Regular Track Maintenance PDF

CHAPTER – 6 MAINTENANCE OF PERMANENT WAY ********************* PART – ‘A’ - REGULAR TRACK MAINTENANCE 601 Track Maintenance:-The track should be maintained with the objective of restoring it to...

CHAPTER – 6 MAINTENANCE OF PERMANENT WAY ********************* PART – ‘A’ - REGULAR TRACK MAINTENANCE 601 Track Maintenance:-The track should be maintained with the objective of restoring it to best possible condition consistent with its maintainability by Mechanized system of maintenance as per Para 604. However, till complete mechanization, few activities like picking up of slacks may be done manually. 602 Annual Programme of Track Maintenance: -The annual machine deployment programme shall be issued by CTE for track renewal, rail grinding, deep screening and shoulder screening machines based on yearly requirement of track maintenance. For other machines, the deployment programme shall be decided by Sr. DEN / Co which will be periodically reviewed based on TRC results and Para 523. Field engineers will also make annual (two half-yearly, first: April to September and second: October to March) programme of regular track maintenance and works incidental thereto which shall be consistent with annual machine deployment programme. The annual programme of regular track maintenance and works incidental thereto may be followed for guidance as below: Annual Programme for Regular Track Maintenance (a) Post monsoon Immediately after cessation of monsoon, attention to run down lengths, need attention based maintenance or works incidental to requirement of urgent maintenance as projected by OMS/TRC recording or identified during footplate inspections should be taken up in the entire gang beat to restore section to good shape. Thereafter, the following schedule of work may be followed: (i) Picking of slack: 1-2 days in a week (ii) On remaining days Systematic planned/Need Based maintenance, from one end of the section to the other as necessitated by TRC results, including through gauging, Sleeper spacing/squaring, casual renewals of rails/sleepers, attention to bridge approaches, level crossings and points & crossings, SEJs, Glued Joints, lubrication of rail joints, weld collar painting, Destressing of track, Cold weather patrolling, etc. (b) Pre-monsoon Normally 2 to 3 days in a week should be devoted to clearing of side and attention catch water drains, earthwork repairs to cess, clearing waterways and picking up slacks. In the rest of the days normal systematic planned/Need Based maintenance as necessitated by results of TRC/OMS etc., will be carried out, which include through gauging, Sleeper spacing/squaring, casual renewals of rails and sleepers, Shallow screening of specified lengths, Destressing of track, Hot weather patrolling etc. (c) Attention during Attention to track as required, consisting primarily of picking up slacks or monsoon need based maintenance and attention to side and catch water drains and waterways. During abnormally heavy rains, patrolling of the line by gangs should be carried out in addition to regular monsoon patrolling. 603 Maintenance Planning:- Every SSE/P.Way (In-charge) should prepare a perspective maintenance plan of his section in advance based on various track recording results and exception reports from TMS. This should also take account of trolley and footplate inspections and inspection of higher officials so that optimum utilization of various resources, track machines, traffic blocks, and labour etc. is possible. Every SSE/P.Way (In-charge) should also ensure that arrangements are made for adequate Materials, tools, labour, man power and necessary caution orders/blocks, as may be necessary. The monthly Page 215 of 417  and weekly maintenance planning shall be based broadly on annual plan to include: (a) Plain track maintenance, (b) Maintenance of yards including point and crossings, (c) Maintenance and realignment of curves, (d) Level crossings, (e) Adjustment of creep, (SWR, Fish Plated track) (f) Deep screening, (g) Casual renewal, (h) Renewal of over-aged assets such as points and crossings, SEJs, Glued Joints, welds etc. (i) Welding of joints, (j) Destressing of long welded rails etc. 604 Mechanised Track Maintenance System:- (Back to Para 601) The 3 tier system of track maintenance shall be adopted on sections nominated for Mechanized track maintenance. This shall consist of the following 3 tiers of track maintenance – On-track Machines Unit (OMU) Mobile Maintenance Gang (MMG) Sectional Gangs. 1) On-track Machines Unit (OMU): On track machines for track maintenance include Tie – tamping machines for plain track and points and crossings, shoulder ballast cleaning machines, ballast cleaning machines, ballast regulating machines, dynamic track stabilizers and UTV. These machines shall be used as per the various instructions contained in Indian Railways Track Machines Manual and Para 523. These machines shall be deployed to carry out the following jobs: a) Systematic tamping of plain track as well as Points & Crossings; b) Intermediate tamping of plain track as well as Points & crossings; c) Shoulder ballast cleaning; d) Ballast profiling/redistribution; e) Track stabilization; f) Periodical deep screening; g) Picking up and transportation of Material. 2) Mobile Maintenance Gang: a) There will be one Mobile Maintenance Gang (MMG) under each SSE/P.Way (In overall charge) with a jurisdiction of about 70-80 km in single line section and 30 to 50 km in double or multi line section. lt will be headed by a sectional JE/SSE P.Way/ (MMG) and shall be based on a Rail Borne Maintenance Vehicle (RBMV) for mobility. Till RBMV are arranged for all In-charge SSE/P.Way. The activities listed hereunder except (b) (viii) shall be done by sectional gangs. b) The functions of MMG shall be as under: (i) Repair to rail/weld fracture including in-situ AT welding. (ii) Attention to SEJs. (iii) Scattered replacement of switches and crossing components, glued joints, SEJs, etc. (iv) Rail cutting/drilling and chamfering. Page 216 of 417  (v) Spot renewals of rails and sleepers. (vi) Spot attention by Tamping of few sleepers with off-track tampers or any other approved equipment. (vii) Loading and unloading of Material required for spot attention. (viii) Driving of RBMV. (ix) Any other functions assigned. c) The MMG shall possess the equipment and other accessories as given in Annexure - 6/1, which shall be used according to the working instructions and manufacturer's operating instructions. 3) Sectional Gangs: The sectional gangs shall perform the following functions: a) Systematic through packing of track where tamping machines have not been deployed or small stretches of track needing spot attention for which machines cannot be deployed due to whatever reasons. b) Overhauling of track. c) In addition to above following works are /may also be assigned: (i) Patrolling of track: Keyman’s daily patrol Hot/cold weather patrolling Monsoon Patrolling (ii) Watching vulnerable locations (iii) Need-based attention to bridges, turnouts, SEJs and level crossings and their approaches. (iv) Greasing of ERCs, lubrication of joints, casual changing of rubber pads and other fittings (v) Minor cess repairs (vi) Cleaning of drains (vii) Attention to loops (viii) Creep and gap adjustment not involving use of machines (ix) Pre & post tamping attention (x) Examination of rails, sleepers and fastenings including measurement of toe load of ERCs. (xi) Inspection of and attention to insulated joints, switch expansion joints etc. (xii) Weld collar painting, cess cleaning, cutting of tree branches/shrubs for improving visibility. (xiii) Any other functions assigned. 605 Systematic tamping of plain track and Points & Crossings:- (1) General: Systematic tamping of plain track as well as Points & Crossings should be planned on long continuous lengths, based on results of TRC/OMS etc. (2) Deployment of Tamping Machines: Deployment of tamping machines for plain track and Points & crossing shall be based on results of TRC/OMS, the past history of deterioration of track, traffic GMT, type of formation, condition of track and its components (3) Pre-requisites to introduction of mechanical maintenance – (a) A minimum depth of 150 mm of clean ballast cushion below the bottom of the sleepers is recommended for the proper functioning of the tie tampers. Adequate ballast should be available in the shoulders and cribs. Page 217 of 417  (b) For this purpose, planning and execution of deep screening of ballast, where required, as well as running out of ballast should be done well in advance. (c) Time allowance for working the machines should be provided in the working timetable. The block time should be interpolated in the master chart for passenger and goods trains that is prepared with every change in timetable. (d) It is as much the responsibility of the Operating Department as that of the Engineering Department to ensure provision of adequate time for economical working of machines. (4) Pre-tamping attention – To achieve good results the JE/SSE/P.Way should carry out the following preparatory work before taking up the tamping: (a) Ballasting where there is shortage of ballast. (b) Heaping up of ballast in the tamping zone, to ensure effective packing. (c) Making up of low cess. (d) Cleaning of pumping joints and providing additional clean ballast, where necessary. (e) Attention to hogged joints before tamping. (f) Tightening of all fittings and fastenings like fish bolts and elastic fastenings and replacement of worn out fittings. (g) Renewing broken and damaged sleepers. (h) Squaring of sleepers and spacing adjustment; re-gauging to be done as necessary. (i) Adjusting creep and expansion gap in rails. (j) Examination of rails for cracks, sleepers and fastenings etc. (k) Survey for Realignment of curves, which are badly out of alignment. (l) Clearing of ballast on sleepers to make them visible to the operator. (m) All obstructions such as signal rods, cables, pipes, level crossing check rails, joggled fish plates etc., likely to be damaged by the tampers should be preferably removed. In unavoidable case, these should be clearly marked and made known to the tamping operator before he starts work. Tight overhead clearance should also be brought to his notice; the beginning and end of transitions should be marked. Slew, Super elevation and lift value, if any should be marked on every second/third sleeper so that it can guide the operator for levelling up correctly. (5) Attention during Tamping – The following points should be observed by the machine operator and JE/SSE/P.Way: (a) The tamping depth i.e. gap between the top edge of the tamping blade and the bottom edge of the sleeper in closed position of the tamping tool should be adjusted to 15 mm to 20 mm. Care should be taken to ensure that tamping tools are inserted centrally between the sleepers into the ballast to avoid any damage to the sleepers. (b) The tamping (squeezing) Pressure (110 – 120 Kg/Sq. Cm for plain track and 125- 135 Kg/Sq.cm for P&C) and squeezing time (0.8 second to 1.2 second) should be adjusted according to the track structure, as per the recommendations of the manufacturer. (c) Generally, one insertion is adequate. Two insertions may be necessary if the lift is above 30 mm. (d) The shoulders should be compacted along with tamping, where separate provision for shoulder compaction is available. (e) A run-off ramp of 1 in 1000 should be given before closing the day’s work. Page 218 of 417 (6) Post Tamping Attention – The JE/SSE/P.Way shall pay attention to following points: (a) Immediately after the tamping work, the track should be checked for quality of work done, in respect of cross levels and alignment, and action taken as considered necessary (b) As some of the fastenings might become loose, tightening of fittings should be done immediately after tamping. (c) Any broken fitting/sleeper should be replaced. (d) The ballast should be dressed neatly and proper filling and consolidation of ballast between the sleepers should be done. 606 Picking Up Slacks:- (1) Slacks usually occur on stretches of yielding formation, on high banks and cuttings, on approaches of bridges, LC approaches, SEJs, P&C zones, Glued Joints, on badly aligned curves, axle counter locations and other electrical and S&T installations where ballast is poor in quality or quantity or where drainage is defective. Need for attention to slacks is determined by inspections and results of track recording car and OMS/Oscillograph car. The locations needing urgent maintenance as detected by TRC/OMS shall be targeted first for restoring normal condition quickly and thereafter the locations identified for Need Based Maintenance as determined by Track recording Car or other inspections shall be attended. For spot attention/slack picking, multi- purpose Tampers and Off-track hand held tampers/ any other approved equipment shall be used as a regular measure. (2) For Off-track tampers, the working instructions, issued by Railway Board/RDSO should be followed. As an interim measure, where Off-track tampers are not available, packing may be done with the help of Crowbar/Beater, duly taking care that concrete sleepers are not damaged. (3) The quantum of work turned out by a gang during the day will depend on the extent of slacks. In all cases, sighting is done, the defects assessed and marks made with chalk on sleepers to be attended. The marked sleepers should then be dealt with as in through packing as given in Para 607, care being taken to see that the packing of adjacent sleepers does not get disturbed. In case a large percentage of sleepers needs attention in a rail length, the entire rail length should be attended to. The marking of defects shall be as indicated below – Sl. No. Defects Symbol Place of indication 1 Cross levels C-2 On the sleeper inside gauge face. 2 Loose packing H or P On the sleeper outside the gauge face 3 Gauge G± On the sleeper inside the gauge face 4 Unevenness → ← On the rail web on gauge face side ↓ 5 Alignment On the foot of rail inside the gauge face → (4) In the case of a low joint, the fishplates should be slightly loosened and the joint tapped, so that the rail ends are, rendered free and are capable of being lifted. After the joint is thoroughly packed the fishplates should be tightened again. When joints are picked up, at least three sleepers on either side of the joints should be packed. (5) If the length of track marked for need based maintenance is more in a Kilometer then this should be attended by on track Machine 607 Through Packing by Conventional Manual Method:- (Back to Para 345, 609) Normally manual through packing is not to be done in concrete sleeper track. However, in locations of slacks where multipurpose tampers are not available, following steps in sequence shall be followed. The length of track opened out on any one day shall not be more than that can be efficiently tackled before the end of the day – Page 219 of 417 (a) Opening of the road. (b) Examination of rails, sleepers and fastenings. (c) Squaring of sleepers. (d) Slewing of track to correct alignment. (e) Gauging. (f) Packing of sleepers. (g) Repacking of joint sleepers. (h) Boxing of ballast section and tidying. The details of various steps listed above is given in Annexure - 6/9. The provisions of Part D of Chapter 3 should be followed, wherever through packing is being done in LWR/CWR track. Appropriate small track machines should be deployed instead of conventional tools for carrying out various operations, wherever feasible. 608 Observance of Sleepers under Passage of Traffic:- During the passage of the trains within working hours, the Gang Mate and Track Maintainers at the work site should stand on the cess each about one rail-length apart on either side of the portion of track they are attending to, and observe the movement of sleepers under load. Immediately after the passing of train, loose sleepers should be marked, packed uniformly and the packing tested. In respect of other trains, the Gang Mate and the trackmen should observe the sleepers near where they are working and take similar action. Firm and uniform packing is the primary need for good track maintenance. 609 Systematic Overhauling:- The length of the section to be overhauled shall be such that complete overhauling of track will be accomplished within a specific period (normally 3 to 5 years). The overhauling should be done using SBCM for cleaning of shoulder ballast. The crib ballast should also be shifted to shoulders for screening by the machine, which should again be put back in crib portion. In case it is not feasible to screen the crib ballast by machine, the same should be screened manually. Adequate care should be taken in removing the crib ballast in LWR/CWR track. All the loop lines should be shallow screened/overhauled once in 7 years or more frequently as required, along with systematic tamping/packing. (1) Sequence of operations – Overhauling consists of the following operations in sequence – (a) Shallow screening and making up of ballast. (b) All items attended to, while doing through packing as detailed in Para 607. (c) Making up the cess. (2) Shallow Screening and making up of Ballast – (a) For good drainage periodical screening of ballast is essential. (b) In case of manual overhauling, the crib ballast in the shoulders should be opened out to a depth of 75 to 100 mm below the bottom of sleepers, sloping from the centre towards sleeper end. The ballast in the shoulders opposite to the crib as well as between the sleepers is removed to the full depth. A slope is given at the bottom sloping away from the sleeper end. The ballast is then screened and put back. Care should be taken to see that the packing under the sleepers is not disturbed and the muck removed is not allowed to raise the cess above the correct level. (c) Two contiguous spaces between sleepers should not be worked at the same time. Page 220 of 417  (d) Screening should be progressed in alternate panels of one rail length. In no circumstances should several rail lengths of track be stripped of ballast simultaneously. (e) Where drains across the track exist, they should be cleaned and filled with boulders or ballast to prevent packing from working out and forming slacks. (f) After screening, full ballast section should be provided, extra ballast being run out in advance for the purpose. Work should be commenced after making sure that the ballast will not be seriously deficient. Deficiency, if any, should be shown in the central portion of sleeper and this also should be made up soon. (3) Through packing of track – The detailed operations are described in Para 607. Through packing may be done preferably by using machines and in unavoidable situations by conventional beater packing. (4) Making up of Cess – Cess when high should be cut along with overhauling and when low should be made up. A template should be used for this purpose. (5) Overhauling should be completed before the end of March. (6) Overhauling of SWR/LWR/CWR track – In such cases the relevant provisions detailed in Para 324 & 345 should be followed. Page 221 of 417  PART – ‘B’ HANDLING AND MAINTENANCE OF RAILS, SLEEPERS, FASTENINGS & OTHER MISC. ITEMS 610 Handling and Stacking of Rails: (1) Any carelessness in loading, unloading, handling and laying of rails is liable to cause damage, which will not only contribute towards bad running but also result in irreparable damage to, or incipient failures of rails. (a) During loading and unloading, ramps of un-serviceable rails should be made and the rails slid over them, intermediate supports being given to prevent excessive sagging. Preferably, crane may be used for loading/unloading of single rails. (b) For handling rails, slings or tongs should be used. (c) When hauled into position, prior to linking or otherwise, rails should be so spread as to rest evenly along their entire length or on supports closely spaced and should lie on the foot. (2) During any operation requiring marking of rails such as yard surveys, curve adjustments, and realigning operations etc., the marking on rail shall be done by paint mark only and chisel or punch marking is not permitted. (3) The gas cutting of rails; and making of holes using gas is prohibited. (4) While stacking rails, care shall be taken that – (a) The ground is level and well drained. (b) Free rails are supported at least at four points, evenly along their length; Welded rail panels shall be so spread on cess as to rest evenly along their entire length on supports spaced at 4 metre centre to centre to prevent formation of kinks. (c) Each stack of the rail should be of the same section and class. (5) Detailed guidelines on stacking of rails as contained in RDSO's Guidelines for Handling and Stacking of Rails (No. CT-35) may be referred to. 611 Inspection of Rails in Service:- (1) General- The detection of rail flaws is done by visual examination of the rail and by Ultra Sonic Flaw Detection (USFD) of rails. (2) Visual examination of Rails – Rail ends should be examined for cracks during the lubrication of rail joints by cleaning the surface of the rail by wire brush and using a magnifying glass. A small mirror is of assistance in examining the underside of rails. Such examination on important girder bridges and their approaches should be done twice a year under the supervision of JE/SSE/P.Way. (3) USFD Testing of Service Rails: No rail, untested by USFD, shall be laid in the track whether for new lines or layouts or renewals or for repair works or even temporarily such as service rails for PQRS work. (4) The JE/SSE/P.Way carrying out the ultrasonic testing of rails shall be trained by RDSO. Detailed instructions for ultrasonic testing of rails and welds are contained in the “Manual for Ultrasonic Testing of Rails and Welds”. 612 Causes of Rail Deterioration:-The principal factors causing rail deterioration are detailed below: (Back to Para 310 (2) (b)) (1) Corrosion and rusting – Corrosion is caused not so much by the dampness as by acid gases dissolved in the film of moisture, which frequently coats the rails. Corrosion is generally noticed on the web and foot of the rail. Corrosion is generally heavy in the Page 222 of 417  following locations: (a) Platform lines where trains make prolonged halts. (b) Sidings where saline or corrosive goods are dealt with. (c) Near water hydrants due to insufficient drainage. (d) Tunnels and deep cuttings. (e) Areas near the seacoast. (f) Industrial belts. (2) Wear on Rail Table – The wear of top table increases with higher traffic density as in suburban section, though not proportionately. (3) Flattening of rail table —This mostly occurs on the inner rail of a curve because of higher contact stresses due to heavy axle loads, large un-sprung mass or under equilibrium speed on canted track, which causes slipping of wheel sets. Flattening of rail table is an indication of overloading on inner rail; and this tendency can be reduced, if appropriate cant is provided. (4) Wear on Gauge Face – The outer rail of a curve has to withstand heavy pressure from the wheels, which results in the running edge becoming worn or ‘side-cut’. Wear on gauge face is especially pronounced in case of suburban sections where rolling stock are provided with laterally un-sprung traction motors. (5) Hogging of rail end – A hogged rail is one with its end or ends bent in vertical direction. A hogged rail end in the track is ascertained by un-fishing the joints, removing the fastenings and then measuring the extent of hog at the rail end by placing a 1 metre long straight edge over the rail table, centrally over the joint as shown in the sketch below – HOGGING OF RAIL – METHOD OF MEASUREMENT (6) Battering of rail ends – Rail end batter occurs where the joint gaps are excessive. It is caused by the impact of wheels on end of a rail particularly if the fishplates do not fit snugly. Rail end batter is measured as the difference in heights of the rail at its end and at a point 30 cm away from the rail end as shown in the sketch below: RAIL END BATTER – METHOD OF MEASUREMENT Page 223 of 417 (7) Wheel burns – Wheel slipping occurs usually on adverse gradients or while starting on rising grades when considerable heat is generated and top of the rail is torn off in patches, causing depressions known as wheel burns, from which cracks may develop. This also occurs when train brakes are applied suddenly and wheels lock and slide, or due to under-powering of trains. Wheel burns cause the wheels to hammer the rails and lead to difficulties in keeping the sleepers packed firmly and fastenings tight. Such rail should be kept under observation and changed, in case repair by welding is not feasible. (8) Corrugation – In certain locations, rail table develops ridges and hollows called corrugation and when vehicles pass over these rails, a roaring sound ensues. Such rails are called “roaring rails”. In such locations, excessive vibrations are caused, due to which fastenings and packing tend to get loose and track needs frequent attention. 613 Rail Maintenance to reduce Rail Deterioration:- (1) Efficient maintenance of rails results in increased service life of rails. The following precautions/maintenance practices, if observed, will effectively reduce rail deterioration. (2) Prevention of corrosion: (a) Identification and measurement – (i) Areas prone to corrosion of rails shall be identified by the Principal Chief Engineer of the Railway on the basis of reports sent by Divisional Engineers. (ii) In corrosion prone areas identified in accordance with above Para, measurement of depth of corrosion both vertically and laterally (reduction in bottom flange width of rail), shall be done using straight edge and feeler gauge or any other suitable device at a fixed periodicity of once in a year on every 100 sleepers by removing Elastic Rail Clips and liners and such measurements shall be recorded in TMS by JE/SSE/P.Way as per Annexure - 6/5. (iii) For new line/gauge conversion projects, corrosion prone areas shall be identified by CAO(C) in consultation with Principal Chief Engineer. (b) Anti-corrosive painting – (i) In case of the new rails to be laid during track renewal/doublings/other construction projects in identified corrosion prone areas, anti-corrosive bituminous coating as per procedure mentioned in (iii) below should be provided before laying in track. This should preferably be done in Flash Butt Welding Plants. For severe corrosion prone areas, wherever possible, Zinc metallisation in lieu of bituminous painting in centralized plant/ Flash Butt Welding plant can also be done. The Zinc metallisation shall be done as per procedure laid down in Technical Specification for Zinc Aluminium metallisation of Rails (IRS: T-51). (ii) In case of rails that are already laid in track in identified corrosion prone areas, anticorrosive bituminous coating to rails should be given in the track itself as per procedure mentioned in (iii) below. (iii) Surface preparation of rails shall be done, with the help of hand operated or power operated tools i.e. scrappers, wire brushes, sand paper, pumice stones etc. Wire brushing shall invariably be done at the end so as to obtain uniform rubbed surface. The surface prepared shall be checked visually for uniformity of surface. Special care should be taken in surface preparation at weld collars and liner contact areas. Surface preparation should not be done when ambient temperature is below 10° C or above 50° C, in rainy season, during night, in winter before 8AM, in summer between 11AM to 3PM and in extremely windy/misty/dusty Page 224 of 417  conditions. Chemical should not be used for surface preparation. Painting should be done in two coats of thickness of 100 microns each by anti-corrosive bituminous black paint conforming to IS: 9862 after an interval of 8 hours between two coats. All the liners and Elastic Rail Clips shall also be painted with anti-corrosive black bituminous paint after duly cleaning the surface. (iv) In identified corrosion prone areas, bituminous painting of rails shall be done once in a year on inside of gauge face including web and flange and once in three years on non-gauge face side of rail including web and flange. In other areas, wherever signs of corrosion are seen in isolated patches, prompt action for anti-corrosive painting shall be taken. (c) Greasing and sealing of liner contact area – In identified corrosion prone areas, the rail liner seat should be greased using graphite grease IS-408-1981 Gr. O specification after proper cleaning. The grease is also applied all around the liner on the rail foot on gauge face side to prevent the ingress of toilet droppings in the gap between the liner and the rail foot. Greasing and sealing of liners contact area shall be done once in year for gauge face side and once in two years on non-gauge face side of rail. (d) Shifting of liner locations – Shifting of liner location on rail foot at regular intervals is desirable to ensure that the effect of corrosion is not allowed to build up at liner locations and render rails vulnerable to fractures due to increased depth of liner bite pits.Longitudinal shifting of liner location from the sleeper seat can be done when corrosion is less than 1.5mm. The extent to which shifting of liner bite location will be done during de-stressing shall be decided by the SSE/P.Way (In-charge). After new rails are laid in an identified corrosion prone area, regular watch on the effect of corrosion shall be kept by taking measurement of depth of pits. Corrective measure should be taken by shifting of the liner biting locations/interchanging of rails at the time of de-stressing of rails in LWR/CWR track and pulling back rails in SWR/fish-plated track as per frequency and guidelines approved by the Chief Track Engineer based on local conditions. (e) Rail flange/web should be kept free of the muck. (f) Periodical cleaning of rubbish should be done in goods shed siding lines. (g) Train watering arrangements should be avoided on the run through main lines as far as possible. Proper drainage should be ensured in yard/station lines including washing lines, washable aprons, train watering lines etc. (3) Reducing side wear on rails-(Gauge face of outer rails) – (a) On sharp curves where the tendency of wear on the outer rail is noticeable, lubricators should be installed as per Para 424 or hand lubrication of gauge face should be done, care being taken not to apply the lubricant on the top of the table. In case of hand lubrication, the Divisional Engineer may decide frequency of lubrication duly considering local conditions and traffic on the line. (b) Increased life can be obtained by turning the rails when side wear reaches the permissible limit. At the time of turning, matching of rail ends on the gauge face should be ensured. Spot renewals should not be carried out with new rails particularly, if the heads of the existing rails are worn badly. These should be spot renewed with matching sections of serviceable rails. (4) Repairs to wheel burns – This could be carried out at site by replacing the affected length. Page 225 of 417 614 Rail Closures on other than LWR Track:- (1) Permanent rail closure in running lines should not be less than 11 metre in length. However, on sections having maximum speed upto 100 Kmph, minimum length of permanent rail closure can be 5.5 metre. Temporary closure, not less than 4 m, can be used with speed restriction of 30 Kmph. (2) For locations such as; (a) tunnel (b) major and important bridges (c) deep cuttings (d) high embankments (e) junctions of different types of rails and/or sleepers (f) points and crossings (g) including 500 metre length on both side approaches of all the above, Permanent closure in running lines should not be less than 11 metre in length. Closure rails existing in track, which are less than 11 metre, should be welded at least at one joint on either side to make the minimum rail length of 11 metre between two adjoining fish plated joints. Until such time this welding is done and the length of at least 11 metre is achieved, speed restriction of 30 Kmph shall be imposed. (3) Closures should not be located near each other, or opposite to each other. They should be separated by at least 39 m on the same rail (left or right rail) and 11m on opposite rails. (4) Use of closures should be limited and reduced to the minimum possible. 615 Attention to Defective Rails and welds detected by USFD:-On getting information about a defective rail or weld JE/SSE/P.Way shall take action in accordance with the Para 6.4 and 8.14 of “Manual for Ultrasonic Testing of Rails and Welds” for provision of joggle fish plate and/or removal of defective rails or welds. 616 Casual Renewal of Rails:- Casual rail renewal shall be done for replacement of defective rail, fractured rail, wheel burnt rail or old worn out rail. On detection of such defective rail, the affected rail length should be cut during block and the same should be replaced with serviceable rail duly observing all the precautions for SWR/LWR/CWR as the case may be. For repairs and casual renewals, location-wise Imprest of tested rails of various lengths (13 m, 9 m, 6 m etc.) shall be prescribed for each JE/SSE/P.Way by Sr.DEN/DEN. 617 Rail Failures:- (1) Action to be taken in case of Rail failures – When a rail fails in track, action as detailed below is to be taken: a) Entry in the SSE/P.Way section register as detailed in Sub Para (2) below. b) Preparation of a detailed report of the failure in cases where applicable as laid down in Sub-Para (3) below. c) Detailed metallurgical investigation in cases, where applicable, as per Sub-Para (3) & (4) below (2) Record of Rail failures – All the cases of rail failures have to be entered in TMS by the JE/SSE/P.Way as laid down in Annexure - 6/6. For this purpose, all failures whether in running lines, points and crossing rails etc. and irrespective of type and age of the rails, have to be entered in the section register. This record is intended to serve as a Page 226 of 417  basic record, which should be available in the office of the JE/SSE/P.Way and will serve to furnish data, if required subsequently for any statistical analysis or for framing out proposals for track renewal works. Care should therefore be taken by the JE/SSE/P.Way for filling up all the details. The Divisional Engineer and Assistant Divisional Engineer concerned shall frequently peruse the TMS records of rail/weld failures. (3) Reports of Rail failures – In addition to the records maintained, as detailed in Sub Para (2) above, a report has to be prepared as per Annexure - 6/6 in all cases of rail failures occurring in track with the exception of the cases noted below: Rail failures occurring in non-running lines. Non-standard and obsolete rails. Accidental damages to the rails such as wheel burn and scabbing, buckling, kinks, derailments, abnormal slipping of loco wheels, excessive wear, loss of section by corrosion, battering, elongation of holes etc. a) JE/SSE/P.Way will prepare a ‘Rail failure’ Report as per proforma (Annexure - 6/6), enter into TMS and forward to the Assistant Divisional Engineer, who will transmit with his remarks to the Divisional Engineer, for onward transmission to the Chief Track Engineer and Executive Director (M&C)/RDSO/Lucknow. b) In case of failures requiring metallurgical investigation, a copy of report should be sent to the Chemist and Metallurgist of the Zonal Railway along with the samples as detailed in the Sub-Para (4 to 6) below. c) Sketches and photographs illustrating the fractures should also be submitted with the failure reports on each case duly indicating the running/gauge face of the rail. d) It is particularly essential to record the type of failure in the failure reports against item No. 5.3 as per RDSO monograph “Rail Failures - Description, Classification and Reporting”. The Executive Director (M&C) will arrange to carry out analysis of rail failures from the reports received from the JE/SSE/P.Way and the Chemist and metallurgical investigation, and publish reports with suggestions for reducing failures. e) In most cases, it is possible to determine the cause of the failure by visual examination/ultrasonic detection report without the need for metallurgical investigation however, in cases mentioned in Sub-Para (4) below, it is obligatory to take up full metallurgical examination by the Chemist and Metallurgist of the Railway concerned with a view to ascertain the exact cause of failure. f) In such cases the rail failure report should be made out in the prescribed proforma inserting the most probable code of failure against item No. 5.3 of rail fracture report proforma as given in Annexure - 6/7, and indicating whether the sample has been sent to the Chemist and Metallurgist for metallurgical investigation. g) In cases, detected visually or by ultrasonic flaw detectors, the rail pieces of 1m length (500mm + 500mm) containing the flaw shall be sent for metallurgical test only from those rails which are removed from track based on the criteria for removal of rails and falling in the category listed in Sub-Para (4) below. h) The test pieces for metallurgical examination are to be sent only for rail failures which occur within first 25% of service life subject to maximum of 10 years of rolling and for which detailed reports are to be prepared. i) In case of repetitive failures of rails of same rolling mark, irrespective of the type of fracture/flaw, short rail piece of approximately 1m long (500mm + 500mm) containing the fracture/flaw detected visually or by ultrasonic flaw detector should be sent to the Chemist and Metallurgist together with a rail failure report for metallurgical investigation. Page 227 of 417  j) Chief Track Engineer of zonal railway shall forward the cases of repetitive failure of rails of same rolling mark on account of chemical & metallurgical reasons to Executive Director/M&C/RDSO along with investigation reports from Chemist and Metallurgist. The rail pieces of approximately 1m long (500mm + 500mm) containing the fracture should be sent to Executive Director/M&C/RDSO together with a rail failure report for metallurgical investigation where rail/weld failure is prima facie cause of train accident. k) To sum up, test pieces to the Chemist and Metallurgist or RDSO, would be sent in either of the following condition i. The rail failure is within first 25% of service life subject to maximum of 10 years of rolling of rail, irrespective of the type of fracture/flaw. ii. The rails have been removed from track as a result of visual or ultrasonic detection and rail failure falls in categories listed in Sub Para (4) below. iii. The rail where rail/ weld failure is prima facie cause of train accident should be sent to RDSO. iv. The rails with repetitive failure of same rolling mark irrespective of type of failure. l) In cases of failures of imported rails occurring within guarantee period, stipulation of Sub Para (5) shall be followed. (4) Type of rail failures for which metallurgical investigation is required - 100/200 - Transverse breakage with apparent origin (sudden breakage) 1212/2212 - Head, surface, shallow surface defect (line). 1321/2321 - Web horizontal crack at top fillet radius. 1322/2322 - Web horizontal crack at bottom fillet radius. 1323/2323 - Web horizontal crack not at fillet radius. 238 - Web diagonal cracks not at a hole. 253 - Foot, vertical, longitudinal crack in foot half-moon break 1511/2511 - Foot transverse break at rail seat. 1512/2512 - Foot transverse break not at rail seat. 111/211 - Internal flaw in head, transverse breakage. 112/212 - Internal flaw in head, horizontal crack. 113/213 - Internal flaw in head, vertical longitudinal split 133/23 - Web, vertical longitudinal splitting 139/239 - Web, lap. 153/253 - Foot, vertical longitudinal split. (5) Failure of imported rails within the Guarantee period - In all cases of failure of imported rail occurring within the guarantee period, irrespective of the type of fracture/flaw rail piece approximately 1m long (500mm + 500mm) containing the fracture/ flaw detected visually or by ultrasonic flaw detector should be sent to the Chemist and Metallurgist together with a rail failure report for metallurgical investigation. (6) Procedure for sending samples for metallurgical investigation - In case of fractured rail, both the pieces of approximately 500 mm long each i.e. total 1m long containing fractured faces/flaw should be sent to the Chemist and Metallurgist for investigation. To avoid damage in transit, the fractured faces shall be protected with mineral jelly and suitably covered with hessian cloth. Cracked rails may also be suitably protected at the crack location to avoid damage in transit. Pieces having internal defects may be dispatched as such. Page 228 of 417  The Chemist and Metallurgist of the Railway will carry out metallurgical investigation, as required, and forward one copy of the report each to the Chief Track Engineer of the Railway and the Executive Director (M&C)/RDSO and the report shall be, attached to rail/weld fracture report previously uploaded, in the TMS by DEN/Sr. DEN. In case of failures of imported rails within the guarantee period, attributable to manufacturing defects as revealed by metallurgical investigation, the Chief Track Engineer should immediately lodge a provisional claim with the manufacturer pending Executive Director (M&C)’s confirmation of the findings submitted by the Chemist and Metallurgist of the Railway. The Executive Director (M&C)/RDSO will scrutinize the report submitted by the Chemist and Metallurgist and if he agrees with the findings as submitted, inform the Chief Track Engineer accordingly. Where the Executive Director (M&C)/RDSO feels the need for carrying out further investigation before giving his verdict, he will call for the sample from the Chemist and Metallurgist of the Railway and carry out confirmatory tests, as necessary and intimate the findings to the Chief Track Engineer. On the basis of Executive Director (M&C)’s advice, the Chief Track Engineer will then finalize the claim with the manufacturer. In case of failures of rails other than imported, the Executive Director (M&C)/RDSO will call for samples from the Chemist and Metallurgist, for confirmatory test, where necessary. Based on the trend indicated by the numerical analysis of the rail failures for the period under review, the Executive Director (M&C) will bring to the notice of the indigenous manufacturers and Inspecting Agency, any predominance of failures attributable to manufacturing defects, to enable corrective action being taken. 618 Action to be taken in case of Rail fractures/Weld failures:- It is of Paramount importance that whenever a fracture of a rail/welded joint is noticed, immediate action is taken to restore the track, if necessary with restricted speed, with the least possible delay. (1) The Gang Mate/Keyman/Trackman, as soon as he notices the rail fracture/weld failure should first protect the track. He should also send information to the JE/SSE/P.Way and the Station Master of the nearest station. (2) If the fracture is with a gap of less than 30 mm, the fractured rail ends should be joined with fish plates and clamps. (3) When the fracture gap is more than 30 mm, a closure of appropriate length should be used, and fish plated with clamps. (4) In cases where a small portion or piece of rail has come off or in the case of multiple fractures, the rail has to be changed before allowing traffic. (5) In the case of weld failure, joggled fishplates and clamps should be used. (6) After carrying out the emergency repairs the trains may be passed by a Gang Mate/Keyman at speed prescribed in Annexure - 3/8, until the Permanent Way Official replaces the rail. Trackman deputed as patrolman (Railway Employee) may also pass only the first train which is stopped by him in the course of protection of track after detecting rail/weld failure and after carrying out the emergency repairs, if he feels confident of passing the train. 619 Lubrication of Rail Joints:- (1) The purpose of lubricating rail joints is not only to facilitate expansion of rails but also to retard wear on the fishing planes of the rail and the fishplate. Reduced wear on the fishing planes is one of the preventives of the low joints. (2) A stiff paste of plumbago (Graphite) and kerosene oil, made in the proportion of 3 kg of plumbago to 2 kg of kerosene oil may be used as lubricant. Black oil or reclaimed oil may be used for fish bolts and nuts. Alternatives to the above may be used, with Page 229 of 417  the specific approval of Chief Engineer. (3) All rail joints should normally be lubricated once a year on a programmed basis during the cold weather months after the monsoon, from October to February. Lubrication should not be carried out in extremes of weather both hot and cold. On non-running lines, this period may be extended to 2 years with the approval of the Chief Engineer. (4) Creep in excess of 150 mm should be adjusted before the work of lubrication of rail joints is undertaken. (5) The lubrication of rail joints should normally be carried out by gangs working under the direct supervision of at least JE/P.Way. The work should be carried out under caution orders arranged to be issued daily by the JE/SSE(P.Way) and under protection of engineering signals or under traffic block, as per Para 806 The procedure to be followed will be as below: a) The nuts are unscrewed and the fish bolts and fishplates are removed. b) The fishing surfaces of the fishplates and rail are then cleaned with a wire brush. c) The rail ends are inspected for cracks and the fishing surfaces of rails and fishplates are checked for wear. A magnifying glass and a mirror should be used for detecting cracks in rail ends and fishplates. d) The fishing surfaces of the rails and fishplates are then lubricated. e) The fish bolts are then put back in reverse position and tightened using a standard fish bolt spanner, the inner two bolts being tightened first. f) While tightening overstraining of bolts shall be avoided. g) Spare fishplates and bolts should be available for replacement of cracked ones. (6) The Chief Engineer may issue subsidiary instructions as necessary. (7) The lengths over which the rail joints are lubricated together with dates shall be recorded in the TMS. In the month of April, SSE/P.Way (In-charge) should submit the certificate of lubrication of rail joints giving reasons for any exception to the Assistant Divisional Engineer. Copies of these certificates should be forwarded with the Assistant Divisional Engineer’s comments to the Divisional Engineer for scrutiny and record. (8) During all works such as relaying, rail renewals and renewals of turnouts, etc. rail joints should be lubricated. All such joints those have been lubricated by the gang should be checked and retightened by Keyman during his routine patrolling. (9) Insulated joint fishplates should not be greased. 620 Maintenance of Rail Joints: (1) Special care is needed for maintenance of fish-plated joints to get better rail life as well as improved running. (2) The hammering of the fishplates is forbidden. For removing a fishplate, which has seized to the rails, the fishplate may be tamped gently by a hammer, by interposing a wooden piece. (3) Over tightening of fish bolts shall be avoided. Mechanical/light weight battery operated torque wrenches with predetermined torque should be used. Alternatively, Fish bolt spanner of standard length shall be used. When tightening bolts, the two central bolts should be tightened first. (4) The efficient maintenance of joint depends on – (a) Efficiency of elastic fastenings. (b) The efficiency of packing and correct spacing of sleepers. Page 230 of 417  (c) The provision and maintenance of correct expansion gaps. (d) The proper lubrication and fishing of the joints. (e) The correct maintenance of gauge and cross level. (f) Efficient drainage. (5) Defects in rail joints – Some of the major defects, noticed at the rail joints and the preventive measures suggested to rectify or minimise the deficiencies /defects noticed are detailed below – (a) Slack sleepers – During packing ballast below sleepers, it should be ensured that the sleepers do not get tilted. (b) Loose Fish-Plates – Fish bolts must be kept tight but not so tight as to prevent expansion or contraction of rails. (c) Wear of Fish-Plates and Rails at fishing surfaces – When wear takes place on the fishing planes of rails and fish-plates, the joint dips down. The wear is generally more at the centre of the top of the fishplates and less at the ends. Corrective action should be taken by providing tapered shims or by replacing the rail end. (d) Battering of Rail ends – Battering can be avoided by packing the joint sleepers firmly and by maintaining correct expansion gaps. Battering of rail ends can be repaired by end cropping. (e) Hogged Rail Joints – Cropping of rail ends can eliminate hogging. The use of repressed fishplates also helps in improving the hogged joints. De-hogging machines can be used for this purpose. (f) Broken Fish-plates – Broken or cracked fishplates must be replaced. (g) Cracked or Broken Rail ends – The fish bolt and bond holes at rail ends weaken the rails, which might result in rail end fractures. Chamfering of boltholes and bond holes should be done. The fracture normally starts as a fine crack from the fish bolt or bond holes. During lubrication of rail joints, opportunity should be taken to observe the rail ends carefully for presence of fine cracks. If cracks are noticed, rails should be replaced. Ultrasonic testing of rails helps in detecting the cracks, which are difficult to detect by visual examination. (h) Pumping of Joints – Immediately after the monsoon, the ballast at such joints should be removed and replaced. Cross drains should be provided between first and second shoulder sleepers. (6) Other important points regarding joint maintenance – (a) Gap survey should be undertaken periodically and gap adjusted, as detailed in Para 320. (b) Ordinary fish-plated track could be converted into three-rail panel, wherever all other conditions for SWR are satisfied, to minimize number of fish-plated joints. (7) Chamfering of bolt holes in rails – (a) General – (i) Chamfering of boltholes work hardens the periphery of holes and thereby delays the formation of star cracks. Each drilled hole, including holes done for providing structural/continuity bonds by Electrical/S&T departments, shall be chamfered. (ii) Existing boltholes, if elongated, should be removed; new holes drilled and chamfered. (iii) Chamfering of bolt holes should be done with approved chamfering kit. Procedure for chamfering of boltholes shall be as per the manufacturer's manual accompanying the equipment. Page 231 of 417  (b) Bolt holes in new rails received directly from steel plant should be chamfered before rails are laid in track. (c) Chamfering of boltholes in the welded rail panels should be done before despatch in the Flash Butt Welding Plants. (d) When rails in track are end-cropped, new boltholes should be chamfered at site. 621 Fish-plate failures:- (1) A fish-plate is said to have failed if it fractures or cracks for reasons other than service wear and tear, accidents, or excessive wheel grazing noticed on it, and it becomes necessary to remove it from track. (2) Renewal of worn fishplates should be considered when condition so warrants. 622 Inspection and Maintenance of Insulated Rail joints/Glued Joints:- (Back to Para 223) (1) General- There are two types of insulated rail joints provided for track circuiting. (a) Fish-plated insulated joints: Insulating components of this type are provided and maintained by S&T department. Rail ends shall be provided as square and smooth, battered ends should be rectified and gap between rails, if large, should be adjusted. The fish plated joint shall be kept tight and ballast well packed in the vicinity of joints to prevent undue movement of rail ends. JE/SSE/P.Way and JE/SSE (Sig) should carry out the joint inspection of such insulated joints once in year and observations recorded in TMS. (b) Glued Insulated Joint - The G3L type glued joint should be provided on all run through lines. The glued joints should be tested for insulation resistance as per Para 3.3 &3.5 of “Manual for Glued Insulated Rail Joints” both in dry and wet condition before laying on track and in service. (2) Laying and Maintenance of Insulated joints – (a) Insulated joints, wherever provided, shall be maintained as square joints. (b) Rail ends of the insulated joints shall be square and the gap between the rails should be equal to the thickness of the end post. (c) The metal burrs at the end, if any should be removed well in time to avoid short- circuiting. (d) Fish bolts at the insulated joints must be kept tight and the sleepers well packed in the vicinity of the joints. (e) Rail ends shall be kept free from brake dust, dirt, sand, rust, other foreign Materials etc. (3) Maintenance of Glued Insulated Joints – (a) The ballast used in track in the vicinity of glued insulated joints shall be clean to ensure efficient packing and drainage. (b) Care should be taken to see that the ballast is clear of rails and rail fastenings. (c) In glued joints, normally no relative movement occurs between rails and fishplates. In case, failure of joints occurs by separation of rail, fishplate surfaces with consequent relative movement, fishplates crack/breakages etc., the damaged glued joint shall be refurbished/replaced. Refurbishing shall be done as per “Technical Specification for Re-Furbishing of Existing Glued Insulated Rail Joints and In-Situ Fabrication of Glued Insulated Rail Joints (PROVISIONAL)”. (d) The track at glued joint and its vicinity shall be kept clean with efficient drainage. Page 232 of 417 623 Laying of PSC Plain track Sleepers:- (Back to Para 625) (1) General – PSC Sleepers shall be laid and maintained square to the rails on straights and radially on curves. The rail joints should be suspended. (2) Relaying with Mechanical Equipment 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. (3) The preliminary (preparatory) work prior to relaying at site, the actual relaying process at site and the post relaying operations are described in detail in “IRTMM”. (4) Operations Connected with Manual Relaying – (a) Manual Laying will not normally be adopted except under exceptional circumstances (b) Loading and Unloading – Concrete sleepers shall be placed perpendicular to the length of the BFR. Manual unloading, if unavoidable, shall be done sleeper by sleeper. Wooden or steel sleepers provided with hooks at the top ends for gripping the side of the BFR shall be used as ramps for sliding the sleepers down to the cess level. Damage by over-running shall be prevented by placing the lower ends of the ramps either inside an old motor truck tyre or between gunny bags filled with wood shavings and the sleeper allowed to move down the ramp. Two men shall stand on the cess with crowbars planted into the cess and control the downward sliding of the concrete sleepers After unloading, the sleepers shall be placed on the cess approximately alongside the final position. (c) Laying Procedure – The following procedure shall be adopted for manual laying of concrete sleepers under block protection: (i) Just prior to the line block, a speed restriction of 20 Kmph shall be imposed on the portion to be re-laid during the block and rail sleeper fastenings shall be removed from the alternate sleepers. Ballast cribs between sleepers shall be exposed upto bottom level of sleepers. It shall be ensured that the number of sleepers taken up for replacement during the line block period shall not be more than that which can be given at least one mechanical tamping with ‘on track’ tamper before the first train is allowed after the replacement of the sleepers. (ii) After taking the line block, the rails over the length to be dealt with during the line block period shall be disconnected and removed. The sleepers shall then be taken out, taking care to disturb the ballast bed only to the minimum extent. (iii) The new concrete sleepers shall then be laid in position by means of sleeper slings taking care to ensure the correct longitudinal and lateral alignment. When the sleepers are being placed in position, the prepared ballast bed should be disturbed only as little as possible. Care should be taken not to damage the edges of the sleepers or to chip the concrete. After the sleepers are placed, rubber pads shall be placed at the rail seats. Elastic clips shall be loosely fastened at this stage. If the original rails are to be continued after relaying, the track rails shall be laid and connected on either side. (iv) After the sleepers are packed, the rails shall be secured in position by inserting liners and elastic rail clips and firmly fastened. (d) Renewal of concrete sleepers without block protection can be carried out along with manual deep screening as given in Para 637. Page 233 of 417 624 Laying of Fan Shaped Turnout Sleeper:- (1) Loading of PSC turnout sleepers in BFRs – Sleeper of the approach and sleepers meant for lock bar crank are loaded at right angles to the track. The remaining sleepers are loaded Parallel to the track on the BFRs. Suitable nos. of wooden battens to support the sleepers in between layers of turnout sleepers will be used as in case of main line sleepers to prevent damage. (2) Unloading – Depending upon the process of laying of the turnout adopted, the sleepers shall be unloaded either near the proposed location on firm & level ground or adjacent to a nearby siding or on a goods platform by means of a crane. While unloading, due care shall be taken that the sleepers or the inserts are not damaged. (3) Site preparation for laying – Ensure that a clean ballast cushion of 30 cm below the bottom of sleeper is available. The ballast bed has to be perfectly level. Enough ballast shall be stacked along the cess to enable the filling of ballast in the cribs on the same day. Longitudinal and cross drains may be provided in turnout area to avoid accumulation of water. The site preparation to be completed well before laying turnout ensuring deep screening of ballast in turnout length and 30 m on either side along the track. (4) Assembling – Ensure the availability of all fittings at site strictly as per requirement of latest drawings for switch portion, lead and crossing portion. The complete turnout will be assembled on a level ground adjacent to the site of laying or on the loop line connected to turnout. Red/blue rounded marking on the sleepers should invariably be kept on the right hand side irrespective of left hand or right hand turnout. Spacing of sleepers should be strictly as per layout drawing. The sleepers shall be perpendicular to the straight track in switch portion only. In lead portion, the sleepers will be inclined at half the angle between the normal to straight and curved track at that point. To ensure correct layout, laying of sleeper falling at transition from switch to lead and lead to crossing portion should be paid special attention. Sleepers in the switch portion, lead portion and crossing portion are as under – Turnout Switch Lead Crossing 1 in 8½ 1 to 13 14 to 41 42 to 54 1 in 12 1 to 20 21 to 64 65 to 83 1 in 16 1 to 20 21 to 75 76 to 101 The spacing of the sleepers in the switch, lead and crossing portion should be as per standard RDSO layout drawing to make a radial or fan shaped layout. The spacing has been worked out separately for both the rails. The sleepers in the crossing portion shall be perpendicular to bisector line of crossing angle. Long Sleepers in switch portion meant for providing motor may be placed for housing motor with the extended portion of sleeper in reverse direction only in circumstances where it cannot be avoided. The approach sleeper in advance of switch portion should be provided without fail, they are for gradual elimination of slope of rail top (1 in 20). The exit sleepers behind the crossing portion should also be provided for gradual introduction of rail slope (1 in 20). (5) Insertion of pre-assembled turnout – The complete assembled turnout shall be inserted in position by using T-28 machine as one unit or after breaking it into three panels viz. Switch, lead and crossing portions by means of T-28 machine or cranes or rollers. (6) Manual insertion – In case the PSC turnout sleepers are to be manually inserted, then the same must be done sleeper by sleeper ensuring that at no time the alignment and level is beyond permissible limits. This work may be done under a suitable speed restriction if necessary and adequate mechanical means for packing the sleepers must also be available. Page 234 of 417 625 Casual Renewal of Concrete Sleepers: - While carrying out casual renewal of Concrete sleepers, manual handling becomes necessary and precautions indicated in Para 623 (4) should be observed. In addition, the provisions relating to LWR/CWR regarding the precautions to be taken for casual renewal of sleepers shall be followed. Special care shall be taken to consolidate the shoulders of the ballast section after renewal of the sleepers. 626 Corrosion of Steel in Concrete Sleepers:-Both the ends of concrete sleepers should be painted with an approved type of anti-corrosive paint at the concrete sleeper manufacturing plant to prevent corrosion of the exposed ends of pre-stressing wires. 627 Maintenance of Concrete Sleeper Fastenings:- (1) Elastic Rail clips – The essential feature of the Elastic rail clip is the correct driving of the clip, which should be checked by the Keyman during his daily petrol. The clip should be driven so that the leg of the clip is flush with the end face of the insert. Over driving and under driving shall be guarded against by observations of the clips in position. The clips should be driven/taken out with clip applicator/extractor. Over driving/under driving of the clip causes eccentric load on the liners and results in their displacement and variation of toe load. A vigilant watch should be kept to ascertain that no creep is taking place in any of the portion of the track or excessive movement near SEJs. The elastic fastenings should be checked for corrosion and corroded fastenings should be replaced. (2) Rubber Pads – It must be ensured that the rubber pads are in correct position. Whenever it is found that the rubber pads have developed a permanent set, these shall be renewed. The loss of toe load can also be due to ineffective pads. The toe load should be checked regularly, as prescribed, and also if any creep is noticed resulting in excessive movements of the SEJs. In case of Composite GRSP, it shall be ensured that the manufacturer’s initials embossed on CGRSP are in contact with the rail bottom. (3) Metal Liners- The liners should be inspected and fitted in proper position. Corroded/dent marked liners adversely affect the toe load and should be planned for replacement. (4) Insulating liners – Nylon/composite insulating liners used with clip shall be examined periodically for sign of cracking and breakage. Adequate care should be exercised while driving the clip at the time of installation to prevent damage. On first laying, a small indentation on the nylon insulating liner will be formed due to the toe-load of the clip. This is not objectionable so long as the insulating liner does not crack. All cracked insulating liners should be replaced with fresh ones. 628 Renewal of fastenings: - Precaution during renewal of fastenings shall be taken as per the provisions of LWR/CWR (refer Chapter 3, Part D). Large scale replacement of fastenings must be done under the supervision of JE/SSE/P.Way. The cause for large-scale development of defects must be investigated by the Assistant Divisional Engineer. (1) Periodicity of measurement of performance of Elastic Fastening Components – Sample, Size and Testing Frequency – (a) Sample Size – Toe load of elastic rail clip should be measured on 1% of ERCs randomly on every 100 sleepers (all 4 ERCs to be measured on one sleeper). (b) Testing Frequency – The testing of ERCs is to be done after four years or passage of 200 GMT of traffic, whichever is earlier. In corrosion prone area, the initial testing of ERC is to be done Page 235 of 417  after two years or passage of 100 GMT, whichever is earlier However, if 20% or more of sample size records toe load below 600 kg, both frequency of inspection and sample size are to be doubled. Replacement of ERC – (i) If 20% or more of sample size records toe load below 400 kg, which is to be confirmed by 5% sample size, proposal of through fastening renewal should be initiated. (ii) The provisions given above are only for guidance of Railways. The Railways on the basis of the overall condition of track, pattern of traffic and the required level of maintenance should undertake the large scale replacement of the fastening. (iii) Further, as the loss of toe load is reflective of conditions of other elastic fastening components like groove rubber sole plate, GFN/metal liners etc. as well, the railways may also record condition of these components along with measuring toe loads for elastic rail clips. (2) Measures to prevent corrosion and seizure of ERCs with MCI inserts – Initial treatment – At the base depot, all the elastic rail clips and MCI Inserts should be thoroughly cleaned. Grease to IS: 408-1981(Specification for Grease Gr. ‘O’ Graphited) should then be applied on the central leg of the ERC and eye of the MCI insert and then the clip should be driven at the time of assembly of the service panel. Lubrication of ERCs – Grease Graphite to the specification IS-408-1981 Gr. O should be used for this purpose. This work should not be carried out during extreme of summer and heavy rainfall. At a time, ERCs should not be removed from more than one sleeper. If for any reason mass lubrication of ERCs is taken up, at least 15 sleepers shall be kept intact between any two sleepers taken up for lubrication of ERCs at the same time. The ERCs should be cleaned by wire brush and emery paper. The eye of the insert shall also be cleaned by suitable brush. After cleaning, grease graphite shall be applied to the inside surface of eye of insert and leg of ERC. Inside/Outside ERCs should be interchanged and fixed again. The lubrication of ERCs and insert at the time of initial laying should be done and thereafter should be done once in a year in corrosion prone areas & platform lines and once in two years in other areas or more frequently as decided by PCE. 629 Steel sleeper for Bridges:- (1) Maintenance – (a) After laying Steel sleepers, tightening of all fittings including hook bolts should be done once in 15 days for initial one month. Thereafter it should be done once a month for next six months and subsequently it should be on need basis as observed by inspecting officials. Regarding hook bolts, Para 631 (3) should be followed. (b) Guard rail fittings should be tightened once in three months for first six months and thereafter on need basis. (c) The above will be in addition to daily attention by Keyman. (d) Replacement of grooved rubber pads & elastomeric pads shall be done on condition basis. (e) Suitable stock of spare fittings should always be maintained keeping different types of girders in view. (f) Suitable quantity of the Steel sleepers along with fittings should be kept as emergency reserve. Emergency reserve stock of channel sleepers should be maintained keeping different types of girders in view. (g) In case Galvanized coating is damaged, it should be repaired. Page 236 of 417 (2) Inspection of channel sleepers – (a) During intensive inspection, the condition of Rivets, distortion or crack in sleepers or any sign of crack in girder flange and tightness of fittings should be looked for. All loose fittings should be tightened after inspection. If required, for few days in the beginning, a watch may be kept depending upon the need. (b) During joint inspection, the effectiveness of insulation in track-circuited areas should also be checked. 630 Inspection and maintenance of Track on Approaches of Bridges:- (1) For all Bridges – (a) On the bridge approaches, sleepers with arrangement for fixing guard rails should be provided for provision of guard rails as per Para 228. (b) Full complement of track fittings at bridge approaches up to 100 metres should be provided to maintain required track geometry and effort should be made to immediately recoup deficiency noticed, if any. (c) Rail level of track at approaches of bridges should be maintained as per designed L-section and dips in rail level immediately after the abutments should be avoided. The alignment and super elevation in case of curved track should also be maintained as per provisions of Chapter 4. (d) Rail joints should be avoided within three metres of a bridge abutment. (e) In case of LWR/CWR track, full ballast section as specified should be provided up to 100 metres from the abutment. (f) Switch expansion joints should be provided at the bridge approaches in LWR/CWR track as per provisions (Refer Chapter 3, Part D). (g) Joggled fish plate with clamps or two far end bolts on good AT welds shall be provided on bridges having length of water way as 100 m or more and on approaches upto 100 m length. (2) In addition, for important and major bridge approaches, for a length of about 100 metres, width of cess should be 90 cm clear of full ballast section to maintain ballast profile. (3) For maintaining ballast section, suitable ballast retaining arrangement should also be provided. 631 Inspection and Maintenance of Track on Bridge proper:- (Back to Para 629) (1) Condition of track – It should be ascertained whether track is central on the rail bearers and main girders and in good line and level. Departure from good alignment is caused by incorrect seating of girders, shifting of girders laterally or lengthwise, incorrect seating of sleepers on girders or rails on sleepers, varying gauge or creep. Departure from level is caused by errors in level of bed blocks or careless sleepering. The adequacy of clearances of running rails over ballast walls or ballasted girders at the abutments and condition of sleepers and fastening on the run off and skew spans should be inspected. (2) Sleepers – The condition of sleepers and fastenings should be checked. The spacing of sleepers should not exceed the limits laid down in Para 227 (2). Squareness of sleepers shall be ensured. Sleepers requiring renewals should be marked with paint, and renewals carried out. (3) Hook Bolts – Hook bolts shall, preferably be galvanised. These should be checked for their firm grip. Position of arrows on top of the bolts should be at right angles to the rails pointing towards the rail. Hook bolts, if not galvanised, should be oiled periodically to prevent rusting. Page 237 of 417 (4) Creep and joint gaps should be checked and rails pulled back wherever necessary. Rail fastenings should be tight. Defective rails should be replaced. Where switch expansion joints are provided on the girder bridge, it should be ensured that free movement of the switch is not hindered. (5) Guard rails – Adequacy of guardrail arrangements should be checked. Correct distance between the running rail and guardrail should be maintained as per the prescribed dimensions. (6) On girder bridges adequacy of pathways for inspection should be checked. 632 Maintenance of yard lines:-Train movement takes place through yard lines though at a slower speed. Normally track recording to these lines is not covered by TRC/OMS; hence, track Parameters on these lines will have to be measured manually or by other suitable methods. The defects noticed during inspection of yard lines shall be attended by deploying the gangs or machine. Preferably, all passenger loop lines should be maintained by track machines and other loops can be maintained by manual/mechanised methods. 633 Sand hump / Dead end: - Sand humps and dead ends are provided to give the required signal overlap. These are safety works and brought in to use when trains overshoot starter signals at danger. All sand humps shall be laid as per standard RDSO drawing as given in figure below. A sand hump or snag dead end shall not be obstructed for any purpose and when it has become obstructed, it shall cease to be a substitute for the adequate distance for the purpose of taking ‘off’ signals. Fig. 6.1 – Sand hump 634 Sample of Standard Section of Track: - At or near the commencement of each gang length between stations a sample of three rail lengths of track should be maintained in accordance with all standards laid down as given below – (1) Formation of standard width and level below rail. (2) Clean ballast of correct size, quantity and cross section. (3) Correct alignment, level and gauge. (4) Sleepers and fastenings in good condition. The object of the sample track is to indicate the standard to which the track should be maintained throughout the gang length. Page 238 of 417 635 Checking work of Gangs by JE/SSE/P.Way:- (1) Examination of Gang’s Work – The work done by a gang either on the previous day or during the interval when the JE/SSE/P.Way is next with the gang should be examined for alignment, surfacing and boxing throughout. The JE/SSE/P.Way should inspect rails and sleepers and their fastenings and check cross levels, gauge, squareness of sleepers, packing, joint maintenance, profile of ballast and depths of cess below rail level. The Gang Mate’s Muster Sheet should be checked and initialled. Instructions to the Gang Mates should be recorded in the gang diaries. (2) Examination of tools and equipment – (a) The JE/SSE/P.Way should examine every month and replace, when necessary, worn out tools and equipment. (b) The JE/SSE/P.Way should check the accuracy of the spirit level/gauge and straight edge every month, the result of this examination being entered in the Gang Mate’s diary book. (c) Each gang should have the following minimum equipment – (i) Level-cum-gauge. (ii) Two set of hand signal flags, red and green (2 hand signal/LED lamps at night). (iii) 10 detonators. (iv) Steel scale 30 cm long. (v) Straight edge 1 metre long. (vi) Square. (vii) Hemp cord. (viii) Keying and spiking hammer. (ix) Marking chalk. (x) Rail thermometer. (xi) Sufficient No. of shovels, Powrah, beaters, crow-bars, Ballast-forks or rakes, mortar pans or baskets. (xii) Wooden mallet or Canne-a-Boule. (xiii) Feeler gauge. (xiv) 2 no. whistle thunderers. (3) Instructions and Counselling – JE/SSE/P.Way should ensure that every man in each gang is aware of the following rules in which the men should be examined periodically and on appointment, promotion or transfer – (a) Protecting the lines in an emergency or during work affecting the running of trains (b) Method of fixing and safety range of detonators. (c) Showing of signals with or without hand signal flags during day and with hand signal/LED lamps during night. (d) Action to be taken when a train is noticed to have parted. (e) ‘Safety First’ rules. (f) Patrolling of the line during heavy rains / storms and hot weather on LWR lengths. The JE/SSE/P.Way should instruct the men for the proper use of tools and upkeep of the road. The instructions should not be of a casual nature; they should be demonstrative. Page 239 of 417  PART – ‘C’ WORKS INCIDENTAL TO REGULAR TRACK MAINTENANCE 636 Deep Screening of Ballast:- (1) General – (a) It is essential that track is well drained for which screening of ballast should be carried out periodically as described in Sub Para (2) below. Due to presence of bad formation, ballast attrition, excessive rainfall and dropping of fines and ore, ballast gets choked up and track drainage is impaired. In such situations, it becomes necessary to screen the entire ballast right up to the formation level /sub- ballast level. Further, through screening restores the resilience and elasticity of the ballast bed, resulting in improved running quality of track. Such screening is called “Deep screening”, as distinguished from shallow screening, which is done, during overhauling. (b) The need for intermediate screening between track renewals may be decided by the Chief Engineer depending on the local conditions. (c) At the time of deep screening, standard ballast section should be provided invariably. (d) Side drains in cuttings, yards etc. should also be restored after deep screening. (e) In case of the bad formation, formation treatment should be carried out along with deep screening. (f) The work of deep screening should be carried out continuously from one end of the section to the other. (2) Criteria for Deep Screening: Deep screening should be carried out in the following situations by providing full ballast cushion – (a) Prior to complete track renewal. (b) Prior to through sleeper renewal. (c) Where the caking of ballast has resulted in unsatisfactory riding. (d) Before converting existing track, fish plated or SWR into LWR or CWR, unless the ballast was screened in recent past. (e) Deep screening of Track shall be done after 500 GMT or 10 years, whichever is earlier. However, deep screening shall also be carried out if the existing clean ballast cushion is less than 150 mm to ensure proper machine tamping. All the loop lines should be deep screened once in 15 years. 637 Procedure for systematic Deep screening:- (Back to Para 623) (1) By manual method (not applicable to LWR Sections) – (a) Survey – Before deep screening of a section is undertaken, it is necessary to survey the section. This will consist of the following operations – (i) A longitudinal section of the track should be taken indicating the rail levels at every 30 metres, and also at changes of the grades, obligatory points like culverts, bridges, overhead structures, tunnels, level crossings, signal gantries, and points and crossings etc. (ii) In station yards, on run through lines, cross sections at every 50 metres should be taken and plotted including platform levels, rail levels and clearance to underside of overhead structures. Page 240 of 417  (iii) On the basis of longitudinal and cross sections, the final levels will be decided by the Divisional Engineer, keeping in view the depth of ballast cushion to be provided and the relative implications of lifting or lowering of track; (iv) The possibility of eliminating humps, sags, and unevenness in the existing longitudinal section to be explored. It is not necessarily the intention that the original longitudinal section of the line should be restored. (b) Preliminary works – (i) Additional ballast required, should be unloaded/spread out opposite to the place where it is required. When ballast is collected along the track, care should be taken to see that the new ballast is not mixed with the unscreened ballast. (ii) Cess should be brought up to correct level in relation to the final rail level. (iii) Pegs should be provided at intervals of 30 metres to indicate the final rail levels. (iv) Slewing of curves should be done in advance. (v) Sleeper renewal as necessary should be carried out in advance. (c) Screening operations – General – (i) The work of deep screening would be done under the supervision of an official not lower in rank than the JE/P.Way. Note – For LWR/CWR track, provisions given in chapter 3 shall be followed. (ii) The daily output should be predetermined, depending on the time allowance, availability of labour, extent of ballasting/screening to be done etc. (iii) Taking the length to be deep screened daily, planning of speed restriction should be done and necessary notice should be issued to all concerned and speed restriction boards put up. (iv) It will be desirable to proceed with the work of deep screening in the direction opposite to that of the traffic on double line. (d) Detailed procedure – A day’s length will be deep screened as per the procedure detailed below: Stage I: The ballast should be removed from space ‘A’ and ‘B’ on either side of the sleeper ‘1’ down to final formation level and wooden blocks provided to support the rail for passing trains. Stage II: The ballast is removed from under sleeper ‘1’ down to final formation level/sub ballast level. Stage III The ballast should then be screened and placed back under sleeper ‘1’ which should then be packed. Stage IV The wooden blocks from space ‘A’ should then be removed. Stage V The ballast from space ‘C’ down to formation level should be removed and after screening, be placed in space ‘A’ upto bottom of sleeper. The balance may be taken outside the track and screened. The rail in space ‘C’ should be supported with wooden blocks. Stage VI The ballast should be removed from under sleeper ‘2’ down to formation level. Stage VII Screened ballast should be provided under sleeper ‘2’ and sleeper well packed. Page 241 of 417  Fig. 6.2 Stage VIII The ballast from space ‘D’ down to formation level should be removed and after screening, be placed in space ‘B’ upto bottom of sleeper; the balance may be taken outside the track and screened. The wooden blocks should be removed from space ‘B’ and placed to support the rail in space ‘D’. Stage IX The ballast from under sleeper ‘3’ should be removed and so on till the whole rail length is provided with screened ballast upto level of the bottom of sleepers. Final Stage: The track should be lifted to provide additional cushion where required. The track should be packed in the final position and then boxed. Sequence of the operations is shown in the Fig 6.2 above. (e) The following points may be kept in view while doing the work – (i) No unscreened length should be left between screened lengths of the track at the same time. (ii) It should be ensured, that when ballast is being removed from any sleeper, invariably, there are at least four fully supported sleepers between it and the next sleeper worked upon. (iii) Lifting should be limited to 50 mm at a time. (iv) It should be ensured that packing, cross-levels and grade run off are satisfactory before closing the day’s work. (v) The work should be done under a speed restriction of 20 Kmph. (vi) The speed should be gradually raised as in Para (f) below, which will