The document outlines the process and importance of rail grinding for track maintenance, highlighting both corrective and preventive grinding techniques to address surface defects and improve rail-wheel interaction. It details the operational procedures, equipment involved, and the expected benefits such as increased rail and wheel life, reduced noise, and improved safety. Additionally, it discusses the establishment of test sites and the importance of data management for efficient grinding operations.

2. Head Checks
Head checks on Gauge Face of a Rail

3.  Reduction in Rail/ Weld Failures
Action on two fronts
Arresting Initiation
& Growth of Flaws
Rail Grinding
Objective Detection
of the Flaws
Vehicular
USFD Testing

5.  Rail Grinding is an important track maintenance tool
 Rail Grinding is the removal of metal from the surface
of the rail head
 Through the action of a rotating grinding wheel
 Mechanism used in rail grinding is cutting of metal
associated with formation of metal chips (and not
metal deformation)

7.  Corrective – Removing the defects in
one go
 Preventive Gradual – Removing the
defects in stages
 Preventive – Removing the defects in
nascent stage

8.  Also known as traditional Rail Grinding
 To correct existing surface defects and the shape of the
head of the rail
 A problem exists and sufficient grinding is done to
correct the problem
 Defect is allowed to develop before taking up the
grinding; so remedial type action taken

9. Condition
Typical Recommendations
New Rail
At 20 GMT
Corrugations
0.25-1.5 mm
Engine Burns
0.6-0.8 mm
Rail End Batter
0.8 mm
Weld Batter
0.8 mm
Flaking and Shelling
0.8 mm
New Rail requires grinding for removal of mill scale.
Mill scale is a very fine layer on rail head(<0.25MM).

10.  Also known as profile grinding
 Carried out before problems occurs
 Rail head is ground to specific profile so as to improve
rail wheel contact interface
 Carried out more frequently
 This is periodic maintenance grinding carried out at
frequency decided on the basis of GMT.

11.  Less aggressive grinding process
 Removes fatigued material, surface cracks & improves
rail wheel interaction
 Eliminates the need for defect correction grinding
 Generally one pass process carried out at higher speed
ranging from 10 to 24 kmph.

12.  In between corrective and preventive grinding
 The defects in the rail are not removed in one go
 Rails are ground at slow speed - only 1 to 3 passes are
given
 In each round, the defects will taper down
 Ultimately, we shift to preventive grinding

13.  IR has adopted Preventive Gradual Grinding to start
with
 Grinding cycle – 25 GMT –Ist, 50 GMT-2nd
 One pass on straight and 3 passes in curve (speed 15-18
kmph)
 Metal removal 0.1-0.2 mm (approx.)

14. After I Cycle
Cracks Partly Removed
R
NO C
ACKS
After II Cycle
(approx. 30 GMT)
More Cracks Removed
After III Cycle
(approx. 60 GMT)
Cracks Fully Removed

15.  Reshaping Rail Head Profile - favourable Rail
Wheel Interaction reducing contact stresses
 Removal of cracks in initial growth phase avoiding their propagation deeper
 Shifting the contact of the wheels - away from the
damaged zone
 Avoid Dip Formation at Welds - Reduction in
hunting by avoiding contact on misaligned welds

16.  Increased rail life
 Increased wheel life
 Reduction in fatigue & surface defects
 Less tractive resistance & therefore less fuel
consumption
 Reduced need for rail transposing in curves, thus
saving cost on maintenance
 Improved reliability of USFD testing

17.  Reduced track geometry deterioration
 Reduced degradation of ballast
 Less noise
 Improved vehicle ride quality
 Reduced derailment proneness

18.  Fastening (Rubber pad, ERC)
 Life extended 3 times
 Sleepers
 Life extended by 20%
 Tamping Cycle
 Extended by 30%
 Ballast Cleaning Cycle
 Extended by 15%
 Vehicle Maintenance & Wheel turning improved

19.  Tractive energy
 Reduced by 8 – 10%
 Noise and vibration
 In the human-hearing frequency range noise reduction
of over 10 db can be achieved by grinding of
corrugations

20. *One Time Activities
*Repetitive Activities

21.  Establishment of Test Sites
 Obstructions in the track
 Details of Rail – Old/ New, GMT carried
 Measurements
 Rail condition data

22. 22.01.2010
PKG/SPT2/IRICEN

23. Test Sites -Selection
Why: For establishing
- Appropriate metal removal to control the growth of
RCF cracks
- Target Rail profile
- Grinding cycle requirements
Where:
-High tonnage
- Typical curvature / rail type
- Good access to track
- Rail history / defects
- No planned rail replacement
-Typical traffic & speed
- Away from Weld, Signal, LC etc
How:
Gather data –MiniProf, surface photos, dye penetrate,
weld dips, hunting

24. Test Sites - MiniProf
How– MiniProf:
• Mark rail location with
paint on field side for all
future measurements
• Record:
- Line
- Curve High, Low
-Tangent right,
Tangent left
- Track –UP, DN
- Date -automatic
- Gauge –automatic

25. MiniProf

27. Dye Penetration Testing
Grinding Test Sites:
How –Dye Penetrant:
•cleaner, dye (wait 2 min), Wipe clean,
water wash, Apply Developer (no
overspray)
•Record:
- Location
-Outside (OR) Inside (IR) rail, T
Left, T Right
-Track –UP, DN
-Date
-Gauge
-Direction Traffic
-Crack length
-Rail age and weight

28.  Turn-outs
 SEJs
 Level Crossings
 Axle counters
 Location – Chainages
 Start & End of Curves
 RH/LH Curve

31. • Rail surface defects
• Wear of rails
• USFD defects in rails/weld
• Rail/Weld failure details
• Weld dip details

32. • How it is decided?
• For IR, designed by NRC
• Four Profiles– CPC for DN road straight track & low rail of mild curve
– CPF for UP road and low rail of sharp curve
– HS for high rail of sharp curve
– HM for low rail of Mild curve
• Why two profiles for straight track?

33.  Arrangement of stones across the rail and along the
grinding train
 Pattern needs to be selected by P. Way supervisor
trained in grinding
 Purpose is to achieve target rail profile from existing
rail profile
 Factors affecting Metal to be removed

35. Different patterns being fed into HMI of RGM

37. NRC Recommendation for Preventive Gradual Grinding Edit 6 Sep 6th, 2011
Wrong Direction in GDMS
Patterns
Speed
3 Pass Patterns
First Pass
First Pass
Template
Track
Aggressive
Generic
Kph
Pass 1
Pass 2
Pass 3
HS
UP/Down
14
45
18
14
27
15
HS NEW RAIL UP/Down
2
45
18
2
47
23
HM
UP/Down
10
45
18
10
43
27
HM NEW
2
47
x
RAIL
UP/Down
2
45
18
All Passes
Speed
Kph
18
18
18
18
LS-CPF
UP/Down
20
47
18
20
23
27
18
LS-CPF NEW
RAIL
UP/Down
24
47
18
24
23
23
18
UP/Down
LM-CPC
LM-CPC NEW
UP/Down
RAIL
TCPF
UP
39
39
18
39
42
39
18
17
41
18
39
46
x
18
24
24
15
UP
24
24
15
DN
39
39
15
39
39
15
39
39
15
39
39
18
39
42
39
18
39
39
18
39
42
39
18
TCPF New rail
TCPC
TCPC NEW
DN
RAIL
TCPC 52 Kg
RAIL
UP/Down
LS-CPC 52 Kg
UP/Down
RAIL
LM-CPC 52 Kg
UP/Down
RAIL

38. • For Straight/ Tangent Track
– DN Road – Template CPC – Pattern 39
– UP Road – Template CPF – Pattern 24
• For Curve Track – Mild Curve (< 1.25 deg)
– High/ Outer Rail – Template HM – Pattern 10
– Low/Inner Rail – Template CPC – Pattern 39
• For Curve Track – Sharp Curve (> 1.25 deg)
– High Rail – Template HS – Pattern 14
– Low Rail – Template CPF – Pattern 10

39.  Straight Track – same as for old rail
 For Curve Track – Mild Curve (< 1.25 deg)
 High/ Outer Rail – Template HM – Pattern 2
 Low/Inner Rail – Template CPC – Pattern 17
 For Curve Track – Sharp Curve (> 1.25 deg)
 High Rail – Template HS – Pattern 2
 Low Rail – Template CPF – Pattern 24
 For 52 kg Rail – For all conditions - 39

40.  As suggested by GDMS
 First cycle – 3 passes on both high & low rails
 If GDMS gives 2 Passes – ask for alternative with 3
passes
 What to do if GDMS data has wrong direction of curve

41.  The Grind Data Management System is an
integrated automatic data acquisition, data viewing
and analysis, quality control, reporting and rail
grinding planning tool.

42.  The depth of cut w.r.t rail head and area of metal
removal for different patterns is not available with
IR to check the correctness of grinding.
 The use of RCA in deciding the grinding pattern
and grinding depth is not yet established.
 Calculation of metal removal/m is still to be
incorporated in GDMS.

43.  Filling of Water to be done in night i.e during maintenance shifts.
 The requirement of HSD oil from each RCD shall be arrived based on
the locations of RCD and the track to be ground and suitable
instructions shall be got issued from HQ to the respective RCDs.
 While working of RGM, one track machine operator of the concerned
division having route learning of that section shall be deputed for
working as pilot and to assist in calling the signals.
 When using the aggressive patterns as given by NRC, metal to the
extent of 1.5mm was removed.
 On some occasions it is noted that the pattern entered in HMI are not
as per the grind plan due to operator mistake. This should be taken
care.

44.  A moped trolley with PA system, arranged to go ahead of RGM to warn the
gatemen, gang men working in section to keep at least 20m away from track
while grinding. The onlookers and vehicles at LC shall be warned to keep a safe
distance.
 From each division, a PWI is nominated as grinding supervisor. His duties shall
be
 To ensure the pattern fed into the HMI is same as suggested by NRC.
 To ensure correct preparation of grind plan
 To cross check the grind plan and grind history after grinding to find any
deviations in the patterns.
 To take pre and post miniprof readings at test locations and to keep the
record as per proforma circulated by RDSO.
 With experience, to check whether grinding is proper or not while
observing the pre and post grind profiles on GDMS and to suggest the
change in the patterns if required while grinding.

45.  Identify the sections to be ground based on GMT, axle load
 Establish test site locations and fill the RDSO proforma for





these locations.
Identify stabling sidings at 50km apart, if not available
provide ( Provide only RL platform)
Identify the RCDs for HSD filling and make watering
arrangements at stabling sidings.
Issue JPO at HQ level and Divisional level for RGM
operations.
Obtain CRS sanction.
Prepare track database for input to GDMS
 (Direction of curves shall not be w.r.t traffic direction
but w.r.t increasing chainage)

46. Works to be carried out Before Rail grinding
Knowing the Location/Sec where grinding is to be done.
Type of Rail and sleeper, joint type(LWR,SWR,FP), and
Sectional GMT.
Location of SEJ, Points & X-ing, LC, Axle counter and any
other obstacle which may infringe the grinding.
Finding the location where grinding will not to be done.
Finalizing the Location where grinding Machine will be stabled
(where maintenance can be done).
Preparation of grind plan consisting of locations to be ground
with first pass patterns and depth of cut and details of
obstructions .
Clearing of rail head ballast to prevent damage to grinding
motors
Painting of Curve starting and ending on sleeper with
white/yellow paint conspicuously.
Ensuring sufficient HSD and water for the day

47. Measurements and condition monitoring before grinding
Measure the rail profile at nominated test locations
with miniprof, Bar gauge, do DPT, take surface photos
and measure hardness.
 while taking miniprof readings, the details such as
LH/RH of rail and TP to be fed otherwise it will not be
possible to identify the pre and post grind profiles.

48. Just Before the Grinding starts
Availability of complete & sufficient staff with
competency and Pilot with route learning
Moped trolley with PA system to warn Rly. staff and
onlookers and public at LC
Removing of axle counters by S&T staff
Job briefing consisting of
Location of work
Safety precautions to be taken
Head count and complete PPE
Allocation of duties with locations
First aid, Location of nearest hospitals and fire stations along the
work site.
Effective Communication system between crew, crew and station

49. *ON GROUND
*ON MACHINE

50.  Real Time Monitoring of Grinding Operation
 on the vehicle
 On the ground
 Monitoring
 Amount of metal removed
 Profile of the rail achieved after each pass
 Efficacy of the grinding motors

52.  The Grind Data Management System is an integrated
automatic data acquisition, data viewing and analysis,
quality control, reporting and rail grinding planning
tool.

53.  WATER SPRAY SYSTEM
 BAR GAUGE
 STAR GAUGE
 CONTACT BAND
 SURFACE ROUGHNESS
 RAIL SURFACE FINISH
 FIRE HAZARDS

54. BAR GAUGE

55. Taking measurements of rail profile before and grinding with bar-gaug

58. Star Gauge to check
Crown Radius

60. Surface Roughness > 12 Microns Poor Finish Stays a Long Time

61. Quality Control Examples –Straw
Colour and Missed Grind

62. Poor Finish – Blueing and
Large Facets

63. Rail ‘blueing”Poor
cutting (low
pressure)
Grinding stoneNot set
correctly. Grinding on
the outside diameter
(OD)

64. • Sequencing Monitor - Skipping Obstructions
• Safety systems
• Calling Patterns
• Feeding Patterns
• Working of motors
• Water Spray System
• Calling Patterns
• Pre & Post GQI

65. LORAM RGI MODEL
72 STONE RAIL GRINDER

66. 
Self propelled Diesel powered vehicle.

Can work in both directions.

Negotiate cant up to 185 mm.






Traveling speed 80 Kmph when self propelled and 100 Kmph in
train formation.
25 kmph on 1 in 33 Grade
Speed with buggies down – 40kmph
Grinding Speed - 2.4 to 24 kmph
Can grind on a 100 m radius curve
Stopping Distance – 400 m from 80 kmph on a level track

68.  Self propelled car
 Pilot, Guard and T.I. to be provided by the division in
two shifts for first three months
 Operating speed
 10kmph @ 0.20mm
 15kmph @ 0.13mm
 Speed Cert to be issued and CRS sanction to be
obtained

69.  Joint monthly prog. at zonal & weekly prog. At Divl





level
4 hours corridor block daily and 6 hours block on
weekends by SL working, trains cancellation/
regulation
Controller to allow RGM in the section following a
train to save time
Goods trains carrying highly inflammable material
like Naptha to be regulated on adjacent line during
block
Obstructions in the track
Passage of trains after the grinding block

70.  Spark Guards of different designs
 Water Storage – Front Control Car 20000 lit





- Water Tank 55000 lit
Water Pump – One 30hp 945 lit/min
Sleeper Spray – 2 Sets 7.6 lit/min
Ditch Spray – 2 Sets 100 lit/min
Water Cannons – 2 Sets 220 lit/min upto 31m
No. of Fire Extinguishers at different locations in the
car

71.  Water to be arranged
 Fuel arrangement
 Hydraulic oil
 Grinding stones for 600 hrs of working included with
machine
 RDSO to issue the specs and list of suppliers for
grinding stones

72.  Zonal Railways to send vetted indents to COS every
year
 Diesel to be provided by RCDs( Railway Consumers
Depots)
 COS to place order on oil Cos.
 Sufficient fuel imprest to be created - 5 lakhs; this will
cater for other unforeseen expenses also

73.  300m or 2X150m sidings at every 50kms
 Connectivity at both ends
 Lighting, watering, approach road and other facilities
to be provided
 Lodging and Boarding of staff
 Stabling either on unwired sdg or sdg should be with
OHE isolation system

74.  Dust Collection System
 Laser Based Rail Profile Measurement System on both
ends of the consist
 LORAM’s Software – GDMS
- The software stores the data, analyses and compares
the data and works out the grinding efficiency
 Recommendation of target profile, pattern and speed
in different passes to achieve the target profile
optimally

75. Thank You