ch 2.pdf

CHAPTER – 2 TRACK STRUCTURE AND COMPONENTS ********************* 201 Classification of Lines – The BG lines have been classified into six groups ‘A’ to ‘E’ on the basis of the future maximum permissible speeds as under – (1)...

CHAPTER – 2 TRACK STRUCTURE AND COMPONENTS ********************* 201 Classification of Lines – The BG lines have been classified into six groups ‘A’ to ‘E’ on the basis of the future maximum permissible speeds as under – (1) Group ‘A’ – Speeds up to 160 Kmph (2) Group ‘B’ – Speeds up to 130 Kmph (3) Group ‘C’ – Suburban Sections of Mumbai, Delhi, Chennai and Kolkata. (4) Group ‘D’ Special – Speeds up to 110 Kmph and the annual traffic density is 20 GMT or more. (5) Group ‘D’ – Speeds up to 110 Kmph and the annual traffic density is less than 20 GMT. Note – While classifying route, in case of double and multiple lines, annual traffic density on each line shall be considered separately. The route shall be classified based on the highest GMT on any one line. (6) Group ’E’ – All other Sections and branch lines with speed up to 100 Kmph. 202. Track Structure: - The track structure for operation of Passenger train for speeds beyond 110 Kmph and up to 160 Kmph on Indian Railway routes is given as under: (Back to Para 212 (2) (a)) Track Structure for speeds beyond 110 Kmph of Passenger carrying train on BG IR Speed above 110 Kmph and up to Speed above 130 Kmph and up to Speed 130 Kmph 160 Kmph Rails 60 kg 90 UTS 60 kg 90 UTS Sleeper/ PSC at 1660 PSC at 1660* Sleeper Density Note - * Wider and Heavier PSC sleeper shall be used during renewals Ballast Cushion Total 300 clean 150 Total 350 clean 150 in mm Turnouts Switch Thick Web Switches on all turnouts Thick Web Switches on all turnouts Crossing CMS Weldable CMS SEJ Improved Type Improved Type Bridge Sleepers H – Beam Sleepers/Composite sleepers Level Crossings Interlocked No Level crossing Fencing All along the track All along the track All the curves shall be suitably realigned and proper transition lengths shall be provided. Maximum permissible cant of 165 mm can be provided in the section so that speed potential on curves is fully exploited, however, this shall be subject to the consideration of maximum cant excess for the slowest Curves moving train. This will require survey of each curve including the fixed installation and thereafter realignment should be undertaken keeping all the constraints in view. With a cant deficiency of 100 mm, the maximum permissible speed on 1 degree curve and 2 degree curve works out to be 160 Kmph and 130 Kmph respectively for 165 mm cant. Note – In case track structure does not fulfill the above requirement, relevant instructions of Railway Board would be referred. Page 53 of 417  PART – A RAIL AND RAIL FASTENINGS 203 Standard Sections of Rails – (1) General – The rails are manufactured as per the Indian Railway Standards specification for flat bottom rail (IRS-T-12). On Indian Railways, flat-footed rails of 60 Kg/m and 52 Kg/m are being used predominantly. The typical cross-section and key dimensions of these rail sections are reproduced below. 52 Kg/m Rail Cross- Weight Dimensions in mm Rail Section per Section Area meter in A B C D E F G H J K L M N O P Q R S T U (cm2) Kg 52 Kg 66.15 51.89 156 136 67 15.5 51 29 60 19 24 44 305 381 80 13 13 17.5 18 22.5 5 38.82 60 Kg/m Rail (UIC 60) Cross- Weight Dimensions in mm Rail Section per Section Area meter A B C D E F G H J K L M N O P Q R S T (cm2) in Kg 60 Kg (UIC 76.86 60.34 172 150 74.3 16.5 51 31.5 60.25 32 11.5 19.5 37.5 72 21 33 300 80 14.3 35 120 60) For 60 Kg/m rail, the UIC 60 profile has been changed to 60 E1 profile, which is accurately dimensioned profile developed from the previous less accurately dimensioned profile of UIC 60. In this profile, there is a minor variation in the profile of rail head top as compared to the UIC 60 profile. There is no difference in the dimensions of Rail flange and web including the fishing planes. Page 54 of 417 Cross-section and key dimensions are as below: 60 Kg/m rail (60 E1) Cross-Sectional Area - 76.70 cm2, Mass per metre - 60.21 Kg/m Indicative dimensions: A = 20.456mm, B = 52.053mm Note: These are for guidance only. For details, please refer IRS specification - T-12 (2) Marking of Rails: Brand marks are rolled in relief on one side of the web of each rail. These brand mark usually include: (a) Rail section (b) Grade of steel. E.g. for grade 880 - "880" (c) Identification mark of the manufacturer. (d) Month (using Roman numbers) and last two digits of year of manufacture. (e) Process of steel making: e.g. for Basic oxygen - "O", for Electric - "E" etc. (f) Rolling direction 204 Identification of Different Qualities of Rails in the Field – (1) ‘Prime Quality’ Rails – These rails are to suitable for use in running track at all location and are classified as Class ‘A’ and Class ‘B’ rails based on tolerance in End straightness as given below. End Tolerances Straightness Class ‘A’ rail Class ‘B’ rail Deviation of 0.5 mm Deviation of 0.7 mm Measured as maximum ordinate Measured as maximum ordinate Horizontal from the chord of 2.0 M standard from the chord of 1.5 M standard straight edge. straight edge. Deviation of 0.4 mm measured as Deviation of 0.5 mm measured as Vertical maximum ordinate from the chord of maximum ordinate from the chord (up Sweep) 2.0 M standard straight edge. of 1.5 M standard straight edge. Vertical (Down NIL NIL Sweep) (2) ‘Industrial Use’ Rails (IU rails) – There is no deviation in chemical composition or mechanical properties in ‘Industrial Use’ rails from that of ‘Prime Quality’ rails. The deviations exist only in tolerances for Parameters as mentioned in IRS-T-12. Page 55 of 417  These rails can be used in industrial sidings with a speed restriction of 50 Kmph. IU rails can be identified by blue paint on end face of flange and both sides of flange for a distance of 500 mm from each end. The letter ‘IU’ (Industrial Use Grade) as the case may be in 15 mm size shall be stamped on both end faces of rails in addition to colour marking. (3) Colour Code: The rails are painted with colour code as given in IRS-T-12 (Annexure - 2/1) (4) Permissible Variations in Dimensions of Rail: S. Prime Quality rails IU rails Item No (mm) (mm) 1 Overall height of rail +0.8 to -0.4 +2.0 to -1.0 2 Width of head Measured 14 mm below the rail top ±0.5 +2.0 For sections less than 60 kg/m ±1.0 3 Width of flange +1.5 to -2.0 For sections 60 kg/m and above +1.2 to -1.0 4 Thickness of web Measured at the point of minimum +1.0 to -0.5 +2.0 to -1.0 thickness Note: Rails loaded in one wagon should not be mixed with other rails for dispatch. (5) Longer rails: As per IRS-T-12, the standard length of rails is 13 m or 26 m. However, the manufacturer may also supply longer rails of 65 m, 130 m and 260 m length as required by purchaser. Page 56 of 417  Annexure - 2/1 (Para 204) COLOUR CODE FOR RAILS Common lengthwise colour code 1. No paint on gauge/non-gauge face indicates class ‘B’ rails. 2. Yellow paint on each end face on web region indicates 13 m, 26 m, 130 m, and 260 m length. 3. Blue paint on each end face on web region indicates 12 m, 25 m, 129 m, and 259 m length. 4. White paint on each end face on web region indicates 11 m, 24 m length. 5. Green paint on each end face on web region indicates 10 m length. Note: - This colour code is for new rails; for second hand rails Para 722 may be referred to. Page 57 of 417 205 Recommended Rail Section – (Back to Para 705) (1) Main line – Track Renewals, Doubling, New Lines and Gauge Conversions – 60kg/m rails with minimum 90 UTS Note – For Gauge Conversion works & new line works having projected traffic of less than 5 GMT, 60kg/m (SH) rails, if available with Railways, can be used depending upon future projected extension of lines etc. (2) Loop Lines – Renewal of loop lines is to be done with 60 kg/m (SH) or 52 kg/m (SH) rails. The new rails can also be used for these rail renewals with prior approval of Railway Board. (3) Private and other sidings – Sidings taking off from DFC or feeder routes to (i) 60 kg/m DFC or 25t axle load routes. Sidings other than (i) above; 52 kg/m (SH); or (ii) With permissible speed up to 50 Kmph. 52 kg/m (IU) Sidings other than (i) above; (iii) 60 kg/m With permissible speed more than 50 Kmph. 206 Rail Fastenings: (1) Fish plates: Fishplates are used to join the ends of rails using fishbolts and other fittings such as washers, etc. These are manufactured to comply with RDSO specification, IRS-T-1. (2) Joggled fish Plates: Joggled fish plates with clamps or with far end bolts are used at welded joints or at rail fracture locations. Joggled fishplates shall comply with RDSO specification IRS-T-1. (3) Combination Fish-Plates – (a) A set of four combination fishplates is to be used at joints of two different rail sections. The 4 fishplates are different from each other and are marked I.R. (Inside Right), O.R. (Outside Right), I.L. (Inside Left) or O.L. (Outside Left) apart from their drawing numbers. Combination fishplates shall comply with RDSO specification IRS-T-1. (b) The following points should be ensured: i) On either side of combination fishplates, full length of rail should be used. ii) Combination rails prepared by welding two rail sections as per standard drawings should, preferably be used in place of combination fishplates. Note: For the guidance of field officials, some of the commonly used fittings referred in this section is listed in Annexure - 2/4 (A) and 2/4 (B). For detailed information, respective RDSO drawings with their latest alterations and / or Track Manual may be referred. Page 58 of 417  PART – B SLEEPERS & FASTENINGS 207 General: (1) Types of Sleepers: depending on type of Material, there are following types of sleepers:- (a) Wooden Sleepers (b) Cast Iron Sleepers (c) Steel Trough Sleepers (d) Concrete Sleepers (2) Wooden, Cast Iron and Steel Trough Sleepers have become obsolete and at present concrete sleepers are being used widely. For certain specific locations e.g. girder bridges, points and crossings etc. composite sleepers are being gradually introduced. 208 Concrete Sleepers: (1) Amongst the mono-block and twin-block concrete sleeper types, Indian Railway uses the Mono-block Pre-stressed concrete sleepers predominantly. These PSC sleepers provide longitudinal & lateral stability required for LWR and due to the Flat bottom, these sleepers are suitable for mechanised tamping. (2) The PSC sleepers are manufactured to conform to RDSO specification No IRS: T- 39 (Plain Track) and IRS: T-45 (Turnout sleepers). (3) Identification of Sleepers (a) Concrete sleepers can be identified by the drawing no. and code of sleeper manufacturer with year of manufacture engraved on the top end surface of sleepers. Permanent Way staff should take care to see that they are not obliterated during maintenance. (b) All the PSC sleepers are tested for electrical resistance at the time of manufacture, and sleepers are marked by paint with “FTC” to indicate Fit for Track Circuiting and “NFTC” to indicate not fit for track Circuited location. This shall be noted while using the sleepers at site. (4) When concrete sleepers are used in yards with fish-plated track/SWR, the sleeper spacing at fish-plated joint shall be kept uniform. In addition, 1 m long fishplates may preferably, be provided at such joints. 209 Sleeper Density: (Back to Para 705, 719) (1) Definition: The Sleeper density is expressed as the number of sleepers per km of track and is fixed taking into consideration the maximum permissible speed and the traffic density of the section. (2) Minimum Sleeper Density: (a) The minimum sleeper density for all track renewals (complete track renewal and through sleeper renewal), doubling, gauge conversion, new line construction works for main lines shall be 1660 nos. per km and for loop lines & sidings (permissible speed up to 50 Kmph) it shall be 1540 nos. per km. For sidings with permissible speed more than 50 Kmph minimum sleeper density shall be 1660 nos. per km. Note: Higher sleeper density may be provided with the approval of the Principal Chief Engineer. (b) Where concrete sleepers are required to be laid in unavoidable circumstances, in SWR track, the sleeper spacing including at fish-plated joint, shall be kept uniform. In addition, 1 m long fishplates, be provided at fish plated joints. Page 59 of 417 210 Fastenings on PSC sleepers: Only approved types of fittings and Elastic fastenings shall be used with concrete sleepers. Some of the approved type of fastenings on PSC sleepers are as under: (1) Elastic Rail Clip (ERC): Manufactured from Silico-manganese Spring steel by approved/ Developmental suppliers as per RDSO specification IRS-T: 31. They offer a designed Toe load at design deflection. (2) Grooved Rubber Sole Plate (GRSP): Manufactured from rubber compound conforming to RDSO specification No IRS -T-47, the Grooved Rubber Sole Plate absorbs high frequency vibrations, shocks and reduces noise. (3) Composite GRSP: (a)For improved performance Composite GRSP with two layers of different types of rubber are developed, which has the top layer having higher modulus of elasticity (harder) while bottom is of softer Material. (b) These are manufactured to RDSO specifications for Composite GRSP (provisional) number RDSO/M&C/RP-198/2006 for 6.2 mm and RDSO/M&C/RP-200/2007 for 10 mm CGRSP. (c) As per above referred specification, the harder layer should be kept in contact of Rail, Thus, the surface of CGRSP where the manufacturer’s initials are embossed should be placed on rail seat, facing up. (4) Nylon Cord Reinforced GRSP: These GRSPs are specifically designed for use below Crossings of Turnouts conforming to “RDSO specifications for 6 mm thick Nylon Cord Reinforced GRSP for placing beneath rails at turnouts, Provisional 2007(RDSO/M&C/RP-201/2007)”. (5) Liner: (a) These are the fittings used in conjunction with the GRSP/ CGRSP and rail , on both sides of the rail foot to achieve the correct track gauge to provide for the correct deflection of the ERC for the designed Toe load. The combination liners also allow flexibility to use lighter rail sections on the sleepers meant for heavier rail section. (b) Liners are made of two Materials viz., Glass filled Nylon (GFN) liners (as per “RDSO specifications IRS: T-44”) and Metal Liners (as per “RDSO specifications for Metal liners – Provisional 2013”). The GFN liners are generally used in track-circuited locations. (c) Cut liners shall be used with ERC J clip at fish plated Joint/ Glued Joint Note: For the guidance of field officials, some of the commonly used fittings referred in this section are listed in Annexure - 2/4 (A) and 2/4 (B). For detailed information, respective RDSO drawings with their latest alterations and / or Track Manual may be referred. Page 60 of 417  PART – C BALLAST 211 Ballast Specifications: Crushed Stone ballast to be used on all lines including points and crossings shall be conforming to RDSO specifications for Track Ballast No. IRS -GE -1, June 2016 with latest amendments. 212 Ballast Profile/Section/Depth of Cushion: (Back to Para 354, 705) (1) Ballast profile: -The following ballast profiles shall be provided for the various groups of track for LWR/CWR and other than LWR/CWR as given in Annexure - 2/2A, 2/2B & 2/2C of this section. The approximate quantity of ballast required per metre run of track for standard ballast sections has also been indicated in the sketch. Note: (i) Minimum Formation width to be ensured for new works/alteration to existing works in embankment and in cutting (excluding side drains), as also indicated in the sketch of Annexure - 2/2A, 2/2B & 2/2C For single line straight track – 7850 mm For double line straight track – 13160 mm (ii) On curves, additional formation width over (i) above, shall have to be ensured as given below: (a) Increase due to extra widening of ballast shoulder on outer side of curves in both single/double line, as indicated in sketch of Annexure - 2/2A, 2/2B & 2/2C (b) Increase due to requirement of extra clearances on curves as stipulated in the Appendix to the IRSOD-(BG). (iii) Increase in formation width on curves will be decided after taking into account the increase mentioned in (a) & (b) above. (iv) Minimum Cess width of 90 cm shall also have to be ensured for both straight track & on curves, along with ensuring minimum Formation width as specified for Single/Double line including additional formation width on curves as described above. (v) If even after provision of additional formation width, cess width on the outer side of curves reduces below 90 cm on account of increased ballast width due to super elevation, formation width shall be increased further, over and above additional width as stipulated in Note (ii) above, to meet the requirement of minimum cess width of 90 cm. (2) Depths of Ballast Cushion – (a) The minimum depth of the ballast cushion below the bottom of the sleepers at the rail seat for BG should be as under – Minimum depth of the ballast cushion for all In case of routes Track Renewals (complete track renewals 300 mm and through sleeper renewals) (Where possible 350 mm shall be provided) All Doubling, Gauge Conversion & New Line 350 mm construction works Loop Lines 250 mm For higher speed, Para 202 would also be referred (b) Sidings – Private and For permissible speed up to 50 Kmph. 300 mm Other Sidings For permissible speed more than 50 Kmph 350 mm Note – Minimum depth of clean ballast cushion at all times for mechanised maintenance under the rail seat of the PSC sleepers shall not be less than 150 mm. Page 61 of 417  (c) Increase in ballast cushion to make up the recommended depth will be carried out during complete track renewal, through sleeper renewal or programmed deep screening of track. (3) Special attention should be given at locations such as bridge, level crossing and tunnel approaches so as to ensure full ballast section for six rail lengths on either side. 213 Assessment of Ballast Requirements – (1) The requirement of ballast shall be assessed separately for (a) Making good the deficiencies as existing in track, (b) Making good deficiencies arising out of overhauling, through packing/tamping and deep screening, (c) For providing adequate cushion in the case of mechanical tamping, (d) For providing extra cushion/profile for converting into LWR or up-gradation of track structure for higher axle load. (2) The ballast required for maintenance purposes shall be estimated by assessing the quantity approximately if necessary, by a survey, over a rail length in every 1 km. Care should be taken that the cores under the sleepers are not disturbed. (3) In case of deep screening, assessment of ballast required for recoupment and providing standard section should be made by deep screening the ballast section to the full depth in a rail length for two to three sleepers at every 0.5 to 1 km. In this case screening is done under the sleepers as well. (4) The quantities assessed vide Sub-Para above will be the net quantities of ballast required to recoup the deficiencies to provide required profile / sections. The above net quantities may be enhanced suitably (say 8%) to arrive at gross quantities of ballast for the purpose of procurement action in case measurements are proposed to be taken in stacks or in wagons at originating station. 214 Collection and Training out of Ballast – The collection of ballast can either be done- (1) By resorting to alongside collection, or (2) By collecting at depots and training them out in ballast trains. (3) The mode of collection will have to be decided taking into account proximity of quarry, availability of good stone ballast, service roads alongside the line for carrying of ballast, availability of ballast trains, the turn round of ballast trains and availability of block for unloading. 215 Handing over Charge by Assistant Divisional Engineer – During transfer of charge of a sub division, the Assistant Divisional Engineer taking over, should satisfy himself by test checking some of the stacks at each depot and along the cess to the effect that the quantities of Materials shown in the registers are correct. He should certify that this has been done by initialing each entry so checked. 216 Unloading Ballast along the Line – When unloading ballast along the line care shall be taken that the heaps at the sides and the centre are clear of prescribed running dimensions. Care should be taken to ensure that Ballast shall be cleared from the signal wires or point rods and no stone is left inadvertently between the stock rail and tongue rail. 217 Surplus Ballast Along the Line – All surplus ballast left alongside the line should be collected and stacked in regular heaps and not left scattered on the slopes to be overgrown by grass and lost. Page 62 of 417  Annexure - 2/2(A) (Para 212) Quantity of Ballast G Type of per meter in A B C* D E* F H Gauge Sleeper Straight Curved Track (M3) Track (M3) 250 350 500 2693 2851 7850 646 2.030 2.120 1676 PRC 300 350 500 2772 2930 7850 698 2.304 2.401 mm 350 350 500 2851 3009 7850 751 2.585 2.690 Note : 1. Depth of ballast cushion should be provided as per Para 212(2) of IRPWM. 2. Cross-Slope of 1 in 30 shall be provided for New Works. 3. Minimum Formation width of 7850 mm shall be ensured for new works in both embankment and in cuttings (excluding side drains). 4. Suitable dwarf walls shall be provided in case of cuttings, if necessary for retaining ballast. 5. *On outer side of curves only. 6. Super elevation has not been considered in calculation of ballast quantity for curved track. 7. The cess width on existing track is to be increased on programmed basis wherever required so that minimum cess width as per side slope given above is ensured. 8. All dimensions are in mm. Page 63 of 417  Annexure - 2/2(B) (Para 212) Quantity of Ballast per Meter S. Depth of No. Ballast Cushion On Straight and Curves of Curves of Radius sharper Radius flatter than 600 M than 600 M 1 250 mm 1.769 M3 1.820 M3 2 300 mm 2.022 M3 2.078 M3 3 350 mm 2.282 M3 2.344 M3 Note : (1) In the case of ordinary fish plated track: * To be increased on the outside of curves to 400 mm in the case of curves sharper than 600 M radius. (2) In short welded panel Track* To be increased to 400 mm on outside of all curves, flatter than 875 M radius and to 450 mm, in the case of curves sharper than 875 M radius. (3) * To be increased to 550 mm on the outside of turn in curves of turnouts in passenger yards. (4) Depth of Ballast cushion should be provided as per Para 212(2) of IRPWM. (5) Minimum Formation width of 7850 mm shall be ensured for new works in both embankment and in cuttings (excluding side drains). (6) Super elevation has not been considered in calculation of ballast quantity for curved track. (7) The cess width on existing track is to be increased on programmed basis wherever required so that minimum cess width as per side slope given above is ensured. Page 64 of 417  Annexure - 2/2(C) (Para 212) G Type of A B C* D E* F H J Gauge Sleeper 250 350 500 2785 2943 13160 707 5300 1676 PRC 300 350 500 2864 3022 13160 760 5300 mm 350 350 500 2943 3101 13160 812 5300 Note: 1. Depth of ballast cushion should be provided as per Para 212(2) of IRPWM. 2. Cross-Slope of 1 in 30 shall be provided for New Works. 3. Minimum Formation width of 13160 mm shall be ensured for New works in both embankment and in cuttings (excluding side drains). 4. In doubling work of existing lines, cross-slope of 1 in 40 in existing old formation need not be disturbed. However, the cross slope of 1 in 30 shall be provided in widened formation width, newly constructed for doubling. 5. Suitable dwarf walls shall be provided in case of cuttings, if necessary, for retaining ballast. 6. *On outer side of curves only. 7. Super elevation has not been considered in calculating various dimensions. 8. The cess width on existing track is to be increased on programmed basis wherever required so that minimum cess width as per side slope given above is ensured. 9. All dimensions are in mm. Page 65 of 417  PART – D FORMATION 218 Classification of Formation Requiring Treatment: Following steps shall be adopted to classify the Formation requiring treatment: (A) Identification of Weak Formation- Weak Formation shall be identified based on either of the following condition- (i) Stretches having speed restrictions due to weak formation. (ii) Stretches where more than normal track attention is required. (iii) Stretches where ballast penetration profile is of ‘W’ shape and maximum depth of penetration is more than 30 cm. In case any of the above conditions are met in field, then the 4-step action plan given below is to be followed. (B) Action to be taken for weak formation- Following 4-step action plan should be adopted for stretches identified as weak formation:- (i) Make the formation width, cess level and side drains strictly in accordance with prescribed profile. (ii) Carry out shallow screening of ballast section (or deep screening where required). (iii) Ensure no loose or missing fitting. (iv) Increase the depth of ballast section to 30 cm or even up to 35 cm. If track maintenance problem persists even after adoption of above measures, then it is a suspect formation and further detailed Geotechnical investigation is to be done for assessing the problem. Based on investigation results, the formation is to be classified as Bad Formation, if warranted. Remedial measures for rehabilitation/Strengthening of bad formation should be taken accordingly. 219 Nature of Formation Problems: In such stretches, the track levels get disturbed frequently causing problems in track maintenance. These problems are attributable to – (1) Excessive or uneven settlement of banks affecting track Parameters. (2) Slope failure leading to slips, heaving beyond the toe, creep or bulging of slopes. (3) Ballast penetration and mud pumping of poor Subgrade Material. (4) Swelling and shrinkage of expansive soils in fills such as black cotton soil. (5) Cracks on the cess, affecting track Parameters. 220 Site Investigation – The following data should be collected for determining the type of treatment to the formation – (1) History of the affected section – Period when constructed; Method of construction; Date of opening to traffic; Subsoil bank settlements; Slips if any; and Speed restrictions on formation account. Page 66 of 417 (2) Site details – Bank heights; Formation width, cess level and side slope. Depth of cutting; Nature of existing slopes (Turfed or not, with or without berms); Drainage conditions; Stagnation of water; Condition and proximity of borrow pits; Signs of movement and bulging in the slopes; Ground water level and its position during rains. Cracks on the cess. (3) Number of attentions to track – The particulars of the number of attentions to track should be obtained from gang charts and/or TMS reports for the last five years, to get an idea about track maintainability. Man-days utilised for maintenance per Km should also be collected vis-à-vis men required for normal maintenance. (4) Ballast penetration profile – These profiles should be obtained at regular intervals of hectometers/O.H.E. masts, to indicate the extent of ballast penetration and condition of ballast (loose, caked, mixed with sub-soil etc.) (5) Exact nature of present trouble – The exact nature of the present trouble should be identified whether it is due to – Bulging of ballast between cribs or at the cess; Mud pumping; Slope movement; Slope failure; etc. Cracks on the cess. 221 Soil Investigation and Testing – (1) Soil investigation – (a) Undisturbed soil samples should generally be collected at every hectometer/ O.H.E. mast. Undisturbed soil samples in 100 mm sampling tubes should be collected from the following places as necessary (i) From the formation below the depth up to which the ballast has penetrated. (ii) From inside the bank along the probable circle through which the slip has occurred, where the bank has been found to be structurally unstable. (iii) From various depths below the ground level at the toe of the bank, where base failures/settlements have occurred. (iv) From two sections in the slipped portion and one section at the toe adjoining the site where slip has not occurred in the past. (b) Two cross sections of the bank in both the sections should also be taken by means of precise levelling. (c) In addition to this, disturbed soil samples should also be collected at regular intervals of a hectometer/O.H.E. mast, to determine the index properties of the formation soil. (2) Soil Testing – Selected undisturbed/disturbed soil samples (as per Annexure - 2/3) should be tested at the soil Mechanics Laboratory, to determine the following properties – (a) Index properties viz., grain size analysis and Atterberg limits (i.e., LL, PL & SL). (b) Natural moisture content and natural dry density. Page 67 of 417  (c) Optimum moisture content and Maximum dry density. (d) Shear property. (e) Differential free swell. For banks, which are structurally weak/unstable, the shear property of the soil sample is very important and sufficient number of samples must be tested so as to get an accurate idea of the shear strength of the bank soil and soil strata below ground level. For banks where settlement has occurred, consolidation test should also be carried out. 222 Remedial Measures Suggested – Based on the site investigations and soil testing, the relevant remedial measures should be formulated. Some of the remedial measures suggested for the formation troubles generally encountered are listed below for guidance: Sr. Nature of Problems Remedial measures* No. 1. Inadequate drainage due to high cess, fouled Improve side drainage by lowering the ballast cess and screening of ballast. 2. i) Weak soil at formation top on contact with i. Improve the drainage, rain water resulting into mud pumping under ii. Provision of blanket of suitable trains, thickness ii) Fouling of ballast with Subgrade fines, iii. Laying of Non-woven Geotextile iii) Impaired drainage 3. i) Strength failure below ballast causing i. Provision of blanket of suitable heaving up of cess or in between sleepers, thickness, ii) Ballast penetration exceeding 30 cm below ii. Laying of Non-woven Geotextile below formation blanket 4. i. Blanket of suitable thickness, Seasonal variation in moisture in formation top ii. Thickness of blanket may be reduced in expansive soils causing alternate heaving, with provision of Geogrid layer, shrinkage of formation. iii. Laying of Non-woven Geotextile below blanket 5. i. Provision of Sub-bank Gradual consolidation of earth below ii. Prefabricated vertical drain along with embankment (Bank settlement & heaving of Sand layer at top/Geo-composite drain soil beyond toe). (Horizontal) or , iii. Stone columns in sub soil 6. Flatting of side slopes with sandwiched Creep of formation soil. construction. 7. (i) Inadequate sides slopes, causing Flattening slopes or provision of berms as embankment slips after prolonged rains, per slopes analysed with slope stability (ii) Longitudinal cracks on cess/slopes analysis & with proper drainage system. 8. Hydro-static pressure built up under live loads Draining out of ballast pockets by sand or in ballast pockets containing water causing boulder drains. bank slips. 9. i. Repair of slope/cess, Erosion of slope/cess of banks ii. Provision of turfing, mats, etc. 10 Cut slope failure i. Adequacy of slope/slope protection measure as required, ii. Provision of adequate drainage arrangement (Side drain/Pucca catch water drain etc. and ensure its proper functioning) * The above measures suggested are only indicative in nature and final remedial measures shall be decided based on the site investigation, soil testing, past failure history (if any) etc. For details, relevant latest instructions issued through various guidelines/specifications for Earthwork by RDSO, shall also be referred to. RDSO’s help, wherever necessary, may be taken for formulating the remedial measures. Page 68 of 417  Annexure - 2/3 (Para 221) Note: 1. Depending on the type of failure, Bores are to be made at the top of Embankment, Mid Slope of Embankment and near Toe as shown above. 2. Soil Samples to be collected up to the depths as indicated above at intervals of 1.5 to 3 metres. 3. One set of bores are required from adjoining stable bank for comparison of soil behaviour. Page 69 of 417  PART – E INSULATED JOINTS & SWITCH EXPANSION JOINTS 223 Insulated joints – (1) Description – Track circuited sections are ‘insulated’ electrically from the track on either side by insulated joints. The standard insulated joint in normal use, is made out of ordinary fishplates duly planed on the fishing planes for accommodating channel type insulation between rails and fishplates with ferrules/ bushes over the fish bolts and end posts between the rail ends. (2) Laying – (a) Insulated joints provided shall be laid as square joints. Where staggering cannot be avoided, the distance between staggered joints should not exceed the minimum wheelbase of the vehicles. (b) Rail ends of the insulated joints shall be square and true. (c) All rough edges and burrs should be removed from bolt-holes. (d) Battered ends must be put right and the gap between the rails should be equal to the thickness of the end post. (3) Inspection and Maintenance of Insulated rail joint should be done as per Para 622. 224 Glued insulated joints – (1) Glued insulated joints have been developed using resin adhesives. These joints consist of web-fitting fishplates glued to the rails with a high polymer adhesive and bolted with high tensile steel bolts. The insulation is provided by special type of insulating side channels, bushes and end posts made of fiberglass cloth roving. (2) In all future works of Track circuiting, Glued insulated joints should be provided in place of standard insulated joints, wherever feasible. There are two kinds of glued joints viz. G3L (with six bolts) and G3S (with four bolts) for usage in LWR/CWR and SWR/FR track respectively. (3) The instructions for Fabrication, installation and Maintenance of Glued insulated rail joints are given in the Manual for Glued Insulated Rail joints. (4) Marking of Glued Joints: - The details of glued joint number, month, year of manufacturing and the code of the manufacturer is embossed on the gauge and non- gauge face sides of the head of the rail as per provision of the Manual for Glued Insulated Rail Joints. 225 Switch Expansion Joint: (Back to Para 328) (1) An expansion joint installed at each end of LWR/CWR to permit expansion/contraction of the adjoining breathing lengths due to temperature variations. (2) Normally, SEJ are provided for same rail sections. In case SEJ is required to be provided between the junction of two different rail sections such as 52 Kg rail and 60 Kg rail, Combination SEJ as per standard RSO drawing shall be provided. Note: For the guidance of field officials, some of the commonly used Glued Joints and SEJ are as per Annexure - 2/4 (A) and 2/4 (B). For detailed information, respective RDSO drawings with their latest alterations and / or Track Manual may be referred. ********************* Page 70 of 417  PART – F TRACK STRUCTURE ON BRIDGES 226 Rail and rail joints on Bridges – (Back to Para 318, 715) (1) Longitudinal Profile of Rails – In standard plate girders no camber is provided. Open web girders of span 30.5 m and above are provided with camber. Track on these bridges are laid correctly following the camber of the girder. (2) Rail joints over the Bridge – In the case of small bridge openings less than 6.1 m, rail joints should be avoided. For other spans, the preferred position of the rail joint is at 1/3 the span from either end. (3) SWR on Bridges – (a) SWR maybe continued over girder bridges with un-ballasted decks up to 13.3 m opening if the length of SWR is symmetrical to the centre line of bridge and up to 6.1 m opening if the length of SWR is unsymmetrical to the centre line of the bridge. (b) No fish-plated joint should be located on the girder or within six metre from either abutment. In all such cases rail free fastenings, such as rail free clips shall be used, so that relative movement between rail and sleepers may take place. (c) 26 m long rolled rail may be laid on bridges with 1.0 m long fishplate and 06 bolts. Joint gaps to be provided and maintained as per Para 319 & 320. (4) LWR/CWR on Bridges – In the case of laying LWR/CWR, provisions contained in Para 329, 330 & 331 should be followed. (5) Precautions for arresting Creep – Track on girder bridges with un-ballasted deck is always laid with rail free fastenings in all cases. Track on girder bridges laid with standard single rails and fish-plated joints should be isolated from the SWR, if existing, on approaches on either side by providing at least two well-anchored Standard rail lengths or one rail of 26 m. Similarly, the track on the girder bridges not laid with LWR/CWR shall be isolated from LWR/CWR by a minimum length of 30 metre of well- anchored SWR on either side. 227 Steel Sleepers on Bridges – (Back to Para 631) (1) Steel Sleepers on bridges refer to both Steel Channel Sleepers and Steel H Beam Sleepers. Steel sleepers to be used on girder bridges should be fabricated as per approved drawings. For girder bridges on curved track, and track on skewed alignments, steel sleepers should be designed to suit the specific locations. (a) Steel channel sleepers, including its fittings, may be provided on girder bridges as per applicable RDSO drawings. (b) H-Beam steel sleeper, including its fittings, for Girder Bridges may be provided as per applicable RDSO drawings. (c) All standard drawings should be followed as per Latest alterations. (2) Sleeper spacing – Maximum centre-to-centre sleeper spacing should be 600 mm at all locations on the bridge except at the cross girder in open web girders, where the spacing may be suitably increased depending upon the top flange width of the cross girder. However, in case of width of top flange of cross girder exceeds 450 mm. then special channel sleeper to be provided as per applicable RDSO drawing for such situations. The clear distance between joint sleepers should not be more than 200 mm. (3) Fabrication of Steel sleeper and other components – (a) Fabrication of Steel Sleepers on bridges and its protective coating should be in conformity with BS-45 issued by RDSO. Page 71 of 417  (b) For girder, location of Steel Sleepers should be marked and numbered after detailed survey of the girder. The fabrication of Steel Sleeper should be location specific considering the girder centre, top flange cover plates, pitch of rivets etc. (c) In case of bridges on curves, the location of Steel Sleepers should be marked after taking into account the realigned curve. In case transition curve lies on bridge fully or partially, the thickness of steel pad plate should take care of cant gradient. (4) Laying of Steel sleepers on bridges – (a) Minimum level of supervision while laying of channel sleepers shall be JE/P.Way. (b) Before laying Steel Sleepers, creep if any, should be pulled back and rail joints should be so located that after laying sleepers, joints should not become supported joints. (c) The top flange of girder should be cleaned of old paint and then re-painted as specified. (d) Wherever required the existing cross level and misalignment of girder/ track should be corrected in advance of Steel Sleeper laying. (e) Single pad plate below Steel sleeper is preferable. Packing plates can be used along with pad plate to adjust Parameters, wherever required. The pad plates are not required where neoprene pad is provided to cover the rivet head. 228 Provision of Guard Rails on Bridges – (Back to Para 630) (1) Location – Guard rail should be provided on all girder bridges (including pre-stressed Concrete girder bridges without deck slab) whether major or minor. Guardrails should also be provided on all major and important ballasted bridges and also on such other minor bridges where derailment may cause serious damages. On all flat top, arch and pre-stressed concrete girder bridges with deck slab, where guardrails are not provided the whole width of the bridge between the Parapet walls shall be filled with ballast up to the top of sleeper level. The provision of guardrails along the inner rail can be dispensed with, in case of ballasted deck bridges located on sharp curves where the maximum permitted speed is not more than 30 Kmph and track is laid with PSC sleepers having arrangement for provision of checkrail due to which guardrail cannot be provided. In case of ROB/FOBs, the guard rail shall be provided on the track adjacent to a column/pier/abutment which is located within a distance of 8m from centre of track. (2) Design of Guard rails – The typical arrangement of a guard rail, with the important dimensions are shown in the sketch and table as shown below – Sl. No PARTICULARS SKETCH REF Dimension (mm) 1 Clearance between guard rail and running rail “a” 250± 50 Length of guard rail outside ballast wall and 2 L1 1825 maintained to Clearances mentioned in Item-1 Length of guard rails to be bent so as to be 3 L2 4875 brought together at the middle of the track. Page 72 of 417  The top table of the guardrail should not be lower than that of the running rail, by more than 25 mm. In the case of bridges on curves with canted track, the difference should be measured with reference to a straight line connecting the running tables of inner and outer rails. (3) Fixing of Guard Rails – (a) Splaying of Guard rails – In the case of through girder bridges on double lines, the Guard Rails should be splayed on both ends on both lines. In the case of bridges other than through bridges on double lines, the splaying need be done only on the facing direction of the particular line. The ends of Guard Rails should be bent vertically and buried and a block of timber fixed at the end to prevent entanglement of hanging loose couplings However, the non-splayed end should be bent downwards after it is stopped at the end of the abutment or a wooden block provided. (b) The fixing of Guard Rail on concrete sleepers on ballasted deck bridges and approaches shall be done as per approved RDSO drawings by proper tightening of rail screws 229 Provision of Side Pathways and Walkways- Side Pathways shall be provided on all new girder bridges as per applicable RDSO drawings to ensure safety of maintenance staff. Possibility should be explored to provide Side Pathways on existing girder bridges also. Properly secured walkways (or inspection gangways), made of chequered plates with hole, should be provided inside the track to cover the width available between the Guard Rails, and at other suitable locations to ensure safety of maintenance staff and to facilitate inspections. Note: For the guidance of field officials, some of the commonly used RDSO drawings for commonly used steel Channel sleepers, H Beam sleepers and fixing of Guard Rails is as per Annexure - 2/4 (A). For detailed information, respective RDSO drawings with their latest alterations and / or Track Manual may be referred ******************** Page 73 of 417  Annexure - 2/4(A) (Para 206, 210, 223, 224, 225) LIST OF COMMONLY USED TRACK FITTINGS FOR THE GUIDANCE OF FIELD ENGINEERS. S Component DRG. No DESCRIPTION No 1 T-090(M) Fish Plate For 52 Kg/M Rail. 2 Fish Plate T-1898 Fish Plate For 60 Kg/M Rail. 3 T-5915 Fish Plate For 52 Kg/M Rail (1 Meter Long) 4 T-5916 Fish Plate For 60 Kg/M Rail (1 Meter Long) 5 Joggled T-5551 Joggled Fish Plates & Clamps for Rail-Fracture B.G. For 52 Kg. 6 Fish Plate EDO/T-2242 & Joggled Fish Plates For 75 mm Wide Gap A.T. Weld For 52 Kg 2243 with C.I. Block 7 EDO/T-2246 Joggled Fish Plates For 75 mm Wide Gap A.T. Weld For 60 Kg &2247 (UIC) With C.I. Block 8 T-5849 Joggled Fish Plates for Use on Welded Joint for B.G. 60 Kg. 9 T-5848 Joggled Fish Plates for Use on Welded Joint for B.G.52 Kg. 10 Combination T-696 to 699 Fish Plate Combination For 60 Kg (UIC) And 52 Kg 11 Fishplate T-6594 TO-6597 Combination Joggled Fish Plates For 60 Kg. (UIC)/52 Kg Rails with C.I. Block for B.G. Prestressed Concrete Sleeper for 52 kg Rail designed for 22.9 12 T-2495 t Axle load Ordinary Prestressed Concrete Sleeper for 60kg / 52 kg Rail designed 13 PSC T-2496 for 22.9 t Axle load sleepers Prestressed Concrete Sleeper for 60kg /136 RE Rail designed 14 T-8527 for 25.0 t Axle load 15 RT-4183-4186 PSC Sleeper for Curve with Check Rail for 60Kg Rail Slack 16 PSC Sleeper for Curve with Check Rail for 136RE / 60 Kg rail Gauge RT-8621-8624 for 25T Axle load Sleeper 17 RT-5738 – 5740 PSC Sleeper for Curve with Check Rail for 52Kg Rail 18 Sleeper for RT-4088-4097 PSC Sleeper for Guard Rail on Bridge and approach 19 Guard rail & PSC Sleeper for Guard Rail Bridge and approach for 25T axle Bridge RT-8672-8680 load / wider sleeper approaches 20 Sleeper for RT-4148/4148A PSC sleeper for LC for 60/52 kg running rail & 52 kg check rail 21 LC RT-8671 (25t) PSC sleeper for LC for 25T axle load 22 Sleeper for RT-4149 PSC sleeper for SEJ 23 SEJ PSC sleeper for SEJ (with 300 mm max: gap) 60kg (UIC) rail RT-6253 on bridge approaches. 24 RT- 4865 Sleeper Set for 1 in 8 ½ Fan shaped layout Sleeper for 25 RT- 4218 Sleeper Set for 1 in 12 Fan shaped layout P&C 26 RT- 6068 Sleeper Set for Derailing switch 27 Shallow (RT-4852) PSC shallow sleeper (160 mm) deep 28 Depth RT-8326 PSC shallow sleeper with Guard Rail Sleeper 29 Sleeper for RT-6420-6440 PSC Sleeper for Re-Railing Ramp On 52 Kg Running Rail 30 Re-Railing RT-8265-8291 PSC Sleeper for Re-Railing Ramp On 60 Kg Running Rail Ramp 31 Nylon Cord RT-7014 to 6mm thick nylon cord reinforced GRSP for placing beneath Reinforced 7021 crossing portion in 1 in 12 turnouts on PSC sleepers GRSP 32 RDSO/T-2572 Glued Insulated Rail Joint for B.G. 60kg (UIC)-G3(L) 33 RDSO/T-2576 Glued Insulated Rail Joint for B.G. 60kg (UIC)-G3(S) Glued Joints 34 RDSO/T-671 Glued Insulated Rail Joint for B.G. 52kg G3(L) 35 RDSO/T-1259 Glued Insulated Rail Joint for B.G. 52kg G3(S) 36 Steel B-1636/R2, B- Steel Channel Sleepers and its fittings Channel 1636/1/R2 and sleepers B-1636/2 Page 74 of 417 S Component DRG. No DESCRIPTION No 37 Fittings for RT-5155 to RT- Fittings for Steel Channel Sleepers on bridges with 60 Kg Steel 5164 running rail and 52 kg guard rail 38 Channel RT-5197 to RT- Fittings for Steel Channel Sleepers on bridges with 52 Kg Sleepers 5200 running rail and 52 kg guard rail 39 No. B-1636/8 H-Beam steel sleeper for 60KG Running rail H-Beam 40 RT-8240 to RT- steel sleeper fixing of running rail on H-Beam sleeper 8245 41 Fixing of PSC Guard Rail Sleeper for Use on Bridge Approach Sleepers T-4088 to 4097 Guard rail on With 60/52 Kg Running Rail & 60/52 Kg/90 R Running Rail 42 ballasted Deck T-8672 to 8680 PSC Guard Rail Sleeper for wider sleeper bridges* Note: * -1. Provision of guardrails on PSC sleeper for bridges on sharp curves for more than 5° curves shall be as per PSC sleeper drawing No. RDSO/T-8695 or RDSO/T-8757 (wider sleeper) having arrangement for provision of check rail along inner rail and guard along outer rail. 2. For detailed information, respective RDSO Drawings / Track Manual to be referred. Annexure - 2/4 (B) (Para 206, 210, 223, 224, 225) (a) Some of the commonly used ERCs and their salient features Sl. RDSO Toe load Toe def. Dia. Approximate ERC type No. drawing no. (kg) (mm) (mm) Weight (kg) 1 ERC-J RT-8258 650 8.5 20.64 1 2 Mk- III RT-3701 850-1100 13.5 20.64 0.91 3 Mk-V RT-5919 1200-1500 13.5 23/20.64 1.08 4 Anti-theft RT-6254 850-1100 13.5 20.64 0.937 (b) Some of the commonly used GRSPs Sl. RDSO Drawing No Usage No 1 RT-3703 6 mm GRSP for 52 kg Rail and 52 kg Sleeper 2 RT-3711 6 mm GRSP for 52/60 kg Rail and 60 kg Sleeper 10 mm GRSP for 52/60 kg Rail and slack gauge PSC sleeper 3 RT-3709 RT-4183-4186 RT-4218, RT-4219, GRSP Set for Turnout 1 in 12 - 60 kg (as contained in the three 4 RT-4220 drawings of Layout Assembly, Switch and Crossing) RT-4865, RT-4966, GRSP Set for Turnout 1 in 8.5 - 60 kg (as contained in the three 5 RT-4967 drawings of Layout Assembly, Switch and Crossing) RT-6068 GRSP Set for 60 Kg for Derailing Switch (as contained in the 6 drawing of Derailing switch) RT-5836 GRSP Set for 52 Kg for Derailing Switch (as contained in the 7 drawing of Derailing switch) RT-4732, RT-4733 GRSP Set for Turnout 1 in 12 - 52 kg (as contained in the three 8 RT-4734 drawings of Layout Assembly, Switch and Crossing) RT-4865, RT-4866 GRSP Set for Turnout 1 in 8.5 - 52 kg (as contained in the three 9 RT-4867 drawings of Layout Assembly, Switch and Crossing) GRSP Set for Turnout 1 in 12 with Thick Web Switch (TWS) - RT-6154, RT-6155 10 60 kg (as contained in the three drawings of Layout Assembly, RT-4220 Switch and Crossing) GRSP Set for Turnout 1 in 8.5 with Thick Web Switch (TWS) - RT-6279, RT-6280 11 60 kg (as contained in the three drawings of Layout Assembly, RT-4967 Switch and Crossing) 12 RT-4159 6 mm thick GRSP for SEJ 13 RT-5163 6 mm thick GRSP for 52 Kg guard rail on channel sleeper 14 RT-5156 10 mm thick GRSP for 60 kg running rail on channel sleeper 15 RT-5199 10 mm thick GRSP for 52 Kg running rail on channel sleeper 16 GRSP 8292 to 8295 6 mm thick GRSP with horns for Turnouts (1 in 12 & 1 in 8.5) Page 75 of 417 (c) Some of the commonly used Composite GRSPs RDSO Thickness of S No Description/Usage Drawing No CGRSP 1 For 52kg / 60 kg Rail on PSC sleeper RT-2496 RT-6618 6.2 mm 2 For 52 kg Rail on PSC sleeper RT-2495 RT-8327 6.2 mm 3 For 136RE/60 kg Rail on Wider PSC sleeper RT-8527 RT-8528 10 mm (d) Some of the commonly used Liners Sl. Rail Sleepers meant RDSO Type of Colour band No. Section for rail section Drg. No. Liner 1 52 kg 52 kg RT-3738 Metal 2 60 kg 60 kg RT-3740 Metal 3 RT-3741(GS) Metal Yellow 52kg 60kg RT-3742 (NGS) Metal Green 4 52 kg 52 kg RT-3702 GFN Pink 5 60 kg 60 kg RT-3706 GFN White 6 52kg 60kg RT-3707 (GS) GFN Yellow RT-3708 (NGS) GFN Light Green 7 60kg 136RE RT-8616(GS) Metal Blue RT-8617(NGS) Metal Brown 8 60kg 136RE RT-6938(GS) GFN Light Brown RT-6939(NGS) GFN Grey 9 136RE 136RE RT-8618 Metal - 10 136RE 136RE RT-6937 GFN Sky Blue For details of Cut liners, RDSO drawing no. RT-4322(for 52 kg rail) & RT- 4511(for 60 kg rail) may be referred (e) Commonly used SEJs S. No RDSO Drawing No Rail section Maximum Design Gap 1 RT-4160 52 Kg/m 80 mm 2 RT-4165 60 Kg/m 80 mm 3 RT- 6902 60 Kg/m 80 mm (Single Gap) 4 RT- 6914 52kg/m 80 mm (Single Gap) 5 RT- 6922 60 Kg/m 65 mm (Double Gap) 6 RT- 6930 52kg/m 65 mm (Double Gap) Note: - Combination SEJ to RDSO Drawing No. RT-6782 with 80 mm gap shall be provided between the junction of 52 Kg rail and 60 Kg rail Page 76 of 417