KIAG has again worked on the tracks of the BKV rolling stock depot

The reconstruction of some of the tracks and sidings at the Kőér utca vehicle depot, located at BKV Zrt., was recently completed. The work was carried out by SWIETELSKY Vasúttechnika Kft.. We reported on this task in our our previous article. In addition to the track, the turntable at the depot has also undergone extensive renovation, and we have published a detailed report on the process.

At the beginning of September, after 90 days of frost-free operation following the handover, the rebuilt track network was put into service for warranty work, during which SWIETELSKY Vasúttechnika specialists carried out a large-scale machine siding and track control using the KIAG siding undercarriage.

The aim of the works is to ensure that the track geometry required for operational use is maintained for the long term, and to create more favourable operating conditions than in the past, so that the renewed crushed stone track network will require as little maintenance work as possible at a later date.

Uninterrupted metro operations had to be ensured during the work

We discussed the details of the work with Alajos Szalay, chief construction manager for the renovation of the M3 metro line, whose rich and colourful professional career was previously described in <a href="https://magyarepitok.hu/vasutfejlesztes/2021/09/when-we-start-building-a-railway-we-know-we-will-encounter-extraordinary-things-interview-with-the-engineer-of-the-month".

"For this process, we have used the 08-475 UNIMAT 4S KIAG control machine, which has been used several times during the rebuild work. Prior to the regulation work, we carried out a survey of the track position and then recorded the data in the KIAG on-board computer. Based on the data entered, the machine travelling along the track held the track by the track rods and fixed the track in the intended geometric position both horizontally and vertically, while the vibratory undercutting hammers compacted the crushed stone bedding under and between the sub-bases."

When asked about the challenges of the work, the specialist explained that they had to ensure the operational service of the M3 metro line, maintenance, storage and repair functions, so they could only work for a part of the night-time shutdown period during the week, just over two hours, with longer periods only available at weekends. Making good use of the time windows required a high degree of organisation on the part of those involved in the task.

A further difficulty was that the third rail, which supplies power to the metro trains, had to be removed from the KIAG access route and work area to protect it.

"The work was also made more difficult by the fact that the so-called AVR program mat and its supports, which were built between the rails as part of the automatic train control system on the test track, had to be dismantled for track control. This task was carried out quickly and professionally by the operator", the chief architect concluded.