ch7.pdf

CHAPTER - 7 PERMANENT WAY RENEWALS ********************* 701 Classification of Renewals – (1) All track renewals can be classified generally into one of the following ca...

CHAPTER - 7 PERMANENT WAY RENEWALS ********************* 701 Classification of Renewals – (1) All track renewals can be classified generally into one of the following categories: (a) Complete Track Renewal (Primary) abbreviated as CTR(P) (b) Complete Track Renewal (Secondary) abbreviated as CTR(S) (c) Through Rail Renewal (Primary) abbreviated as TRR(P) (d) Through Rail Renewal (Secondary) abbreviated as TRR(S) (e) Through Sleeper Renewal (Primary) abbreviated as TSR(P) (f) Through Sleeper Renewal (Secondary) abbreviated as TSR(S) (g) Casual Renewal (h) Through Turnout Renewal abbreviated as TTR (i) Through Fitting Renewal abbreviated as TFR (j) Through Fitting Renewal (R) abbreviated as TFR (R) (k) Through Weld Renewal abbreviated as TWR (l) Through Bridge Sleeper Renewal abbreviated as TBSR (m) Scattered Renewal (n) Through Ballast Renewal abbreviated as TBR (2) Primary renewals are those where only new Materials are used and secondary renewals are those where released serviceable Materials are used. (3) Scattered Renewal – In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage track components. These are carried out in isolated locations and not more than 10 rails and/or 250 sleepers in a gang beat in a year. Such renewals are part of normal maintenance operations. (4) Casual Renewal – In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage or new track components. These are carried out in isolated locations of continuous but small stretches. Such renewals are not a part of normal maintenance operations and cannot be covered under scattered renewals. (5) Through Fitting Renewal (R) – In this case, through fittings renewal without replacement of ERCs is carried out i.e. only liners and GRSPs/CGRSPs are renewed. 702 Factors Governing Permanent Way Renewal – (1) Criteria for Rail Renewal - The following are to be considered in connection with the criteria of rail renewals – i. Incidence of rail fractures/failures. ii. Wear on rails. iii. Maintainability of track to prescribed standards. iv. Expected service life in terms of Gross Million Tonnes of traffic carried. v. Plan based renewals. (a) Incidence of Rail Fractures/Failures – A spate of rail fractures on a particular section having 5 withdrawals of rails per 10 km in a year due to fracture and/ or rail flaws detected ultrasonically falling in the category of IMR will have priority while Page 273 of 417  deciding rail renewals. In case the rail failures at fish plated/welded joints are pre- dominant, end cropping with or without welding could be considered. Through Rail Renewal is also allowed in locations of track where more than 30 defective welds per track km are existing. (b) Wear on Rails – (Back to Para 429) (i) Limiting Loss of Section – The limiting loss in rail section, as a criterion for recommending rail renewals shall be as on next page- Rail Section Loss in section in percentage 52 kg/m 6 60 Kg/m 7 Rail wear may be determined by actual weighment, taking rail profiles at ends after un-fishing joints and taking rail profiles with special profile measuring gadgets. (ii) Wear due to corrosion – Corrosion beyond 1.5 mm in the web or foot may be taken as the criterion for wear due to corrosion. Existence of the localized corrosion such as corrosion pits, especially on the underside of the foot and liner biting etc. on rail foot, act as stress raisers for the origin of fatigue cracks and would necessitate renewals. (iii) Vertical wear is to be measured at the centre of the rail either by measuring the height of the worn-out rail by callipers or by plotting the profile. In the first case, the wear is the difference between the height of the new rail and the height of the worn-out rails. A typical profile showing the measure of vertical wear of the rail is given below – Limits of Vertical wear Rail Section Vertical Wear 60 kg/m 13.00 mm 52 kg/m 8.00 mm (iv) Lateral Wear – Limits of lateral wear from relaying considerations are as under Section Category of track Lateral wear 'A' & 'B' Routes 8 mm Curves 'C' & 'D' Routes 10 mm 'A' & 'B' Routes 6 mm Straight 'C' & 'D' Routes 8 mm Page 274 of 417 A typical profile of the worn rail showing the measurement of lateral wear is shown below – Lateral wear is to be measured at 13 to 15 mm below the rail top table. Worn rail profile should be recorded and superimposed over new rail profile to find out the lateral wear. (c) Maintainability of track to prescribed standards – There may be cases, where renewals may be necessary on the following considerations viz, (i) Poor running quality of track in spite of extra maintenance labour engaged for maintaining the same, (ii) Disproportionate cost of maintaining the portion of track in safe condition. (iii) The condition of rails with regard to hogging/battering, scabbing and wheel burns and other conditions such as excessive corrugation of rail as can be ascertained by visual inspections, which affect the running quality of track, and make the track maintenance difficult, should be taken into account while proposing renewals. Note: Renewals of rail due to hogged and battered rails ends should be considered only if other remedies have not been found to be effective. (d) Renewals on consideration of service life in terms of total GMT of traffic carried – The rail shall be planned for through renewal after it has carried the minimum total traffic as shown below – Total GMT carried for Rail Section 72 UTS rails 90 UTS rails 60 kg/m 550 800 52 kg/m 350 525 The service life in terms of total GMT of traffic carried for considering through rail renewal on the bridge proper and in approaches (up to 100 m on either side) for all the important bridges and such of the major bridges where height of bank is 5.0 m or more, all tunnels and their approaches (up to 100 m on either side) shall be half of the GMT specified above. Fatigue life of the rail is likely to increase after rail grinding. (e) Plan based Renewals – Renewals to pre-determined plan with the objective of modernizing the track structure on selected routes in the quickest possible time may be planned even if it involves premature renewals. (f) Renewal of special track components like SEJ, Glued joints etc. -Renewal of such special track components to be planned after they have degenerated to a level where they are not able to serve their desired purpose. (2) Criteria for Renewal of Sleepers – (Back to Para 717, 721) Generally a sleeper is Page 275 of 417  serviceable if it can hold gauge, provide satisfactory rail seat and permit rail fastenings being maintained in tight condition, and retain the packing underneath the sleepers. Concrete sleepers will be considered for replacement/renewal if they have developed notches more than 3 mm at rail seat locations, their inserts are broken or elongated, or they are not able to provide required toe load, sleeper themselves are broken or any other reason for which they are not able to hold gauge and level. Where re-sleepering only is justified, this should be carried out in continuous stretches, the released serviceable sleepers being utilized for casual renewals elsewhere. Through sleeper renewal should be considered if the percentage of such sleepers exceeds 20% in a patch. On girder bridges when several sleepers are defective, renewals should be carried out for the full span, the released serviceable sleepers being used for casual renewals on the other spans. The service life of PSC sleeper is given at Para 718. 703 Planning of Renewals – Renewals may be planned in as long and continuous lengths as practicable, within the available resources with priorities to meet the projected traffic. Short isolated stretches of 10 km and less, not due for renewal on condition basis may be programmed along with the adjoining lengths, if these stretches do not confirm to the required standards. Priority in planning renewals should be given to busy and important lines. Track renewal programmes shall be framed by the Chief Track Engineer of each Railway taking into consideration the proposals submitted by the Divisional Engineers. 704 Track Renewal Programme – (1) Initiation of Proposals – Track renewal proposals are submitted to the DEN by the ADEN on condition basis and on the basis of various inspections carried out during the year. The DEN shall personally check the details submitted by the ADEN at site, compile and initiate the track renewal proposal indicating the priorities. The justification for track works shall be prepared on the basis of factually correct data and submitted through IRPSM. It shall include an abstract estimate of the cost of work and detailed narrative justification covering technical and financial aspects. The DEN should personally satisfy himself about the reasonableness of the proposal and certify that the justification furnished is factually correct. The ADEN should keep a close watch on the condition of all track on their sub-divisions so that every length which after careful and judicious examination requires renewal, is included in the proposals, bearing in mind that the programme is prepared a year in advance and as much as two years may elapse before renewals are carried out. The proposals should reach the Chief Engineer’s Office as per the schedule prescribed under IRPSM from time to time. (2) Verification of proposals by the Track Cell in the Chief Engineer’s Office – Important items relating to complete track renewal, through sleeper renewal or through rail renewal shall be test checked by the nominated administrative officer of the Headquarters who will – (a) Co-ordinate the proposals received from the divisions; (b) Frame programmes for renewal taking into account the sections planned for renewal; (c) Decide priority for the works; (d) Satisfy himself that the renewal is unavoidable in the case of track renewal proposals which are justified primarily on condition basis but are premature as far as quantum of traffic carried (GMT) is concerned and ; (e) Finalise the track renewal proposal and submit the same to the Chief Track Engineer/Chief Engineer for his approval. On receipt of Railway Board’s sanction to the track renewal proposal, arrangements will be made by the Headquarters for Page 276 of 417  supply of track Materials to the Divisions and for co-ordinated execution and control over the works. 705 Track Standards for Renewals – (Back to Para 715) (1) Rails – The recommended section of rail to be adopted for track renewals shall be in accordance with Para 205. In case of Secondary Renewals, if the condition of rail is satisfactory, it is a good practice to crop the rail ends and weld them into SWR and use them in lesser important lines. The rails should be ultrasonically tested before use. The rails released from primary relaying and not fit for use in secondary relaying should be used in sidings or non-passenger running lines in yards. (2) Sleepers and Fastenings – The recommended types of sleepers and fastenings to be adopted for track renewals should be as given below. (a) All primary renewals in future shall be carried out with PRC sleepers. (b) PRC sleepers to be used on loop lines and private sidings. (3) Sleeper Density and Sleeper Spacing – Sleeper density and spacing of sleepers shall be in accordance with the provisions in Para 209. (4) Ballast Section – The ballast section to be adopted should confirm to the standards laid down in Para 212. 706 Planning for Posting of Staff and Other Facilities – (1) Special JE/SSEs/P.Way with clerical staff at the executive and office levels as provided in the estimates shall be posted. Provision of gazetted staff may be made in the estimate in the case of large scale permanent way renewals according to the yard sticks laid down. (2) The JE/SSE/P.Way (In-charge) of track renewal will take over the maintenance of suitable lengths of the section to be re-laid a few days in advance of the actual commencement of the work. He will be responsible for its maintenance till the section is handed over to the maintenance JE/SSE/P.Way after completion of the work. (3) Watchman for Materials at site and at depots should be appointed. Watchman should be drawn from the permanent gangs. (4) The Special JE/SSE/P.Way shall make all arrangements for the transportation of Materials, selection of camp sites etc. A fully equipped First Aid Box should be kept at the site of work. 707 Traffic Facilities for Renewals – (1) In the case of big relaying works, additional sidings as necessary should be provided at the depots for receipt and dispatch of Materials as well as for working of track relaying machines. (2) Arrangements for special rakes for movement of rails and sleepers should be made by the Divisional Engineer in consultation with the Operating Department. Where necessary, separate power and crew should be arranged. Provision of additional Engineering Time Allowance in the working time table should be arranged with the Traffic Department. (3) Traffic blocks may be necessary depending on the method of relaying adopted. In such cases, the DEN should give adequate notice to the Operating Department well in advance for the period during which the track renewal work will be carried out. Such information is useful to the Operating Department in framing the timetable and making the required time available by regulating certain trains, as necessary. In case of any difficulty, the DEN should refer the matter to the Chief Engineer, who will arrange for the required blocks in consultation with the Chief Operating Manager. A minimum block of 2 to 3 hours duration is necessary where renewal works are carried out Page 277 of 417  manually. In the case of mechanical relaying, a minimum block of 3-4 hours is desirable depending upon the type of machines deployed for the work. (4) When work is being carried out between trains in a location from where the JE/SSE/ (P.Way) cannot readily communicate with the Station Master at either side of the block section, a field telephone, on controlled sections may be installed, in order to obtain permit and utilize every suitable interval between trains. (5) The DEN, in consultation with the Operating Department Officers, should manage to carry out permanent way renewals with the minimum obstruction and detention to traffic. Whenever possible, the following arrangements should be made in consultation with the Operating Department – (a) On double line, the traffic of both lines may be worked over the unaffected line under the “Single line-working” regulations. (b) If there are triple or more lines, two lines may be worked as the up line and the down line respectively, subject to compliance with single line working regulations in respect of the line over which trains run in a direction contrary to the normal usage of that line. (6) Arrangements should be made for – (a) Notification by the Operating Department to all concerned regarding work to be executed by Engineering Department. (b) Imposition of blocks and protection by temporary Engineering fixed signals. (c) Issue of caution orders to Drivers by Station Masters on daily advice of actual kilometerage received from the SSE/JE in-charge of the work. Page 278 of 417 708 Speed Restrictions – (Back to Para 714) The speed restrictions to be imposed during various sequences of work are given in Table I and II which are as shown below: Table I Manual Packing Day Sequence of events Speed in Kmph 1st Opening, relaying and initial packing 20 2nd 1st through packing 20 3rd 2nd through packing 20 th th 45 4 to 9 Picking up of slacks as required (after 2nd through packing) 10th 3rd through packing 45 th th 11 to 19 Picking up of slacks as required 75 (after 3rd through packing) Speed raised to normal sectional speed, only after one round of tamping by machine in design mode and stabilisation in controlled settlement mode Note – The work of Track renewals on double line should normally proceed in the direction opposite to Traffic. Table-II (A) Machine Packing followed by stabilisation using DTS (Manual laying of sleepers) Day Sequence of Events Speed in Kmph 1st Opening , Relaying and Packing 20 2nd Ballasting and Manual packing 20 1st Tamping in smoothening mode and 1st 40 3rd stabilisation in maximum settlement mode. (after tamping and stabilisation) 4 & 5th th Ballasting 40 2nd tamping in smoothening mode and 2nd 75 6th stabilisation in maximum settlement mode. (after tamping and stabilisation) Survey of track for design tamping as per 7th & 8th 75 IRTMM, boxing of ballast etc., 3rd tamping in design mode and 3rd Speed up to 110 9th stabilisation in controlled settlement mode. (after tamping and stabilisation) checking ride quality and attention as 10th Normal speed required Table-II (B) Machine Packing followed by stabilisation using DTS (Mechanised laying of Track by TLE) Day Sequence of Events Speed in Kmph 1st Opening, Relaying and equalisation of ballast 20 2nd& Rail renewal and welding & attention to track as 20 3rd required 1st tamping 40 4th in smoothening mode and 1st stabilisation in (after tamping and stabilisation) maximum settlement mode. 5th Ballasting 40 2nd tamping in smoothening mode and 2nd 75 6th stabilisation in maximum settlement mode. (after tamping and stabilisation) Survey of track for design tamping as per IRTMM, 7th& 8th 75 boxing of ballast etc. 3rd tamping in design mode and 3rd stabilisation Speed up to 110 9th in controlled settlement mode. (after tamping and stabilisation 10th checking ride quality and attention as required Normal speed Page 279 of 417  Table-II (C) Machine Packing followed by stabilisation using DTS (Mechanised laying of Track by TRT) Day Sequence of Events Speed in Kmph 1st Opening, Relaying and equalisation of ballast 30 2nd Welding and Manual attention to track as required 30 3rd 1st tamping 40 (after tamping and in smoothening mode and 1st stabilisation in stabilisation) maximum settlement mode. 4th Ballasting 40 5th 2nd tamping in smoothening mode and 2nd 75 stabilisation in maximum settlement mode. (after tamping and stabilisation) 6th& 7th Survey of track for design tamping as per IRTMM, 75 boxing of ballast etc. 8th 3rd tamping in design mode and 3rd stabilisation in Speed up to 110 controlled settlement mode. (after tamping and stabilisation) 9th checking ride quality and attention as required Normal speed Note: The above schedule for relaxing speed is based only on expected track Parameters and consolidation likely to be achieved after tamping and stabilisation. Other factors like ballast deficiency, rail condition or joints in track may further restrict the speed mentioned above 709 Project Report for Track Renewal Works – Systematic and meticulous planning for various items of execution of track works is essential for achieving quality, economy and timely completion of works. For every sanctioned track work e.g. CTR, TSR, TRR, deep screening, bridge sleeper renewal etc., a detailed project report should be prepared. The report should, inter alia, cover the following aspects: (1) Details of Work – Pink book detail, scope of work, location details, cost and estimate particulars etc. (2) Existing track structure – Inventory of existing track structure including the rails, sleepers, fittings, turnouts, SEJs, Glued Joints, ballast quantity/deficiency in track, width of formation, details of level crossings, bridges, electrical fittings, curves, height of bank/ cuttings, yards, sidings, etc. and other details should be taken as prescribed in P.Way diagram. (3) Classification of Track Materials – During inventory of the existing track structure by foot by foot survey, identification, classification and colour marking of existing track Materials as second hand and scrap would be done as provided in Para 721 & 722. The classification should be approved by the competent authority. Action plan for stacking/ storage and disposal of the released Materials should be clearly indicated. Inventory of existing track Materials would normally be prepared jointly by the SSE/P.Way of the section and the SSE/JE/P.Way (Spl). (4) Proposed Track Structure – The proposed P.Way diagram of the affected length should be prepared in the same format as done for the existing track structure and incorporated in the project report. (5) Existing/Proposed Gradient Profile – The levels of existing track should be taken at every 20 metres and a gradient diagram prepared. Introduction of vertical curves should be critically examined and to be shown in the diagram where required. Lowering of track should be avoided. Precise lift of track at girder bridges should be worked out and a separate scheme developed for lifting of girders on each of the affected bridges. Similarly, the magnitude of lifting at level crossing should be worked out and indicated in the report. Care should be taken to keep the road surface at one level on level crossings spanning to across multiple tracks. This may require regrading of adjacent lines too. (6) Realignment of Curves – All curves should be measured afresh and slews worked out for realignment wherever necessary, keeping the obligatory points in view. Page 280 of 417 (7) Method of execution – The work should be executed “bottom upwards” i.e. sequence of execution of works will be in the following order – Formation Ballast Sleepers Rails (8) Formation – (a) Repair and widening of cess – The project report should indicate the requirement of and plan for widening of formation in both banks and cuttings wherever necessary. Provision of proper drains in cuttings should also be planned. (b) Formation treatment – Areas needing formation rehabilitation should be identified and a study for possible solutions and method of execution of the rehabilitation scheme should form part of the project report. (9) Ballast – The requirement indicating bifurcation of cess supply and depot supply and the source and means of each should be spelt out clearly (mode of providing ballast cushion i.e. deep screening or raising should be identified along with sketches of cross sections present and proposed). Sleeper renewal would normally not be started unless adequate arrangements for supply of ballast have been made. (10) Transportation of P.Way Materials – The mode of transportation for various track components and unloading of rails and sleepers in particular, at the work sites should be indicated in the project report. (11) Welding – The complete details of welding requirements, the arrangements need to be made for its execution whether departmentally or through contract should be clearly indicated in the report. (12) Renewal of Turnouts, Bridge Sleeper, etc. – The project report should cover the complete details of turnouts, bridge sleepers, level crossings, etc. where renewal is to be carried out. Whether turnouts are to be laid manually or by mechanized means, should be clearly brought out indicating the arrangements made(the report should also include the mode and agency for overhauling, track laying and making up of road surface at the level crossings). (13) Use of Machines – The requirement of machines for renewal (if mechanized renewal is planned) deep screening (if mechanized deep screening is planned) and tamping/ stabilizing and the duration for which the machines are required should be indicated. The machines that would be deployed should be identified and staff nominated. The planning for repair of machines at the works site, supply of fuel and other consumables should be planned. The requirement of additional lines in the existing yards for making base depot and arrangements made for the same should be indicated. (14) Contracts – The contracts that are required to be entered into for various activities of works and the activities, which are to be done departmentally, should be spelt out. The planning for deployment of staff/supervisors for execution at various activities should be indicated. (15) Material Planning – The Material requirement should indicate the Materials to be arranged by the headquarters and by the Divisions. Against each Material, the proper nomenclature and drawing number should be indicated. Rails nos. and sizes (including lead rails, checkrails etc.), sleepers (including specials), rails and sleeper fastenings, switches and crossings, level crossing and bridge sleepers and fittings, etc. should be fully covered. The consignee particulars and the destination, the mode of transport should also be indicated. (16) Manpower Planning – The requirement of manpower including the officers, supervisors, artisan and other staff should be worked out with minute details. The arrangements made for camping of these officials and mobilization should be reflected. Page 281 of 417 (17) LWR/CWR plans – For welding of rails into LWR/CWR, the LWR plan should be got approved by the competent authority in advance. Such plan should form part of the project reports. (18) Requirement of Speed Restrictions, Traffic Blocks and other Material Train – Planning for execution of track renewal works should be such that the time loss on account of speed restriction is minimal and is within the permissible limits. The report should indicate requirement of speed restrictions and traffic blocks together with duration. The corridor for blocks is required to be planned in consultation with the Operating Department and accordingly reflected in the report after obtaining the approval of DRM. Arrangements made for various types of wagons for transportation of ballast, sleepers, etc. together with requirement of locomotives should be indicated in the report in consultation with Sr. DOM and with the approval of DRM. (19) Monitoring Mechanism – The list of all activities involved and the time estimation for each activity should be worked out. These activities should be sequenced and co- related in logical manner and network diagram prepared duly identifying the critical activities. These should form part of the project report. (20) The detailed project report covering the various points as mentioned above should be prepared as soon as the approval of Board to include the works in FWP is conveyed to the Railways. These reports should be submitted to headquarters for scrutiny and approval. 710 Preliminary Works – (1) Where complete track renewal or through sleeper renewal is planned, deep screening of ballast should also be planned and executed. The progress of deep screening should match with the progress of renewals and should precede complete track renewal or through sleeper renewal by a couple of days. (2) Treatment of bad formation should be carried out in advance of the relaying. (3) Reference for Centre line and level for realignment of curves and straight should be fixed beforehand. Where necessary, curves should be realigned and transitioned. Longer transitions should be provided to cater for future increase in speed wherever possible. In case heavy slewing is necessary for providing longer transitions, centre line indicating revised alignments should be fixed and new track laid accordingly. The formation should be suitably widened. (4) On sections where creep is noticeable, joints should be squared and gaps rectified for short length at the point of commencement. (5) On section with single rail and 3 rail panel, as a preliminary measure, the JE/SSE/P.Way should actually mark out the position of the new rail joints with a tape. The lengths marked out should be the length of the new rail together with one expansion space. On a curve, the rail lengths should be set out along each rail, starting from a point on the straight where the sites of the two joints have been set out opposite one another by means of square. The square should be used at each joint on the curve to determine the amount by which the inner rails gaining over the outer rail. As soon as the lead of the inner rail is equal to half the distance between fish bolt holes, a length shall be sawn off the end of the rail equal to the full distance and a new fish bolt hole drilled. The length of cut rails varies according to the degree of each curve, and should be determined beforehand; a cut rail will be required after every two or three full length rails depending on the curvature. (6) Sufficient track gauges, gauge-cum-levels, spanners, keyman hammers, insert cleaning brush, wire basket, crow bars, tommy bars, claw bars, beaters, ballast rakes, wire claws, forks, wire brushes, ballast screens, rail thermometers, expansion liners, slotted fish-plates, rail closures, combination fish-plates, and all tools and equipment necessary for efficient execution of work including that for rail cutting, rail drilling and mechanical tampers where used, should be arranged by the JE/SSE(P.Way), in Page 282 of 417  advance. Before starting and during the course of work, the track gauges and the gauge-cum-levels should be checked periodically for their accuracy. (7) Labour should be properly organized and suitably distributed to ensure maximum efficiency. (8) Before carrying out track renewal work in electrified areas sufficient notice should be given to the Electrical Traction Distribution Department so that they can arrange for adjustment of overhead wires to conform to the new alignment and level. They will also arrange for bonding the new track. In track circuited sections and in yards where change in yard layout is contemplated notice should be given to the Signalling Department for getting assistance in executing joint works. Advance Notice as laid down by the respective railway should be given to the Operating Department of the actual commencement of work by the JE/SSE/P.Way, for sending advice to all concerned. The safety of traffic is of Paramount consideration. 711 Unloading of Rails, Sleepers and Fastenings – (1) It should be ensured that Materials are unloaded fairly opposite to the position where they are to be laid. Care should be taken to avoid unloading of Materials in excess of the actual requirement, so as to avoid double handling. (2) Utmost care should be exercised in unloading rails. Ramps made of unserviceable rails should be used for unloading. Short welded panels as well as rail panels for laying welded rails may be unloaded by “end-off-loading” method, wherever possible. (3) The unloaded panels should be carefully stacked on a level base; care being taken to prevent formation of kinks. Flat footed rails, as a rule should rest on the foot. Any carelessness in unloading and stacking is liable to cause irreparable damage, resulting in bad running. While carrying rails they should be supported at several places by rail tongs or rail slings. Carrying of rails and heavy articles on the head or shoulder should be avoided. Kinked rails must be jim-crowed and straightened. Punch marks on rails or marking by chisel should be prohibited as these cause incipient failures. (4) New rails and sleepers for the next day’s work should be hauled from the place of unloading to opposite to the place, where they are to be laid. (5) Material new or old, lying alongside the track is always a potential source of danger and efforts should be made to remove the same as soon as possible. (6) Detailed guidelines on unloading of rails and related to operation of End Unloading Roller Rakes as contained in RDSO’s Guidelines for Handling and Stacking of Rails October 2014 (CT-35) shall be followed. 712 Methods of Carrying out Renewal – Complete track renewal is carried out by any one of the following methods – (1) With Mechanical equipment. (2) Manual Method of Relaying. Detailed instructions shall be issued by the Assistant Divisional Engineer regarding the method of relaying, which depends on the site conditions and availability of machines. 713 Relaying with Mechanical Equipment – This method should be adopted while carrying out track renewals with concrete sleepers, as the manual handling of concrete sleepers is difficult and may cause damage to the sleepers. It can be used with advantage for carrying out relaying with other types of sleepers also. The preliminary (preparatory) work prior to relaying at site, the actual relaying process at site and the post relaying operations as described in IRTMM should be followed. Page 283 of 417 714 Manual Method of Relaying - The method described can be followed for single rail, 3 rail panel and LWR track. For LWR track, in addition to the following, the precautions described in Para 346 & 347 shall also be followed. (1) General – In this method Through Sleeper Renewals (TSR) is carried out first. Through Rail Renewal (TRR) is carried out after the track gets consolidated by three rounds of through packing and also on account of passage of trains. This method can be carried out when the section of the new rail is the same as the existing rail or where 52kg/m rails are renewed by 60 kg/m rails. (2) Preparatory Work before Relaying – (a) The exact position of rail joints after allowing for one expansion gap each is marked accurately with steel tape on the base rail. (b) Position of new sleepers is then marked on the base rail with white paint and transferred to the opposite rail by means of T-square. (c) A speed restriction of 20 Kmph is imposed and temporary Engineering restriction boards are fixed at appropriate places. (3) Work during Relaying – (a) Deep screening is carried out under speed restriction. While carrying out the deep screening work, renewal of sleepers is also carried out simultaneously. The work is so programmed that at the end of a day’s work both deep screening and re- sleepering is completed in a continuous stretch without leaving any gap. (b) At the end of the day’s work, the track is lifted and packed to the final level and suitable ramp should be provided to meet with the levels of the existing track. (c) After three rounds of through packing, through rail renewal is carried out under suitable short block. (d) The final round of through packing is undertaken and the speed relaxed to normal in accordance with the time scheduled described in Para 708 Table I. Note – If adequate blocks are available for carrying out the work of deep screening, both the deep screening and sleeper renewal works are carried out in a continuous stretch. If, however, the work is carried out under speed restriction, as described above, every fifth sleeper is renewed leaving at least four sleeper space in-between intact. (4) Post Relaying Works – During this period, special attention is given to the following items – (a) Alignment, surfacing, gauging, cross-levels, tightening of fittings & greasing of ERCs. (b) Boxing and providing full ballast section. (c) Making up cess to the required width. (d) Providing curve boards over each curve, providing correct super-elevation on curves. (e) Cleaning of side drains, (f) Removal of all released Materials and clearing the site. Page 284 of 417 715 Essential Points to be observed During Linking – (1) Laying of Rails – (a) Correct expansion gap should be provided according to the temperature at the time of laying, in accordance with the existing instructions as contained in Para 319 in the case of SWR. In the case of free rails (single rails) the recommended initial laying gap for 12/13 m rail length for various temperature ranges is as follows: Rail temperature range Recommended initial laying gap for12/13 m rail length 0 to 10°C 10 mm 10 to 25°C 8 mm 25 to 40°C 6 mm 40 to 55°C 4 mm 55 to 70°C 2 mm Above 70°C Zero (b) Fishing surfaces of rail and fish-plates should be greased before putting the fish- plates in position. (c) Bent rails shall on no account be put into the track. These should be straightened with a jim crow, before laying. (d) The rails used at Level Crossings and Station Yards should be given a coat of anticorrosive painting as per Para 613(2) before laying. (e) The shortest length of rails to be used in track shall be as per Para 614. (f) Rails of the same length should be used in pairs. (2) Rail Joints – (a) Rail joints shall be laid square to track. Provisions of Para 421 and 422 will apply while laying track on curves. (b) Provision of rail joints at Level Crossings and approaches will be governed by provisions in Para 918. (c) Provision of rail joints on Bridges and approaches will be governed by provisions in Para 226. (3) Spacing of Sleepers – Para 209 lays down the standard spacing to be adopted in the case of fishplated track, SWR and LWR. (4) Gauge on Straights and Curves – The standards laid down for gauge in Para 520 (3) (a) may be followed while relaying is carried out. (5) Provisions of Creep Posts – Provision in Para 321(5) may be followed. 716 Track Laying standards – (1) Utmost care should be taken during linking to ensure good quality of work, which on no account should be allowed to suffer. (2) As a good practice, the laying standards of track geometry during primary renewals should be achieved (Track laid with new Materials). The track geometry will be recorded three months after the speed is raised to normal. (a) Track Parameters to be measured in floating condition (refer Para 520 (3)) (b) Standard Deviation and Peak based limits for unevenness and alignment as measured by TRC, shall be as per Para 520(2). Page 285 of 417 717 Renewal of Points and Crossing – (1) Renewal of Points and Crossing shall be planned under following conditions: (a) Wear on switches and crossing reaches as per Para 429 (2) (c) and Para 429 (3) (e). (b) After it has carried the minimum total traffic as shown below or on condition basis S. No Item GMT carried 52 Kg 60 Kg 1 Fabricated switch (ORS) 150 200 2 Thick Web Switch 500 500 3 CMS crossing 300 300 (c) Renewal of Sleepers when they become due as per Para 702 (2) (d) When the rail section on either side is changed to a higher section in through running lines. (2) Any modification in the layout of passenger lines should be carried out with the sanction of the Commissioner of Railway Safety. (3) The following aspects should be considered while relaying points and crossings in station yards – (a) When points and crossings are renewed, particular care should be taken to effect improvements in the lay out. (b) The renewal should as a rule be carried out with standard rail sections, in accordance with the standard drawings and not with obsolescent sections. Special crossing in main line, loops and sidings should be replaced with standard crossings. (c) At least one rail length on either side of the turnout should have the same section of rail as the turnout. (d) References must be fixed for the centre line of new assembly, particular care being taken to fix accurately the inter-section point of the turnout track and the main line track, from which measurements are taken to fix other points. (e) Joints on the SRJ and lead rail should be welded. (f) Gauge tie Plates – New gauge tie plates in replacement of the unserviceable ones should be fitted jointly by the JE/SSE/P.Way and the JE/SSE (Signal). The JE/SSE/P.Way will be responsible for the correct gauging of the switches and the JE/SSE (Signal) for the correct fixing of the interlocking apparatus. (g) Switches – Before stretcher bars are connected, each tongue rail should be examined to see that it lies properly housed against the stock rail upto JOH, without any pressure being applied to keep it in position. If a tongue rail does not fit properly against the stock rail, it should be carefully jim-crowed. In case of interlocked points close co-ordination should be maintained by the JE/SSE/P.Way with the JE/SSE (Signal) and JE/SSE (Elect/TRD) (in case of electrified sections) and work should be carried out jointly. (4) Actual procedure of carrying out renewals – (a) Before renewing points and crossings, the ballast in the layout should be deep screened. After deep screening, the ballast should be laid only up to the bottom of the sleepers and extra quantity of ballast kept ready by the side of the layout for fully ballasting the layout, after renewal. Equipment for rail cutting and rail drilling should be kept ready at site. (b) Renewals can be carried out by any of the following methods – (i) Building up at the site (Manual) – In this method, all the Permanent Way Page 286 of 417  Materials for the turnout are brought to the site and the turnout assembled at site in its correct position after dismantling the old turnout. (ii) Slewing of Pre-assembled turnout at site (Manual) – The layout is assembled by the side of the existing layout. The ground on which the turnout is to be assembled is levelled first. If necessary room is not available, additional space is created by doing extra earthwork or by constructing a working platform with the old rails and sleepers. The assembly is usually built on a rail grid, the top surface of which is greased beforehand to facilitate easy slewing. During the block period, the existing layout is dismantled and removed and the pre- assembled layout is slewed in its correct position, aligned and packed. (iii) Preassembling &laying with mechanical (Machines) – IRTMM may be referred for mechanized laying of turn out. 718 Renewal of Track Fittings and other track components- (Back to Para 702) Renewal of track fittings to be planned after they have degenerated to a level where they are not able to serve their desired purpose. Service Life of different fittings are as under: S. Item Location Criteria for Renewal No 1 GFN-66 Liners Plain Track 200 GMT or 4 years whichever is earlier or on condition basis 2 Metal Liner Plain Track 300 GMT or 8 years whichever is earlier or on condition basis 3 ERC Plain Track 300 GMT or 8 years whichever is earlier or on condition basis 4 GRSP Plain Track 200 GMT or 4 years whichever is earlier or on condition basis 5 CGRSP Plain Track 300 GMT or 8 years whichever is earlier or on condition basis 6 PSC Sleepers Plain Track 2000 GMT or 35 years whichever is earlier or on condition basis Note: The service life of P.Way components at special locations like turnout, CC aprons, Curves sharper than 6 Degree, SEJ, Gradient sharper than 1 in 100, coastal areas, station yards including approaches etc. is 50 % that of plain track or on condition basis as decided by CTE. 719 Sleepers in Yards and Running Lines – (1) Sleeper Density – (a) For loop lines, sleeper density would be as per Para 209(2). (b) For other running lines and busy lines in the yards, sleeper density would be M+4. (c) Other yard lines should have a sleeper density of M + 2. Where, M is the length of free rail (of 13m) in Meters (d) For symmetrical splits where speeds on the main and loop lines will be the same, the sleeper density to be adopted on the loop line shall be the same as that on the main line. (2) Types of Sleepers – Concrete sleepers should be used for both running lines and yard lines. 720 Rails in Station Yards – (1) In non-running lines of yards, only class II rail will be used. (2) While carrying out through rail renewals or complete track renewal in yards, short welded panels of 3 rail length may be used. However, it is preferable to weld them into LWR. (3) LWR may be provided in yards in terms of and subject to conditions laid down in Chapter No 3, Part D pertaining to provisions on LWR. Page 287 of 417 721 Classification and Use of Released Material – (Back to Para 709) (1) Need for Classification- (a) After a section of track has been renewed, the released Material shall be carefully sorted out so that greatest possible use may be made of them. They should then be classified by the SSE/P.Way. Tools and plant left over should also be classified and action taken on their disposal. (b) The rails should be graded according to their weight and condition into groups suitable for re-use in running lines, non-running lines and for conversion into posts or structural members for various purposes or for sale as scrap. Where rail-ends are worn or hogged, the feasibility of “Cropping” the ends should be considered if the condition of the rail is otherwise satisfactory. (c) The sleepers should be sorted into various grades suitable for re-use in the track or as unserviceable Material not fit for use in track works. (d) Fish-plates, fish-bolts, ERCs & Liners should be sorted into those suitable for re- use and the rest as scrap. (e) If the switches and crossings themselves are badly worn to be re-used, the small fittings such as stretcher bars, switch anchors, stud-bolts and blocks can generally be used. Switches and Crossings should be reconditioned by welding, if the wear is not excessive. (2) Basis for Classification – For the purpose of classification, Permanent Way Materials should be divided into three classes depending upon the section and condition as detailed below – (a) Class I Material is that which is new and of standard section. New items of obsolescent sections, which are interchangeable with standard Materials and are purchased from time to time to prevent wastage of other serviceable Material, should be brought on to the stock account as Class I Material. These items should be included in the price lists for the miscellaneous and common items. No other Material of an obsolescent section is to be treated as Class I, even though it may never have been put in the track. (b) Class II Material includes all new Material of obsolescent sections other than those included under Class I and all standard and obsolete Material released from the track and fit for further use on track. Class II released rails should be classified and sub-divided as under – Class II (a) rails fit for use in running lines. Class II (b) rails fit for use in non-running lines. (c) Class III Materials shall include all Materials that has become unserviceable. This is either metal scrap or unserviceable sleepers. This class will include all rails which are neither Class I nor Class II. (3) Accountal of released P.Way Materials – (a) The quantity of released Materials from every work included for track renewal/ gauge conversion will be based on yardsticks for loss of weight to be fixed on the basis of data collected during foot by foot survey. If there is more than one work on the same route, near to each other and under similar ground conditions, only one set of yardsticks would suffice. (b) List of Materials likely to be released will be prepared indicating the quantum of such Materials separately as second hand (SH) and scrap following the instructions given in sub Para (2) above. Page 288 of 417 (c) While second hand Materials will be indicated only in length/nos. in case of scrap Materials, the accountal will be following: (i) Rails – in length, then converted to weight. (ii) Sleepers – nos. separately as whole and in parts. (iii) Fittings & fastenings – by weight. (d) During foot by foot survey, actual observations will be recorded jointly by SSE/P.Way and ISA/Stock Verifier giving the percentage loss of weight over the new component for each and every Material likely to be declared as `SCRAP’. This can be done by actual weighment of few representative samples. Concrete sleepers that have been replaced on condition basis as per Para 702 (2) shall be declared as scrap. (e) The yardsticks will then be approved by the Sr.DEN/DEN personally based on the report duly test checked by ADEN or DEN. These will specify the maximum percentage loss of weight for different components under different ground conditions as per format given in the Annexure - 7/1. (f) The conversion to weight in case of each of the items for purpose of accountal will then be done by the SSE/P.Way on the basis of the specified percentage loss of weight over the new components. In case, however, some abnormal variation of weight is observed after the Materials have been released and the percentage loss is more than that specified for that category, specific justification will have to be recorded for the same by the SSE/P.Way and all such cases would have to be certified by DEN/Sr.DEN after actual sample checking at site. (g) In case, however, the actual loss after release is seen to be lower than the yardstick the accountal will be done on the basis of the actual. (h) After actual releases of Materials, the SSE/P.Way will take the releases on books on the basis of summary sheet as per Annexure - 7/2. (i) The sectional ADEN will carry out test checks to the extent of 20% of each item and make entries to this effect in the summary sheet. The sectional DEN/ Sr.DEN will also carry out random checks to ensure that the category and weight of releases are correct to the maximum possible extent. (j) The periodical returns for track renewals/gauge conversions are to be submitted at the laid down periodicity as per rules and the existing procedure for checking should be streamlined to ensure that the returns are looked into detail in the ADEN’s office in nos.as also their conversion in weight. The returns will be specifically checked with regard to the correctness of input/output Materials having been prepared on the basis of instructions given in Sub Para (2) above. (k) As an internal check by the department, one of the works accountants in the division with engineering department or with construction department should be made responsible to carry out methodical checks of all MAS (Material At Site) accounts of track renewals/gauge conversion works. (l) In cases where the track work is to be done by contractor, the list of released Materials shall be jointly prepared on the basis of a field survey to be conducted by the SSE/P.Way and contractor’s representative after the work has been awarded but before the dismantling work is allowed to commence. The contractor shall be bound to hand over the Materials according to the said agreed list and should be responsible for any shortages. Page 289 of 417 722 Marking of Permanent Way Material – All Permanent Way Material should be distinguished as follows or as otherwise directed – (Back to Note of Annexure - 2/1, 709) (1) Class I – No marks. (2) Class II (a) For rails – (i) Class II (a) Second hand rail fit to be re-laid in running lines – Ends to be painted with a daub of white. (ii) Class II (b) Second hand rail fit for use in non-running lines – Ends to be painted with a daub of yellow. (b) For other track Materials like sleepers etc., -Second hand fit for use in track works to be painted with a daub of white. (3) Unserviceable Material Class III - not fit for use – Ends to be painted with a daub of red. It should be ensured by the ADEN and JE/SSE/P.Way that the Materials of each class including fittings, are separately stacked for convenience of accounting and despatch and indication plates erected accordingly. 723 Works to be attended after completion of relaying – (1) Classification and loading of released Materials – Materials as and when removed during the progress of relaying should be collected and classified and despatched to the destination. No released Material should be left at the site of the renewals. Relaying work shall not be considered complete until all released Materials are removed from site and necessary credit accorded. (2) Temporary strengthening of gangs – After the relaying is completed it would be necessary to strengthen the regular maintenance gangs temporarily to maintain it to the required standard for the maximum permissible speed on the section. (3) Description Boards – Boards displaying information in regard to track Materials laid for special or experimental purposes should be erected at each end of the length over which the trial is being conducted & maintained only for so long as the Materials remain under trial. (4) Revision of Permanent Way Diagrams – As soon as the rail or the sleeper replacement work is completed, the Permanent Way diagrams, the station yard diagrams and the index section that embody the detailed particulars of the track in regard to the year of laying, section of rail, type of sleepers, fish-plates& fittings should be amended up-to-date in the Divisional office and head-quarter. The same should be advised to all concerned. The daily progress details will also be updated in TMS. Copies of amended diagrams should be issued by the DEN to the ADEN & SSE/P.Way concerned for record in their offices. (5) Closing of the Accounts – The account for relaying works should be closed within 3 months of completion of the work & completion report submitted. Page 290 of 417  Annexure - 7/1- Para 721 LOSS OF WEIGHT OF RELEASED SCRAP (P.Way COMPONENTS) DESCRIPTION OF WORK: __________________________________ FOOT BY FOOT SURVEY CARRIED OUT BY: ________________________________ DATE: _____________________ DIVISION: _________________ S. Description of Material Weight of Max.% loss of Weight of Remarks No. (Rail, Sleeper, Fittings New item weight on release released etc.) item (1) (2) (3) (4) Annexure - 7/2-Para 721 Summary of P.Way Material to be released Name of work Division….…………………section…………………..SSE/P.Way……………………… DEN/Sr.DEN Period of execution of work from dd/mm/yy to dd/mm/yy List of Material to be released Remarks for Sign. of Test Category Name Km of section If scrap abnormality, JE//SSE/P check Remarks of Service- if any.Way by Material able or No/ Rate Wt. (In charge/ ADEN scrap Length (/Wt.) Spl) Page 291 of 417