chapter 2 rail pway manual

7/24/2019 Chapter 2 Rail Pway Manual

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CHAPTER II

THE MAINTENANCE OF PERMANENT WAY

PART 'A'General Instructions

201 Res!onsi"ilit# o$ En%ineerin% O$$icials&The Engineering officials shall

devote careful and continous attention towards the efficient upkeep of thepermanent way and the achievement of good and smooth running road.

The running qualities of track should be adjudged by riding as frequently as

possible on the locomotives or in the rear vehicles of fast trains on the section.Such inspection should be carried out by the Permanent Way nspectors! the

"ssistant Engineers! and the #ivisional Engineer. Where track geometry isrecorded at regular intervals the #ivisional Engineer! the "ssistant Engineer! and

the Permanent Way nspector should accompany such runs.

The conditions of the track is best judged by track recording cars! oscillographcars! portable accelerometers! $allade track recorders! etc. %ull use should be

made of the records of such runs. &ad spots should immediately be attended to.The Permanent Way nspector should strive to achieve e'cellence against each of

the parameters recorded by these cars! consistent with the maintainability of the

track.

The reports from drivers regarding oscillations or lurching of engines should be

promptly investigated and track attended at the kilometerage concerned.

The "ssistant Engineers and their #ivisional Engineers should maintain records of

the results of their inspections either in the form of a notebook or a file and shouldensure the compliance of instructions by the inspectors within a reasonable time.These records should be e'amined by the $eadquarters officers during their

inspections.

202 Classi$ication o$ ines &

()* &road +auge , The & + lines have been classified into five groups -"- -to- E onthe basis of the future ma'imum permissible speeds as under ,

+roup -"- , Speeds upto )/ km.0hour1

(i* 2ew #elhi to $owrah, 3ajdhani 3oute (via the +rand 4hord and $owrah,

&urdhwan 4hord*!

(ii* 2ew #elhi to &ombay 4entral (%rontier 5ail 3oute*!

(iii* 2ew #elhi To 5adras 4entral (+rand Trunk 3oute*!

(iv* $owrah, 2agpur, &ombay 6.T.

+roup -&- 7 Speeds upto )8/ k.m.0hour1

(i* "llahabad,9atni,:abalpur, tarsi, &husaval.


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(ii* 9alyan , Pune , #aund , Wadi ,Secunderabad, 9a;ipet.

(iii* 9haragpur, Waltair, 6ijayawada.

(iv* Wadi, 3aich ur,"rakkonam,5adras 4entral.

(v* $owrah,&andel,&arddhaman.(vi* 9hanna, &arharwa, %arakka &ridge,5alda Town!

(vii* Sitarampur,5adhupur,9iul,Patna, 5ughal Sarai.

(viii* 9iul, &hagalpur, Sahibganj, &arharwa.

(i'* #elhi, Panipet, "mbala 4antt, 9alka.

('* "mbala 4antt.,


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(vii* "nuppur,Shahdol,9atni,&ina

(viii* "hmedabad,6iramgam

(i'* 2agda,?jjain,5aksi,&hopal

('*


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('viii* #iwa,6asai 3oad

('i'* Padapahar,&anspani

(''* :harsuguda,Sambalpur,&olangir

(''i* &arajamda,&olanikhandan

(''ii* 5uri,&arkakana

(''iii* Talgoria,&okaro 4ity

(''iv* 9ota,3uthiyai

(A* The 5.+. lines have been classified into three categories based on the speed

potential and traffic density in the section as under ,

(a* -B- routes.7 The -B- routes consist of the routes where the- ma'imum

permissible speed will be more than CD km.p.h. The traffic density is generallymore than A.D +.5.T. the following routes will fall under category -B- 1,

(i* #elhi,Sarairohilla,3ewari,3atangarh

(ii* 3ewari,3ingus,Phulera

(iii* 3atangarh,#egana

(iv* "jmer,3atlam,9handwa

(v* :aipur,Phulera,"jmer

(vi* &andikui,"gra %ort

(vii* "hmedabad,&havnagar

(viii*"gra,5athura,&hojipura,


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(i* +andhidham,Palanpur

R&2 route*

(i* Secunderabad,5udkhed

(ii* +untakal,&ellary

(iii* +untakal,6illupuram

(iv* Tiruchchirappalli,5anamadurai,6irudunagar

R&+ route*

(i* 5adurai,3ameswaram

(ii* 6irudunagar,Tenkasi

(iii* #indigul,Pollachi

(iv* 3atangarh,&ikaner

Note *The following two routes also carry a traffic density of more than D +.5.T 1

(i* 9atihar,2ew &ongai +aon

(ii* +auhati,Tinsukia

These have not been included in 3) routes as they are slated for conversion.

(c* S- 3outes 7 These will be the routes where the speed potential is less than CDkm.p.h. and the traffic density is less than ).D +.5.T.

Anne(ure 2)2shows the -B- routes.

20+ ,#te-s o$ Trac. Maintenance &()* System to be adopted, The track

should be maintained either by conventional system of track maintenance or by 8,tier system of track maintenance.

(A* #etails =f 5aintenance Works, (a* n both the systems! track requires to beoverhauled periodically with the object of restoring it to best possible condition!

consistent with its maintainability. Periodicity of overhauling depends on several

factors! such as type of track structure! its age! volume of traffic! rate of trackdeterioration! ma'imum permissible speed! system of traction! condition of

formation etc. rrespective of the system of track maintenance adopted! it isobligatory to overhaul specified lengths of gang beat annually. The length of the

section to be overhauled shall be such that complete overhauling of track will beaccomplished within a specific period (normally 8 to D years*.

(b* mmediately after cessation of monsoon! the run down lengths should be

quickly attended to! to restore the section to good shape. "fter this is doneoverhauling0through packing of track should be taken in hand. "fter completion of

one cycle of systematic through maintenance! track should be attended towherever required.

(c* n any system of maintenance it is necessary to allot certain number of days in

a week for -picking up slacks- to ensure that whole gang length is in safe condition


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for passage of trains .

20/ Annual Pro%ra--e o$ Trac. Maintenance The annual programme ofregular track maintenance and works incidental thereto shall be based on the

programme given as shown below! with such variations to suit local conditions! asmay be specified by the 4hief Engineer. This applies to any system of maintenance

Annual Pro%ra--e $or Re%ular Trac.

Maintenances

. Perio Wor.

).Post monsoon attention1 %orabout si' months after end of

monsoon

(a* "ttention to run down lengths inthe entire gang beat to restore the

section to good shape!

(b* =ne cycle of conventionalsystematic through packing 0

systematic directed trackmaintenance from! one end of the

gang length to the others includingoverhauling of nominated sections

as detailed in paraA/8.A.

(c* 2ormally to D days per weekshould be allotted for works under

item (b* and the remaining days forpicking up of slacks! attention to

bridge approaches! level crossingsand points and crossings over the

entire +ang beat. Works such aslubrication of rail joints! joint gap

adjustments as required andrealignment of curves should be

done during this period.

A.Pre monsoon attention forabout A months prior to break

of monsoon.

2ormally A to days in a weekshould be devoted to clearing of side

and catch water drains! earthworkrepairs to cess! clearing water ways

and picking up slacks. n the rest ofthe days normal systematic

maintenance will be carried out.

8. "ttention during monsoon forabout four months

"ttention to track as required. This

will consist primarily of picking upslacks and attention to side and

catch water drains and water ways.

#uring abnormally heavy rains!patrolling of the line by gangs

should be carried out in addition toregular monsoon patrolling.

Note *, ()* Scattered renewals! creep adjustments and earth work repairs shouldbe done as necessary.


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(A* %or maintenance schedule on < W 304 W 3! special instructions in the < W 304

W 3 5anual should in addition be followed.

20 Maintenance Plannin% &()* Every Permanent Way nspector must preparea perspective maintenance plan of his section one month in advance. The plan

should include! apart from normal inspection! inspection of point and crossings!curves and level crossings! realignment of curves! adjustment of creep! deep

screening! casual renewal! renewal of points and crossings! welding of joints!destressing of long welded rails etc. so that optimum utili;ation of time and labour

resources is possible. $e should also ensure that arrangements are made foradequate materials! tools! labour! man power and necessary caution orders0books!

as may be necessary.

(A* %or sections nominated for mechanised maintenance! annual plan for

deployment of various track machines shall be finalised by 4TE(54*04TE of the@onal 3ailway and he shall arrange to deploy the machines accordingly.

203 Recor o$ Gan% Wor. &()* Each 5ate should be supplied with a gangchart and a gang diary. n the gang chart! details of track maintenance work done

over the gang length! on a day,to,day basis shall be recorded by the PermanentWay nspepctor! according to e'tant instructions. The work set to the gang should

also be indicated in the gang chart by suitable notations. " typical gang chart isenclosed as "nne'ure A08. n the gang diary supplied to each gang! weekly

programme of work should be entered by the Permanent Way nspector. "t theend of the week! the nspector should carry out a quantitative and qualitative

assessment of the work done during the week after thorough inspection and makesuitable observations in the gang diary. Each gang chart0diary should be adequate

for recording the work during the complete year. Temporary gangs employed inwork allied to track maintenance! should also be supplied with gang diary! wherein

the details of the work set and the work carried out will be entered by the

Permanent Way nspector. #etails of maintenance work carried out by these gangsshould be entered in the gang chart of respective permanent gang.

(A* +ang charts0diaries should be checked by the "ssistant Engineers and#ivisional Engineers during their inspections. They should record their observation

in the gang diary.

(8* =n withdrawal of gang chart0diary and supply of fresh ones! the PermanentWay nspector should carefully analyse the work done and take notes of

kilometerages that frequently gave trouble during the previous year! with a viewto formulating such special measures as may be necessary. "ction may be taken

to preserve the gang charts for a period of three years.

(* 5aintenance attention given to the signalled loop lines and turnouts should be

recorded on the chart.

(D* Whenever the gang equipments are checked by PWs! the same should be

recorded in gang chart against the date on which such inspection is done.nspecting officials should initial against the date on the chart and also make

suitable entries in gang diary.


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(* Si' months after the end of each year! the gang charts will be collected by thePWs and maintained as record. Thus! for the overlapping period of si' months!

the gang will have two gang charts with them. " si' months record will! therefore!always be available with the gang for reference. 2ormally! this record should be

kept for at least five years. When a particular kilometer or section is under specialobservation! the record may be maintained for a longer period at the discretion of

3Way officials.

204 Attention To Ins!ection Notes &

2otes on inspections carried out by officers whether on foot! by push or motortrolley! on foot plate of the locomotive or by rear carriage of fast trains! should be

sent to the Permanent Way nspectors concerned for necessary action. ThePermanent Way nspectors should send compliance reports to the concerned

officers within reasonable time.

205 Recor o$ Wor. o$ Artisans an Ot6er Wor.-en E-!lo#e &Each

artisan0 workman will be supplied with a diary in which entries will be made by the

artisan0workman showing his movement by train and the details of daily workperformed by him. The Permanent Way nspector will scrutinise the work during

his inspection and make suitable observations in the artisan-s0 workman-s diary. "tthe end of the month these diaries will be sent to the =ffice of the Permanent Way

nspector.

207 ,!ecial Re!orts on t6e conition o$ Per-anent Wa# &Special 3eportson the state of track in his charge may be submitted by the Permanent Way

nspector as and when he considers it necessary to the #ivisional Engineerthrough the "ssistant Engineer.

n this 3eport the Permanent Way nspector shall make candid statement of the

defects in the track! reasons for defects and proposals for rectifying them.

The "ssistant Engineer should check the track during his usual trolleying andverify the conditions mentioned by the Permanent Way nspector and also study

the proposed remedial actions. 3emedial actions as necessary should be orderedwithin his power or referred to the #ivisional Engineer for further orders.

The #ivisional Engineer should scrutini;e the special reports of the Permanent Way

nspector as forwarded by the "ssistant Engineer! with his comments and give hisorders thereon to the Permanent Way nspector through the "ssistant Engineer.

=rders issued by the #ivisional Engineer should be promptly attended to by the"ssistant Engineer and Permanent Way nspector.

Submission of special reports does not absolve the Permanent Way nspector ofhis basic responsibility of maintaining the track in fit condition for the load and

speed sanctioned for the section.

210 Per-anent Wa# Ins!ector's ,ection Re%ister&()* Each Permanent Way

nspector shall maintain a Section register containing all important informationincluding a brief history of the section. Entries shall be brief and categorised under

various sections as indicated below 1


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(a* "dministration ,

(i* 4hange in Permanent Way nspectors! Permanent Way 5istries and 4lerks.

(ii* 4hange in jurisdiction.

(b* Permanent Way ,

(i* %ormation , Sections giving frequent trouble with brief history and remedialmeasures adopted! if any.

(ii* Track structure! method of maintenance! details of particular locations giving

frequent trouble and remedial measures adopted if any.

(iii* #etails of kilometerages of track laid as short welded panels! long welded

rails! continuous welded rails! etc. incidence of buckling! ma'imum and minimumrail temperatures observed! behaviour of S.E.:. and buffer rails.

(iv* +rades , 3egrading done! with brief details of lifting or lowering of track.

(v* 4urves , 3ealignment and0or transitioning of curves.

(vi* &allast , 9ilometerages where there is deficiency of ballast and details ofrecoupment done. Particulars of deep screening carried out yearwise.

(vii* 4reep "djustment , #etails of 4reep adjustment done and action taken to

reduce creep , #etails of +ap survey carried out and adjustment done.

(viii* Permanent Way renewals , 5ajor renewal carried out as relaying! rerailingand resleeperingF large scale renewal of track components at a section should also

be shown.

(i'* Station yards and sidings , E'tension or alteration to sidings! platforms andrenewal of points and crossings.

('* 3ail failures , &rief particulars of all types of rail failures! including weld

failures should be noted in the section register! connecting references to thefailure reports.

('i* 3ail Testing and 3enewals , 3ecords of rail testing by ?ltrasonic Testing

5ethod , &rief details of all rails removed with reasons for removal. This will formthe basis of justification for through rail renewals0 casual renewals.

('ii* &rief particulars of fish,plate failures with details of fish plates and reasonsfor failure.

('iii*


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( c* &ridges and %loods ,

(i* >early record of rainfall showing month wise distribution

(ii* mportant repairs and renewal to bridges! details of e'tensive repairs to

bridges! dismantling and rebuilding bridges! strengthening of girders! renewal ofgirders! e'tension of bridges and through renewal of sleepers! should be shown.

=rdinary repairs need not be recorded.

(iii* #amage due to floods 1 E'tent of damage with particulars of rainfall!arrangements made for labour and material! time and labour spent for restoration

and appro'imate cost. 4ause of damage and notes of remedial measures

(iv*


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(iii* #rawing of bridges! level crossings and protective works and yard layouts over

their jurisdiction.

(iv* Working drawings or diagrams pertaining to track and components on theirsections! issued from time,to,time.

(v* The Permanent Way track diagram of the railway line showing the type of track

and fittings when laid! type of ballast! type of formation with classification of soil(to be carried out as per 3#S=-s 4ircular 2o1 +E,P),5ay A//8*! blanket

thickness! type of formation trouble (if any* and indication of how the railwayboundary is demarcated. 4hange points in the track diagram shall be indicated

correct to the nearest meter (details as in Anne(ure 2)/*.

(vi* The Permanent Way diagrams of station yards showing complete dimension of

running lines! sidings! type of track and turnouts. (#etails as per Anne(ure 2)*.

(A* The Permanent Way nspectors shall have in their possession complete sets of

drawings and diagrams mentioned in item (i* and (iv* to (vi* pertaining to theirjurisdictions F he shall have in his possession the land plans pertaining to his

jurisdictions covering those between stations and unimportant station yards.

(8* Plans pertaining to their jurisdictions shall be maintained up,to,date by the"ssistant Engineer and Permanent Way nspector.

212 Recors o$ Material 9ner Trial &

()* 3egisters , 3egisters of materials under trial duly inde'ed shall be maintained

by the "ssistant EngineerF Sufficient number of pages being allotted for each item.

(A* Particulars of entries , Particulars regarding each item should be completed in

regard to 1

(i* 2ame of material.

(ii* 9ilometerage where laid.

(iii* #ate of laying.

(iv* =bject of trial.

(v* 2ature and condition of ballast.

(vi* 2ature and type of formation.

(vii* Track details.

(viii* &ehaviour.

(i'* "ny other relevant information.

n the case of items designed for improved track performance! notes should be


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made about the e'tent to which such appliances are producing the desired results!particulars being quoted! whenever possible.

(8* Trial


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(8* Separate musters should be allotted and issued to each batch of workmensuch as +angmen! +atemen! Trollymen and "rtisans. 5uster sheet should be kept

by the head of each batch and at the site of work for checking attendance by thenspector concerned. The muster sheet of trollymen and office staff should be kept

and maintained in the office concerned.

(* %or each wage period! the muster sheet should be collected and fresh onesissued. &efore commencement of a month! the "ssistant Engineer should issue

requisite number of blank muster sheet forms to each nspector for the purpose ofrecording the attendance. Each blank muster sheet before issue! must be initialled

on the top by "ssistant Engineer! as a token of its authenticity.

(D* The leave availed by each employee should be recorded in the leave registerdebiting this leave to his account before the musters are dispatched to the

#ivisional Engineer-s office.

(* The "ssistant Engineer should check the musters of all the staff on their sub,

division and initial the muster sheet at least once a month during his inspection.

21 Custo# O$ Gan% Tools &%or the safe custody of gang tools! bo'es should

be provided at appropriate locations with proper locking arrangements. They maybe provided near gang quarters! gate lodges or in stations. The +angmate shall

ensure that all tools are deposited in the tool bo' after working hours and keptlocked.

+angmen should not leave any tool unprotected during the course of working or

during mid,day,break.

213 ,ection i-it :oars &()*&oards at jurisdictional limits should be providedthus1

(a* End of #ivisions1

&& #62. &S< #62.

#.E.2.0&& #.E.2.0&S2

(d* End of +ang lengths1

+,8 +,

)I)I) )I)I)8

(A* f the gang beat ends in a curve the beat should be so adjusted that the entirecurve lies in one of the beats. Similarly in case of yards gang beats should be so


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adjusted that the yard is maintained as far as possible by one gang! e'ceptionbeing in the case of big yards where the yard may have to be maintained by more

than one gang.

(8* Suitable boards should also be provided indicating the state and districtboundaries.

(* When a board has to be located at an e'act kilometre! it should be fi'ed by

the side of the kilometre post.

(D* The boards which may be of scrap iron or 3.4.4. should throughout a divisionbe fi'ed on the cess on the same side of the line. The letters and figures should be

painted black on white background.

214 ;ilo-etre an Graient Posts &

These may preferably be of 3.4.4. of suitable dimensions and fi'ed at right anglesto the track on the cess so as to be distinctly visible. The figures! arrows and

letters should be painted in black on a white background.

215 Tele%ra!6 Pole Nu-"ers &()* 9ilometrages should be indicated on oneline of telegraph poles either by painting or providing number plates thereon.

(A* Where single plates are provided! they should be fi'ed at D degrees to the

track and face alternatively in the up and down directions. Where one piece angletype plates are provided! they should be fi'ed so that either face is at D degrees

to the track. %igures should be painted in black on white background.

(8* n deep,cuttings or tunnels! telegraph pole numbers should be repeated at

cess,level.

(* =n double line section where one line is located away from the line along

which the telegraph poles are provided and from where the figures on thetelegraph poles cannot be easily read! additional rail posts should be provided

along the other line which should indicate the corresponding telegraph polenumbers.

(D* =n electrified sections the kilometrage is indicated on the structure posts. The

responsibility of providing number plates or painting kilometrage on the Electricstructure devolves on the Electrical #epartment.

217


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receipt of such report initiate measures to remove the encroachments.

(* The Permanent Way nspector shall submit! by the prescribed date every year!a certificate to the "ssistant Engineer! copy endorsed to the #ivisional Engineer for

information! in the following form1

certify that have inspected the railway land boundaries on my section duringthe year ending... ......and that they are in accordance with the land plans. There

have been no encroachments e'cept at the following kilometres that have beenreported by me vide reference given against each. further certify that missing

boundary stones at the kilometrages shown below have been replaced.

2o #ate1

..................................Permanent Way nspector

(D* #uring his inspection the "ssistant Engineer shall ensure that railway

boundaries are demarcated correctly and that there are no encroachments. n

cases where he cannot prevail on the parties to remove the encroachments! hemust report the facts with particulars to the #ivisional Engineer who will take upthe matter with the


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3ailway Safety.

Permanent way staff shall be on the alert to prevent occurrence of1

(i* -Slacks- in platform line causing the platform heights to e'ceed the standarddimension.

(ii* Errors in alignment causing the minimum distance to adjacent structures

infringed! for e'ample! platform coping! water columns! overbridges! =.$.E.structures.

(iii* E'cessive lifting of the track ! causing minimum height to overhead structure

to be infringed! for e'ample! underside of overbridge! roofs of tunnels! overheadcontact wires.

(A* 6erification and preparation of yearly statements of infringements1 =nce ayear! the standard dimensions over their sections shall be verified personally by

the Permanent Way nspector according to the profiles shown in the schedule of

dimensions and statements of infringements! if any! submitted to the "ssistantEngineer by the end of 5arch. The "ssistant Engineer after scrutiny should

forward these to the #ivisional Engineer.

The statement shall briefly indicate against each infringement the reasons for itscontinuance together with reference to the sanction of 3ailway &oard0

4ommissioner of 3ailway Safety. The #ivisional Engineer after scrutinising theyearly returns will issue necessary instructions to the "ssistant Engineer.

mportant items should be referred to the 4hief Engineer.

222 Fellin% o$ trees o"structin% =ie> & Trees and bushes that interfere ortend to interfere with the view from a train or trolly! of signals or level crossings or

along the inside of curves! shall be cut. When cut! it should be ensured that they

do not foul the track.

When trees and bushes require to be cut in terms of sub,para above! on private

lands! action should be taken as laid down in Section )D of the ndian 3ailways "ctreproduced below 1

J)D. ()* n either of the following cases! namely1

(a* Where there is danger that a tree standing near a 3ailway may fall on the

railway so as to obstruct traffic! and

(b* When a tree obstructs the view of any fi'ed signals! the 3ailway administration

may! with the permission of any 5agistrate! fell the tree or deal with it in suchother manner as will! in the opinion of the 3ailway administration avert the danger

or remove the obstruction! as the case may be.

(A* n case of emergency the power mentioned in sub,section ()* may be

e'ercised by a railway administration without the permission of a 5agistrate.

(8* Where a tree felled or otherwise dealt with under sub,section ()* or sub,section (A* was in e'istence before the railway was constructed or the signal was


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fi'ed! any 5agistrate may! upon the application of the persons interested in thetree! award to those persons such compensation as he thinks reasonable.

(* Such an award! subject! where made in a presidency town by any 5agistrate

other than the 4hief Presidency 5agistrate! or where made elsewhere by any5agistrate other than the #istrict 5agistrate! to revision by the 4hief Presidency

5agistrate or the #istrict 5agistrate! as the case may be! shall be final.

(D* " 4ivil 4ourt shall not entertain a suit to recover compensation for any treefelled or otherwise dealt with under this section.J

22+ ,ie rains Catc6 >ater rains an Water&>a#s,The Permanent Way

staff shall keep all side drains and catch water drains clear. They should ensurethat the outfalls of these drains and the water,ways of all &ridges and 4ulverts are

kept free from obstruction. The spoils from cleaning drains or cuttings should not

be deposited at a place from where it is likely to be washed back into the drains.

ANNE?9RE&2)1 PARA 202

ANNE?9RE&2)2 PARA 202


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ANNE?9RE&2)+ PARA 203


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ANNE?9RE 2) PARA 211


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PART ':'

Re%ular Trac. Maintenance

22/ T6rou%6 Pac.in%*Con=entional Maintenance :# :eater Pac.in% *& ()*+eneral1 Through packing shall consist of the following operations in sequence.

The length of track opened out on any one day shall not be more than that can beefficiently tackled before the end of the day1

(a* =pening of the road.

(b* E'amination of rails! sleepers and fastenings.

(c* Squaring of sleepers.

(d* Slewing of track to correct alignment.

(e* +auging.

(f* Packing of sleepers.

(g* 3epacking of joint sleepers.

(h* &o'ing of ballast section and tidying.

Through packing is best done continuously from one end of a gang length towards

the other.


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(A* Each of the above operations should be carried out as detailed below1, (a*=pening of 3oad1 &allast should be opened out on either side of the rail seats to

the e'tent shown hereunder to a depth of D/ mm. below the packing surfacewithout disturbing the cores under the sleepers1

(i* &road +auge 1 End of sleepers to D/mm. inside of the rail seat.

(ii* 5etre +auge 1 End of sleepers to 8D/mm. inside of the rail seat.

(iii* 2arrow +auge (CAmm.*1 End of sleepers to AD/mm. inside of the rail seat.

n case of cast iron plate or pot sleepers! the opening out should be to the e'tent

of the plates or pots to enable packing being done conveniently.

The ballast should be drawn by powrahs0 shovels outwards and inwards i.e.! that

portion of the ballast on the outside of the rail should be drawn outwards! theportions between the rails being drawn towards the centre! care however! should

be taken to see that the ridge between the rails does not project more than

D/mm. above rail level.

(b* E'amination of 3ails! Sleepers and %astenings , (i* 3ails should be e'amined!the underside for corrosion! the ends for cracks! the head for top and side wear!

rail joints for wear on the fishing planes! fish bolts for tightness. f rails on curveswear at an unusually rapid rate! lubrication of the gauge face should be done. 3ust

and dust must be removed from the corroded rails by using wire bruchesF kinks inrails should be removed by jimcrowing.

(ii* Sleepers should be inspected for their condition and soundness particularly at

the rail seats. n case of wooden sleepers! plate screws! spikes and fang,boltsshould be e'amined for their firm grip. Sleepers should be checked for split and

decay.

n case of cast iron sleepers! the condition and firmness of cotters and keysshould be e'amined.


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(d* Slewing of track to correct alignment1 ,(i* $eavy slewing will only be required

during realignment of curves when it will be necessary to loosen the rail! jointsand in case of steel sleepers and cast iron sleepers to loosen the fastenings! the

packing cores being broken with the pick,ends of beaters. Slewing for normalmaintenance will be of a small order and should be done after opening out the

road! loosening the cores at ends and drawing out sufficient ballast at the ends ofthe sleepers.

(ii* Slewing of track shall be directed by the 5ate who on straights should sight

the rail from a distance of 8/ to / metres. =n curves! he should sight the outerrail. Slewing is best done in the morning unless it is cloudy! as later on! sighting

conditions become unfavourable.

When slewing! the crow bars should be planted well into the ballast at an angle

not more than 8/ degrees from the verticalF otherwise lifting of the track mayresult.

(e* +auging1, (i* Preservation of gauge is an important part of track maintenanceespecially through points and crossings. %or good riding! the basic requirement is

uniform gauge over a continuous stretch of track and such gauge should beallowed to continue so long as it is within the permissible limits of tightness or

slackness.

(ii* +auging should only be done after ensuring that sleepers are truly square.Standard keying hammers shall always be used. &eaters and heavier hammers

should not be used! as this causes overdriving of keys and strained lugs on metalsleepers.

(iii* The track gauge should be held firm with one lug against the base rail! and

the other end being swivelled over the opposite rails. The tightest position

obtained determines the correct point to test the gauge. The gauge should not beforced as that causes considerable wear on the gauge lug.

(iv* The track gauge should be adjusted to correct gauge on the rail opposite tothe base rail. The required slackness on sharp curves should be attained by using

liners of the requisite thickness against the lug of the gauge in the case ofordinary track iron gauge.

(v* While it is desirable to maintain correct gauge! where due to age and condition

of the sleepers! it is not possible to maintain correct gauge! it is good practice towork within the following tolerances of gauge! provided generally uniform gauge

can be maintained over long lengths1

:rao Gau%e .

a* =n straight , mm to I mm

b* =n curves with radius 8D/ m or more , mm to I )Dmm

c* =n curves with radius less than 8D/ m upto I A/ mm

Note *These tolerances are with respect to nominal gauge of )C mm.

Metre Gau%e


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a* =n straight ,8mm to I mm

b* =n curves with radius of more than

)CD metres,8mm to I )Dmm

c* =n curves with radius less than )CD

metres?pto I A/ mm

2ote 1 These tolerances are with respect to nominal gauge of )/// mm.

Narro> Gau%e

a* =n straight ,8 mm to I mm

b* =n curves with radius


24/122

inside on the 2.+. (CA mm.*. The beaters should not be lifted above the chestlevel! the strokes being kept as nearly hori;ontal as possible. 4are must be taken

to avoid forcing under the sleeper any stones so large as to cause uneven bearingand to avoid striking the edges of the sleepers and timbers. "ll men should aim to

work the beater from the same height (chest level* so that the sleepers areuniformly packed. $igher or lower lifting of the beaters results in uneven

compactness.

(vii* n case of steel trough and wooden sleepers! packing under the rail seatcauses the ballast to work towards the center. &efore final dressing is done! it

should be ensured that no sleeper is centre,bound by working the pick,ends overthe central range. 4entre bound sleepers cause vehicles to roll from side to side.

(viii* n the case of 4ST. G sleepers it should be ensured that the end pockets or

bowls are filled with ballast and the main packing should be done at corners. The

central flat portion of the plate should not be packed hard but only tamped lightly.=n pot sleepers the ballast should be punned through the holes provided at the

top of the pot and rammed in with crow,bars.

(i'* 4are must also be taken while packing to ensure that the work does not result

in the sleepers adjoining those being packed! lifted off their bed! thus creatingartificial voids under them.

('* The packing on the inside and outside at every rail seat should! before bo'ing

the track! be checked by the 5ate by tapping with a wooden mallet or a canne,aboule. " hollow sound would indicate defective packing which should be attended

to again.

('i* "s soon as the packing is completed! slight distortions in alignment and topshould be checked and corrected by the 5ate! the sleeper disturbed for this

purpose being finally repacked.

(g* 3epacking of joint sleepers1 The joint and -shoulder- sleepers should berepacked! before bo'ing is done and the cross,levels at joints checked. The rail

joint being the weakest portion! firmness of its support is essential.

(h* &o'ing to &allast section and Tidying , (i* "fter completing the precedingoperations in sequence! clean ballast should be worked in with ballast forks or

rakes. The ballast section should be dressed to the specified dimensions! atemplate being used for the purpose. $emp cords mm. dia. of sufficient length

should be used for lining the top and bottom edges of the ballast section. Wherethe quantity of ballast is inadequate! full section of ballast should be provided near

the rail seat! the deficiency being reflected along the centre of the track and not

under the rails or in the shoulders.

(ii* The cess should then be tidied up. Where earth ridging is e'isting at the edge

of the bank! this should be removed. 4ess should be maintained to the correctdepth below rail level according to the ballast,section and formation profile. Too

high a cess affects drainageF too low a cess results in ballast,spread and wastage.

22 Maintenance :# Measure ,6o=el Pac.in%, #eleted.


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223 Trac. Maintenance "# Mac6ines &

()* +eneral , 5echanical maintenance of track involving use of Jon trackmachinesJ should be planned! on long continuous lengths.

(A* Pre,requisites to introduction of mechanical maintenance , (a* " minimum

depth of )D/ mm. of clean ballast is recommended for the proper functioning ofthe tie tampers. "dequate ballast should be available in the shoulders and cribs.

(b* %or this purpose! planning and e'ecution of deep screening of ballast where

required! as well as running out of ballast! should be done well in advance.

(c* These machines require line occupation and availability of blocks for theirworking. t is desirable for these machines to be given a single block of at least

hours per day or two separate blocks of A)0A hours each! for better working. t is

necessary to have longer blocks! so that the net available time for working on theline is as high as possible. =n the double line section! temporary single line

working may be introduced whenever possible. #iversion of some trains along

alternative routes may also be resorted to! wherever possible. "n ideal situationwould be to provide for time allowance for working the machines in the working

time table. The block time should be interpolated in the master chart forpassenger and goods trains that is prepared with every change in time table. t is

as much the responsibility of the =perating #epartment as that of the Engineering#epartment to ensure provision of adequate time for economical working of

machines. %or this purpose it is desirable to frame a programme of working themachines in consultation with the =perating #epartment.

(d* Sanction of the 4ommissioner of 3ailway Safety is to be taken before

introducing any new type of -on , track- machine on a section.

(8* Pre,tamping attention , To achieve good results the P.W.! should carry out the

following preparatory work before taking up the tamping1

(a* &allasting where there is shortage of ballast.

(b* $eaping up of ballast in the tamping ;one! to ensure effective packing.

(c* 5aking up of low cess.

(d* 4leaning of pumping joints and providing additional clean ballast! where

necessary.

(e* "ttending to $ogged joints before tamping.

(f* Tightening of all fittings and fastenings like fish bolts and keys! splitting of

cotters! and replacement of worn out fittings.

(g* 3enewing broken and damaged sleepers.

(h* Squaring of sleepers and spacing adjustmentF regauging to be done as

necessary.


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(i* "djusting creep and e'pansion gap in rails.

(j* E'amination of rails for cracks etc.

(k* 3ealigning of curves which are badly out of alignment.

(l* 4learing of ballast on sleepers to make them visible to the operator.

(m* "ll obstructions such as signal rods! cables! pipes! level crossing check rails!etc.! likely to be damaged by the tampers should be clearly marked and made

known to the tamping operator before he starts work. Tight overhead clearanceshould also be brought to his noticeF the beginning and end of transitions should

be marked. Super elevation should be marked on every second sleeper so that itcan guide the operator for levelling up correctly.

(* "ttention during Tamping1 , The following points should be observed by themachine operator and the Permanent Way nspector1

(a* The tamping depth i.e. gap between the top edge of the tamping blade andthe bottom edge of the sleeper in closed position of the tamping tool should be

adjusted depending on the type of sleepers. This is particularly important in thecase of steel trough sleeper because of its shape. 4are should be taken to ensure

that tamping tools are inserted centrally between the sleepers into the ballast toavoid any damage to the sleepers.

(b* The tamping (squee;ing* Pressure should be adjusted according to the track

structure! as per the recommendations of the manufacturer.

(c* The number of insertions of tamping tools! per sleeper tamped! varies with thetype of sleeper ,

(i* 4ST,G sleepers and steel trough sleepers require tamping twice before passingon to the ne't sleeper.

(ii* Wooden Sleepers , 2ormally one insertion upto A/ mm.


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(a* "s some of the rigid fastenings might get loose! tightening of fittings should bedone immediately after tamping.

(b* "ny broken fitting should be replaced.

(c* t is preferable to check gauge and do gauging! wherever necessary! after

tamping.

(d* Proper quality check of work done by tamping machine is important.mmediately after the tamping work! the track should be checked! in respect of

cross levels and alignment! and action taken as considered necessary.

(e* The ballast should be dressed neatly and proper consolidation of ballastbetween the sleepers should be done.

(* +eneral 2otes on Working by 5achines.1

(a* "s far as possible machines should be worked in pairs in the same block

section to make effective use of block.

(b* Where shoulder and crib compacting equipment is available with tie tampingmachine! the same should invariably be used.

(c* =nly trained and e'perienced persons should be deputed to man the

machines.

(d* While stabling the machine! it should be ensured that all the locking devicesare properly secured and the switches are put -off-.

(e* &efore putting the machine into commission all the devices should be checked

and made sure that they are in proper working order.

(f* The machine should never be run at a speed higher than that permitted0sanctioned by the 4ommissioner of 3ailway Safety.

(g* While passing trains! on adjacent track (s* on double 0 multiple lines! it should

be ensured that no part of the tamping machine is fouling the other track.

(h* The prescribed schedules of preventive maintenance should be adhered to.Suitable maintenance organisation should be created in the 3ailways as necessary.

Sufficient spares should be arranged. "n assessment of requirement of spares!based on the e'perience should be made.

224 ,#ste-atic O=er6aulin% &()* Sequence of operations, =verhauling asdescribed briefly in !ara 20+ @2should consist of the following operations in

sequence 1,

(a* Shallow screening and making up of ballast.

(b* "ll items attended to! while doing through packing as detailed in Para AA()*.

(c* 5aking up the cess.


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(A* Shallow Screening and making up of &allast

(a* %or good drainage periodical screening of ballast is essential.

(b* n the case of manual maintenance! the crib ballast between sleepers is

opened out to a depth of D/ to CD mm. below the bottom of sleepers! sloping fromthe centre towards sleeper end. %or machine maintained section! the crib ballast in

the shoulders should be opened out to a depth of CD to )//mm. below the bottomof sleepers! sloping from the centre towards sleeper end. The ballast in the

shoulders opposite to the crib as well as the sleepers is removed to the full depth." slope is given at the bottom sloping away from the sleeper end. The ballast is

then screened and put back. 4are should be taken to see that the packing underthe 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.

(d* Screening should be progressed in alternate panels of one rail length. n no

circumstances should several rail lengths of track be stripped of ballast.

(e* Where drains across the track e'ist! they should be cleaned and filled withboulders or ballast to prevent packing from working out and forming slacks.

(f* "fter screening! full ballast section should be provided! e'tra ballast being run

out previously for the purpose. Work should be commenced after making sure thatthe ballast will not be seriously deficient. #eficiency! if any! should be shown in the

central portion of sleeper and this also should be made up soon.

(8* Through packing of track , The detailed operations are described in Para AA.

Through packing may be done either by conventional beater packing! or by usingmachines.

(* 5aking up of 4ess , 4ess when high should be cut alongwith overhauling andwhen low should be made up. " template should be used for this purpose.

(D* +eneral, =verhauling should be completed before the end of 5arch. n the

case of


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(A* a#s Trac. Mac6ines Manual. These machines shall be deployed to carry

out the following jobs1

(a* Systematic tamping of plain track as well as Points K 4rossingsF

(b* ntermediate tamping of plain track as well as Points K crossingsF

(c* Shoulder ballast cleaningF

(d* &allast profiling0redistributionF

(e* Track stabili;ationF

(f* Periodical deep screening.

@+ Mo"ile Maintenance 9nits&

(a* The mobile maintenance units (55?* shall consist of two groups1

(i* 55?,1 =ne for each PW-s section!

(ii* 55?,1 =ne for each sub,division

(b* The functions of 55? shall be as below1

55?, , (3ail,cum,3oad 6ehicle based* one with each PW incharge with ajurisdiction of /,D/ 9ms double line or G/,)// 9ms single line1

(i* 2eed based spot tampingF (ii* n,Situ rail welding

(iii* 4asual 3enewal and repairs e'cept planned renewals

(iv* =verhauling of


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(c* The 55? shall be equipped with the following equipments. These equipmentsshall be used according to the working instructions! as and when issued.

ist o$ eBui!-ents $or MM9&I*

("* 4ommunication Equipment

). Walkie Talkie sets

A. Portable field

telephones sets

(&* 3ail 4utting0#rilling Equipment

8. #isc 4utter )

. 3ail 4utting 5achine )

D. 3ail #rilling 5achine )

. 4hamfering kit )

(4* 3ail Welding Equipment

C. 3ail Welding

EquipmentA sets

H. Weid Trimmer ) set

G. 3ail Profile +rinder forwelded joints

) set

(#* Spot Tamping with


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(+* 5aterial $andling Equipment

A/. 3ail #olly 2o.

A). 5ono 3ail Wheel&orrow

A 2o.

($* Safety and Protection EquipmentsAA. Warning System

A8. 3ed &anner %lag

A. 3ed $and Signal %lag

AD. +reen $and Signals %lag

A. #etonators

(* +as 4utting

Equipments with

"ccessories1

) set.

ist o$ EBui!-ents $or MM9&II*

("* Points and 4rossing 3econditioning Equipment1

). Welding +enerator ) set

A. "rc WeldingEquipment

) set

8. $and $eld 3ail+rinder

A sets

(&* %or 5inor 3epairs to Equipments1

. Spanner of si;es A sets

D. Turfer A

. %iles of Sorts A sets

C. &ench #rill A

H. 6ice &ench A

G. &ench +rinder A

(* Sectional +angs1

The sectional gangs! under 8,tier system of track maintenance shall perform the

following functions1

(a* Patrolling of track1(i* 9eyman-s daily patrol

(ii* $ot0cold weather patrolling

(iii* 5onsoon Patrolling

(b* Watching vulnerable locations


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(c* "ttention of emergencies vi;. temporary repairs of fractures.

(d* 2eed,based attention to bridges! turnouts! SE:s and approaches of level

crossings.

(e* +reasing of E34s! lubrication of joints! casual changing of rubber pads andother fittings

(f* 5inor cess repairs

(g* 4leaning of drains and bo'ing of ballast

(h* "ttention to loops

(i* 4reep and gap adjustment not involving use of machines

(j* 4leaning of crib ballast for effective cross drainage

(k* Pre K post tamping attention

(l* "ssistance to 55? K =5? as required

(m* "ny other functions assigned.

227 Pic.in% u! ,lac.s, Slacks usually occur on stretches of yielding formation

on high banks and cuttings! on approaches of bridges! on badly aligned curves!where ballast is poor in quality or quantity or where drainage is defective.

"ttention to slacks should be need based! need for the same being determined byinspections and results of track recording. Picking up slacks shall be done where

the alignment is kinky or top level is uneven and the track has to be restored to

normal condition quickly. The quantum of work turned out by a gang during theday will depend on the e'tent of slacks. n all cases sighting is done! the defectsassessed and marks made on sleepers to be dealt with in chalk. The marked

sleepers should then be dealt with as in through packing care being taken to seethat the packing of adjacent sleepers does not get disturbed. n case a large

percentage of sleepers needs attention in a rail length! the entire rail lengthshould be attended to. The marking of defects shall be as indicated below1

t is imperative that when joints are picked up! at least three sleepers on either

side of the joints are packed. Picking up slacks may be done! by conventionalmethod or by off,track tampers. n the case of a low joint! the fish plates should

be slightly loosened and the joint tapped! so that the rail ends are! rendered freeand are capable of being lifted. "fter the joint is thoroughly packed the fish plates

should be tightened again.


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2+0 O"ser=ance o$ ,lee!ers uner !assa%e o$ tra$$ic, #uring the passageof the first and last trains within working hours! the 5ate and +angmen at the

work site should stand on the cess each about one rail,length apart on either sideof the portion of track they are attending to! whether through packing or picking

up slacks and observe the movement of sleepers under load.

mmediately after the passing of train! loose sleepers should be marked! packeduniformly and the packing tested. n respect of other trains! the 5ate and the

+angmen should observe the sleepers near where they are working and takesimilar action. %irm and uniform packing is the primary need for good track

maintenance.

2+1 ,a-!le o$ stanar section o$ trac. , "t or near the commencement ofeach gang length between stations a sample of three rail lengths of track should

be maintained to accord with all standards laid down ,

(a* %ormation of standard width and level below rail.


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(b* 4lean ballast of correct si;e! quantity and cross section.

(c* 4orrect alignment! level and gauge.

(d* Sleepers and fastenings in good condition.

The object of the sample track is to indicate the standard to which the trackshould be maintained throughout the gang length.

2+2 C6ec.in% >or. o$ Gan%s "# Per-anent Wa# Ins!ectors , ()*

E'amination of +ang-s Work, The work done by a gang either on the previous dayor during the interval when the Permanent Way nspector is ne't with the gang

should be e'amined for alignment! surfacing and bo'ing throughout. ThePermanent Way nspector 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 5ate-s5uster Sheet should be checked and initialled. nstructions to the 5ates should be

recorded in the gang diaries.

(A* E'amination of tools and equipment , (a* The Permanent Way nspector

should e'amine every month and replace! when necessary! worn out tools andequipment.

(b* $e should check the accuracy of the spirit level0gauge and straight edge every

month! the result of this e'amination being entered in the 5ate-s diary book.

(c* Each gang should have the following minimum equipment1

(i*


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('iii* %eeler gauge.

(8* nstructions and Tuition ,The permanent Way nspector should ensure that

every man in each gang is aware of the following rules in which the men should bee'amined periodically and on appointment! promotion or transfer 1,

(a* Protecting the lines in an emergency or during work affecting the running of

trains.

(b* 5ethod of fi'ing and safety range of detonators.

(c* Showing of signals with or without hand signal flags during day and with handsignal lamps during night.

(d* "ction to be taken when a train is noticed to have parted.

(e* -Safety first- rules.

(f* Patrolling of the line during heavy rains 0storms and hot weather on erin% o$ Trac., ()*


36/122

(A* When lowering is to be done! trenches should be made across the track atevery 8/ 5. to the final level in order to give a continuous indication! while the

work is in progress. The ballast should be removed sufficiently far away from thetrack to prevent it getting mi'ed up with e'cavated material.

(8* The procedure is to clear the spaces between the sleepers! then slightly lift the

track! break the packing beneath and level it into the space between sleepers.This material is then removed and the operation repeated until the final level is

reached. The road should then be ballasted! through packed and bo'ed! the cessbeing cut down to proper level.

(*


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ballast cushion should be provided.

(d* 4orrect spacing of sleepers should be ensured according to the standard layout drawings.

(e* There should be no junction fish plates at stock rail joints or at the heel of

crossings. "t least one rail on either side of the Points and 4rossings should havethe same section as the Points and 4rossings assembly rail section.

(f* ?se of spherical washers at appropriate places in a Points and 4rossings

assembly is very important. " spherical washer is used to obtain flush fit of thehead of the nut of the bolt with the web of the rail! in the switch and crossing

assembly. The use of spherical washer is necessary where the shank of the bolt isnot at right angles to the a'is of the rail. Spherical washers are used on skew side.

n .3.S. turnouts with straight switches! these should be provided on the lefthand side invariably in the switch assembly.

(g* The gauge and cross level measurements shall be done at the nominated

stations as indicated in the proforma. The track geometry at the turnout should

not be inferior to that applicable to the route. $owever! gauge just ahead of actualtoe of switch shall be as follows1

(i* "ll &+ turnouts of )1)A &+ / kg with )/)AD mm =.3. curved switches (onwooden! steel or PS4 sleepers*! )1)A &+ DA 9g with )/)AD mm =.3. curved

switches on PS4 sleepers and all thick web switches (DA kg0 / kg* onwooden0PS4 sleepers i.e. all turnouts with switches having switch entry angle

M//oA/-//J N 2ominal gauge.

(ii* "ll other turnouts e'cluding those (i* above i.e. turnouts with switches having

switch entry angle O

//oA/-//J N 2ominal gauge I mm.

h* The clearance! at the toe! heel of switch! at check rail and wing rail must be

maintained within the tolerances prescribed in the schedule of dimensions.

(i* Packing under the sleepers must not be loose0defective especially under thecrossing and the switch.

(j* The chairs and fastenings and all other fittings must be properly secured.

(k* The Points and 4rossings assembly! should be in good condition and alignmentwith the rest of the track without kinks.

(l* "dequate creep anchors should be provided to arrest creep. &o' anchoring of

at least one rail length ahead of stock rail is recommended. 4reep posts should beerected at all interlocked facing points opposite the toe of the switch and creepshould not be allowed to e'ceed permissible limits. n case of PS4 sleeper layout

with elastic fastening! creep anchors need not be provided. n case e'cessivecreep is observed at such layouts! the condition of elastic fastenings may be

e'amined and suitable action be taken.

(m* t is desirable to weld stock and lead joints on the Points and 4rossingsassembly.


38/122

(A* 5aintenance of Switches ,

(a* n case of straight switches! correct amount of bend should be given to the

stock rail on the turnout side at the theoretical toe of switch! to avoid badalignment and kink.

(b* The condition of stock K tongue rails should be carefully e'amined. &adly worn

and damaged stock and tongue rails should be replaced by serviceable ones. "tongue rail may be classified as worn0damaged when ,

t is chipped0cracked over small lengths aggregating to A// mm. within a distance

of )/// mm. from its toe (i* chipped length will be the portion where tongue railhas worn out for a depth of more than )/ mm over a continuous length of )/ mm.

(ii* it has developed knife edged tip (thickness of top edge being less than A mm*over a length of more than )// mm any where upto a distance of )/// mm from

its toe.

(iii* it is badly twisted or bent and does not house properly against the stock rail

causing a gap of Dmm or more at the toe! the limit described in the .3.S.E.5. Thetongue rail can! however! be reused after reconditioning of the broken0worn0

damaged tip by welding.

(iv*Tongue rail should be replaced0 reconditioned when vertical0lateral weare'ceeds the values laid down. The wear shall be measured at a point with )8 mm

head width and at the point where tongue and stock rails are at same level. Thislocation is indicated in table at Anne(ure 2)3)1.

6ertical Wear , Hmm for / kg

, Dmm for DA kg and G/3

, 8mm for CD3 and /3


39/122

(e* Tongue rail should bear evenly on all the slide chairs. This will be ensured

when all the sleepers are packed properly.

(f* When the tongue rail is in closed position! it must bear evenly against distancestuds or blocks.

(g* "ll bolts on switches should be kept tight.

(h* Slight wide gauge at the toe of switch over and above the required widening to

house the tip of the tongue rail! may be adjusted by providing suitable steelpacking between the web of the stock rail and the lug of the slide chair wherever

feasible.

(i* Stretcher bars connected to the pull rod shall be maintained jointly by the

Permanent Way Staff and the Signa'lling Staff. "ll other stretcher bars shall bemaintained by the Permanent Way nspector. Stretcher bars insulated for track

circuit purposes shall not be interfered with unless signal staff are present.

(j* Wear on switches can be reduced by lubrication of the gauge face of tongue

rail.

(k* =n wooden sleeper layout assembly! the slide chairs should be fi'ed to timbersby plate screwsF 3ound spikes should not be used for this purpose.

5aintenance of 4rossings ,

(a* f any damage to the nose of crossing is noticed! its cause must be traced!

which may be due to tight gauge or due to e'cessive clearance at the check rail.

(b* f wing rails or check rails are badly worn laterally! it could be due to wide

gauge at the crossing. +auge can be maintained properly by the provision of agauge tie plate under the nose of crossing! on layout of wooden sleepers.

(c* n obtuse crossings! the distance between the throat and the nose must bemaintained correctly.

(d* n diamond crossings! obtuse crossings should be laid square to each other

with respect to the centre line of the acute crossings.

(e* 5a'imum permissible vertical wear on wing rails or nose of crossing shall be)/mm. $owever! on 3ajdhani0Shatabdi routes! as a good maintenance practice!

crossing and the wing rails should be planned for reconditioning0resurfacing by

welding on reaching the following wear limits1&uiltup0welded

crossing

mm

45S crossings Hmm

Note*

(i* n case of 45S crossings! following dimensions should be deducted (to account


40/122

for slope in casting of wing rails to )1A/ cant* from the observed wearmeasurements to find out the actual wear.

for DA kgsection 1

A./mm.

for / kg

section 1 A.Dmm.

(ii* n case of welded heat treated crossings! the dimensions to be deducted fromthe observed wear for finding out actual wear is as shown on the relevant layout

drawing.

(f* n the case of steel trough sleepers used in crossings! use of wooden blocksadded to the contour of the underside of sleepers! strengthens the support and

helps in better maintenance. $owever! for sleepers strengthened by providingsteel ribs on their underside! use of wooden block is not required.

(* 5aintenance of lead portion and turn in curve,

(a* The leads and radii of turnout should be correct according to the section of therail and the angle of crossing used.

(b* nitially! the lead curve correctness should be ensured by measuring offsetsfrom the gauge face of the straight track. #uring maintenance! stations at 8./ 5

intervals should be marked and the versines checked and track attended asnecessary.

(c* The versines of turn in curves on loops should be recorded at stations at 8./ 5

intervals on ./m chord length during the inspection of points and crossings to

check the sharpness of the curve and rectified as necessary. The turn,in curveshould also be checked for condition of sleepers and fastenings.

(d* The variation in versines on two successive stations in lead curve and turn incurve portions should not be more than mm. and versine at each station should

also not be beyond 8mm. from its designed value

(D* Schedule of nspections of Points and 4rossings ,

(a* Permanent Way nspector-s nspection ,The Permanent Way nspector,in,charge of the Section and his "ssistant should carryout thorough inspection of

points and crossings in passenger running lines once in 8 months and other linesonce in si' months by rotation.

(b* "ssistant Engineer-s nspection , The "ssistant Engineer should inspect once a

year all points and crossings thoroughly on passenger running lines and )/ percent of the points and crossings on other lines.

(c* #ivisional Engineer-s nspection , The #ivisional Engineer should inspect at his

discretion a certain number of points and crossings particularly in running linesand those recommended for renewals.

(d* Proforma for points and crossings inspection is appended as Anne(ure 2)3


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(* 4leaning and


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n the case of interlocked points! the Signal nspector will be responsible for

keeping in working order! the interlocking parts and apparatus. "s the slewing ofthe track at points is likely to throw them out of adjustment! such work should not

be undertaken e'cept in the presence of the Signal staff.

=n the advice of track defects from Signal nspectors! Permanent Way nspectorshould promptly attend to them.

()/* #ate of


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sleeper0assembly.QQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQ

"ngle of

crossingQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQ

2ominal gauge of

turnout.QQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQ


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NOTE * ()* 2ecessary additional entries may be made against relevant columns of

switch! crossing and lead assemblies in case of diamond crossing! diamond single

slip0double slips.

(A*


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Part C

Wor.s Inciental to Re%ular Trac. Maintenance

2+5 8ee! ,creenin% o$ :allast&

()* +eneral, (a* t is essential that track is well drained for which screening ofballast should be carried out periodically as described in Para 2+5@2#ue to

presence of bad formation! ballast attrition! e'cessive rain fall and dropping ofashes and ore! ballast gets choked up and track drainage is impaired. n such

situations! it becomes necessary to screen the entire ballast right up to theformation level 0sub,ballast level. %urther through screening restores the

resiliency and elasticity of the ballast bed! resulting in improved running quality of

track. Such screening is called J#eep screeningJ! as distinguished from theshallow screening! which is done! during overhauling.

(b* #eep screening should be carried out in the following situations by providingfull ballast cushion 1

()* Prior to complete track renewal.


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(A* Prior to through sleeper renewal.

(8* Where the caking of ballast has resulted in unsatisfactory riding.

(* &efore converting e'isting track! fish plated or SW3 into


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(c* Preliminary works. , (i* "dditional ballast required! should be unloaded0spreadout 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 mi'ed with theunscreened ballast.

(ii* 4ess should be brought up to correct level in relation to the final rail level.

(iii* Pegs should be provided at intervals of 8/ 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.

(d* Screening operations , +eneral , (i* The work would be done under the

supervision of an official not lower in rank than the Permanent Way nspector+rade .

(ii* The daily output should be pre,determined! depending on the time allowance!availability of labour! e'tent of ballasting0screening 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 speedrestriction boards put up.

(iv* t will be desirable to proceed with the work of deep screening in the direction

opposite to that of the traffic on double line.

(e* #etailed procedure, " day-s length will be deep screened as per the procedure

detailed below1

Stage The ballast should be removed from space -"- and -&- on

either side of the sleeper -)- down to final formation leveland wooden blocks provided to support the rail forpassing trains.

Stage The ballast is removed from under sleeper -)- down to

final formation level0sub,ballast level.

Stage The ballast should then be screened and placed backunder sleeper -)- which should then be packed.

Stage 6 The wooden blocks from space -"- should then beremoved.

Stage 6 The ballast from space -4 down to formation level shouldbe removed and after screening! be placed in space -"-

upto bottom of sleeper The balance may be takenoutside the track and screened The rail in space -4

should be supported with wooden blocks.

Stage 6 The ballast should be removed from under sleeper -A-

down to formation level.

Stage 6 Screened ballast should be provided under sleeper -A-

and sleeper well packed.


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Stage 6 The ballast from space -#- down to formation level should

be removed and after screening! be placed in space -&-

upto bottom of sleeperF the balance may be takenoutside the track and screened. The wooden blocks

should be removed from space -&- and placed to supportthe rail in space -#-.

Stage L The ballast from under sleeper -8- should be removedand so on till the whole rail length is provided with

screened ballast upto level of the bottom of sleepers.

%inal Stage The track should be lifted to provide additional cushion

where required. The track should be packed in the finalposition and then bo'ed.

Sequence of the operations is shown in the s.etc6 on ne(t !a%e*

(f* The following points may be kept in view while doing the work , (i* 2o

unscreened length should be left between screened lengths of the track at the

same time.

(ii* t 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 ne'tsleeper worked upon.

(iii*


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(i* With 5anual Packing,The details of the work to be carried out in stages on

various days! after the starting of the screening operation and the speedrestriction recommended to be imposed are shown in Table ). "ccording to the

above schedule normal Sectional speed can be resorted on the A)st day.

TA:E I

PROPO,E8 ,CHE89E, FOR 8EEP ,CREENING @MAN9A PAC;ING

(ii* With 5achine Packing ,The details of work to be carried out in stages onvarious days after the start of the screening operations and the speed restriction

recommended to be imposed are indicated in the schematic representation in


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Table . "ccording to this schedule! normal sectional speed can be resumed on

the tenth day.

TA:E II

PROPO,E8 ,CHE89E FOR 8EEP ,CREENING @MACHINE PAC;ING ):G

The period mentioned in the schedules shown above is the minimum and can besuitably increased to suit local condition of the track consolidation.

2+7 ,ie an Catc6 >ater rains an Water>a#s, ()* %or efficient drainageof cuttings! side and catch water drains of suitable type and si;e should be

provided. The bottom of side drains should be at least 8/ cm. below the formationlevel.

(A* "dequate openings to take the full flow of side drains should be providedunder level crossings where they e'ist in or at the end of the cuttings.

(8* n cutting of black cotton soil and similar soils! catch water drain should beprovided sufficiently away from the top of the cutting to avoid any danger of a

breach occurring between the drain and the cutting itself. The e'cavated spoilshould be used to form a -bund- between the drain and the top of the cutting.

(* &allast walls! where provided in cuttings! should be regularly inspected. The

efficient maintenance of ballast walls includes regular cleaning of weep holes! theprovision of weep holes where none e'ist and rebuilding where necessary.

(D* The Permanent Way Staff shall carry out cleaning of side and catch water

drains! clearing of obstructions from outfalls and cleaning water,ways of bridgesand culverts methodically and complete the work before the monsoon sets in. The

spoil from cleaning drains or cuttings should not be deposited at a place from


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where it is likely to be washed back into the drains.

(* n the 5unicipal areas! where the outfall of 3ailway drains is in the municipaldrains! close coordination should be maintained with the municipal authorities to

ensure free flow from 3ailway drains.

2/0 8raina%e in ,tation Yars, ()* The network of cross and longitudinaldrains in yards whether earthen or masonry! should be so planned that storm

water is led away in least possible time. The system of surface drains of watercolumns carriage,watering and carriage washing hydrants should be efficiently

maintained.

2/1 u"rication o$ Rail Doints & ()* The purpose of lubricating rail joints is notonly to facilitate e'pansion of rails but also to retard wear on the fishing planes of

the rail and the fish plate. 3educed wear on the fishing planes is one of the

preventives of the low joints.

(A* The lubricant to be used should be specified by the 4hief Engineer. " stiff

paste of plumbago (+raphite* and kerosene oil! made in the proportion of 8 9g. ofplumbago to A 9g. of kerosene oil may be used. &lack oil or reclaimed oil may be

used for fish bolts and nuts. "lternatives to the above may be used! with thespecific approval of 4hief Engineer.

(8* "ll rail joints should normally be lubricated once a year on a programmed

basis during the cold weather months after the monsoon! from =ctober to%ebruary.


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(vi* While tightening overstraining of bolts shall be avoided.

(vii* Spare fish,plates and bolts should be available for replacement of cracked

ones.

(* "lternatively! the work of lubrication may be carried out by the 9eymen of thegang! assisted by one or more men on such sections as may be specified by the

#ivisional Engineer. n such cases the 9eymen shall e'hibit a red signal flag at thesite of the work and act as lookout man also. 2ormally not more than one joint

should be opened at a time under this procedure.

n this case the lubrication of rail joints and reversing of fish bolts should becarried out as follows1

(i* The nuts are unscrewed and the fish,plate on the nut,side is then removedleaving the other fish plate and bolts in position.

(ii* The fishing surfaces of the fish,plate and the rails are cleaned with a wirebrush. The rails ends are e'amined for cracks and fishing planes of rails and fish,

plates for wear! a mirror and a magnifying glass should be used to detect cracks.Such conditions shall be brought to the notice of Permanent Way 5ate05istry for

necessary action. The fishplates are lubricated and put back in position.

(iii* The fish bolts are taken out one at a time! and then put back! after oiling.

(iv* The other fish,plate and fishing surface of the rail is treated similarly.

(v* The nuts are replaced and tightened to the e'tent possible with the standardfish bolt spanner without overstraining the bolts.

(vi* Two joints opposite each other or consecutive joints shall not be opened out atthe same time. t should be particularly noted that at no time during the operationthere is less than one fishplate and three fish bolts without nuts connecting the

two rails. The men should sit facing the direction of train while doing the work.

(vii* &oth fish,plates should be fi'ed and at least one fish bolt and nut on eitherside of each joint should be tightened when a train is approaching the site of

Work.

(viii* Spare fish,plates and bolts should be carried for renewal of cracked ones.

(C* The 4hief Engineer may issue subsidiary instructions as necessary.

(H* The lengths over which the rail joints are lubricated together with dates shall

be recorded in the gang chart of the section and in the Permanent Way nspector-s

section register. n the month of "pril! Permanent Way nspectors should submitto the "ssistant Engineers certificates of lubrication of rail joints giving reasons for

any e'ception. 4opies of these certificates should be forwarded with the "ssistantEngineer-s comments to the #ivisional Engineer for scrutiny and record.

(G* #uring all works such as relaying! rail renewals and renewals of turnouts! etc.


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rail joints should be lubricated. The importance of going over and re,tightening thebolts after the fish,plates have taken a bearing under traffic should be impressed

on the staff.

()/* nsulated fish,plates should not be greased.

2/2 Counteraction an Aust-ent o$ cree! &()* +eneral,3ails have atendency to move gradually in the direction of the dominant traffic. t is believed

to be caused by the- ironing out- of yielding track by the moving load! augmentedby braking loads! and by the impact of the wheels on the running,on ends of the

rails! particularly at times when they are in a state of e'pansion or contraction."mong the troubles caused by - creep - are ,

(a* Sleepers getting out of square.

(b* #istortion of gauge.

(c*


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should be provided wherever necessary.

(b* With steel trough and cast iron plate sleepers and in the case of sleeperswhere elastic fastenings and other fastenings with adequate toe load are used! no

trouble is normally e'perienced. 4areful watch should be kept for a series ofjammed joints. 2ot more than si' jammed joints continuously should be permitted

in the case of single rails . n case of SW3 not more than two consecutive jammedjoints should be permitted at rail temperatures lower than JtmJ in the case of

@one and and Jtm,DJ in the case of @one and 6. =n girder bridgesadjustment may be necessary at regular intervals. "nti,creep devices should be

provided on the approaches of girder bridges for adequate length.

(c* 1 The PS4 sleepers with elastic fastenings are considered as creep resistantand therefore no other creep anchors are required. n case! e'cessive creep is

observed on PS4 sleeper road! the condition of elastic fastenings! sleepers and

adequacy of ballast resistance should be e'amined. "ction forreplacement0renewal of fittings! sleepers and providing adequate ballast

resistance etc. should be taken as necessary.

(* 4reep 3egister, 4reep registers should be maintained in the pro forma given in

Anne(ure 2)4Entries should be complete as regards kilometerage! section andlength of rail! sleeper density! type and number of anchors per rail length used.

Periodical readings of creep should be recorded in the prescribed pro forma .Separate page should be allotted for each km. %requency of recording of creep

should be specified by the #ivisional Engineer taking into consideration the rate ofcreep. The "ssistant Engineer should test check the register frequently!

particularly sections which are prone to creep.

(D* 4reep indication Posts, 4reep indication posts square to the track should beerected on either side of the track on the cess at intervals of about one km. These

may be un serviceable rail posts with chisel mark square to the joints . The top of

the post should be about AD mm. above the rail level and the amount of creep oneway or the other measured with a fishing cord stretched over the chisel marks.

(* Permissible amount of creep , 4reep in e'cess of )D/ mm. shall not bepermitted.

(C* "djustment of creep , "djustments of creep should be carried out in the

following manner1

(a* 4areful measurement of e'pansion gaps! as e'isting! should be done andappropriate length which can be dealt with in one operation should be chosen. The

total amount of gap in the length should be equal to the standard e'pansion gap

required for the temperature at the time! multiplied by the number of joints in thelength.

(b* Work should start at the running,on end of the length! commonly just beyondthe points and crossings or level crossings. The work of creep adjustments should

be carried out under the protection of Engineering signals by the Permanent Waynspector as envisaged in Para H/(A*. &efore pulling back is commenced the keys

are knocked out and fish,plates removed or eased. 4orrect e'pansion linersshould be used and the rails should be pulled back with bars. f the fish,plates are


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removed! the bars can pull against a tommy bar thrust through a bolt hole. 2e't!the rail is keyed up! the bolts of joints correctly tightened up! and the e'pansion

liner moved to the ne't joint! whereupon the process is repeated.

(c* t is a good practice to adjust creep before the commencement of summer. tis desirable to pull back the rails during the cool hours of the day.

(d* 5echanical and hydraulic devices are available for adjustment of creep. Such a

device can be set with the wide joints behind it and the tight joints ahead of it.E'pansion liners are put in all the wide joints! all keys! spikes and fish bolts are

loosened.

The adjuster then closes up the rails behind it by pushing! leaving a gap of somecentimetres between the rail ends opposite the machine. The corrected rails are

then fastened up.

(e* The machine is ne't attached to the rail ahead of it! keys! spikes and fish bolts

loosened for that rail and those beyond it. These rails are then pulled until only

the normal e'pansion gap is left opposite the machine. The operation leaves someof the gaps wide and it is then necessary to fi' the machines further ahead in

order to close them upto normal by pulling against e'pansion liners.

(f* When the value of total gap e'isting is more than the standard e'pansion gaprequired for the temperature at the time of adjustment multiplied by the number

of joints! it is necessary to provide closure rails. When closure rails are put in! aspeed restriction of 8/ km0h should be imposed! which should be removed! when

closure rail is changed.

(g* #uring adjustment of creep! the sleeper spacing should be adjusted! ifnecessary! special attention being given to the joint and shoulder sleeper spacing.

(H* Provision of "nchors to arrest 4reep ,To arrest e'cessive creep on woodensleepered road! not provided with anti,creep fastenings! adequate number ofanchors of approved design should be providedF no anchors being provided at the

joint sleepers. &oth rail seats of the sleepers should be anchored on the sameside. n addition to sufficient directional anchors being provided! back up anchors

may be provided if considered necessary.

(G* Prevention of creep on metal sleeper road,4reep on cast iron plate sleepersshould be counteracted as follows 1

(a* =n 4.. plate sleepers all keys should be driven in the direction of traffic on the

double line and alternately in the opposite direction on single line.

(b* =n steel trough road normally keys are driven as indicated in ,,I s6eet +

o$ / o$ Inian Rail>a# ,tanar Trac. Manual$owever! where heavy creep

is e'perienced on double line! all the four keys may be driven in the direction ofthe creep (generally in the direction of traffic*. =n single line keys may be driven

in the opposite direction on alternate sleepers.

2/+ :uc.lin% o$ Trac. , ()* +eneral ,&uckling of track occurs when highcompressive forces are created in the rails associated with inadequacy of lateral


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resistance in the track at the place. " special watch should be kept on the junctionof two stretches of track! one liable to creep and the other held against creep!

such as when track laid on wooden sleepers with inadequate anchors and scantyballast or track laid on metal sleepers with loose keys butts against track laid on

new sleepers with tight fastenings or track anchored and ballasted as with weldedtrack. "s one side of such a junction point is held firmly against creep! the

movement of rails due to creep from the other side is resisted resulting in heavycompressive force being e'erted which will tend to buckle the track. :ammed rail

joints at such junctions are therefore an indication of the track being subjected toundue strain.

(A* 4onditions which nduce &uckling ,

(a* The following conditions create high compressive forces in the rail 1

(i* nadequate e'pansion gaps!

(ii* %ailure to counteract creep in time.

(iii* 2on,lubrication of rail joints!

(iv* %ailure to remove rail closures from track.

(b* The lateral resistance gets impaired due to inadequacy of ballast and due to

carrying out of operations such as deep screening! lifting of track and slewing oftrack! without adequate precautions.

(8* Precautions against &uckling , t should be seen that ,

(a* =perations which impair the lateral resistance of track are not carried out

when rail temperatures are high.

(b* The greasing of fish,plates is done before the hot weather sets in.

(c* The joint gap survey is done in the case of S.W.3. and adjusted before the hotweather (,ee Para 10*. Similarly in case of single rail panel! joint gaps should

be adjusted wherever necessary.

(d* "dequate precautions are taken to reduce creep as detailed in Para AA (8*.

(e* =vertightening of fish bolts is avoided , but they should be reasonably tight.

(f* Particular attention is also paid to stretches of track! one liable to creep and

the other held against creep (re$er !ara a"o=e*. :ammed joints at such junctions

call for

chapter 2 rail pway manual

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