURE REGULATOR 5
17 21 PN2ZG-35/12/50 LOCK/UNLOCK CYL.(MFR) 2
18 22 PN2ZG-50/16/250 LIFT/LOWER CYLINDER (MFR) 2
19 23 PN1ZG-13/12/50 LOCK/UNLOCK CYL. (MFR) 4
20 24 Pn2Z.G.50/16/50/RZF SAT. BLOCK CYLINDER 4
21 25 ES14I QUICK RELEASE COUPLING 4
22 27 2E34.150B TAMPING UNIT CLAPPER CYL. 8
23 28 90344 ONE WAY VALVE 1/4" 25
24 28A 90344/DS SEAL KIT ONE WAY VALVE 1/4" 25
25 29 PN2ZG-100/25/250 (52114-10) SATELLITE LOCK/UNLOCK CYL 1
26 30 GLF311.1053 SAT LAT. LOCK/UNLOCK CYL. 1
27 32 90419 TWO WAY VALVE 1/4" 5
28 32A 90419/DS SEAL KIT TWO WAY VALVE1/4" 5
29 34 PN2ZG-50/16/150 (52112-6) LEVELLING CHORD TIGHT CYL 2
30 36 90295 CHECK THROTTLE 2

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 LIST OF SPARE PARTS FOR NEW CSM 2015

S.N. POS. PART No. DESCRIPTION QTY

31 38 WN388-U1C2B ACCELERATING CYLINDER 1
32 40 90252 (3340A) 2-WAY VALVE 1/4" 2
33 41 WM607B1X WILLIAMS AIR ACCELERATOR VALVE 1
34 43 90295 CHECK THROTTLE 1/4" 4
35 44 90257 HORN PUSH BUTTON 2
36 45 162502 PNEUMATIC HORN 2
37 46 90233 WORK DRIVE ENGAGE/DISENGAGE CYL. 1
38 48 [Link]-50/18/70 SAT. DRIVE ENGAGE/DISENGAGE CYL. 1
39 49 90418 NON RETURN VALVE 1
40 50 PN2ZG-35/12/50 TAMPING UNIT LOCK/UNLOCK CYL. 2

Page 72 of 195
 LIST OF ELECTRICAL AND ELECTRONIC ITEMS 2015

ELECTRICAL & ELECTRONIC ITEMS

(1) LIST OF PCBs USED IN OLD CSM

S. No. PCB Part No. Function of PCB Quantity Location

1. EK812 SV00 DC to DC convertor 1 No. B20

24V12V

2. EK 813SV00 DC to DC Convertor 5 Nos. B4, B6, B10

Power Supply 1 2 2
24V  15V &10V

3. EK 851SV00 DC to DC converter 1 No. B 19

24V 12 V and 5 V

4. EK 16 V00 Tamping unit UP /DN 2 Nos. B10

control

5. EK 24 V00 Satellite control 1No B10

6. EK 28 LV00 Multiplexer 1 No. B6

7. EK 99V00 Distance simulator 1 No. B19

8. EK 100 V00 Auto Positioning 1 No. B10

9. EK110 LV00 Pendulum Compensation 1 No. B6

10. EK290 LV00 Over slew Control 1No. B10

11. EK 319 LV00 Work drive control 1No. B6

12. EK 345LV00 Front input 1 No. B4

13. EK346 LV00 Pendulum control 1 No. B6

14. EK347 LV00 Track lifting 2 Nos. B6

15. EK348 LV00 Satellite compensation 1 No. B10

16. EK349 LV00 Lining control 1 No. B10

17. EK 501 P00 Programmer PCB 1 No. B20

18. EK 552 P00 Time Delay 1 No. B20

20 EL-T 631.00 Intercom 1No B40

21. VT 3005 Work drive amplifier 1No On Chassis

Page 73 of 195
 LIST OF ELECTRICAL AND ELECTRONIC ITEMS 2015

(2) LIST OF PCBs USED IN NEW CSM

S.
PCB Part No. Function Location
No.

1. EK-805SV-00/GT Power Supply B6-01 no., B20-01 no.

2. EK-819SV-02/GT Power Supply B 32- 02 nos. B6-02 nos.

3. EK-501CA-02B Super Elevation Adapter Plate B6-01 no.

4. EK-638MC-02B/174-14 Micro Controller for SE B6-01 no.

5. EK-503CA-02B Levelling Control Adapter Plate B6-01 no.

6. EK-638MC-02B/175-14 Micro Controller for Levelling B6-01 no.

7. EK-504CA-02C Lining Control Adapter Plate B6-01 no.

8. EK-638MC-02B/176-14 Micro Controller for Lining B6-01 no.

9. ELB-KV0-00 Tamping Unit Control B 32-02 nos.

10. EK-1054V-02/1,5A Satellite Control B 32- 01 no.

11. EK-140V-02 Proportional Squeezing Control B 32-01 no.

12. EK-1044V-02 T/U Positioning Auto Control B 32-01 no.

13. EK-2324LV-02 Satellite Lateral Movement Control B 32- 01 no.

14. EK-3112LV-02 Work Drive Pump Control B 32-01 no.

15. EK-2408LV-02 Speed Indicator B 32- 01 no.

16. EK-602E-002 Relay Printed Circuit Board B 32- 01 no.

17. EK-658P-02 Watch Dog B20-01 no.

18. ELB-EPO-00 Programmer With SCB B20-01 no.

19. ELB-EMO-02 Microcontroller Subroutine B20-01 no.

20. ELB-EMO-01 Microcontroller Timer PCB B20-01 no.

21. EK-662P-02A Timer PCB B20-01 no.

22. EK-653P/S-02A Input/output Control PCB B20-10 nos., B30-06 nos.

23. EK-664P-02A QL PCB B30-06 nos.

24. EL-T 631.01-GT Intercom PCB B40-01 no.

Page 74 of 195
 LIST OF ELECTRICAL AND ELECTRONIC ITEMS 2015

LIST OF ELECTRICAL GENERAL DRAWINGS FOR NEW CSM

S. No. Drawing Number Circuit Description

1. ELW-009-55805-SUB Program Logic

2. ELW-009-55805-X Program P600

3. ELW-009-55805-Q-1 Program Logic

4. ELW-009-55805-QL Program P600

5. ELW-009-55805-I/O Program In-Output

6. ELW-009-55805-CMS Computer Measuring System (CMS CAN)

7. ELW-009-55805-AS Readout System

8. ELW-009-55805-L Lighting

9. ELW-009-55805-ALC ALC-Connection Diagram

10. ELW-009-55805-S DAR 6-Channel Recorder

11. ELW-009-55805-PS Prop. Control

12. ELW-009-55805-AP Position Automatic

13. ELW-009-55805-SN Satellite Automatic Following

14. ELW-009-55805-FA Driving Mode Servo-Control

15. ELW-009-55805-SV Power Supply

16. ELW-009-55805-SI Safety System

17. ELW-009-55805-ZF ZF-Power Shift Transmission,

18. ELW-009-55805-WA Warning Installation

19. ELW-009-55805-SP Intercom System

20. ELW-009-55805-ZG Central Lubrication System

21. ELW-009-55805-AL Working Light

22. ELW-009-55805-M Engine Control

23. ELW-009-55805-FW Engine Temperature Monitoring

24. ELW-275-05606-LT Air dryer Device

25. ELW-009-55805-KA2 Air Condition Unit Control

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(3) ALC (Automatic Guiding Computer)

This system calculates the correction

values for maintenance of track radii and
passes the results continuously to the
measuring systems during work. The
required target data is keyed in before start
to work. Using this system it is possible to
treat the entire track geometry. The ALC,
automatic guiding computer works on the
basis of an industrial computer with a
monitor and a keyboard. This concept
permits the almost unlimited storage of
track geometry data.
Once entered, the data will be available at any time. Moreover, when the target geometry
is unknown, the actual track position can be determined with the aid of measuring run by the
tamping machine and the target geometry can be obtained via subsequent optimization
calculation taking into account existing restrictions and fixed points. All work sequences and
hydraulic processes are controlled and monitored by a microprocessor. The entire electronic
system is built in modular design. The program control contains a measuring and monitoring
system that enables fast checking of all control functions.
A variety of auxiliary units help speed up the work process considerably. For example,
the fully automatic control of the tamping process and the forward motion of the machine are
available. The work speed can be selected freely in a certain range.
(4) C M S (Computer Measurement System)

CMS means Computer Measurement System.

This consists of a new improved operator’s
terminal and faster MC [Link] means
Controller Area Network that the
interconnection of the microcontrollers and of the
operators.

Terminal is established by a CAN BUS (standard bus in the automotive field). This operator’s
terminal has a very bright EL-graphic display with 320x240 pixel, a numeral block with cursor
keys and 5 operation control keys including status LEDs. Furthermore, it is equipped with a
galvanically separated CAN connection [Link] admissible working temperature is
between -25°C to +70°C.
The analogue measurement system, which was in use up to now, has been replaced by a
new combined digital / analogue system developed on the base our well-tried micro-controllers.
This system comprises the lining unit, the levelling unit with superelevation control and, if
required, the combined laser receiver unit. A DGS controller is fitted on .Dynamic machines.
The satellite compensation device (.SATCOM.), which is necessary on machines with continuous
operation mode, has been integrated as well.
This system uses microcontroller boards equipped with a new processor with an internal
frequency of 40MHz and an integrated CAN controller. The multiplexer for the 16 analogue
inputs is fitted on an additional adapter board.

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(5) PC Diagnosis Programme SPSDiag for (SCB) EK-755P

SPS means Speicher Programmierbare SteuerungThis technology helps us to detect

electrical failures on machine with the help of computer and SCB. The Serial Communication
Board (SCB) for the first time enables a comprehensive check of the Plasser & Theurer SPS
P600 and P700 to be carried out. The board is equipped with a ‘Dual Ported Memory’ (DPM).
The processor board permanently writes the actual input and output conditions in this memory
which is accessible from two sides.
A micro-controller (MC) fitted on the SCB responds to a serial interface of a PC and reads
the conditions on the other side of the memory. The MC programme ‘SerCOM’ makes available
various commands to inquire the input and output conditions. The PC diagnosis programme
‘SPSDiag’ now allows all inputs and outputs responding to the SPS programme to be inquired.
Apart from the simple indication of up to 7 various inputs and outputs the logical expressions of
up to 7 outputs can also be indicated and analysed simultaneously. Furthermore, the diagnosis
windows provide the option to monitor the changes in condition (input or output pulses) of up to
four inputs or outputs. The moment of the change in condition is also indicated. Additionally,
one board view can show up to 7 boards simultaneously to ease the operation of the system; the
indication simulates the real boards. After a command list has been loaded, the following simple-
analysis window appears:

WELCOME WINDOW

Logical Analysis:

The outputs set in the main window are indicated as a logical list. By clicking the start
icon the reading-in procedure is started. The respective inputs and outputs are represented in the
colours corresponding to their conditions. The traffic light symbol shows green. Next to it the
meanings of the colours are shown. If the mouse pointer remains on an input or output for about
2 seconds, the corresponding text is shown. This way of diagnosis makes it easy to quickly find
errors and their reasons. With the help of the two icons ‚search input’ and ‚search output’ inputs
and outputs can be found in the list. In case the search was successful (green background of the
search panel), the found input or output is automatically entered into the selection panel set.
When the start icon has been clicked, it starts to show red and the actual conditions are read in
and marked in colours:

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If before starting the icon ‘record graphics’ has been clicked, the conditions of the

indicated inputs and outputs are also recorded. After the record has been finished, the recorded

graphic is indicated. The header indicates the scan rate and the normal position of the

measurement cursor.

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Diagnosis:
By clicking the diagnosis icon the diagnosis window with the indices ‚monitor ‘I/O’ and ‘logical
analysis’ appears:
.

Board view facility:

Board view can show up to

7 boards simultaneously to ease

the operation of the system; the

indication simulates the real

boards. It can show the status of

RAM conditions The RAM

condition (8-F) is additionally

indicated for time boards

(green).It cannot be seen on the

real cards on the front panel.

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(6) Multichannel recorder:

Recording is started at the front working position by actuating a distance pulse signal. A test
deviation or a header to be printed has to be entered according to the respective directives before
starting the actual recording. The recorded measured values are stored in a memory and output at
the position of the last measured-values transducer (displacement by distance). The pen offset is
also taken into account at ‘POC on’ (pen offset correction).This means that all measured values
are represented on the recording paper as a line corresponding to the actual track geometry. To
terminate the record the last transducer of the recorder measurement system has to pass the last
working position. Then the ‘manual paper feed’ function can be activated to commit to paper the
measured values stored in the memory. The measurement record is completed, when the offset
distance has been covered on the paper. The data status can be checked. If the distance pulses
take more than 30 seconds to arrive, the recorder pens are lifted automatically. Only if the
pens are already on the paper, they will be lowered again automatically when receiving a step-
signal.

The recorder is the final element of an actual-state data acquisition system and can record a
maximum of 8 parameters at once. Which and how many parameters your recorder can log
depend upon the customer's order and the criteria according to which the system was purchased.
The recorder can be supplied in 4, 6 and 8 channel design. If, for example, a system for 4
parameters was purchased, the recorder can only log 4parameters, the remaining 4 channels are
blocked. If there is an odd number of channels needed, channel 1 always stays not connected.
The allocation of a certain colour to a certain parameter is carried according to the customer's
wishes. If no special requirements are expressed by the customer, the colours will be allocated in
the factory as follows:

S.N. PARAMETER COLOUR

1 Twist blue
2 Versine red
3 Cant green
4 Squeezing time black
5 Lifting value r. h. s violet
6 Lifting value l. h. s violet
7 gauge orange
8 longitudinal level brown

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MAINTENANCE SCHEDULE BY OEMS

ESSENTIAL MAINTENANCE CRITERIA

- Qualification of the maintenance staff

- Quality of maintenance work
- Observance of the time intervals prescribed
- Use of the working stock prescribed
- Use of original spare parts

Maintenance has to be carried out in stages, i. e., any time interval automatically includes all
preceding intervals.

EXAMPLE:
At dates set for monthly maintenance there have to be carried out also all works listed for weekly
and daily maintenance.

SAFETY GUIDE LINES TO PREPARE ANY REPAIR WORK ON THE MACHINE

Before carrying out any repair work on the machine the following safety instructions must be
observed:

• Deactivate hydraulic pressure.

• Deactivate the air system.

• Protect the machine from breaking away (parking brake, skid-pans etc.).

• Turn off the engine.

• Turn off the working-mode main switch and protect it from unauthorized
operation.

• Turn off the battery main switch and protect it from unauthorized operation.

• If repair works are carried out in closed workshops the batteries have to be
disconnected (machine without current). The battery terminals have to be secured
accordingly.

• In working mode the working area is prohibited again.

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LIST OF LUBRICANTS

Gearbox oil SHELL SPIRAX G80W-90

91 / 155 / EG to Material 43082

Gearbox oil SHELL RIMULA SUPER 15W40

93 / 112 / EG to Material 47010

Engine oil SHELL RIMULA ULTRA 10W40

91 / 155 / EG to Material 47021

Hydraulic oil SHELL TELLUS TX46

91 / 155 / EG

Hydraulic oil SHELL TELLUS 100

91 / 155 / EWG

Lubricating grease SHELL ALVANIA GREASE RL2

93 / 112 / EG to Material 75202

INSTRUCTIONS FOR USE OF STARTER BATTERIES

Storage and transport

Starter batteries require no maintenance prior to being filled. Store in a dry and cool place (no
frost).

Recharge filled starter batteries not later than at an acid density below 1.21 kg/l (1.18 kg/l with
filling acid 1.23 kg/l).

Transport and store filled batteries in the upright position to prevent acid spillage. When
transporting, secure the battery to prevent toppling over.

Commissioning

Empty charged starter batteries are ready for operating after having been filled with battery acid
without separate charging. The temperature of the battery and the acid should be at least 10 C
when filling. Remove battery caps. Fill the individual cells of the battery with sulphuric acid
according to VDE 0510 of density 1.28 kg/l (for tropical countries 1.23 kg/l) up to the maximum
acid level mark or 15 mm above the upper edge of the plates.

Leave battery to stand for 15 minutes, slightly tilt several times and replenish acid if required.
Firmly screw in or press in the filler caps. Wipe off any spilled acid.

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Installation in the vehicle

Before removing and installing the battery, switch off the engine and all power consumers.
Avoid short-circuits through tools.

When removing the battery, first disconnect the negative terminal (-), then the positive
terminal (+). Prior to installing the battery, clean the standing area in the vehicle. Firmly secure
the battery.

Clean battery terminals and terminal clamps and lightly grease with acid-free grease.

On installation, first connect positive terminal (+), then negative terminal (-). Ensure terminal
clamps are tightened securely.

Charging outside the vehicle

Before charging, check the electrolyte level and, if required, add desalinated or distilled water up
to the maximum acid level mark or 15 mm above the upper edge of the plates. Remove the
battery for recharging to avoid damage to the vehicle.

Note :Observe the vehicle manufacturer’s instructions when disconnecting the battery.
Batteries may only be charged with direct current. Connect positive terminal ( + )
of the battery with the ( + ) of the charger and the negative terminal ( - ) with the
negative terminal ( - ) of the charger.

Switch on the charger only once the battery has been connected. At the end of the
charge, switch off the charger first.

A tenth of the capacity is recommended as charge current.

(For instance: 44 Ah : 10 = 4.4 A charge current)

The acid temperature may not exceed 55 C during charging.

Interrupt the charging process if the temperature is exceeded.

The charging process is completed when the current is almost 0 or no longer reduces
or the automatic charger has switched off.

Ensure sound ventilation during the charging process.

Caution :Highly explosive oxyhydrogen is generated during charging. Fire, sparks,naked

light and smoking prohibited.

Jump-starting

Jump-starting the machine may lead to voltage peaks when disconnecting and damage or even
destroy the electronics of the vehicle.

For this reason follow the following instructions when using jumpstarting leads:-

When jump-starting with jump-starting leads it is advisable to use standardised jump-starting

leads (for instance according to DIN 72 553). Follow the instructions for use of the jump-

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starting leads.

Connect only batteries of the same rated voltage.

Connecting: Both vehicle engines off.

First connect the two positive terminals 1 and 2, then the negative terminal of the donor vehicle
3 with a metallically bright point on the vehicle requiring assistance 4 away from the battery
(pay attention to the vehicle manufacturer’s instructions).

1 2

+ +
Batteries
of the - - Battery of
the vehicle
donor
to be jump-
vehicle + + started 2 x
2 x 12V
12V
- -

3 4

Start the incapacitated vehicle for a maximum of 15 seconds; do not start the donor
vehicle during this time.

Disconnection: Disconnect cables in reverse order.

Taking the battery out of service

Charge the battery and store in a cool place.

If the battery remains in the vehicle, disconnect the negative terminal.
Regularly check the charge condition.

CLEANING

- If the machine is soiled to such an extent that maintenance works would be impeded
and of no use, it is necessary to clean the machine before starting working.

- Additionally, periodical cleaning is prescribed for certain structural elements.

- Cleaning is the best opportunity to check an element visually.

- It is of particular importance to clean the coolers in time.

- Do not direct any high-pressure cleaning devices against thin covers.

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- Do not use any easily flammable or caustic cleansing agents.

- Clean underside periodically, however, at least once a year.

VISUAL CHECK

• Machines, working units etc. that move, drive, work, are subject to wear and tear.
If wear is not taken into account, sooner or later it will lead to serious damage to the
machine that may entail unnecessary (avoidable) high costs and long down times.

• Visual checks are usually underestimated as maintenance factors.

The purpose of a visual check is to find out as soon as possible dangerous

changes, as well as wear and obvious irregularities in order to initiate suitable
measures.

To carry out visual checks successfully, a certain degree of experience and

responsibility is required.

Dangerous changes are:-

- massive and/or unevenly distributed wear

- deformations by force
- chafe marks with material shrinkage
- porosity
- leaks
- fissures
- notches in critical places
- rupture of structural elements
- corrosion
- loose fit of screwed connections
- loose securing elements
- lost parts
- discolouration as a consequence of high temperatures
- bad general condition
- dirty coolers
- fluid levels below minimum

NOTE: It is assumed to be obvious and compelling that as a result of visual checks it

may be necessary to take measures.

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IMMEDIATE VISUAL CHECK

Irregularities during operation (abnormal noises, smoke, fire, suddenly running out
operating stock, discolouration by heat, smell of elements running hot etc.) require an
immediate visual check.

Lost structural elements are a serious indication of a dangerous change and require a
careful and immediate investigation of the reasons.

LUBRICATION

For greasing and oiling remove any dirt and gummy grease and oil and lubricate the
respective part anew.

All measuring and tensioning trolleys have to be lubricated / greased at intervals

according to the maintenance schedule.

Furthermore, all hydraulic and pneumatic cylinder bearings (even if not listed in the
maintenance instruction) have to be checked visually every 50 hours of operation and, if
necessary, must be lubricated.

All movable parts not mentioned in the maintenance instruction, such as piston rods,
cylinder fastenings, guide bushes, spindles, slide faces etc., have to be lubricated every 50
hours of operation with oil / grease (Shell Alvania Grease RL2).

For lubrication never use a grease gun generating pressure of more than 15 bar...

Grease and grease gun must be free of dirt and foreign bodies. Clean the lubricating nipples of
the bearings before and after lubricating them. Continue to lubricate until evenly distributed
fresh (clean) grease will come out the bearings. Then remove excess quantities of grease.

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FILTER CHANGING SCHEDULE

ENGINE:

oil filter after 250 working hours

(whenever changing oil)

fuel filter after 500 working hours.

(when using poor quality diesel fuel:
increase intervals of change)

air cleaner Clean filter cartridge every 250 hours,

renew at least annually. After 5
maintenance operations, no later than
after 2 years replace the safety cartridge.

GEAR BOX: oil filter after 500 working hours.

HY- OIL TANK:

suction filter replace depending on the contamination indication of the vacuum-

meter; however, at least every 250 or 500
engine hours

return filter the filter cartridge has to be replaced every

ATTENTION:

In case of air admission in the hydraulic pumps during the change of filters open the
pipes on the end of the pumps till oil comes out non-porous. Be careful and avoid dirt during
this work..

COMPRESSED AIR: air dryer the filter cartridge has to be replaced

every 500 engine hours

First change of all fuel filters, proportional- and servo filters after max. 100 hours of
operation, afterwards in accordance with maintenance instruction.

First change of all engine and gearbox oils after max. 100 hours of operation,
afterwards in accordance with maintenance instruction.

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FILLING CAPACITY OF WORKING STOCK

engine oil 43 litres

power shift gear 66 litres
axle gearbox – axle 1 6.5 litres
axle gearbox – axle 2 6.5 litres
axle gearbox – axle 3 5.5 litres
cordon shaft power divider 3 litres
hydr. working drive red. gearbox 2 litres
satellite drive gearbox 0.75 litres
pump distributor gearbox 3.5 litres
intermediate drive shaft 0.35 litres
hydraulic oil 1400 litres
pneumatic lubricators 0.25 litres
tamping arm bearings (2x) ~3 litres
vibration shaft main couplings (2x) ~2.5 litres
engine cooling agent 80 litres
centralized lubrication Alvania Grease RL2 (Shell)
grease Alvania Grease RL2 (Shell)
The above working stock filling quantities are original fillings by the manufacturer. In any case,
the oil-level gauge, the inspection glass, the oil-level glass or the level plug mark will be decisive.

MAINTENANCE SCHEDULES

The following intervals are applied for maintenance:

- in between, periodically

- after 10 hours of operation or daily

- after 50 hours of operation or weekly

- after 100 hours of operation or monthly

- after 250 hours of operation or semi-annually

- after 500 hours of operation or semi-annually

- after 1000 hours of operation or annually

Maintenance has to be carried out in stages, i. e., any time interval automatically includes all
previous intervals.
EXAMPLE: When performing monthly maintenance works all works listed for weekly and
daily maintenance have to be done as well.

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GENERAL ASSEMBLIES OF MACHINE

1. Front sensing device and tensioning trolley

2. ZF power shift gear

3. Combined lifting and lining device

4. Central lining trolley

5. Tamping bank

6. Sleeper-end consolidator

7. Rear sensing device and tensioning trolley

8. Additional fuel tank

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DAILY /10 HOUR SCHEDULE

SAFETY CONTRIVANCES
Safety contrivances must be checked at regular intervals for operativeness. If their
operativeness is not ensured, the machine is no longer “ready for service”..
Immediate repair is required.

The inspection and its result must be recorded in the operator’s logbook.

Safety contrivances are, e. g.:

- Direct-acting brake
- Indirect-acting brake
- Emergency brake
- Emergency switch
- Emergency stop buttons
- Dead man’s handle
- Audible warning systems (high and low frequency signals)
- Optical warning systems

BRAKE

Brake blocks play:

During the cycle of service of a brake block its play has to be re-adjusted for at least
one time. If the brake cylinder piston throw is on it’s limit, the brake force decreases
(as the brake-block play increases continuously) so that finally the brake can not
apply.
Usually the break block play (distance between the brake block bottom and the wheel tread) is
approximately 5-7mm.
If the value exceeds the tolerances, check the brake piston stroke and adjust it, if
necessary.
The brake block play has to be re-adjusted, when:
- the break block play is not between 5-7 mm.
- the brake blocks are replaced
- the brake blocks are worn out on one side
- the wheel profile had been re-worked
How to adjust the brake block play:
- Secure the machine against breaking away (skid-pans)
- “RELEASE” the parking brake
- Release the brake cylinders (ZERO brake pressure)
- Engine is turned off
- When assembling new brake blocks, first shift the turnbuckles so that there is enough room
for new one’s.

- Adjust the brake play by using the turnbuckles.

- Secure the turnbuckles with counter nuts.
NOTE: there is no need to disassemble the truss bar head and the brake levers.

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BRAKE BLOCKS

Please pay attention to the decreased braking

effect after replacing the brake blocks, if these are

unworked or not run in.

Therefore do not change all brake blocks at

once (e.g. in two stages).

COOLER
Timely cleaning
ENGINE COOLING AGENT – LEVEL CHECK
Check the cooling water level at regular
intervals, top up if necessary.

- unscrew the radiator cap to drop pressure

(Attention: Hazard of burn.)

Original filling by the manufacturer: approx. 80 litres,

cooling agent indication: at the driver’s desk

FUEL RESERVES FOR DIESEL ENGINE

As far as possible ensure that the diesel fuel

tank is filled to avoid water condensation.

Filling level indication: at the driver’s desk.

Tank capacity: 1900 litres

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TAMPING BANK

1. vibration shaft main couplings

2. tamping arm bearings

Check the oil level in the inspection glass

and top up if necessary

HYDRAULIC OIL LEVEL CHECK

Hydraulic oil tank:

Original filling: approx. 1400 ltr

The upper marker at the inspection glass shows the

maximum level.

Before replacing hydraulic system elements make

sure that the system is unpressurized.

DRAIN ALL AIR RECEIVER

Before start-up of the machine pull the strap to drain

condensation water that possibly may have assembled.

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50 HOURS / WEEKLY SCHEDULE

AXLE GEARBOX – OIL LEVEL CHECK

Power Bogie (axle 1 + 2):

- oil level checks may in principle be carried out
only at the vehicle standing on level track
(no super-elevation, no gradient).
- the optimum oil level is between the
markings of the inspection glass.

- in case oil level is below the minimum mark,

top up immediately.

Power Axle (axle 3):

- the optimum oil level is in the middle of the

inspection eye.

- in case oil level is below the minimum mark,

top up immediately.

AXLE GEARBOX – LUBRICATE ALL DIRT

REPELLING AGENTS

- visual check

- lubricate – Shell Alvania Grease RL2

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INTERMEDIATE DRIVE SHAFT – OIL

LEVEL CHECK

Oil level check by oil level plug.

Top up if necessary,

CARDAN SHAFT POWER DEVIDER – OIL

LEVEL CHECK

Optimum oil level is in the middle of the

inspection eye.

Top up if necessary,

SATELLITE DRIVE GEARBOX – OIL LEVEL

CHECK

Optimum oil level is in the middle of the

inspection eye.

Top up if necessary,

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ZF GEAR BOX – OIL LEVEL CHECK

Oil level check by oil level indicator:
- oil levels may in principle be checked only when
the vehicle stands on a level track
(without super-elevation, without gradient)
and with the engine idling at approx. 1000 rpm
- screw off the oil level indicator by turning it
counterclockwise, pull it out and wipe it clean with a
clean cloth free of fluff, put it in up to the limit stop and
pull it out again (at least 2x).
- optimum oil level is in the middle between the
marks.
- oil level at 80° C is decisive.
NOTE
- for temperatures of about 40°C the lower mark
"COLD“ applies and serves as a standard value for
the starting procedure only.
- for temperatures of about 80°C the upper mark
"HOT“ applies which should not be exceeded.
- put the oil level indicator in again and screw it down
by turning it clockwise.

Oil level check by inspection glass:

- the optimum oil level is between the markings of the inspections glass.

Top up if necessary,

HYDROSTATIC WORKING DRIVE /REDUCTION GEARBOX – OIL

LEVELCHECK

Optimum oil level is in the middle of

the inspection eye.

Top up if necessary,

PUMP DISTRIBUTOR GEARBOX

Optimum oil level is in the middle of

the inspection eye.

Top up if necessary,

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CHECK ALL V-BELT TENSIONS

Visual check for damage of the V-belt over its entire

dimension.
Replace defective V-belts.

Check new V-belts after a working time of 15

minutes.

Check V-belt tension by finger test, maximum depth

of impression 15mm, or
use a V-belt tension measuring device.

- submerge the indicator arm in the measuring device

- put the guiding device onto the V-belt between two
pulleys, the limit stop should fit laterally.

- press the button evenly at right angles to the

V-belt until the spring is released audibly or visibly;
carefully lift the measuring device without changing
the indicator arm position

- read the measured value at the intersection of scale

and indicator arm.
- if necessary,. re-adjust tension and repeat
measurement.

PNEUMATIC LUBRICATOR – OIL LEVEL

CHECK

Drain water separator.

Top up if necessary,

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“SEPAR” DIESEL FUEL FILTER /

DRAIN WATER SEPARATOR

1. “Separ” Diesel fuel filter / water separator

filter no.: HY-D506.10.30
2. drain cock for water separator
3. diesel fuel vent screw
4. diesel fuel hand pump
5. water separator pilot lamp

6. fuel filter for pump over

filter no.: 13 40 130

Drain the "Separ“ Diesel fuel filter / water

separator weekly according to the indication of the
pilot lamp "5”:

- before carrying out maintenance works at the

"Separ“ diesel fuel filter, turn off the engine.
- close the fuel stop cock
- open the diesel fuel vent screw "3“ on the
cover
- open the drain cock "2“ and drain water / diesel
fuel emulsion, close drain cock again.
- after having topped up clean fuel close the vent
screw "3“ on the cover again and deaerate fuel
pipe system to avoid that air gets in or that the
injection system runs dry.

By the above mentioned procedure the filter

cartridge will be washed in reverse direction

and regenerated, which ensures a longer service

life of the filter cartridge.

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COMBINED LIFTING AND LINING DEVICE

1. Lining rollers

2. Clamps carrier

3. Lifting unit guide

4. Clamp pivot pins

5. Lining cylinder

Lining rollers – lubrication

Clamps carrier – lubrication

Lifting unit guide – lubrication

Clamp pivot pins – lubrication

Lining cylinder – lubrication

- visual check

- Lubrication: Shell Alvania Grease RL2

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ENGINE AIR CLEANER – CHECK / CLEAN

Open and clean dust reservoir (2) every 50

hours.

Clean filter cartridge (3) every 250 hours and

replace it at the latest after one year of operation.
After 5 filter services, however, at the latest, after
2 years the spare cartridge (4) has to be replaced.

WARNING:
Do not clean filter cartridge with benzene or
any hot fluids.

SUSPENSION

- visual check
- lubrication: Shell Alvania Grease RL2

AXLE LONGITUDINAL CLEARENCE

LIMITATION

- visual check
- lubrication: Shell Alvania Grease RL2

DRAIN ALL DRIP CUPS

These must be drained at regular intervals to

protect the air drier from contamination.

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SATELLITE

1. Sliding surface for support

2. Longitudinal adjustment
3. Side adjustment
4. Tamping units lateral
5. Support cylinder
6. Support rollers

Sliding surface for support – lubrication

longitudinal adjustment – lubrication side
adjustment – lubrication
- Visual check
- Clean if necessary
- Lubrication – shell alvania greaserl2

Tamping units lateral

support cylinder
support rollers
Refer to maintenance interval:
After 250 hours of operation or semi-annually

FRONT SENSING DEVICE AND

TENSIONING TROLLEY

Sensing rods
guide bushes
deflection pulley
preload cylinder
lifting cylinder

- visual check
- clean if necessary
- lubricate – Shell Rimula Super 15W-40

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 MAINTENANCE SCHEDULE BY OEMs 2015

CENTRAL SENSING DEVICE

sensing rods
pendulum bridge pivots and slides

- visual check
- clean if necessary
- lubricate – Shell Alvania Grease RL2

CENTRAL LINING TROLLEY

guide rods lifting

cylinder preload
cylinder
- visual check
- clean if necessary
- lubricate Shell Rimula Super 15W 40

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 MAINTENANCE SCHEDULE BY OEMs 2015

REAR SENSING DEVICE AND

MEASURING TROLLEY

sensing rods guide

bushes deflection

pulley preload

cylinder lifting

cylinder

- visual check

- clean if necessary

- lubricate – Shell Rimula Super 15W-40

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 MAINTENANCE SCHEDULE BY OEMs 2015

100 HOURS/ MONTHLY SCHEDULE

CONVERTER TORQUE BEARING

Visual check:
- general condition of the rubber elements
- sharp-edged notches
- obvious deformation
- fit of screwed connections

CARDAN SHAFT – LUBRICATION

Under normal working conditions the cardan

shaft has to be lubricated semi-annually, under
harder working conditions, as well as under
harder environmental conditions lubricate
monthly. For this purpose:
Never use a grease gun generating pressure
higher than 15 bar.
Grease and grease gun must be free of dirt
and foreign bodies.
The lubrication nipples have to be cleaned
before and after lubrication.
Lubrication has to be continued until fresh
(clean) grease will come out of the lubrication
points.
Afterwards remove excess grease.

CHECK OF BRAKE LININGS AND BRAKE BLOCK PLAY

Brake block:

Brake linings have to be changed at the latest

- the grooves still be fully visible
- the block is worn out on edge
- the block is worn out on one side
- the block is broken

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 MAINTENANCE SCHEDULE BY OEMs 2015

250 HOURS/ HALFYEARLY SCHEDULE

ENGINE – OIL CHANGE

Approx. 43l of SERVO 15W-40.

First oil change after 100 hours of operation.

Any further oil change after 250 hours of
operation, however, at least once a year:

Procedure:

- Heat up the engine

- Ensure horizontal vehicle position
Lubrication oil temperature : approx. 80 °C

- turn off the engine

- clean the surrounding area of the oil drain
plug (1)
- open the oil drain plug (1) and collect the oil
running out in a cup
- beware the danger of scalding yourself by the
used oil
- insert the oil drain plug (1) with a new
sealing ring, tighten it.

- top up hot oil up to the mark, when filling the

oil, let it pass through a 200 µM filter.

- duly deposit the drained oil

- wait for 5 minutes, then check the oil level
again; if it is correct, close the oil drain plug,
make sure that the washer is correctly seated
Replace the filter cartridge whenever changing oil:

- loosen and unscrew the lubrication oil filter with the help of usual
tools.
- collect possibly running out oil
- clean the sealing surface of the filter support from dirt
- slightly lubricate the rubber seal of the new lubrication oil filter
cartridge
- screw down the cartridge manually until the seal will fit
- perform another half-revolution to screw down the filter cartridge
- check the oil level
- check the oil pressure
- check the seals of the lubrication oil filter cartridge for tightness
PLEASE SEE ENGINE OPERATORS GUIDE.

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 MAINTENANCE SCHEDULE BY OEMs 2015

CHECK BRAKE LEVER BEARING AND

BRAKE RODS

Clean and check brake lever bearing and brake

rods every 250 hours, lubricate if necessary.

(Shell Alvania Grease RL2)

Visual check:

- general condition

- fastenings

- damaged bellows

- contamination

- tightness of pneumatic connections

- thickness and condition of the brake block

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 MAINTENANCE SCHEDULE BY OEMs 2015

CHANGE PROPORTIONAL FILTER

CHANGE SERVO FILTER

1. proportional filter
2. servo filter
3. proportional filter

replace the proportional filter

1 pc. HY-D501.32.10 (pos. 1)

Replacing the proportional filter every 250

hours of working or when the pilot lamp of the
dirt indication lights up (driving desk), change
the proportional filter immediately.

replace the servo filter

2 pcs. DL 40.60E (pos. 2)

Replacing the servo filter every 250 hours of

working or when the pilot lamp of the dirt
indication lights up (driving desk), change the
servo filter immediately.

replace the proportional filter

2 pcs. HY-D501.5.10 (pos. 3)

Replacing the proportional filter every 250

hours of working or when the pilot lamp of the
dirt indication lights up (driving desk), change
the proportional filter immediately.

CONDITION OF THE BATTERY AND THE

CABLE CONNECTIONS
- keep the battery clean and dry
- loosen contaminated connecting terminals
- clean battery poles (+ / -) and terminals and lubricate
with acid-free and acid-resistant grease

- when assembling, ensure tight contact of the terminal

connections and finger-tight fastening of the terminal
screws
- check acid level, the fluid level should be at least 2-3
mm and maximum 10 mm above the top of the battery
plate; if necessary, add distilled water.
- measure the [Link] of the individual cells with a battery
tester.
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 TROUBLESHOOTING TECHNIQUES 2015

TROUBLESHOOTING TECHNIQUES

Classification of Failures:

Failures in machines can be classified in two categories:-

(i) Permissive Failures

(ii) Qualitative Failures

(i) Permissive Failures:-

These failures mainly occur due to malfunctioning of Programmer.

Symptoms: - Activity will not ‘ON’ through the concern switch is ‘ON’.

Area of Attention: -Input, Output zone of Programmer unit.

(ii) Qualitative Failures:-

These failures occur due to defect in one or more regions (Electrical, Hydraulics etc.)

Symptoms: - Output command from Programmer unit is available but quality of work is not as
per desired level.

Area of Attention: -Electrical, Hydraulics, Pneumatics, Mechanical.

Method of Attending Permissive Failures

(a) Direction of Signals flow for activity: -

X Q Q’ QL

X (Input) –
(i) Operator’s command
(ii) Pressure switches
(iii) Temperature switches
(iv) Relay etc.

Q (Output) – From Programmer unit, after verification of inputs with programme in

EPROM.

Q’ (Time Delay) – Used in few functions only.

QL (Load Relay) – Used to operate Hydraulic / Pneumatic solenoids.

(b) Checking of Signals:-

QL Q’ Q X
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 TROUBLESHOOTING TECHNIQUES 2015

(c) Helping Tools: -

(i) Logic Chart
(ii) Cable List
(iii) Operator’s manual
(iv) Concern drawings
(v) Multimeter
(d) Probable Causes: -
(i) Switch failure
(ii) Failure of ground
(iii) Disconnection of wire
(iv) Failure of input PCB
(v) Failure of Time Delay PCB
(vi) Failure of QL PCB
(vii) Failure in concern Hydraulic / Pneumatic section.
(e) Precaution during checking Input and Time delay PCB: -
(i) Engine will remain off.
(ii) If it is not possible, switch off hydraulic and pneumatic pressures.

Method of Attending Qualitative Failures

Qualitative failures may lie in any field of engineering such as mechanical, hydraulic,
pneumatic, electrical etc. In some rare cases, track may also play an important role in these
failures like caked up ballast and less cushion.

Line of Action: -

(i) Check final output from programmer unit, if OK.

(ii) Check supply to destination –
(a) If not, check failure in cable.
(b) If yes, check condition of solenoid / actuator.
(iii) If solenoid is good, check concern hydraulic / pneumatic circuit.

Method of analysing failures through general drawing:-

Divide the general drawing in four parts as shown in figure. Start analysis in anticlock
wise direction from power supply to indication. Check each section one by one and detect the
failure. STEP-1

INPUT POWER
SECTION SUPPLY
STEP-2

OUTPUT DISPLAY
SECTION

STEP-3

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 TROUBLESHOOTING TECHNIQUES 2015

Troubleshooting techniques during failure in block:-

There are two important techniques which should be used during failure in block.

 To rectify the failure in block if possible.

 To clear the section when failure could not be attended during block. Either due to scarcity of
time or due to unavailability of material.

Important things to be remembered when block section has to be cleared with failure:-

 Response quickly to failure before it’s too late. Delay in response worsens the situation.
 Distinguish between essential and desirable systems of defective circuits.
 The most important thing is that focus on components/systems which are working
instead of components/systems failed.
 If going to bypass any system, particularly safety system, ensure safety personally twice
before bypassing
 Rectify the failure at base camp and remove bypassing. Always remember bypassing is
never a solution of failure, it’s just an emergency technique to clear the section.

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 MAINTENANCE SCHEDULE BY RDSO 2015

MAINTENANCE SCHEDULE BY RDSO

SCHEDULE – I

(TO BE DONE DAILY)

1. ENGINE

(i) Check water level of radiator and top up, if required.

(ii) Check level of engine oil & top up, if required.
(iii) Check the belt tension and correct, if required.
(iv) Check fuel level & top pup, if required.
(v) Check the leakage from engine hoses, water pump seal etc. and do the needful.
(vi) Check the leakage from fuel pump, injectors, fuel supply and return pipes and do
needful.
(vii) Check oil level and leakage from compressor.
(viii) Check engine oil pressure on load after two hours working.
(ix) Record the maximum engine temperature of the day’s work.
(x) Clean the engine & premises.
(xi) Drain water from air receiver after day’s work.
(xii) Check charging ammeter of batteries (it should be +ve).
(xiii) Check air filter indicator.

2. TAMPING UNIT
(i) Check & fill the reservoir for lubrication of tamping arm bearing (55mmpin) up to the
mark.
(ii) Check & fill the reservoir for lubrication of vibration shaft bearings up to the mark.
(iii) Check & top up the wick lubricator for lubrication of guide columns.
(iv) Greasing of c o n n e c t i n g r o d b e a r i n g ( 35mmp i n) a nd v i b r a t i o n s ha ft
bearing is to be done after every 2-3 hours of working.
(v) Clean the tamping banks.
(vi) Check tightness and infringement of tamping tools with one another.

3. GENERAL
(i) Check for any unusual sound from tamping units, gearboxes, engine & hydraulic pumps.
(ii) Check all spares & tools for emergency as per Annexure-I.
(iii) Check and top up hydraulic oil tank.
(iv) Record the maximum temperature of hydraulic fluid during the day's work.
(v) Check the bolts of cordon shafts and tighten if required.
(vi) Check the oil leakage from all gear boxes and do the needful.
(vii) Check locking device of lifting and lining unit.
(viii) Grease all Lining roller pins.
(ix) Grease all guide rollers of satellite.
(x) Check locking device of satellite.
(xi) Check tightness of bolts of satellite axle support cylinder.
(xii) Check torque support of satellite.
(xiii) Apply lube oil on bush bearing.
(xiv) Check air brake pressure at locking position.
(xv) Check pneumatic system for any air leakage.
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 MAINTENANCE SCHEDULE BY RDSO 2015

(xvi) Check the leakage from hydraulic hoses and do needful.

(xvii) Top up the air oiler.
(xviii) Drain the water separator.
(xix) Check all the functions of machine before block working.

SCHEDULE – II

(TO BE DONEAFTER 50ENGINE HOURS)

DURATION –2 HOURS

1. ENGINE
(i) Check the condition of V belt and do the needful.
(ii) Check battery terminal and connection for tightness.
(iii) Apply petroleum jelly on battery terminals.
(iv) Check injector pipes for any rubbing and do needful.
(v) Clean the water separator.
(vi) Check foundation and bracket bolts of compressor.

2. TAMPING UNIT
(i) Check tightness of shoe plate bolts of guide column.
(ii) Check squeezing cylinder cover plate bolts for tightness.
(iii) Check tamping unit cylinder holding bracket bolts for tightness.
(iv) Check the nuts of 55mm and35 mm pin for tightness.
(v) Check tamping unit locking device.

3. TRACK LIFTING & LINING UNIT

(i) Inspect clamp roller locking bracket bolts for tightness.
(ii) Examine the clamp roller for wear and free movement and do the needful.
(iii) Grease lining cylinder pivots.
(iv) Grease lifting unit guide columns.
(v) Grease rail clamp pivot pins.
(vi) Grease roller clamp housing.
(vii) Grease locking device pivots.
(viii) Lubricate the track lifting cylinder pivots with lube oil.
(ix) Lubricate the clamp carrier pivots with oil.

4. DRIVINGANDIDLE BOGIE
(i) Grease king pin pivot of driving & idle bogies.
(ii) Grease axle gear box flange cover of driving bogie.
(iii) Grease torque arm pivots of driving bogie and satellite.
(iv) Grease link rods.
(v) Adjust the clearance of all brake shoes.
(vi) Check brake linkage and oil the pivots.
5. ELECTRICAL

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 MAINTENANCE SCHEDULE BY RDSO 2015

(i) Clean alternator and check connections.

(ii) Check all limit switches.
(iii) Check gap between chord wire and carrier of lining transducer.
(iv) Clean the depth transducers for free movement of chord wire carrier.
(v) Check electrolyte level of batteries.
(vi) Check function of horns.

6. GENERAL

(i) Check oil level of all gear boxes and fill up-to the mark, if required.
(ii) Grease flange covers of gear boxes.
(iii) Check foundation bolts of brake cylinders.
(iv) Check levelling cord tensioning arrangement.
(v) Lubricate all ball & socket and pivot joints with oil.
(vi) Clean the complete machine.

SCHEDULE – III

(TO BE DONEAFTER 100ENGINE HOURS)

DURATION –ONE DAY

1. ENGINE

(i) Check high water temperature safety device.

(ii) Check low lube oil pressure safety device.
(iii) Check the throttle control linkages.
(iv) Examine the mounting bolts of engine.
(v) Grease radiator fan drive.

2. GENERAL

(i) Grease all cordon shafts.

(ii) Check universal joints for play and replace, if required.
(iii) Grease all brake linkages.
(iv) Check all lights and do needful.
(v) Check the condition of brake shoes and change, if required.
(vi) Check feeler rollers of middle trolley for play.
(vii) Check clearance of lifting roller disc below the rail head in lowered condition.
(viii) Check guide rod of transducers for bends and tightness of bolts.
(ix) Check nuts & bolts of measuring device for tightness.
(x) Check foundation bolts of brake cylinder.
(xi) Grease bogie turning pin.
(xii) Check the condition of brake shoes, replace if required.
(xiii) Check function of satellite axle support cylinder.
(xiv) Clean the water separator.

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 MAINTENANCE SCHEDULE BY RDSO 2015

SCHEDULE – IV

(TO BE DONEAFTER 200, 400, 600 & 800ENGINE HOURS)

DURATION –TWO DAYS

1. ENGINE

(i) Change engine oil.

(ii) Change lube oil filter.
(iii) Change prefilter element.
(iv) Change secondary filter element.
(v) Clean the centrifuge.
(vi) Check tappet clearance and adjust if required.
(vii) Clean cooling coil.
(viii) Clean crank case air breather.
(ix) Check and change radiator hoses, if required.
(x) Clean outer air cleaner element.
(xi) Check specific gravity of battery electrolyte.
(xii) Check coupling disc of injection pump.
(xiii) Clean the compressor breather.
(xiv) Check foundation bolts of compressor.
(xv) Change compressor filter.
.
Note:
 Item(i)to (v)have tobedoneafter125engine hours
 Item (xv) has to bedoneafter500enginehours.

2. GENERAL

(i) Check air unloader for proper functioning.

(ii) Change return line filter element.
(iii) Change gear oil of hydraulic drive reduction gear box.
(iv) Change oil of satellite axle gearbox.
(v) Change oil of intermediate driveshaft.
(vi) Change oil of axle gearboxes and funk gearbox.
(vii) Inspect all cordon shafts for any crack.
(viii) Grease torque arm pivot.
(ix) Change oil of ZF gearbox.
(x) Change proportional valve filter element.
(xi) Change servo valve filter element.
(xii) Check calibration of cross level.
(xiii) Check calibration of lining.
(xiv) Check calibration of tamping unit depth.
(xv) Grease hand brake gear.
(xvi) Change filter of axial piston pump.
(xvii) Change suction filters.

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 MAINTENANCE SCHEDULE BY RDSO 2015

(xviii) Check all pressure controls for rated settings.

(xix) Change oil of distribution gearbox.
(xx) Grease pendulum bridge pivots.
(xxi) Check height transducer carrier rod, for wear or damage.
(xxii) Check allen bolts of clapper bracket distance piece for tightness.
(xxiii) Check shock absorbers and do needful.
(xxiv) Check transducer fittings for measuring and lining trolleys.

Note:
 Item (ix),(xvi)and (xvii) havetobedoneafter500enginehoursofenginerunning.
SCHEDULE – V
(TO BE DONEAFTER 1000, 3000 & 5000ENGINE HOURS)

DURATION –SEVEN DAYS

1. ENGINE

(i) Clean diesel tank with lint free cloth.

(ii) Replace all the water hoses
(iii) Check the RPM of engine radiator fan and do the needful.
(iv) Change the oil of air compressor.
(v) Overhaul air compressor, if required.
(vi) Overhaul self-starter.
(vii) Overhaul alternator I&II.
(viii) Check engine timing.
(ix) Change batteries, if required
(x) Overhaul the injectors.
(xi) Overhaul the fuel injection pump.

2. GENERAL

(i) Clean hydraulic oil through 10 micron portafilter.

(ii) Send sample of hydraulic oil for physical & chemical test.
(iii) Check bearings of all axles and grease them.
(iv) Check megi springs and replace, if required.
(v) Check bearings of trolley wheel and grease them.
(vi) Clean the air reservoir.
(vii) Check wires of all transducers and do needful.
(viii) Overhaul/replace tamping unit, if required.
(ix) Overhaul the air unloader.
(x) Clean the hydraulic reservoir and fill laboratory tested/new oil as required.
(xi) Change the brake shoes.
(xii) Calibrate the sensing equipments.
(xiii) Overhaul/replace the lifting unit, if required.

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 MAINTENANCE SCHEDULE BY RDSO 2015

SCHEDULE – VI(IOH)

(TO BE DONEAFTER 2000& 4000ENGINE HOURS)

DURATION –45 DAYS

1. ENGINE
(i) Top overhaul the engine.
(ii) Check bearing and shaft of radiator fan drive and do needful.
(iii) Clean the engine radiator.
(iv) Change the engine mounting pads.
(v) Overhaul water pump.

2. HYDRAULIC
(i) Check the hydraulic pumps for proper function and do the needful.
(ii) Check the hydraulic motors for proper function and do the needful.
(iii) Check the D.C. valves for leakage and do needful.
(iv) Replace the seals of all hydraulic cylinders along with gland bushes/piston.

3. HOSES
(i) Replace the hydraulic hoses which are damaged by external abrasion.
(ii) Provide the missing clamps.

4. PNEUMATIC
(i) Overhaul water separator and air oiler.
(ii) Change pneumatic pipes leading to brake cylinders.
(iii) Overhaul all pneumatic valves and change the unserviceable ones.
(iv) Change the seals of all pneumatic cylinders.
(v) Change the seals of brake cylinders.

5. MECHANICAL
(i) Strengthen the machine frame, where cracks have developed.
(ii) Check the wheels for tyre defects re-profile or replace, if required.
(iii) Check the shock absorbers.
(iv) Do patch painting where paint has peeled off or blistered and where welding work has
been done.
(v) Replace the missing and defective hand tools.

6. GENERAL
(i) Thoroughly clean all panel boxes.
(ii) Provide missing thimbles.
(iii) Replace defective switches and potentiometers.
(iv) Check the function of all assemblies after IOH.
(v) Test the machine for one week near the workshop, before it is put for work in regular
section.

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 MAINTENANCE SCHEDULE BY RDSO 2015

SCHEDULE – VII(POH)

(TO BE DONEAFTER 6000ENGINE HOURS)

DURATION –90 DAYS

1. ENGINE

(i) Top overhaul or replace the engine on condition basis.

(ii) Overhaul the injectors.
(iii) Overhaul the fuel injection pump.
(iv) Overhaul the air compressor.
(v) Overhaul the self-starter.
(vi) Overhaul the alternator I & II.
(vii) Overhaul the radiator fan drive assembly.
(viii) Clean the engine radiator.
(ix) Change engine mounting pads.
(x) Change water hoses.
(xi) Overhaul water pump.
(xii) Change engine air cleaner elements.
(xiii) Change all engine filters along with lube oil.
(xiv) Check engine damper for any damage.
(xv) Check the RPM of engine radiator fan, if less than the rated RPM, t a k e corrective
measures.
(xvi) Clean diesel tank.

2. HYDRAULIC
(i) Change all hydraulic pumps and motors.
(ii) Overhaul/Replace all hydraulic cylinders.
(iii) Replace all hydraulic hoses.
(iv) Clean the hydraulic tank, inside to be painted with approved quality of paint.
(v) Fill new oil after replacing return line and suction filters.
(vi) Replace all pressure filters, proportional valve and servo valve filters.
(vii) Clean hydraulic oil cooler.
(viii) Check the hydraulic accumulators and recharge, if required.
(ix) Change all the direct acting and pilot operated D.C. valves.
(x) Proportional valves and servo valves may be got calibrated.
(xi) Change all the pressure control valves.
(xii) Replace all the stopcocks and flow control valves.
(xiii) Flush the complete system.
(xiv) Overhaul all pressure controls and replace their kits, if required.

3. PNEUMATIC
(i) Clean/Replace cooling coil.
(ii) Replace air unloader.
(iii) Test air tanks for rated pressure.
(iv) Replace water separator and air oiler.

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 MAINTENANCE SCHEDULE BY RDSO 2015

(v) Change all pneumatic hoses.

(vi) Change all pneumatic valves.
(vii) Change all pneumatic cylinders.
(viii) Change brake cylinders seal.
4. MECHANICAL
(i) Overhaul/Replace tamping units.
(ii) Overhaul/Replace the lifting units.
(iii) Overhaul the trolleys, wheels & feeler rollers.
(iv) Strengthen machine frame where cracks have developed.
(v) Check the wheels for tyre defects reprofile or replace.
(vi) Check the axle bearings and grease them.
(vii) Overhaul all the gearboxes except ZF gearbox.
(viii) Overhaul the X-bearing of all propeller shafts or replace if required.
(ix) Replace the shaft coupling and holding nuts & bolts.
(x) Overhaul the driving and idle bogies and replace the defective parts.
(xi) Check the satellite rollers or replace them, if required.
(xii) Complete machine maybe painted with approved paint.
(xiii) Check the bogie coil springs and replace, if broken.
(xiv) Change all the brake shoes.
5. ELECTRICAL
(i) Repair or replace the defective PCBs.
(ii) Replace the limits witches.
(iii) Replace defective indicative instruments.
(iv) Overhaul the pendulums.
(v) Overhaul all the transducers.
(vi) Get insulation test of main cables and replace the defective ones.
(vii) Overhaul the panel boxes.
(viii) Defective switches and indicative lights maybe replaced.
(ix) Check the LED of all the solenoids.
(x) Check the calibration of digital potentiometers and replace the defective ones.
(xi) Calibrate the machine for lifting and alignment.
(xii) Replace the missing or defective lights.

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LIST OF SAFETY ITEMS, SPARES & TOOLS TO BE KEPT IN M/C’s STORE 2015

LIST OF SPARES & TOOLS TO BE KEPT IN MACHINE’S STORE

S. No. Description Qty.

A GENERAL
1. Seal set for small squeezing cylinder 2 sets
2. Big squeezing cylinder seal sets 2 sets
3. Tamping Unit Up & Dn Hydraulic cylinder seal sets 2 sets
4. Piston locking screw for small squeezing cylinder 2 nos.
5. Piston locking screw for big squeezing cylinder 2 nos.
6. 35 mm pin 2 nos.
7. Clapper cylinder pin 1 set
8. Clapper bracket 2 nos.
9. Tamping tools 1 set
10. Tamping tool bolts 8 nos.
11. Tamping tool cap 8nos.
12 Locating screw 8 nos.
13. Clamp roller 2 nos.
14. Tamping depth transducer cord 7m
15. Versine transducer cord 7m
16. Cord wire 2mm 40 m
17. Carrier tamping depth transducer 2 nos.
18. Versine transducer carrier 2 nos.
19. Seal set for all hydraulic cylinder 1 set each
20. Proportional filter 1 nos.
21. Servo valve filter 2 nos.
22. ZF in line filter 1 no.
23. Variable output pump filter 2 nos.
24. Primary fuel filter 1 no.
25. Secondary fuel filter 1 no.
26. Return line hydraulic filter 2 nos.
27. Lubrication oil filter 2 nos.
28. Air cleaner filter element (outer & inner) 1 set
29. Fuel pressure hoses (injector pipes) 1 set
30. Radiator hoses 1 set
31. Set of copper washer 1 set
32. Cordon shaft engine to funk gear box 1 no.
33. Gland bush for small squeezing cylinder 2 nos.
34. Piston for small squeezing cylinder 2 nos.
35 Piston rings for small squeezing cylinder 1 set
36. Grub screw 10 nos.
37. Gland Bush for big squeezing cylinder 2 nos.
38. Piston for big squeezing cylinder 2 nos.

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LIST OF SAFETY ITEMS, SPARES & TOOLS TO BE KEPT IN M/C’s STORE 2015

S. No. Description Qty.

B HYDRAULIC HOSES
39. 2781-4(with spare fittings) 5m
40. 2781-6(with spare fittings) 5m
41. 2781-8(with spare fittings) 5m
42. 2781-10(with crimped fittings) 5m
43. 2781-12(with crimped fittings) 5m
44. 2781-16(with crimped fittings) 5m
45. 2781-20(with crimped fittings) 5m
46. 503-24(with spare fittings) 5m
47. PNhose12.5mm 15m
48. PNhose6.3mm 10m
C ELECTRICAL
49. RelayELT-663 2 nos.
50. Relay7002/S4 2 nos.
51. Fuses 4A 4 nos.
52. PCB EK813 1 no
53. Head light and working light bulb 2 nos.
54. Thimbles off sizes 20 nos.
55. Distilled water 4 lit.
D TOOLS
56. Standard tools provided on the machine One set
57. Special socket spanner with lever for opening of piston locking screw 1 no
58. Digital multimeter 1 no.
E SPECIAL TOOLS
59. Gauge-cum-level 1 no.
60. Jack 50T(Mech.) with traversing base 1 no.
61. Jack 5Twith foot lifting arrangement 1 no.
62. Turfer 2 T capacity 1 no.

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LIST OF SAFETY ITEMS, SPARES & TOOLS TO BE KEPT IN M/C’s STORE 2015

Annexure - I

LIST OF SAFETY EQUIPMENTS

S. No. Description Quantity

1. Detonators in a tin case 1 box
2. H.S. flag red 2 nos.
3. H.S. flag green 1 nos.
4. H.S. Tri colour lamps 2 nos.
5. Chain & Padlock 1 set
6. Clamp with Padlock 2 nos.
8. 10 t jack 1 no.
9. Crow bars 4 nos.
10. Wooden blocks off sizes 8 nos.
11. Gauge cum level 1 no.
12. Rail thermometer (dial type) 1 no.
13 Banner flag 2 nos.
14. Portable Control Phone 1 no
15. First Aid Box 1 no
16. Skids 2 nos.
18 Working time table of section where machine 1 copy
Working
19 G&SR book with upto date amendment slips 1 copy
20. 4 cell flasher light 1 no.
21. Petromax /LPG lamps 1 no.
22. Safety helmets Nos. of Machine staff
23. Protective clothing, safety shoes and safety Nos. of Machine staff
Gloves
24. Track Machine Manual 1 no.
25. Accident Manual 1 no.
26. Fire extinguisher 1 no.
27. Hooter (manual) 2 nos.)
28. Hydraulic Hand Pump 1 no.
29 Emergency pneumatic/Hydraulic hose of sizes 1 no.
suiting to different machines(complete with end
fittings)

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LIST OF SAFETY ITEMS, SPARES & TOOLS TO BE KEPT IN M/C’s STORE 2015

Annexure –II
LIST OF SPARE PARTS

S. No. Description Part No. Quantity

A. TAMPING UNIT
1 Seal Kit set HZS DS.243 2 Nos
2 Piston 2E 36.443 2 Nos
3 Piston screw 2E.36.48 2 Nos
4 Threaded pin M6X18 2 Nos
5 Hex socket head cap screw M8X20 4 Nos
6 Spring washer 8Din 7980 4 Nos
7. Hex nut M24X1 2 Nos
8. Spring washer B24 Din 127 2 Nos
9. Disc 25Din 1440 2 Nos
10. Spring washer 16Din 7980 2 Nos
11. Hex socket head cap screw M16X75 2 Nos
12. Hex socket head cap screw M16X35 8 Nos
13. Lock washer VS16 4 Nos
14. Connecting rod bolt (35 mm pin) G.20.13 2 Nos
15. Toothed disc F2116 4 Nos
16. Threaded pin M6X8 2 Nos
17. Piston 2E35.303 2 Nos
18. Seal kit [Link].401 2 Nos
19. Bearing bush 2E35.211 2 Nos
20. Hex bolt M20X70 2 Nos
21. Adjusting screw 2E11.30 2 Nos
22. Hex nut M42X1 2 Nos
23. Spring washer B42Din127 2 Nos
24. Disc 2E32.05 2 Nos
25. Bolt 2E31.04 2 Nos
26. Spring washer B20Din127 16 Nos
27. Adjusting screw E60.08AAS 1 No.
28. Hex socket head cap bolt M20X40 4 Nos
29. Hex bolt M20X50 10 Nos
30. Disc 2E31.19 ARJ 10 Nos
31. Hex bolt CU30.406 10 Nos
32. Toothed disc 5 Din 6797 10 Nos
33. Chord EL-T576.1.35 7 mtrs
34. Potentiometer EL-T500 01 No.
35. Cheese head screw M3X25 4 Nos

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 LIST OF CRITICAL ITEMS BY RDSO 2015

LIST OF CRITICAL ITEMS KEPT AT SITE BY RDSO

1. HYDRAULIC
S. No. Brief description Part No. Nos. Requirement
Per per m/c at
site
M/C
Filter Element:
1. Servo filter element DL.40.60.3E 2 2
2. Proportional filter element HY.D.501.32.10ES. 1 1
3. Suction filter element variable Pump HY.S.501.90.10ES. 2 4
4. Button filter(servo valve) Moog part no A-25446-002 6 6
5. Return filter element HYR.501.330.10ES 2 2
6. Suction filter element HYS.501.360.150ES. 4 4
7. ZF filter element HYD501.225.25ES. 2 2
Seal Kit
1. Seal Kit rail clamp Cylinder E-150-180DS 4 1
2. Seal Kit Cabin Support Cylinder HZ-01-080&HZ-02-080.036 8 set 1
3. Seal Kit Wheel Support Cylinder UD-50-100 DS 4 1
4. Seal Kit Axle Support Cylinder UD-50-550 DS 2 1
5. Seal Kit Satellite axle Support Cylinder UD-50-2800DS 2 1
6. Seal Kit Satellite axle roller Cylinder UD-50-1950ADS 2 1
7. Seal Kit T/U UP/Down cylinder HZ-01-080&HZD-02.080.040 2 set 1
8. Seal Kit Lining cylinder HZ-01-100&HZ-02.100.045 2 set 0
9. Seal Kit Lifting cylinder HZ-01-125&HZ-02.125.50 2 set 0
10. Seal Kit Booster cylinder HZ-01-50&HZ-02.050.036 1 set 0
11. Seal Kit Shock Observer HZ-05-600ADS 2 0
12. Seal Kit Satellite sliding HZ-01-100& HZ-02-100-50 1 set 0
13. Seal set Squeezing big cyl. [Link].243 8 2
14. Seal set for Squeezing small cyl. [Link].401 8 2
15. Radial seal DL-12.22 16 2
16. Kit for unloader valveR4U10 - 1 1
17. Kit for unloader valveR4U06 - 1 1
Hoses
1. Hyd. hose with fitting 1020mm R02x4 4 1
2. Hyd. hose with fitting 770mm R02x4 2 1
3. Hyd. hose with fitting 480mm R02x4 2 1
4. Hyd. hose with fitting 580mm R02x4 4 1
5. Hyd. hose with fitting 360mm R02x4 4 1
6. Hyd. hose with fitting 650mm R02x4 4 1
7. Hyd. hose with fitting 530mm R02x4 4 1
8. Hyd. hose with fitting 490mm R02x4 4 1
9. Hyd. hose with fitting 510mm R02x4 4 1
10. Hyd. hose with fitting 450mm R02X4 6 1
11. Hyd. hose without fitting R02X4 - 25 m

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 LIST OF CRITICAL ITEMS BY RDSO 2015

S. Brief description Part No. Nos. Per Requirement

No. M/C per m/c at
site
12. Hyd. hose without fitting R02X6 - 20 m
13. Hyd. hose without fitting R02X8 - 20 m
14. Hyd. hose without fitting R02X10 - 15 m
15. Hyd. hose without fitting R02X12 - 10 m
16. Hyd. hose without fitting R02X16 - 10 m
17. Hyd. hose without fitting R02X20 - 10 m
18. Hyd. return hose without fitting R05x6 - 15m
19. Hyd. return hose without fitting R05x12 - 10m
20. Hyd. return hose without fitting R05x16 - 10m
21. Hyd. return hose without fitting R05x24 - 15m
22. Hyd. return hose without fitting R05x32 - 10m
Hydraulic Fittings &Adaptor
1 Hyd. Hose fitting 4721-6-4 - 4
2 Hyd. Hose fitting 4721-8-6 - 4
3 Hyd. Hose fitting 4721-10-8 - 4
4 Hyd. Hose fitting 4721-10-10 - 4
5 Hyd. Hose fitting 4721-12-12 - 4
6 Hyd. Hose fitting 4721-16-16 - 2
7 Hyd. Hose fitting 4721-20-20 - 2
8 Hyd. Return hose fitting 411-6-6 - 2
9 Hyd. Return hose fitting 411-12-12 - 2
11 Hyd. Return hose fitting 411-24-24 - 2
12 Hyd. Return hose fitting 411-32-32 - 2
13 Adaptor (straight ) 2021.4.6 - 4
14 Adaptor (straight) 2021.6.6 - 4
15 Adaptor (straight) 2021.6.8 - 4
16 Adaptor (straight) 2021.8.8 - 4
17 Adaptor (straight) 2021.8.10 - 4
18 Adaptor (straight) 2021.12.12 - 4
19 Adaptor (straight) 2021.16.16 - 3
20 Adaptor (straight) 2021.20.20 - 3
21 Adaptor (straight) 2021.24.24 - 2
22 Adaptor (straight) 2021.32.32 - 2
23 Adaptor 2023.4.6 - 4
24 Adaptor 2023.6.6 - 4
25 Adaptor 2023.6.8 - 4
26 Adaptor 2023.8.10 - 4
27 Adaptor 2023.12.12 - 4
28 Adaptor 2023.16.16 - 2
29 Adaptor 2023.20.20 - 2
30 Adaptor 2023.24.24 - 2

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 LIST OF CRITICAL ITEMS BY RDSO 2015

S. Brief description Part No. Nos. Requirement

No. Per per m/c at
31 Adaptor 2023.32.32 - site 2
32 Adaptor (900) 2024.4.6 - 6
33 Adaptor (900) 2024.20.20 - 2
34 Adaptor (900) 2024.6.8 - 4
35 Adaptor (900) 2024.8.6 - 4
36 Adaptor (900) 2024.8.10 - 4
37 Adaptor (900) 2024.12.12 - 2
38 Adaptor (900) 2024.16.16 - 2
39 Adaptor (900) 2024.24.24 - 2
40 Adaptor (900) 2024.32.32 - 2
41 Adaptor 2027.6.6 - 6
42 Adaptor 2027.6.8 - 5
43 Adaptor 2027.8.8 - 2
44 Adaptor 2027.10.10 - 4
45 Adaptor 2027.12.12 - 2
46 Adaptor 2027.16.16 - 2
47 Adaptor 2027.20.20 - 2
48 Adaptor 2027.24.24 - 2
49 Adaptor 2027.32.32 2
50 Adaptor dummy cap** 210292.4 - 2
51 Adaptor dummy cap** 210292.6 - 2
52 Adaptor dummy cap** 210292.8 - 2
53 Adaptor dummy cap** 210292.10 - 2
54 Adaptor dummy cap** 210292.12 - 2
55 Adaptor dummy cap** 210292.20 - 2
56 Adaptor dummy cap** 210292.32 - 2
57 Hydraulic pipe plug.** 900599.6 - 2
58 Hydraulic pipe plug.** 900599.8 - 2
59 Hydraulic pipe plug.** 900599.12 - 2
60 Hydraulic pipe plug.** 900599.16 - 2
61 Hydraulic pipe plug.** 900599.20 - 2
62 Hydraulic pipe plug.** 900599.24 - 2
63 Hydraulic pipe plug.** 900599.32 - 2
64 Adaptor 202411.6.8 35 4
65 Adaptor 202411.8.10 25 2
66 Adaptor 202411.12.12 25 2
67 Adaptor 202411.16.16 25 1
68 Adaptor 2091.4.4 4 1
69 Adaptor 2092.4.4 4 1
70 Adaptor 2092.6.6 4 1
71 Grease nipple DINR1/4’’ZDIN3404-MF 100 25
72 Grease gun adopter DINR1/4’’ZDIN340-MI - 10
73 Hydraulic straight reducer 2081.6.4 10 2
74 Hydraulic straight reducer. 2081.8.4 10 2

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 LIST OF CRITICAL ITEMS BY RDSO 2015

S. Brief description Part No. Nos. Requirement

No. Per per m/c at
75 Hydraulic straight reducer. 2081.8.6 10 site 2
76 Hydraulic straight reducer. 2081.12.6 10 2
77 Hydraulic straight reducer. 2081.12.8 10 2
78 Hydraulic straight reducer. 2081.16.12 10 2
Note: **For Emergency purpose
Others
1 Hydraulic Oil HLP 68N or Equivalent 1600lts 200lit
2 Hydraulic Oil SS-100 or equivalent 50 lts 25 lit
3 Gear Oil HP-90 or Equivalent 50 lts 50 lit
4 ZF Gear Oil 15W40CF-4 60 lts 60 lit
5 Grease RL-2 or Equivalent 20 Kg 20

2. MECHANICAL

S. Brief Description Part No. Nos. per Requirement

No. M/C per m/c at site
Engine (MWM TBD232V 12/KTA1150L)
1. Lube oil - 45 liters 100lts
2. Lube oil filter element - 2 2
3. Fuel pre filter element for MWM 5 lit 1 2
4. Fuel Secondary filter element for MWM - 2 4
5. Fuel filter element for CUMMINS 5 lt cap 2 4
6. V-Belt - 4 4
7. V-Belt for Compressor (MWM) B-110 2 2
8. Battery Lug - 4 4
Bearing
1 Bearing 32009X 16 8
2 Needle bearing NKI70/35 6 3
3 Needle bearing NA6913 6 3
Bolt and Nut
1 Hex bolts M8x30mm - 10
2 Hex bolts M8x40mm - 10
3 Hex bolts M8x50mm - 10
4 Hex bolts M10x35mm - 10
5 Hex bolts M10x45mm - 10
6 Hex bolts M10x55mm - 10
7 Hex bolts M10X65mm - 10
8 Hex bolts M10x75mm, - 10
9 Hex bolts M10x90mm, - 10
10 Hex bolts M12x35mm - 10
11 Hex bolts M20x45mm - 10
12 Hex bolts M12x50mm - 10

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 LIST OF CRITICAL ITEMS BY RDSO 2015

S. Brief Description Part No. Nos. per Requirement

No. M/C per m/c at site
13 Hex bolts M12x65mm - 5
14 Hex bolts M12x75mm - 5
15 Hex bolts M12x100mm - 4
16 Hex bolts M14x35mm - 10
17 Hex bolts M16x45mm - 10
18 Hex bolts M16x65mm - 10
19 Hex bolts M16x75mm - 5
20 Hex bolts M16x100mm - 4
21 Hex bolts M20x50mm - 5
22 Hex bolts M20x55mm - 32
23 Hex bolts M20x75mm - 5
24 Hex bolts M20x90mm - 10
25 Hex nut M8x1.25mm - 10
26 Hex nut M10x1.5mm - 10
27 Hex nut M12x1.75mm - 10
28 Hex nut M16x2.00mm - 5
29 Nylock nut M12 - 10
30 Nylock nut M14 - 6
31 Socket head cap bolt M8x20mm - 5
32 Socket head cap bolt M8x35 mm - 10
33 Socket head cap bolt M8x45 mm - 10
34 Socket head cap bolt M8x55 mm - 5
35 Socket head cap bolt M10x20 mm - 5
36 Socket head cap bolt M10x30 mm - 10
37 Socket head cap bolt M10x40 mm - 10
38 Socket head cap bolt M10x50 mm - 5
39 Socket head cap bolt M10x60mm - 5
40 Socket head cap bolt M10x70 mm - 4
41 Socket head cap bolt M10x80 mm - 4
42 Socket head cap bolt M10x90 mm - 4
43 Socket head cap bolt M12x35mm - 10
44 Socket head cap bolt M12x45 mm - 10
45 Socket head cap bolt M12x55 mm - 5
46 Socket head cap bolt M12x65 mm - 5
47 Socket head cap bolt M12x75 mm - 4
48 Socket head cap bolt M14x25 mm - 5
49 Socket head cap bolt M14x35 mm - 10
50 Socket head cap bolt M14x45 mm - 10
51 Socket head cap bolt M14x65 mm - 5
52 Socket head cap bolt M14x75 mm - 4
53 Socket head cap bolt M16x35 mm - 10
54 Socket head cap bolt M16x45 mm - 10
55 Socket head cap bolt M16x55 mm - 5
56 Socket head cap bolt M16x65 mm - 5

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 LIST OF CRITICAL ITEMS BY RDSO 2015

S. Brief description Part No. Nos. Per Requirement

No. M/C per m/c at site
57 Socket head cap bolt M20x45 mm - 10
58 Socket head cap bolt M20x55 mm - 10
59 Socket head cap bolt M20x65 mm - 5
O-ring

1 O’ ring 126-67x131-9(126x3) 4 2
2 O’ ring 38x48 4 2
3 O’ ring 36x42/44 4 2
4 O’ ring 162x169 1 2
5 O’ ring 88-57x2-67(PU) 3 2
6 O’ ring 126.37x5.33 4 2
Oil Seal

1 Seal ring BA20x40x10 mm 1 1

2 Seal ring BA85x110x13mm 2 1
Tamping Unit
1 Teflon washers 2E.[Link] 8 1
2 Tamping tools caps 2E.31.19ART 32 32
3 Tamping tools - 32 32
General
1 Rubber mounting(damping block) M-12 12 4
2 Rubber mounting(damping block) M-10 16 4
3 Rail tongue roller DL150-011 8 2
4 Lining transducer fork - 2 2
5 T/U transducer fork - 2 2

3. ELECTRICAL & ELECTRONICS

S. Brief Description Part No. Nos. per Requirement

No. M/C per m/c at site
PCB
1 Power supply EK813SV00b 5 1
2 Leveling control EK347LV02 2 1
Relay
1 Relay ELT7045/24 5 1
2 Relay ELT7018 4 1
3 Relay LR 24VDC 5 1
4 Relay EL-T7002/ S4 41 4
5 Relay ELT663 31 2
6 Relay ELT277 10 2
7 Relay ELT.1218 30 5
8 Relay ELT. 7010 4 1

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 LIST OF CRITICAL ITEMS BY RDSO 2015

S. Brief Description Part No. Nos. per Requirement

No. M/C per m/c at site
General
1 Limit Switch LJW 5 1
2 Transducer tamping depth - 3 1
3 Satellite transducer spring - 1 1
4 Transducer chord wire 0.80mm 50m 10m
5 Lining &leveling chord 1.35mm 80m 40m
6 Headlight bulb(pin type) 24V/36W 6 5
7 Micro fuse 272-4A 16 2
8 Contact element N O (26020) 60 2
9 Contact element N C (23068) 10 1

4. PNEUMATICS

S. Brief Description Part No. Nos. per Requirement

No. M/C per m/c at site
1 Air unloader 90200 1 1
2 Brake valve 90364 2 1
3 Pneumatic hose 6.33mm - 25 m
4 Pneumatic hose 12.5mm - 10 m
5 Clip for pneumatic hose 6.33mm - 20 m
6 Clip for pneumatic hose 12.5mm - 10 m
7 PN Nipple with nut6.3mm - - 4
8 PN Nipple with nut12.5mm - - 4
9 Ball and socket M-16 - - 2
10 PN Elbow(900) for12.5mm - - 2
11 PN Elbow(900) for6.3mm - - 4
12 PN Elbow with both side nipple - - 4
13 PN Elbow T type - - 4

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 TROUBLESHOOTING BY RDSO 2015

TROUBLESHOOTING BY RDSO

1. Engine
(a) For MWM TBD 232 V 12 Engine:

S. Faults Probable Causes Remedial Actions

No

1. Engine does 1. Emergency stop Emergency stop switch should be in release position.
not start. switch is pressed.

2. No fuel in the Fill fuel in the tank.

tank. Bleed air from fuel system in the following steps:
(i) Loosen the bleed plug on the fuel filter and
operate the priming pump until the fuel emerges
free of bubbles. Tighten the bleed plug.
(ii) Then loosen banjo plug on injection pump and
operate priming pump until fuel emerges free of
bubbles. Tighten the banjo plug.

3. Shut down Check the electrical supply at coil if it is ok, then

mechanism stuck lubricate the piston of shut down coil mechanism with
lube oil and operate it manually. If still not working,
then coil may be defective. Replace it with new one.

4. Air in fuel Bleed air from fuel system as explained in s. no.1,

system. item 2 above.

5. Governor is Call in the service engineer. Governor needs repairs.

stuck.

6. Misconnection of Check starting switch and if any misconnection is

starting switch. noticed, rectify it.

7. Valve clearance To check valve clearances, follow these steps:

is not proper.
(i) Unscrew bolts and remove cylinder cover.
(ii) Crank engine until the inlet valve is closed. Then
turn approx. ½ turn further.
(iii) The feeler gauge should pass between the valve
cone end and the rocker lever with suction.
(iv) If the valve clearances need resetting, loosen the
lock nut and readjust by means of the set screw.
(v) Tighten lock nut and recheck valve clearances.
(vi) Renew gasket, sealing ring and fit cylinder head
cover.
8. Weak batteries. Check electrolyte level in the batteries. Terminals

should be clean and the charging system should be

working. Over-aged batteries should be replaced

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 TROUBLESHOOTING BY RDSO 2015

9. Injectors not Remove Defective injectors and get it

properly overhauled/calibrated or alternatively replace it with
new one.
functioning.

10. Valves not (i) Check the valves spring and replace the broken
seating properly. spring if any.
(ii) Lap the valves.
(iii) Lap the valve seat, if required.
11. Too much fuel Clean fuel return pipe.
in engine.

2. Engine stops 1. No fuel. Fill fuel in the tank and follow steps as in s. no. 1, item
no. 2.

2. Air in the fuel Bleed air from fuel system as explained in s. no.1, item
system. no.2.

3. Valve clearances Adjust valve clearances. See [Link].1, item no.7 above.
is not proper.

4. Governor is Call in, the service engineer.

stuck.
Governor needs repairs.

5. Overheating of Take remedial action as in s. no.5 below.

engine
6. Shut down circuit Recheck and repair the circuit.
fails.

3. Engine 1. Dirty fuel filter. Check fuel filters and if necessary-

misfiring
(i) Change fuel filter.
(ii) Change fuel filter elements.
(iii) Clean the inlet filter.
2. No / less fuel in Fill fuel in the tank and follow step in s. no.1, item
tank. no.2.

3. Air in fuel Bleed air from the system. Same as s. no.1, item no.2.
system.

4. Defective Remove the defective injector and get it overhauled /

Injector. calibrated/ replace with new one.

5. Valve clearance Adjust valve clearances as in s. no.1, item no.7.

is not proper.

6. Fuel injection Correct the timings or call the service engineer.

timing not proper.

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 TROUBLESHOOTING BY RDSO 2015

4. Excessive 1. Engine oil level Check oil level. For this purpose, draw dipstick and
engine too high. clean with lint-free cloth. Return dipstick, wait a little
smoking. until the oil has wetted the dipstick. Then remove
dipstick again and check oil level.

2. Defective Same as [Link].1, item no.9.

injector

3. Valve clearance Same as s. no.1, item no.7.

is not proper.

4. Air in fuel Same as s. no.1, item no.2.

system.

5. Clogged air Clean element and change oil.

cleaner.

6. Excessive carbon De-carbonise the engine.

on cylinder head
and piston.

7. Engine Check and reduce the load.

overloaded.

5. Engine running 1. Coolant level too Check coolant level and top up with coolant up to the
too hot. low. mark in the filler neck.

2. Defective Check thermostat as in the following steps:

thermostat
(i) Drain cooling water and catch it for reuse.
(ii) Loosen hose clamps, pull back hoses and then
remove thermostat.
(iii) Heat water in container to approx. 85o C and place
thermostat in it. Maintain temperature of water by
agitating.
(iv) By short circuiting and radiator opening, check
whether the thermostat opens fully. If not, call in
the Service Engineer to fit new thermostat.
Or

Alternatively check temperature of coolant in

radiator for functioning of thermostat.

3. Defective water Call the service engineer to check/repair water pump.

pump.

4. V-belt for water Remove V-belt guard and check V-belt tension. To
pump needs adjust, release take-up pulley mount or generator and
adjustment. regulate tension in the belt. Then tighten the take-up
pulley. If required, replace the V-belt.

5. Oil cooler properly Call the service engineer for repair/ replacement of Oil

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 TROUBLESHOOTING BY RDSO 2015

not working. Cooler.

6. Valve clearance Adjust valve clearance as explained in s. no.1, item

is not proper. no.7.

7. Air filter is Clean air filter.

choked.

8. RPM of coolant Adjust RPM of the motor to 1650. Check hydraulic

fan is too low. system and change pump and motor if necessary.

9. Water radiator Get the radiator cleaned in work-shop.

choked.

[Link] cap Fit new cap.

missing or worn out

11. Water Hose too Replace water hose.

old.

6. Engine 1. Incorrect Remove the faulty injector and get it reset or replace it
knocking Injector setting. with new one.

2. Mechanical Call the service engineer.

damage to piston/
cylinder.

3. Valve clearance Adjust valve clearances, as explained in s. no.1,

is not proper. item no.7.

4. Fuel injection Same as s. no. 3, item no. 6.

timing not proper.

7. Output of the 1. Dirty fuel filter Clean fuel filter see s. no.3, item no.1.
engine too low and fuel line.

2. Air in fuel Bleed air from system as explained in s. no.1, item

system. no.2.

3. Defective Remove defective injector and get it overhauled or

Injector. replace it with new one.

4. Valve clearances Adjust valve clearances as explained in s. no.1, item

are not proper. no.7.

5. Air filter choked. Clean air filter element and change oil.

6. Improper Engine needs repairs in workshop.

compression

7. Governor is Call in the service engineer. Governor needs repairs.

stuck.

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 TROUBLESHOOTING BY RDSO 2015

8. Oil pressure 1. Dirty lube oil Replace the lube oil filter.
low. filter.

2. Oil control valve Call the service engineer for repair of control valve.
not working.

3. Dirty oil cooler Call the service engineer for cleaning of the oil cooler.

Oil film 1. Incorrect Engine needs repairs in workshop.

present in compression.
9. crank case
ventilation 2. Lube oil brands. Use lube oil of proper brand and grade as
recommended by the OEM.
10. Engine speed 1. Air in fuel Bleed air from the system as explained in s. no.1, item
is irregular. system no.2.

2. Governor is Call the service engineer. Governor needs repairs.

stuck.

11. Fuel 1. Incorrect lube oil Use proper grade and quality lube oil.
consumption brand.
too high.
2. Incorrect setting Replace or overhaul Defective injector.
of Injector.

3 Incorrect engine Gets the engine timing reset.

timing.

4. Clogged air Clean air filter.

filter.

5. Poor Engine needs repairs in workshop.

compression

12. Lube oil 1. Incorrect lube oil Use proper grade and quality lube oil as recommended
consumption brand. by OEM.
too high.
2. Poor Engine needs repair in workshop.
compression

3. Oil filter dirty. Replace the filter as explained in [Link].8 item no.1.

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 TROUBLESHOOTING BY RDSO 2015

(b) For Cummins Engine:-

1. Engine running 1. Defective thermostat By short-circuiting and radiator opening, check

too hot. whether the thermostat opens fully. If not, then install
new thermostat.

2. Defective water Check/repair the water pump.

pump.

3. V-belt for water Check the V-belt tension. To adjust, release the
pump needs guide pulley and regulate tension in the belt. Then
adjustment. tighten the guide pulley.
If required, replace the V-belt.

4. Oil cooler not Repair / replace the Oil Cooler.

working properly.

5. Valve clearance is Adjust the valve clearance as explained in engine

not proper. manual.

6. Air filter is choked. Clean the air filter.

7. RPM of coolant fan Adjust the RPM of the motor to 1600. Check
is too low. hydraulic system and change pump and motor if
necessary.
8. Water radiator Get the radiator cleaned.
choked.

[Link] cap missing Fit new cap.

or worn out

10. Water hose too old. Replace the water hose.

2. Engine 1. Dirty fuel filter. Check fuel filters and if necessary Change it filter.
misfiring
2. No / less fuel in tank. Fill fuel in the tank and follow steps as given in s.
no.1, item no.2.

3. Air in fuel system. Bleed air from the fuel system as explained in s. no.1,
item no.2.

4. Defective Injector. Remove the defective injector and get them

overhauled/calibrated/ replace with new one.

5. Valve clearance is Adjust valve clearances as given in engine manual

not proper.

6. Fuel injection timing Adjust the timings.

not proper.

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 TROUBLESHOOTING BY RDSO 2015

3. Excessive 1. Engine oil level too Check oil level. For this, draw dipstick and clean with
engine high. lint-free cloth. Return dipstick, wait a little until the oil
smoking. has wetted the dipstick. Then remove the dipstick
again and check oil level.

2. Defective injector Follow the [Link].1, item no.9.

3. Valve clearance is Follow the s. no.1, item no.7.

not proper.

4. Air in fuel system. Follow the [Link].1, item no.2.

5. Clogged air cleaner. Clean the element or change if required.

6. Excessive carbon on De-carbonize the engine.

cylinder head and
piston.

7. Engine overloaded. Check and reduce the load.

4. Engine stops 1. No fuel. Fill fuel in the tank and follow the steps as given in s.
no. 1, item no.2.

2. Air in the fuel Bleed air from fuel system as explained in s. no.1,
system. item no.2.

3. Valve clearances are Adjust the valve clearances as explained in [Link].1,

not proper. item no.7 above.

4. Governor is stuck. Replace complete fuel injection pump.

5. Overheating of Take remedial action as given in [Link].5 below.

engine

6. Shut down circuit Check the electrical circuit and repair as required.
fails.

5. Engine 1. Incorrect Injector Remove the faulty injector and get it reset or replace it
knocking setting. with new one.

2. Mechanical damage Get the engine top overhauled.

to piston/cylinder.

3. Valve clearance is Adjust the valve clearance as given in engine

not proper. manual.

4. Fuel injection timing Correct the timings.

is not proper.

6. Output of the 1. Dirty fuel filters and Check the fuel filters and if necessary change it.
engine too low fuel line.

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2. Air in fuel system. Bleed the air from system as explained in s. no.1, item no.2.

3. Defective Injectors. Remove the defective injectors and get them

overhauled or replace with new one.

4. Valve clearances are Adjust the valve clearances as given in engine manual.
not proper.

5. Air filter choked. Clean the air filter element or replace if required.

6. Improper Engine needs to be top overhauled.

compression

7. Governor is stuck. Replace the complete fuel injection pump.

7. Oil pressure 1. Dirty lube oil filter. Replace the lube oil filter.
low.
2. Oil control valve not Repair the control valve or replace it.
working.

3. Dirty oil cooler Clean the oil cooler.

8. Oil film present 1. Incorrect Engine needs to be top overhauled

in crank case compression.
ventilation
2. Lube oil brands. Use lube oil of proper brand and grade as
recommended by the OEM.

9. Engine speed is 1. Air in fuel system Bleed air from the system as explained in s. no.1, item
irregular. no.2.

2. Governor is stuck. Replace complete fuel injection pump.

10. Fuel 1. Use of incorrect lube Use proper grade and quality lube oil.
consumption oil brand.
too high.
2. Incorrect setting of Overhaul/ Replace the defective injectors.
Injector.

3. Incorrect engine Gets the engine timing reset.

timing.

4. Clogged air filter. Clean the air filter.

5. Poor compression Engine needs to be top overhauled.

11. Lube oil 1. Incorrect lube oil Use proper grade and quality lube oil as recommended
consumption brand. by OEM.
too high.
2. Poor compression Engine needs to be top overhauled.

3. Oil filter dirty. Replace the filter.

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2. Z F Gear Box

S. Faults Probable Causes Remedial Actions

No

1. Control Pressure will be checked at point 65 at normal test

Pressure too temperature 80°C to 100°C and 1000 rpm.
low in all
speed.
1. Pressure gauge If it is between 12 to 14 bar, pressure gauge in
defective. operator’s cabin is defective. This should be
replaced.
2. Low pressure. If it is below 12 bar, then pressure will be checked
at points 59 & 60 of K/III & KV. If it is 12+2 bar
then, following action should be taken:-
(i) Control orifice will be checked on
intermediate plates of shifter assembly for its
elongation of hole which should not be more
than 0.6 mm.
(ii) If (i) is OK, pressure control spool will be
cleaned and inspected for its movement.
(iii)If any one of above is defective, control valve
assembly will be replaced.
If pressure at points 59 & 60 is too low (below 12
bar), following action will be taken:-
(i) Check Torque limit (Max.20 N-m) of all the
Allen bolts of control valve assembly.
(ii) If it is still not OK, repair control pressure
valve after dismantling the same.
(iii)Pressure filter of 25 microns need
replacement.
(iv) As a last rectification step, gear pump will be
replaced.
2. Main pressure Check pressure at point 65. If it is less than 12 bar
too low in in any selected speed, then:
several
speeds. 1. Pump flow is Check pump flow by flow meter at 1000 rpm. It
less should be 40 LPM. If it is less replace the pump.
2. Pressure drop at Check individual clutch, where the pressure is
clutch. dropping, after dismantling of gear box in
workshop.
3. Oil tubing Oil tubing should be cleaned/ repaired.
inside the gear
box may be
choked.
3. Clutch Check pressure build up time on point 65 by Micro
shifting time Chronometer and Pressure Gauge. If it is more than 17
sec., following repair will be carried out:

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too long in all 1. Oil level too low Check oil level at 40°C/1000 rpm for lower mark & at
speed. 80°C/1000 rpm for upper mark and recoup it if
required.
2. Orifice of Check orifice of control pressure valve. If choked,
pressure control it should be cleaned.
valve is blocked.
3. Pressure control If orifice of control pressure valve is less than 0.6
valve defective. mm, it needs replacement.

4. Shifting time 1. Main control Check pressure build-up time on point no.65 (by
too short pressure too low. Micro Chronometer, pressure gauge and pressure
switch of Test Box H). If it is less than 1.7 sec.,
control orifice hole will be checked.
2. Pressure control Pressure control valve will be repaired.
orifice is blocked.
3. Pressure control Defective control valve will be replaced.
valve defective.
4. Torque limit of Torque limit of cap screws will be checked (20
cap screw of Nm) on shifter assembly
control valve
assembly is less.
5. Temperature 1. Oil level too Oil level checking shall be carried out at 40o C &
too high. low. 80o C at 1000 rpm for higher and lower level. If
less, it should be corrected.
2. Oil cooler Oil temperature difference at inlet and outlet of
blocked. oil cooler will be checked. If 8 to 10o C
difference is not available, it shows cooler needs
cleaning.
3. Converter If temperature difference at cooler is correct,
pressure not converter inlet and outlet pressure will be checked
proper. at point 51 & 63 (Nominal value is 5-7 bar at inlet
and 3-6 bar at outlet at 1000 rpm and between 80
to 100˚ C temperature). If it is OK, then it shows
that vehicle is being driven in wrong speed.
4. Converter If temperature in step 3 above is high, then it
holding valve indicates problem in converter control valve.
defective. Repair the control valve by checking of spool &
spring and change if needed.
5. Converter relief If converter inlet and outlet pressure is low, then
valve defective. there may be problem in converter relief valve.
Change it with new valve.
6. Converter If relief valve is OK, then converter sealing
sealing may be should be checked and repair will be carried out
worn-out. after dismantling of gear box.
6. No drive 1. Low level of oil Check oil level as per [Link].3, item no.1 and
Transmission recoup if required.
in all speed.
2. Cordon shaft Check cordon shaft and its coupling from engine
may be damaged. to converter. Replace/repair if damaged.

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3. Main pressure Check main pressure at 65 no. point. If pressure is

too low. less than 12 bar, take action as per s..no.1, item
no.2.
4. Electrical If pressure at 65 no. point is 12-14 bar, current
supply cut off will be checked with the help of Pr.49 test kit –
(i) If no current in above, 5 Amp fuse may be
damaged. Replace the fuse.
(ii) If fuse is Ok, then with the help of Pr. 78 Test
Kit, current on switch output will be checked.
If no current is found, controller is defective.
Replace the controller.
(iii) If current is found on switch, output cable
may be burst which should be replaced.
7. No function 1. Cut off switch Cut off switch should not be in operated
in 1st & 2nd in ‘ON’ position. condition.
speed.
2. Current not Current at solenoids M1, M2, M3 and M5 will be
supplied on checked with Pr.49 Test Kit. Prescribed current is
corresponding 0.25 to 0.5 Amp.
solenoid.
3. Control valve If current input is OK, control valve assembly
assembly gets needs repairing.
defective.
4. Pressure switch If current on solenoids as per coding is not
of brake circuit available, it indicate wrong coding, then pressure
defective. cut off switch will be checked by pressure 49. If
there is no reaction, pressure switch of brake
circuit is defective.
5. Solenoid If coding is OK but signal is not coming, then
defective. change defective solenoid.
8. Reduced 1. Converter Converter output pressure will be checked at point
Tractive outlet pressure too no.63. If pressure is found below 5 bar. Converter
Power and low due relief valve should be checked at point no.51
increased to defective (inlet).
temperature converter relief
valve.
2 Suppression If pressure is found correct 12-14 bar, suppression
speed not OK speed will be measured by:
(RPM of engine (i) Apply brake above 3 bars.
should not be less (ii) Then put gear in 3rd speed.
than 1800). (iii)And increase the rpm up to maximum. Where
the rpm needle stops, that is the suppression
speed.
If suppression speed is correct, solenoid selection
will be checked. If suppression speed is high,
diesel supply of engine and diesel filter will be
checked.
3. Hydraulic Hydraulic working will be checked if no defect is
circuit may be found in item 1 above.
defective.

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9. Lock-up Lock-up clutch Check lock-up clutch pressure at measuring point

clutch not pressure too 66.
functioning. low/no pressure
due to -
1. Lock-up clutch If pressure is correct i.e. 12+2 bar then lock-up
may be defective. clutch have mechanical defect. Torque converter
will need repair at workshop.
2. Inductive If there is no pressure at point 66, signal will be
transmitter may checked by pressure 49/Pr 78A.
be defective. If there is no signal, check inductive transmitter
and cable harness.
3. Solenoid M5 If signal test (3) is OK, solenoid M5 is defective
may be defective. and need to be replaced.

3. Tamping Unit

S. Faults Probable Causes Remedial Actions

No

1. Tamping unit 1. Tamping unit lock Ensure that the lock is properly open
not going not open
down
2. Unlocking For proper functioning of limit switch input indication
indication limit switch X5A for LH & X5B for RH should not appears on
not functioning programme panel. If input is indicated, then limit switch
properly. is defective and should be replaced.

3. No system pressure. If no system pressure, check delivery from 38 x 22

hydraulic pump. If delivery is OK, check non return
valve, unloader valve, and safety valve. Replace the
defective one.

4. Defective proportional (i) Check the supply on proportional valve coupler with
valve. tamping pedal pressed. If it is found there and still
unit does not operate, proportional valve is defective.
Replace defective proportional valve.
(ii) Operate proportional valve manually if unit operates,
the proportional valve is OK and the problem is in
solenoid coil. Replace the coil or complete
proportional valve.
5. No supply on (i) Visually examine the lock, limit switch, transducer
proportional valve fork and chord wire of the transducer. If no defect is
when tamping pedal is noticed, follow steps as in item (ii) below:
pressed. (ii) Check deflection on galvanometer 18G3 of program
panel with switch on position 1 for LH and position
2 for RH and do as follows –
(a) If there is no deflection, check supply of 24V and

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12 V on program panel. Ensure supply of 24V and

12 V.
(b) If supply voltage is Ok, check output voltage +15V
& + 10V of PCB EK813 SV (10U5). If output is
not proper, replace PCB EK813 SV (10U5).
(c) If output voltage is OK, check for output
signal Q10 for LH & Q11 for RH. If output
signal is OK, check relay Re l, Re2 and Re5
respectively of PCB EK16. Replace defective
relays. Check for fuse of EK16 and replace it
if defective.
(d) If output signal Q10 and Q11 is not OK, check
the following:
 Check switch for tamping system X19 in ‘ON’
position (Input signal X19 should come on
programme panel).
 Tamping switch X10 should be in ‘ON’
position (Input signal X10 should come on
programme panel).
 Check input signal X13 and X14.
If no input signal, check tamping depth
transducer for slipped fork, broken chord wire or
defective potentiometer.
(e) Output signal from depth transducer of both
tamping unit is not synchronizing
(difference more). If difference is more than
100mm, either X13 or X14 will not come).
To operate both, the difference should be
less than 100mm.
(f) Check switch X3E, tamping without lining
should not be pressed (Input X3E should not
come).
(g) If all the above conditions are fulfilled and
still Q10 and Q11 is not coming, replace
PCB EK16.
2. Tamping 1. No system pressure. If no system pressure, check 38X22 system pump,
unit not unloader valve, non-return valve and safety valve.
going up for Replace defective ones.
unlocking
2. Tamping unit Up & Replace broken piston rod assembly or replace
Dn movement cylinder.
hydraulic cylinder or
piston defective or
piston rod broken
3. Defective proportional Operate proportional valve manually. If unit is
valve not lifted up, proportional valve is defective.
Replace proportional valve. If proportional valve
is OK, check for supply on proportional valve.
4. No supply on Check switch X19 in Up position (Input signal

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proportional valve. X19 should come on programme panel).

3. Tamping 1. No system pressure. Check system pressure. If system pressure is not

unit is there, check 38X22 system pump, unloader valve,
not going up non-return valve and relief valve. Replace defective
during ones.
tamping 2. Piston rod or piston Replace piston rod assembly or complete cylinder.
operation broken (Tamping unit
(Tamping UP & DN).
unit remains 3. Defective Operate proportional valve manually. If the unit is
in down proportional valve. not lifting up, proportional valve is defective and
replace it. If proportional valve is OK, check
position).
supply on proportional valve.
4. No supply on Checkdeflectionongalvanometer18G3atposition1
proportional valve. forLH&position2 for RH. If no deflection
I. Check and ensure supply voltage 24V & 12V
on program panel.
II. If supply voltage is OK, check output voltage
of PCB EK813 SV (10U5) for + 15 and + 10V.
If not proper, replace PCB EK813.
III. Check output signal Q10 for LH and Q11 for
RH. These should not come.
IV. If Q10 and Q11 appears, check –
(a) Signal Q0D – X0D. This should come.
(b) If Q0D – X0D is not coming, check input
signal X27 or X28 (X27 for continuous
working mode and X28 for step by step
working mode).
(c) Check Q01-X01. This should come,
indicating that squeezing has been
completed.
If Q01 - X01 is not coming, check –
 Input signal X17 for LH & X18 for RH. If
no input signal, check depth transducer for
slipped fork, broken chord or defective
potentiometer.
 Check signal Q69 – X69, If no signal,
setting of squeezing time is defective or
timer chord defective. Adjust timer chord
or replace chord.
(d) If all the above points are OK but still Q10
or Q11 is not coming, PCB EK16 is
defective. Replace PCB EK16.
4. Machine not 1. No charge pressure. Charge pressure should be 30 bar.
moving
forward in 2. Suction filter Replace suction filter.
working clogged.
drive.
3. Charge pump shaft Replace charge pump.

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may be broken

4. Adjustment of relief Adjust relief valve. Replace relief valve, if

valve wrong. required.

5. No working drive Ensure charge pressure.

pressure. (Working
pedal pressed).

6. Defective variable Replace variable output pump.

output pump.
7. Excessive leakage Repair /replace working drive motor.
through working
drive motor.

8. Reduction gearbox Replace broken gearbox shaft.

shaft broken and
motor running
freely.

9. Axial piston pump If any of the above problem does not exist, operate
proportional valve the proportional valve of axial piston pump. If
defective. pressure is shown, proportional valve and pump is
OK. If no pressure is shown, replace axial piston
pump. If proportional valve is OK, check supply on
proportional valve with working pedal pressed.
10. No supply on Check output from galvanometer 18G2 on program
proportional valve panel at position 4. If no deflection, check power
with drive pedal supply 24V and 12V and ensure they are proper. If 24V
pressed. and 12V supply is OK, check output voltage +15V and
+10V of PCB EK 813 SV(6U7).

If not OK, replace PCB EK 813. If output from PCB

EK 813 is OK, check output from PCB VT3005,
(terminal 6 – 8 for forward and terminal 6 – 7 for
reverse). If no output, PCB VT3005 is defective.
Replace PCB VT 3005.

11. No deflection on If there is no deflection on galvanometer, check signal

galvanometer Q04-X04
(a) If signal is not coming
 Check X37 or X38
(Continuous drive X38, step by step X37)
 Check input signalQ63-X63 i.e. tamping units are
in middle or up position
 Satellite in rear position – limit switch X22
defective. Input signal X22 should not come.
(b) If Q04 – X04 is OK, still no galvanometer current –
 Check replay 18U1(B) (Relay EL.T.277). Replace

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defective relay.
 Check relay QL.137 (ELT.7002.S4) behind panel
B7. Replace defective relay.
12. PCB EK 319 may Replace PCB EK319.
be defective.
13. Longitudinal Longitudinal transducer to be repaired for defective
transducer may be potentiometer, gear slipped broken spring or chord
defective. wire broken.
14. Satellite zero Zero position of satellite (satellite locked in front
position is not position) should be adjustment at +8V on terminal
adjusted. 6d of PCB EK24.
5. Machine not No deflection on Check signal Q09 – X09. If no signal
moving in galvanometer 18G2 of  Check X37 or X38 switch and signal X37
reverse program panel with or X38 on program panel.
direction. switch on position-4.  Check input signal X23 for (reverse
joystick).
 Check input signal X13 and X14 indicating
tamping unit is in middle or Up position.
 Output signal Q83, indicates that machine
moving in reverse direction.
 No signal X30 indicates, auto working
switch is off.
 Check out put signal Q42. If Q42 is OK,
check relay 18U1(C) (EL.T.277). Replace
defective relay.
 Check relay QL37 (EL.T.7002.S4) behind
B7 panel. Replace defective relay.
If all the above conditions are OK, replace
PCB EK319.
6. Satellite 1. No system pressure Check system pump, unloader valve and safety
forward valve for proper functioning. Replace defective
movement ones.
failed
2. Proportional valve Operate proportional valve manually. Feel the
defective outlet pipe. If surge is not felt, valve is defective.
3. Satellite motor If proportional valve is OK, remove satellite drive
defective. motor from reduction gearbox, operate proportional
valve manually. If motor rotates, motor is Ok. If
not, replace satellite motor.
4. Defective planetary Replace the planetary gearbox.
gearbox.

5. Defective by-pass Replace the defective be-pass valve.

valve

6. Satellite drive axle Ensure satellite drive axle is engaged properly.

not engaged
properly.
7. Satellite gearbox Replace pinion, shaft or gear of satellite gearbox as

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pinion, gear or shaft required.

damaged.
8. No supply on A. Check deflection on galvanometer 18G3
satellite drive (at position-3).
proportional valve.  If no deflection, check power supply 24V
and 12 V and ensure proper power supply.
 If power supply is proper, check output
+15V and +10V on PCB EK813 SV
(10U5).
B. If output is correct, check signal Q61 – X61
If output is not correct –

 Check input signal X12 by joy stick for

forward movement or X11 by pedal drive.
If either of the signal comes, X0F should
come.
 Signal 6F should not come. If 6F signal is
coming, check whether tamping units are in
middle or in upper position.
C. If Q61 – X61 is OK –
Check relays Re1, Re2, Re5 and Re6
(ELT.663) of PCB EK24. Replace defective
relays.
D. If all the above conditions are OK and still
no supply to proportional valve, replace
PCB EK24.
7. Satellite No proportional (i) Check output QL.36.
movement current. If signal is OK check relay QL.36
reverse (ELT.7002.S4 of B7 Panel).
failed Replace defective relay.
(ii) If no signal at QL36 –
Check input signal X34 for satellite reverse by
joystick.
(iii)Signal 0B should not come. If signal 0B comes,
check position of tamping unit middle or upper
position.
8. Manual 1. No system pressure. Ensure system pressure.
lining not
functioning. 2. By pass valve is Check relay Re7 (EL.T.7002.S4) of PCB EK 349.
inoperative. Replace defective relay.
3. No servo current – Operate switch for manual lining. Either X3B or
no deflection on X3C should come on programme panel.
galvanometer 18G2 If still no current, check Re5 for left side and Re6
(at position-3). for right side movement on PCB EK349. If
defective, replace relays.
9. Lining 1. No system Ensure system pressure.
automatic pressure.
not working. 2. No servo current Check servo valve plug for loose connection.
indication on Check power supply 24V and 12V on program
Galvanometer 18G2 panel. If OK, check +15V and + 10V on PCB

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(at position-3) even EK813 (10U4). If defective, replace PCB EK813.

if lining indicator is If + 15V and +10V is not available, lining indicator
showing deflection. will not show deflection.
Check signal Q05 on program panel -
 If Q05 is not coming, check Q0B-X0B is
coming or tamping unit attained below
middle position.
 For Q0B-X0B, X15 & X16 input signal
should come.
 X15 and X16 will come when relay Re.3 of
EK16 of LHS & RHS is operated.
(Tamping unit below middle position). If
X15 and X16 is not indicated, check relay
Re3. Replace defective relay Re3.
If Q05 is not coming-
Check signal Q0A. If not, check switch for
auto-lining is either not operated or
defective. Replace defective switch.

Signal for sensor lifting/ lining circuit X24 (LHS),

X25 (RHS) not coming-
Sensor out of position or defective.
Replace defective sensor or bye-pass
switch. If bye-passed, X2F should indicate.

If Q05 is OK and still no servo current, PCB

EK349 or EK290 is defective. Replace defective
PCB.
3. No lining Check power supply 24V and 12V. If OK, check
indication. PCB EK813 for +15 V and + 10V.
If PCB 813 (10U4) is OK, check output from lining
transducer, measuring transducer and digital
potentiometer.
4. No supply to bye- If servo current is showing on program panel and
pass valve. no supply for bye-pass valve, check relay Re7
(EL.T.7002 S4) on PCB EK349. Replace defective
relay.
10. Lifting and 1. No system pressure. Ensure system pressure.
lowering
unit not 2. No 24V supply on Ensure 24V supply on program panel.
lifting up by program panel.
manual 3. Up position switch By operation of Up position switch, indication Q1C
operation. defective. for LHS & QID for RHS should come.
 Q16 & Q17 indicating down position
should not come.
Check relay Re3 for up position and Re4 for
down position of PCB EK347. Blocking
valve indication.
 QL34 when LHS unit is not going up.
 QL35 when RHS unit is not going up.

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4. No supply to by- Check signal QL2E for LHS and QL2F for RHS.
pass valve.
5. Servo valve If servo current is showing on galvanometer 18G2
defective for respective sides and bypass indication is coming
and still the unit is not lifted up, servo valve is
defective. Replace servo valve.
11. Automatic 1. No system pressure. Ensure system pressure.
lifting 2. No servo current on (a) Servo plug loose, Correct it.
system not Galvanometer 18G2 (b) Check power supply 24V & 12V on program
functioning. (position 1 for LH panel. If OK, check output voltage + 15V &
& 2 for RH). +10V of PCB EK813 SV (6U4). If no output,
replace PCB EK 813 SV(6U4).
(c) Check signal Q06 – X06 for LHS and Q07 –
X07 for RHS. If no signal, then follow the steps
as below-
 Front bogie is lowered and limit switch
is operated, check limit switch. Replace
if defective.
 Rear bogie is lowered and limit switch is
operated, check limit switch. Replace if
defective.
 Sensor X24 for LHS and X25 for RHS
of lifting unit is defective or not
properly positioned over rail. If
defective, replace sensor or bye-pass,
using switch on operating panel.
 Automatic levelling switch X2E in
“ON” position but signal X2E is not
coming. It means switch X2E is
defective. Replace it.
 If Over-lifting limitation signal X32 &
X33 is coming. Reset ON/OFF switch
on EK347.
3. Defective PCB EK- Signal Q06 – X06 & Q07-X07 is OK, still no lift -
347. PCB EK347 is defective and to be replaced.
4. Servo current Servo valve is defective, replace it.
available, bye-pass
operated and
tamping unit below
middle position,
still no lifting.

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Hydraulic Pump
S. Faults Probable Causes Remedial Actions
No.

1. Pump not 1. Pump driven in Check the pump rotation by hand priming. Pour
delivering oil. wrong direction the hydraulic oil into inlet port and rotate the shaft.
(at the time of See whether the oil is delivering through outlet
new pump port or not. If not, change the rotation according to
fitment, this the engine shaft rotation.
problem may
occur).
2. Oil level too Check oil level in reservoir. It should be above
low in the minimum mark. If necessary, recoup the oil.
reservoir (if oil
level is very
low, aeration
may take place
and pump will
not deliver oil).
3. Intake Clean or replace filter for proper flow of oil.
filter/pipe
choked.

4. Air leaks in Pour hydraulic oil on intake joints and on

pump intake observing abnormal sound, tighten the intake joint
joints. as required.
5. Broken pump Replace the broken shaft or rotor. Also align the
shaft or rotor. prime mover shaft.
6. Pump speed too Pump should run at prescribed speed. Engine rpm
slow. (The should be checked.
delivery rate of
discharge is
prescribed at a
certain rpm of
engine. If
engine speed
become less
than ideal
speed, it may
affect the proper
suction of oil).

7. Dirty suction Replace the filter.

filter.

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8. Faulty suction Repair or change the valve.

valve.

9. Air in system. Discharge air from the system.

10. Pump drive (a) Replace the broken pump shaft.
inoperative.
(b) Replace the sheared spline.
(c) Change defective coupling.
11. Clutch out of Adjust clutch.
adjustment.
12. Pump is Replace with new one.
damaged.
2. Pump makes 1. Aeration. (a) Fill the reservoir with the oil up-to required
noise level to prevent aeration.
(b) Check all connections on inlet side of pump
and pour hydraulic oil over suspected leak. If
noise stops, leakage has been found,. Fill
hydraulic tank to the full mark.
(c) Check condition of pump shaft seal. Change, if
required.
2. Intake line or Clean or replace the filter or line.
suction filter
partly clogged.
3. Pump running Reduce speed up to prescribed limit.
too fast.
4. Coupling Realign the pump shaft and prime mover shaft.
misaligned
(Due to this,
bearing may
get damaged,
there will be a
play at shaft,
abnormal
sound will be
observed).

5. Reservoir not Air breather screening element should be cleaned.

vented
properly.
6. Suction Filter Replace by proper size of filter.
too small in
size.
7. Air leaks at Take action as explained in [Link].1, item no. 4.
pump intake
pipe joints and
air drawn
through inlet
line.

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 TROUBLESHOOTING BY RDSO 2015

8. Oil viscosity too Start the engine for few minutes to warm-up the
high. (In cold hydraulic oil used in machine for proper flow. Use
climate, oil only proper grade of oil.
viscosity
becomes high so
no free flow will
take place and
cavitation will
occur).
9. Cavitation. (a) Check condition of suction filter and return
line filters. Clean or change as necessary.
(b) Check clogging of inlet line. Clean or change
as necessary.
(c) Check loose fittings on suction lines. Tighten,
if required.
(d) Clean hydraulic tank breather.

10. Shaft seal Replace the seal.

leaks.
11. Foams in oil. Vent the system.
12. Casing leaks. First tighten bolts, then check for cracks and
sealing.
13. Vane spring Change spring.
broken.
14. Any part of Replace defective parts.
pump
defective.
15. Pump Check mounting alignment. Tighten bolts
mounting bolts uniformly.
are loose.
16. Foreign bodies Remove foreign bodies, if need flush the system.
in suction line.
17. System dirty. Flush the system
18. Sharp bends in Eliminate or reduce the bends in suction line.
suction line.
19. Oil Check the hydraulic circuit. Oil cooler may be
temperature ineffective. Rectify the failure
too high.
20. Boost pump Check boost pump and repair if required.
failed.
21. Vibration in Check unusual occurrence in the system
system
22. Pump worn or Pump should be overhauled or replaced.
damaged.
3. Pump 1. Wrong oil Fill oil as recommended.
overheats grade.
2. Oil speed in Install pipes of proper size.
system too
high.

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 TROUBLESHOOTING BY RDSO 2015

3. Oil level too Fill the oil up to safe level.

low.
4. Pump rotor Change the worn out parts.
groove worn
out.
5. Radial or axial Loading should be restricted to prescribed limit to
loading too acceptable amount, check alignment limit.
high.
6. Initial speed Check max, pressure, if needed replace with larger
rises. capacity and install pipes of nominal bore.
7. Inadequate Increase cooling capacity.
cooling.
8. Cooling system Clean the cooling system.
is dirty.
9. Differential Increase pressure setting of relief valve.
pressure too
low.
10. Pressure too Reduce pressure setting.
high.
11. Wrong type of Replace by appropriate type of valve.
pressure valve.
12. Wrong seal Replace by suitable size of seals.
size.
13. Filter dirty or Clean filter or replace by larger type.
too small.
14. Pump running Reduce speed.
speed high.
15. Cavitation. Bleed the system.
16. Foams in oil. Vent the system.
17. Venting dirty. Clean the vents.
18. System Flush the system.
contaminated
19. Sharp bends in Eliminate bends or at least reduce them.
suction line.
20. Boost pump Check bolt pump and repair as required.
failed.
4. Pump 1. Wrong pressure Modify the pressure setting.
develops setting.
no pressure 2. Pressure valve Repair/Replace the valve.
spool stuck.
3. Leakage in Replace defective parts.
system.
4. Pump shaft Replace shaft.
broken.
5. System Flush system completely.
contaminated.

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 TROUBLESHOOTING BY RDSO 2015

6. Improper Replace seals and gaskets.

gaskets and
seal.
5. Speed loss on 1. Inlet pressure Increase pressure.
pump. too low.
2. Outlet pressure Check system pressure.
too high.
3. Port plate does Dismantle the pump and repair as required.
not make
contact.
4. Oil temperature Check circuit.
too high.
6. Pump does 1. Pressure too Increase pressure setting.
not work. low.
2. 'O' Ring on port Replace 'O' Ring.
plate defective.
3. Inadequate oil. Repair pump or change for adequate delivery.
4. Too much play Replace bearing.
in the shaft.
7. Hydraulic oil 1. System Adjust the pressure to the required limit.
overheated. pressure is too
high.
2. Dirty oil Clean or change filters and strainers.
3. Oil level is low. Fill up the oil to the upper mark.
4. Hydraulic oil of Check oil for proper viscosity. If, change of oil is
incorrect required, flush the entire system and change filter
viscosity. before adding fresh oil.
5. Faulty cooling Check oil cooler for trash on outside cooling
system. surfaces. Clean with air pressure, or steam
pressure.
6. Hydraulic oil by Overhaul or replace faulty components.
passing
internally due to
worn pump,
valve, motor
and cylinder.
8. Bearing 1. Chips or other Replace bearings and check intrusion of
failure. contaminants in contaminants.
bearing.
2. Coupling Align prime mover shaft and pump.
misaligned.
3. Inadequate Lubricate system properly.
lubrication.
4. Pump running Adjust speed of prime mover.

too fast.

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 TROUBLESHOOTING BY RDSO 2015

5. Excessive or Reduce operating pressure.

shock loads.

(Excessive loads

due to operating

pressure may

damage the

bearing).

5. Hydraulic Relief Valve

S. Faults Probable Causes Remedial Actions

No

1. Erratic 1. Foreign material in Drain the oil, clean the tank and refill with
pressure. the oil. clean oil.
2. Worn poppet valve Replace poppet valve or seat as required.
or seat .
(oil from pilot
stage will go to
tank due to worn
poppet valve or
seat and pressure
will drop).
3. Piston sticking in Clean piston after dismantling. Check free
main body. movement after re-assembling.
2. Low pressure 1. Valve improperly Adjust valve by adjusting knob to proper
or no pressure. adjusted. pressure setting.
2. Vent connection is Plug the vent connection.
open (at the time
of starting the
work, if vent
remain open, then
oil will go to the
tank and no
pressure will
develop).
3. Balance hole in Remove piston and clean the orifice. Clean the
main piston tank and replace hydraulic oil.
choked.
4. Poppet in cover Check the poppet condition. If required,

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 TROUBLESHOOTING BY RDSO 2015

not seating. (So, replace it.

oil will
continuously go to
tank line and
pressure will
drop).
5. Broken or weak Replace the spring and again set the pressure
spring (oil will with adjusting knob.
push the poppet
easily and go to
tank. So pressure
will drop).
6. Dirt, chip etc keeps Clean the complete valve.
valve partially
open.
3. Excessive 1. High oil velocity Check valve flow rating. Replace with larger
noise or through valve. valve, if necessary.
chatter.
2. Distorted control Replace spring.
spring.
3. Worn poppet or Replace poppet or seat.
seat in cover.
4. Vent line too long. Replace restrictions e.g. needle valve or orifice.
Plug in vent line next to the relief valve.
5. Valve pressure Set relief valve pressure at least 150 PSI higher
setting too close to than other valves in circuit.
that of another
valve in circuit.
4. Valve do not 1. Spool sticks. Clean stuck spool.
function 2. Water Check condensed water.
condensation in
system.
3. Oil temperature Check the function of oil cooler and clean the
too high. radiator fins.
4. Oil speed too high. Check speed of the pump.

5. Internal leakage. Prevent leakage.

6. Tank line under Check pressure in tank line.
high pressure.
7. Control line dirty. Clean lines properly.
5. Valve over- 1. System pressure Adjust spring pressure.
heating too high.
2. Dirt in the system. Clean the system.
3. Spool sticks. Check and clean spool.
4. Spool defective Check and replace spool, if defective.

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 TROUBLESHOOTING BY RDSO 2015

6. Hydraulic Unloader Valve:-

S. Faults Probable Causes Remedial Actions

No.

Low or no 1. Orifice of main Clean the orifice

1. pressure piston choked
[Link] connection open Plug the vent connection
to tank

[Link] valve at zero Set the safety valve at proper pressure

setting

[Link] or weak spring Replace the spring

[Link] ball or seat Replace the ball or seat

2. Fails to [Link] pressure setting Set valve at proper pressure

completely too high
unload pump
[Link] spool binding in Clean the spool and oil in the tank
body

[Link] assembly Assemble as per proper drawing

[Link] or low Check pressure and recharge the

nitrogen pressure in the accumulator (80 to 85bar).
accumulator

[Link] bladder Change the bladder

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 TROUBLESHOOTING BY RDSO 2015

7. Hydraulic Motor

S. Faults Probable Causes Remedial Action

No.
1. Motor makes 1. Vane spring broken. Change the spring.
loud Noise. 2. Shaft seal leaks. Replace the seal.
3. Casing leaks. First tighten bolts, then check for cracks
and sealing.
4. Oil temperature too Check cooling circuits.
high.
5. Motor parts defective. Replace defective parts. Tighten bolts
uniformly.
6. Aeration. i) Fill the reservoir with the oil up-to
required level to prevent aeration.
ii) Check all connections on inlet side
of motor and pour hydraulic oil over
suspected leak. If noise stops, leakage
has been found. Fill hydraulic tank to
the full mark.
iii) Check condition of motor shaft seal.
Change, if required.
7. Intake line or suction Clean or replace the filter or line.
filter partly clogged.
8. Motor running too fast. Reduce speed up to prescribed limit.

9. Coupling misaligned Realign the motor shaft.

(Due to this, bearing may
get damaged, there will be
a play at shaft, abnormal
sound will be observed).
10. Air leaks at motor Take action as explained in [Link].1, item
intake pipe joints and air no. 4.
drawn through inlet line.
11. Oil viscosity too high. Start the engine for few minutes to
(In cold climate, oil warm-up the hydraulic oil used in
viscosity becomes high so machine for proper flow. Use only
no free flow will take place proper grade of oil.
and cavitation will occur).

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12. Cavitation. i) Check condition of suction filter and

return line filters. Clean or change as
necessary.
ii) Check clogging of inlet line. Clean
or change as necessary.
iii) Check loose fittings on suction
lines. Tighten, if required.
iv) Clean hydraulic tank breather.
13. Foams in oil. Vent the system.
14. Casing leaks. First tighten bolts, then check for cracks
and sealing.
15. Motor stressed. Check mounting alignment. Tighten
bolts uniformly.

16. Foreign bodies in Remove foreign bodies, if need flush

suction line. the system.

17. System dirty. Flush the system.

18. Sharp bends in suction Eliminate or reduce the bends in
line. suction line.
19. Motor worn or Motor should be overhauled or
damaged. replaced.
2 Motor overheats 1. Wrong oil grade. Fill oil as recommended.
2. Oil speed in system too Install pipes of proper size.
high.
3. Motor rotor groove Change motor parts.
worn out.
4. Radial or axial loading Limit to acceptable amount, check
too high. alignment limit.
5. Initial speed rises Check max, pressure, if needed replace
with larger capacity and install pipes of
nominal bore.

6. Inadequate cooling. Increase cooling capacity

7. Cooling system is dirty. Clean the cooling system.

8. Differential pressure too Increase pressure setting of relief valve.

low.

9. Pressure too high. Reduce pressure setting.

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 TROUBLESHOOTING BY RDSO 2015

10. Wrong type of pressure Replace by appropriate type of valve.

valve.

11. Wrong seal size. Replace by suitable seals.

12. Motor running speed Reduce speed.

high.

13. Cavitation. Bleed the system

14. Oil foams. Vent the system.

15. Venting dirty. Clean the vents.

16. System contaminated. Flush the system.

17. Sharp bends in suction Eliminate bends or at least reduce them.

line.

[Link] is of under Install motor of proper capacity

capacity

3 Speed loss on 1. Inlet pressure too low. Increase pressure by resetting relief
motor. valve.

2. Motor parts defective. Change defective parts.

3. Oil temperature too high Check cooling circuit Hydraulic oil

cooler may be defective.

4. Out let pressure too high Check the system pressure.

5. Port plate does not make Dismantle the motor and repair as per
contacts. requirement.

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 TROUBLESHOOTING BY RDSO 2015

8. Hose Assembly

S. Faults Probable Causes Remedial Actions

No.
1. The hose has burst 1. This indicates high frequency If the extra plated impulse
one Examination after pressure impulse condition. SAE sin a system amount too
stripping back the impulse test requirements are as Vera million in a relatively
cover of the wire under: short time a spiral
reinforcement reveals A) For a double wire braid
random Broken wires reinforced hose would be
reinforcement are 2, 00,000 cycles the better choice
in the entire length of of 133% of recommended
the hose
working pressure.
B) For a four spiral wrapped
reinforcement (100R-9) are
3,00,000 Cycles at 133%
maximum operating pressure
at+ 200˚F (93˚C).
2. The hose has burst, 2. This would indicate that the Either a stronger hose is
but there is no pressure has exceeded the needed or the hydraulic
indication of multiple minimum burst strength of the circuit has a mal-function
broken wires in the hose which is causing unusually
entire length of the high pressure conditions
hose. The hose may
have burst in more
than one place

3. Hose has burst. An 3. The primary function of the Once the cover protection
examination indicates cover is to protect the is gone, the wire
the wire braid is reinforcement. Elements that may reinforcement is
destroy or remove the hose covers susceptible to attack from
rusted and the cover
are (i) Abrasion moisture or other corrosive
has been cut, a braded (ii) Cutting matter. Hence take care of
or deteriorated badly. (iii) Battery Acid item no.1 to 6 of Para 3
(iv) Chemical Cleaning mentioned in probable
Solutions causes.
(v) Heat
(vi) Extreme Cold.
4. Hose appears to be 4. Torqueing of a hydraulic Uses wives fittings or joints
flattened out in one or control hose will tear off the to be sure that there is no
two areas and reinforcement layers and allow the twisting force on a
appears to be kinked. hose to burst through the enlarged hydraulic hose.
It has burst in this gaps between the braided plaits of
area and also appears wire strands
to be twisted

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 TROUBLESHOOTING BY RDSO 2015

5. Fitting blew off at the 5. It may be due to the wrong Check manufacturer's
end of the hose fitting has been put on the hose. In instructions. The hose
the case of a crimped fitting the should be installed with
wrong machine setting may have enough slack to
been used resulting in over or compensate for the possible
under-crimping. 4% shortening that may
occur when the hose is
pressurized. Re check
the manufacturer’s
specification and part no’s.

6. The hose fitting has (i) This may not be high pressure (i) Use the hose as per the
been pulled out of the application hose. pressure of fluid line.
hose. The hose has
been consider-ably (ii) In sufficient support of the (ii) All the hoses should be
stretched out in length hose. It is essential to support very supported by clamping the
long lengths of hose, especially if same at proper distance
they are vertical. giving sufficient slacks
between two clamps to
make up for the possible
4% shortening that could
take place when the hose is
pressurized.

Page 160 of 195

LOCATION OF PANEL BOXES ON MACHINE 2015

WORKING DIRECTION

Page 161 of 195

DESCRIPTION OF PANEL BOXES ON MACHINE 2015

DESCRIPTION OF PANEL BOXES ON MACHINE

S.N. PANEL NO. DESCRIPTION OF PANEL

1 B1 Frame/body of machine
2 B2 Working Control panel R.H.S.
3 B4 Working Control panel, measuring cab
4 B5 Engine Control panel, measuring cab
5 B6 Slide in module 12-19
6 B7 Base plate for logistic cabinet
7 B9 Instrument box, outside
8 B10 Slide in modules 1-11
9 B11 Engine Control panel, measuring cab
10 B13 Engine junction box
11 B18 Programme Control panel, Section H
12 B19 Working control panel, left
13 B20 Programme Control panel, Section F
14 B28 ZF-Gear box-terminal box
15 B29 Fault indicator
16 B33 Instrument box, measuring cab
17 B40 intercom system
18 B45 Terminal box
19 B46 Terminal box
20 B47 Terminal box
21 B48 Terminal box
22 B50 Terminal box
23 B51 Manual control box, left
24 B52 Manual control box, right
25 B53 Terminal box, working light
26 B55 Terminal box, fault indicator
27 B79 Engine throttle control box (front cab)
28 B80 Engine throttle control box (rear cab)
29 B81 Terminal box throttle control

Page 162 of 195

 ADDRESS & VALUE OF MULTIPLEX SIGNALS 2015

ADDRESS & VALUE OF MULTIPLEX SIGNALS

S.N. MULTIPLEX DESCRIPTION OF SIGNAL RATE PIN NO. IN

NO. PCB
1 F00 Correction value -- 10u1/30z
2 F01 Lining value 23.1mV/mm 10u2/28d
3 F02 Measuring value 23.1mV/mm 10u2/28b
4 F03 Satellite compensation 50mV/mm 10u2/30z
5 F04 Over slew(sign) -- 10u2/10z
6 F05 Over slew value -- 10u3/6d
7 F06 Front displacement -- 10u1/28b
8 F07 Pendulum work position 25mV/mm 6u5/22b
9 F08 Manual cross level set +50mV/mm 6u5/28z
10 F09 Rear pendulum 25mV/mm 6u5/30z
11 F0A Settlement compensation IV/mm 6u5/12z
12 F0B Rear cross level correction 200mV/mm 6u5/26b
13 F0C Satellite left compensation -- 10u1/22z
14 F0D Proportional left transducer Left 90mV/mm 6u2/26z
15 F0E Proportional left transducer Right 90mV/mm 6u3/26z
16 F0F Levelling display left -- 6u2/10b
17 F10 Levelling display right -- 6u3/10b
18 F11 Zero correction left -- 6u2/30b
19 F12 Zero correction right -- 6u3/30b
20 F13 Tamping depth theoretical -- 10u6/6b
21 F14 Tamping depth left 19mV/mm 10u6/6d
22 F15 Tamping depth right 19mV/mm 10u7/6d
23 F16 Lifting value left IV/mm 6u2/22z
24 F17 Lifting value right IV/mm 6u3/22z
25 F18 Not Used
26 F19 Not Used
27 F1A Not Used
28 F1B Drive speed -- 6u8/14d
29 F1C Drive speed set -- 6u8/18z
30 F1D Satellite position 23mV/mm 10u1/20d
31 F1E Lining drive correction GVA 10u2/26d
32 F1F Nominal cross level GVA 6u5/6z
33 F20 Front cross level correction right -- 6u3/26d
34 F21 Front cross level correction left -- 6u2/26d
35 F22 Lift preset -- 10u1/22d
36 F23 Not Used
37 F24 Zero correction lining 2V/mm 10u2/20z
38 F25 Not Used
39 F26 Not Used
40 F27 Not Used

Page 163 of 195

OPERATION PROCEDURE OF MACHINE 2015

ENGINE STARTING METHOD

1- Ignition Key

2- Engine Starter Switch

4 1 3- Lube Oil Pressure Safety

Bypass Switch
2
4- Lube Oil Pressure Gauge
3

Engine can be started from both cabins. Ensure daily maintenance schedule before
starting. Correct starting procedure is stated below-

1- Press Ignition key, it makes ON indication lamps and meters on panel.

2- Press bypass switch by one hand.
3- Pull starter switch with other hand.
4- Release starter switch as engine starts.
5- Release bypass switch as pressure in oil pressure gauge reaches above 1.5 bar.
6- Avoid long cranking (more than 15 seconds) if engine does not start within 2-3
crankings check battery and fuel line.

PARAMETERS TO BE ENSURED JUST AFTER STARTING

1 1- ZF (Hydrodynamic) gear box

6
4 main pressure-12 to 14 bar
2- Voltmeter Reading- 26-28V
3- Ammeter Reading – Towards
2 3 5 Positive(Green) zone
4- Battery Charging Indicators –
OFF
5- Engine Hour Meter – Counting
starts
7 6- Engine rpm meter- Should show
rpms
7- Pneumatic Pressure Gauges-
Should show air flow in tanks.

Page 164 of 195

 OPERATION PROCEDURE OF MACHINE 2015

DRIVING PROCEDURE
1- ZF enable key

1
5 2- Gear shift lever

3- Brake lever
Reverse
Forward
4 2 4- Accelerator

3 5- ZF safety bypass switch

To drive the machine following procedure should be followed:-

1. Check pneumatic pressure in Air pressure gauges.

2. Ensure that nobody is doing any maintenance work in machine.
3. Release hand brakes after applying Pneumatic brakes.
4. Switch ON ZF enable key.
5. Shift gear shift lever towards forward direction (see figure).

6. Select Ist gear.

7. Release Pneumatic brakes.

8. Machine starts moving, increase accelerator.

9. After achieving 20 kmph select IInd gear.

10. After achieving 40 kmph select IIIrd gear.

11. Maximum permissible speed of machine by RDSO is 60 kmph.

STOPPING PROCEDURE

To stop the machine following procedure should be followed:-

1. Reduce the speed of machine below 40 kmph by deceleration and applying brakes.

2. Down the gearshift lever to IInd gear.

3. Bring the machine to standstill condition by deceleration and applying brakes.

4. Switch OFF ZF enable key. (It must be off in standstill condition only, never off in
moving condition).
5. Shift the gear shift lever to its neutral condition.

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 OPERATION PROCEDURE OF MACHINE 2015

TOWING PROCEDURE

If machine fails in block section and it cannot be driven with its own power then it should
be towed by engine or other machine. Towing procedure is stated below:-

1. Disengage final drive P.T.O.

2. If disengaging is not possible, disconnect cordon shaft between ZF gearbox and
Distributor gearbox.
3. Couple the machine with engine/other machine.
4. Release hand and pneumatic brakes.
5. Clear the section.

WORKING PROCEDURE

Before proceeding for working, following points should be taken care of in siding:-

1. Check number of tools and their size.

2. Check all hydraulic pressures as under:-

[Link]. SECTION WORKING PRESSURE

1 System Pressure 120 - 140 bar

2 High Pressure 150 bar

3 LHS Vibration Pressure 150 bar

4 RHS Vibration Pressure 150 bar

5 Big squeezing pressure 90-135 bar

6 Counter Pressure Small Squeezing 35 bar

7 Charging Pressure variable pump 30 bar

3. Check output voltages of Power supply PCBs.

4. Check any Pneumatic leakage in machine.
5. Check any Hydraulic leakage in machine.

Page 166 of 195

 OPERATION PROCEDURE OF MACHINE 2015

SETTING PROCEDURE OF MACHINE IN BLOCK

2 4

1
3

1- Hydraulic Panel 5- Pneumatic Pressure gauge

2- Pneumatic Panel (i) White Pointer- Working Pressure
3- Hydraulic Multistation Pressure selector (ii) Red Pointer- Vertical Preload
4- Hydraulic Pressure gauge Pressure

Description of Pneumatic and Hydraulic Panels

1. Pneumatic Vertical Load Pressure

2
3 Regulator
1
2. Variable Pump Charging Pressure gauge
3. Variable Pump Driving Pressure gauge
4. Pneumatic Control Switches for up/down
& lock/unlock
4
5. Working Pneumatic ON/OFF Switch
6. Hydraulic System Pressure Control Stop
Cock for Unloader valve
7. Hydraulic System Pressure Control Stop
Cock for Safety valve
5 8. Hydraulic High Pressure Control Stop
Cock for Unloader valve
9. Hydraulic High Pressure Control Stop
10 8 Cock for Safety valve
12 6
10. Hydraulic Vibration Pressure Control Stop
Cock for LHS
11. Hydraulic Vibration Pressure Control Stop
11 9 7 Cock for RHS
12. Hydraulic Small Squeezing Counter
Pressure Control Stop Cock

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OPERATION PROCEDURE OF MACHINE 2015

Setting procedure of machine is as follows:-

1. Stop machine at site.

2. Disengage ZF key and gear.

3. Apply pneumatic brakes.

4. Switch ON main switch (working switch) in panel number B-5.

5. Operate pneumatic switch (In Pneumatic panel).

6. Unlock satellite unit first.

7. Unlock and lower sensing trolleys.

8. Unlock encoder wheel in front trolley.

9. Apply system pressure (In Hydraulic Panel).

10. Apply Hydraulic axle support.

11. Apply satellite longitudinal supports.

12. Apply high pressure.

13. Apply counter pressure 35 bar.

14. Unlock tamping units.

15. Apply LHS vibration pressure.

16. Apply RHS vibration pressure.

Page 168 of 195

 OPERATION PROCEDURE OF MACHINE 2015

WORKING PROCEDURE OF MACHINE IN BLOCK

3 4
13
14
17
2
1 15
16
5

6 7
8

9
11
10
12

18
19
20

IMPORTANT CONTROL SWITCHES REQUIRED FOR WORKING (B-2)

A. Lining Section- C. Tamping Unit section-

1. Datum switch 13. Tamping system ON switch
2. Manual lining control
14. Manual/1-X/2-X tamping selection
3. 3-point/4-point selector
4. Auto lining ON 15. Tamping Depth selector
5. ±5mm correction 16. Squeezing timer (0.4-0.6 sec), (0=0.2sec)
B. Levelling Section- 17. Satellite manual movement control
6. Cant selector switch (Forward/Reverse)
7. Levelling ON switch 18. Lining without tamping selection switch
8. L/U derailment sensors bypass switch
19. Satellite lateral movement control-
9. SE feed potentiometer
10. Negative SE selector switch i. Upper switch-Auto control
11. Lifting unit UP/DN and lining stop control ii. Lower switches- Manual control L/R
switches (LHS and RHS). 20. Machine drive control
12. Rail clamps open-close control switch (Stop/Forward(continuous)/Reverse
(gradual)

Page 169 of 195

OPERATION PROCEDURE OF MACHINE 2015

18
12
11
16 17
13

10

8
9
15
1 6
4
7

2 5 14
3

IMPORTANT CONTROL SWITCHES REQUIRED FOR WORKING (B-19)

A. Warning Section- E. Levelling Section-

1. Programmer OK indicator
2. Tamping counter
3. Low hydraulic oil indicator 14. Twist control ON/OFF switch
4. Filter choking indicator
B. Work Drive Section- 15. Working area pendulum galvanometer
5. Working speed potentiometer
6. Working speed potentiometer
16. Complete lift LHS galvanometer
7. Potentiometer selector switch
8. Working speed indicator
C. Digital Display Section- 17. Complete lift RHS galvanometer
9. 5-position switch
10. Digital display 18. Lift difference galvanometer
D. Simulation Section-
11. Display
12. Manual simulation control switches
13. Auto simulation switch

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 OPERATION PROCEDURE OF MACHINE 2015

Lining
Indicator
1
Corrected
2
X-Level
Indicator

IMPORTANT CONTROL SWITCHES & INDICATIONS REQUIRED FOR WORKING (B-51& B-9))

1- 4-way joystick- 2- Extra lift (5mm) Potentiometer-

i- Forward- Manual squeezing
ii- Reverse- Machine reverse drive Maximum 5mm lift either to LHS or
iii- Left- Only LHS T/U dn
iv- Right-Only RHS T/U dn RHS rail at a time.

HOW TO START WORK

Set the machine after reaching at site. After initial setting follow the following
sequence:-

1. Move the satellite unit forward manually.

2. Select 3-point or 4-point lining by switch.
3. Lower the mechanical 3-point fork in 3-point case.
4. In case of 4-point lining unlock and set rear trolley.
5. Select lining datum LHS or RHS.
6. Tighten lining chord manually.
7. Unlock lifting units.
8. Set these on rails by using manual lining and lining stop switches.
9. Close the rail clamps.
10. Select cant rail (opposite to datum rail).
11. On curves ensure that higher rail should be selected as cant rail.
12. If derailment sensors are not in working conditions, bypass them.
13. Tighten levelling chord pneumatically.
14. Tighten lining chord and apply vertical preload pneumatically.
15. Select continuous work drive mode by work drive control switch.
16. Select a lower work drive speed by potentiometer.

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17. Select auto tamping (single insertion/double insertion).

18. Select tamping depth
19. Select squeezing time.
20. Release pneumatic brakes.
21. Press foot pedal for work drive (RHS pedal).
22. Press foot pedal for tamping (LHS pedal).
23. Machine starts moving slowly.
24. Start ramping in from front cabin.
25. Observe lining indicator continuously, as it comes in centre position switch ON
auto lining.
26. Increase and set the working speed of machine as per requirement of work.

HOW TO CLOSE WORK

Closing procedure of work as follows-

1. Before closing work start ramp out till lifting stops.

2. Stop lining at good point before ramp out is completed.
3. Release vibration pressure.
4. Bring engine rpm at 1200.
5. Lock Tamping units.
6. Lock Lifting units.
7. Release chord tensions and vertical preload.
8. Release lining datum.
9. Loosen lining chord manually.
10. Lift and lock sensing trolleys.
11. Lock satellite.
12. Release hydraulic axle support.
13. Release other pressures.
14. Release System pressure.
15. Release pneumatic working pressure.
16. Remove satellite longitudinal supports.
17. Check locking indications.
18. Now the machine is ready to clear section.

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1. NAME OF TRANSDUCERS/POTENTIOMETERS & THEIR FUNCTION AVAILABLE IN CSM

FOR LINING & LEVELLING PURPOSE

(i) Feeding potentiometers: - In CSM, for lining & leveling purpose there are three
potentiometers in front cabin i.e. versine potentiometer, slew potentiometer and General
Lift potentiometer. Versine & Slew potentiometers are used for lining purpose & General
lift potentiometer is used for leveling purpose.

Versine
potentiometer

General lift
potentiometer

Toggle switch

Slew
potentiometer

(a) Versine potentiometer:- It is used for feeding the versine value(H)/correction value
(HA, HB,HC HD etc) in 3 point lining method as well as feeding the Vm (Maximum
versine compensation value) & V (Versine compensation value)values in transition
portion in 4 point lining method.

Direction of toggle switch of versine potentiometer should always be towards outer

rail/higher rail side in 3 point lining method and it should be towards outer rail side
when CSM enters from higher radius to lower radius i.e. from straight to curve and
towards inner rail side when CSM enter from lower radius to higher radius i.e. from
curve to straight in 4 point lining method.

(b) Slew potentiometer: - It is used for feeding the slew/offset value at front trolley
position in design mode in both 3 point lining method and 4 point lining method.

Direction of toggle switch should always be kept opposite to actual slew at front
trolley location i.e. if alignment at front trolley is disturb towards RHS than toggle
switch of slew potentiometer should be kept LHS.

(c) General lift potentiometer is used to feed the General lift in smoothening mode and target
height (actual lift after survey of base rail) in design mode.

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Cant/Super-elevation
potentiometer

(d) Cant/SE potentiometer is provided in working cabin in CSM machine for feeding the
cant/SE in curve.

(ii) Transducers & Pendulum: - In CSM, for lining purpose there are two transducers
provided on Lining & Measuring trolley i.e. Lining transducer & Measuring transducer.
For Levelling purpose, there are two height transducers provided over Middle feeler rods
and three electronic pendulums at front of leading bogie, at tamping area & at front of
rear bogie.

(a) Transducers: There are two transducers for measuring the actual versines at point B
& C i.e. measuring transducer and lining transducer. Both Lining & Measuring
transducers are used in 4 point lining method whereas in 3 point lining method, only
lining transducer is used to measure the actual versine.

Measuring Lining
transducer transducer

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Height Transducer
(LHS) Height Transducer
(RHS)

Middle Pendulum

(d) Height transducers are provided above middle feeler rods which measure the longitudinal
level of both rail at tamping area.

(e) Three pendulums are provided to measure the cross level at front, at tamping zone & at rear
and correct the cross level as well as twist.

2. Data feeding in 4 point Lining Method:-

(a) In smoothening Mode:-
(i) On Circular curve & Straight Track – No data feeding is required.
(ii) On Transitioned curve- V/Vm value by versine potentiometer.
(b) In Design Mode:-
(i) On Circular curve & Straight Track –Slew/offset value by slew potentiometer.
(ii) On Transitioned curve- (1) V/Vm value by versine potentiometer.
(2) Slew/offset value by slew potentiometer.
However, 4 point lining method in design mode working is not recommended.

3. The procedure of applying V/Vm values and direction of toggle switch for different situations
is given below:

Step-1 Calculate the Maximum versine compensation value (Vm) directly with the help of
tables provided in the operating manual of CSM. Example is as under:

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METHOD OF DATA FEEDING IN MACHINE 2015

Table of New CSM 954 for calculating Vm value

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Table of New CSM 954 for calculating Vm value

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Step-2 Calculate V values from tables of CSM operating manual according to Vm value for
straight to curve and curve to straight. Example as under:

Table of New CSM 954 for calculating V value

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Table of New CSM 954 for calculating V value

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Step-3 Feed the V & Vm value by versine potentiometer.

Step-4 Keep direction of toggle switch of versine potentiometer towards outer rail/higher rail
when CSM enter from straight to Curve and towards inner rail/lower rail side when
CSM enter from curve to straight. Graphical representation is as under:

M= Full Lining chord length of CSM

Step-5 For Reverse curve with transition & without transition and compound curve versine
compensation values with direction of toggle switch are fed as under:

a) Reverse curve with transition:-

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METHOD OF DATA FEEDING IN MACHINE 2015

b) Reverse curve without transition:-

(c) Compound curve with R1 > R2:-

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d) Compound curve with R1 < R2:-

4. Data feeding in 3 point Lining Method:-

(a) In smoothening Mode:-

(i) Straight Track – No data feeding is required.

(ii) On Circular curve –Versine of circular curve by versine potentiometer.

(iii) On Transitioned curve- HA, HB, HC, HD & HV value by versine potentiometer.

(b) In Design Mode:-

(i) Straight Track – Slew/offset value by slew potentiometer.

(ii) On Circular curve – (i) Versine of circular curve by versine potentiometer.

(ii) Slew/offset value by slew potentiometer.

(iii) On Transitioned curve – (i) HA, HB, HC, HD & HV value by versine potentiometer.

(ii) Slew/offset value by slew potentiometer.

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5. Calculation of versines & correction value for circular curve with transition:

T1= TTP1, T2= CTP1, T3=CTP2 & T4=TTP2

Note: Length of section A,B,C & D is the length of lining chord used in 3 point lining
method. It is 14.75 mtrs for CSM.

(i) Calculate versine of circular curve i.e. H = System constant value /R,
(ii) Calculate Rate of change of versine value/meter i.e. HV = System constant value/R*L
(System constant value= axb x 1000)
2
Where a= distance between Measuring trolley to Lining Trolley.

b= distance between Lining trolley to Front Trolley.

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(iii) Calculate versine in section A (when some part of CSM is on transition & some part on
straight) HA= KAC/ R*L, (KAC is Operation constant value) with the help of table
provided in the operating manual of CSM. Calculate versine in section C (when some
part of CSM is on transition & some part is on circular) i.e. Hc=H- HA with the help of
table provided in the operating manual of CSM. Example is as under:
Table of New CSM 954 for calculating HA & HC value

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(iv) Calculate versine in section D (when some part of CSM is on Straight track & some part
is on transition curve), HD= KBD/ R*L (KBD is Operation constant value) with the help of
table provided in the operating manual of CSM. Calculate versine in section B (when
some part of CSM is on circular & some part is on transition) i.e. HB=H- HD with the
help of table provided in the operating manual of CSM. Example is as under
(v)
Table of New CSM 954 for calculating HD & HB value

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(vi) After calculating H, HV, HA, HB,HC & HD value then same should be fed by versine
potentiometer as under:
(a) Enter the HA value when machine front trolley enter into the transition portion &
remaining machine is still on the straight till the complete machine enter into the
transition portion.
(b) Now versine increases from end of A to end of transition i.e. when front trolley
reached at CTP1 @ HV per meter.
(c) Now enter the HB value till the complete machine enter into the circular curve.
(d) Now enter H value (Versine of circular curve) till the machine front trolley reaches at
CTP2.
(e) Now enter the HC value till the complete machine enters into the transition
(f) Now versine decreases from end of A to end of transition i.e. when front trolley
reached at TTP2 @ HV per meter.
(g) Now enter the HD value till the complete machine enters into the straight.
Direction of toggle switch of versine potentiometer to be kept always towards outer
rail/higher rail side.

6. Design mode tamping: - Design mode tamping should always be done in 3 point lining method
only. In design mode tamping, Slew value/Fd value is calculated before tamping during survey of track.

6.1 Survey for Alignment Correction:

(i) All the weld and rail kinks should be rectified/eliminated by dekinking or cutting and
welding, before measurement for alignment defects are taken. Hydraulic jim-crows may be
used for removing kinks.

(ii) If curve badly out of alignment than realignment should be done.

(iii) On curved track, versines should be measured on 20 m chord at 10m intervals. The
required slews at the stations are worked out taking note of the obligatory points and
interpolated to give slews at every alternate sleeper. The slews are then marked on
alternate sleepers.

(iv) On straight track, alignment should be measured on a 40 m chord and required slew at

alternate sleeper should be worked by measuring the offsets at every 5 m interval and

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interpolating the offsets or slew can be measured directly by specially designed gadgets

i.e. Scaled Sliding Table (SST), Target and satellite as under :

Target

Satellite

TtCaaa

MEASUREMENT OF SLEW BY SATELLITE

Theodolite

SST

SIGHTING OF TARGET & SATELLITE FOR REFERENCE & SLEW MEASUREMENT

Slew is measured directly by SST, Satellite & Target.

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For design mode working is under:

(A) Preliminary Works:

a) Marking of stations at 5 m apart at the centre of track.

b) Selecting good point at about ½ to 1 km apart depending upon the sighting capacity of
theodolite. These good points should have their position in the mean alignment of the
existing track.

(B) Slew Recording:

Step 1 – Check squaring of SST with reference rail by touching it’s both the notches on
gauge face.

Step 2 – Set the Scaled Sliding table at zero point, place Theodolite and level it.

Step 3 – Sight the Target and fix the line of collimation.

Step 4 – With the alignment of line of collimation, read deviation at Satellite scale by
seeing through telescope of Theodolite.

Step 5 – Take and record deviations of subsequent stations till the readings are visible
with the telescope of Theodolite.

Step 6 – Leaving satellite on last recorded station, SST is shifted on second last recorded
station.

Step 7 – Slide SST as per slew reading of the station on which it is shifted, place
Theodolite, level it at site the target again so that initial line of collimation is
maintained for further measurement of slews. Repeat the steps till Slews of each
station at 5 m apart are recorded for full length.

(v) While working out slews, position of fixed structures should be noted and infringement to
moving dimensions shall not be allowed.

(vi) Pre-tamping and Post-tamping operation and machine related track works shall be ensured
by the Section Engineer /P. Way.

6.2 Feeding of slew/FD values: Slew value as marked on the every alternate sleeper along with
direction is to be fed by slew potentiometer.

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7.0 Data feeding in Levelling system:-

7.1 Smoothening Mode:-
In Plain/Straight Track :-

 Decision of base rail- Less disturb rail/higher rail and for selecting base rail,
cant selector, which is provided in working cabin should be kept opposite
direction to base rail.
 Decision of General lift- min lift 20 mm & max 50 mm and if lift is more
than 30 mm in PSC sleeper than double insertion of tamping tool. It is given
by General lift potentiometer provided in front cabin.
 Decision of base rail & General lift should be done by PWI & AEN.
 Reduction of error not the elimination.
(b) In Curve Track :-

 Decision of base rail- Inner rail selected as base rail, direction of cant
selector, which is provided in working cabin should be kept towards higher
rail.
 Decision of Cant/Superelevation- It should be fed by Cant/SE potentiometer
provided in the working cabin.
 Decision of General lift- min lift 20 mm & max 50 mm and if lift is more
than 30 mm in PSC sleeper than double insertion of tamping tool. It is given
by General lift potentiometer provided in front cabin.
 Decision of base rail & General lift should be done by PWI & AEN.
 Reduction of error not the elimination.

7.2 In Design mode:-

(a) In Plain/Straight Track :-

 Decision of base rail- Less disturb rail/higher rail and for selecting base rail,
cant selector, which is provided in working cabin should be kept opposite
direction to base rail.
 Decision of Target height- Actual lift required at front tower of machine. It
is given by General lift potentiometer provided in front cabin.
 Decision of base rail & target height should be done by PWI & AEN.
 Complete elimination of error.

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(b) In Curve Track :-

 Decision of base rail- Inner rail selected as base rail, direction of cant
selector, which is provided in working cabin should be kept towards higher
rail.

 Decision of Cant/Superelevation- It should be fed by Cant/SE potentiometer

provided in the working cabin.

 Decision of Target height & correction value for Transition- Actual lift
required at front tower of machine. It is given by General lift potentiometer
provided in front cabin.

 Decision of base rail & General lift should be done by PWI & AEN.

 Complete elimination of error.

8.0 Left setting correction value (K) for Transitions:

The correction value K depends on Radius, Super-elevation and Gauge of the

track. The value of K is to be directly taken from the table provided in operating manual of
CSM. The amount of lift to be set at front feeler (F) i.e. general lift or target height has to be
reduced by the correction value K. Graph of K value & Example are as under:

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Adjusting procedure:

Find the correction value K for relevant superelevation and radius. As soon as the

front leveling feeler F is at the Transition Tangent Point (RA) the adjustment commences linear

increasing in such a way that the maximum of correction value reached at the end of the ramp

(Circular Tangent Point (RE)). The K value remains constant throughout the whole circular

curve. After then decrease the K value takes place also linear between the next CTP (RE) &

TTP (RA).

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7.5 Lift setting correction value X for vertical curve: In general vertical curve are circular
curve of minimum radius 2000 mtrs tangential to the changes in gradient.

The correction value X depends upon the radius of vertical curve. It is taken directly from
the table provided in the operating manual of CSM.

X = 83586/R

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 METHOD OF DATA FEEDING IN MACHINE 2015

X= 83586/R

Adjusting procedure:

Find the correction value X for relevant vertical radius R. As soon as the front

leveling feeler F is at the beginning of vertical curve AA, the adjustment of the correction

value X commences according to distance-depending graduation inscribed in the adjusting

table X after AA. Full amount of X remains constant until the end of vertical curve AE is

reached. From now on the X value is decreasing according to the graduation in the adjusting

table X after AE.

8.0 Design or Precision mode Levelling:-

In this mode instead of General lift, the target heights are fed over the Base Rail to

rectify 100% error. All long wave and short wave defects are fully removed. For design

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leveling, track should be surveyed & actual value calculated and written on the sleeper as

under:

1. Identification of section for design levelling and divided in station marked @ 10 mtrs.
2. Bench Marks fixing @ 200-1000 mtrs,
3. Decide datum rail/base rail as under :
 On straight track in single line and middle track in multiple lines, higher/less
disturbed rail is kept as Base Rail.
 On straight track in double line, non-cess rail is kept as Base Rail.
 On curves, inner-rail is kept as Base Rail.
 Base rail is to be selected with the help of cant selector switch which is
provided in working cabin near cant potentiometer. In CSM, direction of Cant
Selector Switch is to be always kept opposite to the Base Rail.
4. Recording of Actual Rail levels @10 m on datum rail with the help of auto level as
per following procedure

MEASUREMENT OF ACTUAL RAIL LEVEL USING ‘AUTO-LEVEL’ INSTRUMENT

(a) Set the auto level near the track to surveyed and take Back Site from the bench
mark.
(b)Take Intermediate Sites on base rail at 10 mtrs interval starting from 0 till the
visibility of auto-level. Last reading of staff kept as Fore Site reading.
(c) Change the place of auto-level and take BS on last station.
(d) Repeat it till end of section identified.
(e) Calculated the the R.L. value on every station by H.I. method

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5. Plotting of existing level on graph paper,

6. Decide final track level and plot on same graph – Considering high points, low points

any other obligatory points,

7. Formation Levels may also be plotted.

8. Calculate lift at every station from graph Alternatively- Calculate lift at every station

by use of TOP TRACK software developed by IRICEN or software developed by

Shri R.P. Singh Chief Instructor/CETA/Kanpur,

9. Interpolate lift amount on alternate sleepers,

10. Write down lift amount on sleepers,

11. Enter the lift value into General lift potentiometer (in front cabin).

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BIBLIOGRAPHY 2015

BIBLIOGRAPHY

 JOURNALS FROM PLASSER AND THEURER

 JOURNALS FROM PLASSER INDIA

 CATALOGUES OF REXROTH

 CATALOGUES OF PARKER MARKWELL HOSES

 CATALOGUES OF MWM ENGINES

 CATALOGUES OF CUMMINS ENGINES

 CATALOGUE OF ZF GEARBOX

 DRAWING AND CATALOGUES OF MACHINES

 RECOMMENDATIONS FROM RDSO

 LECTURE NOTES FROM IRTMTC

INDIAN RAILWAYS TRACK MACHINES TRAINING CENTRE
NORTH CENTRAL RAILWAY
ALLAHABAD