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TRACK CONSTRUCTION METHODOLOGY SEQUENCE FOR EDTP

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012BOTTOM BALLASTING & SLEEPER LAYING16/07/20122PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012BOTTOM BALLASTING & SLEEPER LAYINGAfter the track formation is ready, concrete sleeper are stacked along the formation sidesLevel & alignment control pegs are installed along the formation at interval of 10 m at about 5.6 m from the center of formationCentre of the track to be constructed is marked by paint on the formationBallast stock pile for bottom ballasting is stocked at nearby area and must be easily excess by tipper truck and not obstructing construction machineries while the construction of track in progress.

16/07/2012Tipper trucks are used to transport the ballast to the ballast box locationThe ballast is unloaded to the ballast box to spread the ballast while moving along the center of the track which are marked by paint at earlier stage.

BOTTOM BALLASTING & SLEEPER LAYING16/07/2012The ballast box spread the bottom ballast at predetermined profile of 3.6m widthThe distributed ballast then rolled by two passes of 10 tons vibratory roller compactor following behind the ballast box at speed of between 2 5 Km/hr.The ballast layer shall be up to 200mm thick and 4m wide after compaction.

BOTTOM BALLASTING & SLEEPER LAYING16/07/2012The sleeper alignment corresponding to the track alignment to be built is marked on the compacted bottom ballast to facilitate distribution of concrete sleeper onto it.An excavator or any other suitable lifting plant then used to lift the sleepers.A pair of spacer (of 600mm spacing for main lines & 650mm spacing for loop, siding or spur line) and a spreader beam are used to lift 8 numbers of concreter sleeper at a time.

BOTTOM BALLASTING & SLEEPER LAYING16/07/2012

16/07/20127BOTTOM BALLASTING & SLEEPER LAYING8 Sleepers lifted and aligned to the marking on the ballastfirst 4 alternate sleeper released from the spacer and the remaining are released following the last released sleeper.These operations are repeated from one end of the formation to the other end.after these operation are completed the pre laid sleepers are now ready for rail unloading

16/07/20128RAIL THREADING OF LWR STRING 150 METERS OR STRING 25 METERSPREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012 RAIL THREADING CREW CONSIST OF 4 WORKERS. 1 TRAINED RAIL THREADER OPERATOR & 3 SUPPORT CREWS TO CONTROL THE MOVEMENT OF RAILS DURING THREADING.

RAIL THREADER TIMBER GLUDS USED TO SUPPORT THE RAIL OR THE THREADER BASE FROM DAMAGING THE CONCRETE SLEEPER.

RAIL THREADER SHORT RAILS (25 M) OR LONG WELDED RAILS (LWR OF 150 M) WHICH WERE UNLOADED TO SITE THREADED ONTO SLEEPER (RAIL SEAT) BY RAIL THREADING MACHINERAIL THREADING (SHORT RAIL / LWR)

LONG WELDED RAILS (LWR) TRANSPORTED FROM PRODUCTION YARD TO SITE BY RAIL TRAIN & DISTRIBUTED ONTO PRE-LAID SLEEPER.RAIL THREADING (SHORT RAIL / LWR)

16/07/201213Winch wagon fixed at front end (in direction of unloading)Guide trolley coupled to the winch wagon to guide the hauled rail onto the pre-laid sleeper

16/07/201214 A pair of LWR string drawn ahead guided by guide trolley.Special roller positioned on the pre laid sleeper seat

16/07/201215LWR pulled/ distributed onto the sleeper by wide wheeled tractor.The pulled rail attached to the arrangement at the end of the tractor.The arrangement is to clamp each rail string and maintains spacing between the strings

16/07/201216On completion of rail distribution, rail strings are lifted by track jack, roller released and rail positioned on the sleeper seat16/07/2012PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 201217INSITU FLASH BUTT WELDING1) PRIOR TO WELDING16/07/201218650 mm from rail end ground flush with web using 100/125 mm hand grinders to remove any brand name, lettering, & roll marks ensuring full contact between welding electrodes and the rail. (cl 3.1.4 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)

Rust, mill scale, grease & other contaminants are removed 650 mm from the rail end by use of wire brush & hand grinders.(cl 3.1.5 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)

Rail ends checked for straightness using 1 m edge. If deemed necessary the rail end will straightened using rail straightener, or cut back the rail end if the bend too large to give straight end. (cl 3.1.3 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)

Welding operator ensures rail ends not more 3 mm apart before attaching welding head. (cl 3.2.4 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)SETTING FOR RAIL JOINT TO BE WELDED16/07/201219

Setting for vertical alignmentSetting for lateral alignmentWeld luting paste applied to the weld all around the rail head to prevent weld slag material from scoring to the soft weld material during shearingWelding head welding the prepared joint 16/07/201220

On completion of welding, excess metal shall be removed by hot stripping or hot grinding, leaving extent of weld upset measured not to exceeding following limits; (cl 3.4.1 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)Hot grinding shall be limited to within 1 mm of parent material. The initial grinding include all round light grinding to remove shear marks & martensite that may have been formed. (cl 3.4.5 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)

Initial rough grinding using profile grinder to allow alignment checking to determine if straightening is required. This commence after allowing sufficient time after welding to allow the weld to cool to between ambient temperature and 200 0C.

Final grinding carried out after the rail has cooled to ambient temperature using rail profile grinder. The grinding shall be limited to 400 mm from the weld over either or both rails to prevent over grinding and provides smooth surface. 2) POST WELDING16/07/201221At full head profile (extending up to the lower corner of the rail head on either side)2mmAt the fishing face on the underside of the rail head2.5mmAt the web including top fillet radius and up to the start of bottom fillet radius2 mmAt the foot including the bottom fillet radius and also under the rail foot1.5mmGrinding the fishing face under the rail headGrinding the rail web of the weldHOT GRINDING USING HAND GRINDER16/07/201222

Grinding the rail foot slope of the weld

Grinding the rail under foot of the weld

16/07/201223HOT GRINDING USING HAND GRINDERGrinding the bottom fillet of the rail weld

Grinding the under foot of the rail weld16/07/201224

HOT GRINDING USING HAND GRINDERRail head alignment check using a meter gauge and filler gauge to estimate the extent of profile grinding to be done and to check the straightness of the of the joint

16/07/201225PROFILE GRINDINGThe rail head profile ground by rail profile grinder after straightness of the welded joint checkedGrinding extent not more than 400mm from either side of the welded jointPROFILE GRINDING16/07/201226

PRODUCTION TEST WELD SHALL BE DONE ONCE A WEEK

2 PIECES OF UIC 54KG RAIL OF 750mm EACH TO BE WELDED PRODUCE THE TEST SAMPLE

THE TEST SAMPLE SHALL BE MARKED AND SENT TO LABORATORY TO UNDERGO SLOW BEND TEST

PRODUCTION TEST SAMPLING 16/07/20122727PRODUCTION TEST WELD SHALL BE DONE ONCE A WEEK

THE TEST SAMPLE SHALL BE MARKED AND SENT TO LABORATORY TO UNDERGO SLOW BEND TESTIN SITU FLASH BUTT WELDING IN PROCESS 16/07/201228

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RESULT FOR SLOW BEND TEST FOR THE TEST SAMPLE SHOWN ABOVE 16/07/201229Check for vertical misalignment of welded joint

Check for lateral misalignment of welded joint

GEOMETRY CHECK FOR FB WELDED JOINT USING ELECTRONIC STRAIGHT EDGE AT SITE FOR LWR DELIVERED TO TUNJANG (29/1/12) 16/07/201230Maximum operating temperature of the ESE is 600C (Temperature of the rail)Permissible limits of misalignment at the welded joint, after finish-grinding of each welded joint shall be checked for compliance to the following limits;The final misalignment shall be recorded as measured by a standard Electronic Straight measuring device.16/07/201231Vertical alignment at rail top+0.3mm (hump), -0.0mm (sag)Lateral alignment at gauge face (measured along the gauge measuring line below the rail head)0.3mmHead finishing on the gauge side0.3mm (at the center of 100mm long straight ruler)Head finishing on the top table surface0.3mm (at the center of 100mm long straight ruler)Running surface flatness(measured over the ground portion not exceeding 400mm length on either side of weld center)0.15mm (at the center of 200mm straight ruler measured anywhere in the ground portion)Horizontal misalignment reading

Vertical misalignment reading

READING TAKEN FROM THE JOINT SHOWN IN THE PICTURES ABOVE16/07/201232

GRAF TABULATED READING OF THE JOINT SHOWN16/07/201233

16/07/201234SLEEPERS RE SPACING AND SQUARING ENSURING EVENLY SPACED SLEEPER & MAINTAINING SLEEPER SQUARENESS BY RE-SPACING & SQUARING OF SLEEPERS BEFORE TOP BALLASTING.SLEEPER RE-SPACING & SQUARING

16/07/2012PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012TOP BALLASTING, TAMPING , LEVELLING & LININGDYNAMIC TRACK STABILIZATION ( DTS)

36TRACK SURFACING SEQUENCE

ANOTHER ROUND OF TAMPING FOLLOWED BY DTS SHOULD BE DONE IF THE TRACK SETTLEMENT IS MORE THAN 20mm ON MINIMUM 250m OF THE SETTLE TRACKPREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012 DISTRIBUTION OF TOP BALLAST BEFORE TAMPING & LEVELING TO FINAL BALLAST PROFILE

TOP BALLASTING BY BALLAST HOPPER TAMPING MACHINE AT WORK

TAMPING MACHINE LIFT THE TRACK TO DETERMINED LEVEL BY THE MEASURING SYSTEM & ALSO POSITIONS IT LATERALY (LINING)PRIOR TO TAMPING, SURVEY READING OF THE TRACK TO BE TAMPED ARE TAKEN TO GUIDE THE TAMPING PROCESSBALLAST UNDER THE TRACK SLEEPERS IS SQUEEZED USING TAMPING TYNES ( 2-3 SECONDS)MAXIMUM LIFT FOR INITIAL TAMPING CYCLE : 70mmSURVEY READINGS (LINE AND LEVEL) OF THE TRACK ARE TAKEN AFTER EVERY TAMPING CYCLE TO DETERMINE THE EXTENT OF TAMPING DONE AND ASLO TO GUIDE THE SUBSEQUENT TAMPING CYCLE

THE TRACK SHALL BE LIFTED AND TAMPED NEAR TO CORRECT LINE AND LEVEL DURING SECOND TAMPING CYCLE GUIDED THROUGH THE TRACK SURVEY READING INPUT GIVEN BY SURVEYOR

THE TRACK SURVEY READING UPON COMPLETION OF THE SECOND CYCLE TAMPING IS RECORDED

BALLAST CUSHION UNDER THE TRACK SLEEEPER SHOULD NOT LESS THAN 250mm WHICH CAN BE DETERMINED FROM THE TRACK SURVEY READING

THE TRACK IS THEN ALLOWED FOR ONE PASS OF DTS (DYNAMIC TRACK STABILIZATION) MACHINE

ANOTHER SURVEY READING FOR THE TRACK IS TAKEN AFTER DTS

THE TRACK SETTLEMET CAN BE DETERMINED BY COMPARING THE SURVEY READING BEFORE AND AFTER DTS

ANOTHER ROUND OF TAMPING FOLLOWED BY ANOTHER ROUND OF DTS SHOULD BE DONE IF THE TRACK HAS SETTLE BY MORE THAN 20mm ON MINIMUM 250m STRETCH OF THE SETTLED TRACK PORTION.

DTS WORKING ON TRACKTHE BALLAST BED UNDER TRACK SLEEPERS SHOULD HAVE MINIMUM 250mm THICKNESS BEFORE DTS

DTS PRODUCES HORIZONTAL VIBRATION ON THE TRACK ALONGSIDE WITH VERTICAL LOAD FROM THE MACHINE TRANSMITTED INTO TRACK & SUBSEQUENTLY INTO BALLAST BED DTS PRODUCING UNIFORM CONSOLIDATED STRUCTURE OF BALLAST, AND TO FORESTALL UNEVEN INITIAL SETTLEMENT CAUSED BY TRAFFIC LOADING

TAKING TOP RAIL SURVEY READINGSURVEY READING OF TRACK LEVEL IS TAKEN WITH REFERENCE TO THE NEAREST TBM

HORIZONTAL OFFSET POINTS FOR THE TRACK ARE SET OUT AT EVERY 25m FOR STRAIGHT STRETCH, 20m AT CURVES AND TRANSITION, AND AT EVERY 10m FOR CURVES WITH < 800m RADIUS

SURVEY READINGS OF TRACK ARE TAKEN ON THE LEFT HAND RAIL (FACING NORTH), OR ON THE LOWER SIDE FOR CURVES & TRANSITIONSRFI FOR DTS AT PADANG BESAR

CHAINAGE : 155.850 156.500

SSWP : DTP/MMCG(AS)/N1-S1/SSWP/PTW(EM)0086 (REV2)

TRACK SURVEY READING BEFORE DTS

TRACK TOLERANCE

TARCK TOLERANCEDE-STRESSING OF LONG WELDED RAIL TO FORM CONTINUOUS WELDED RAIL (CWR) & ALUMINO THERMIC WELDING (ATW)16/07/2012PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012 IN CWR TRACK, DESTRESSING SHALL BE DONE TO MINIMIZE TEMPERATURE INDUCED STRESS IN THE INSTALLED RAIL DUE TO VARIATION OF TEMPERATURE.

TEMPERATURE RANGE OF 45C + 5 C IS ADOPTED AS STRESS FREE TEMPERATURE WHICH MEANS IN THIS TEMPERATURE RANGE, RAILS ARE ASSUMED TO HAVE NO TEMPERATURE INDUCED STRESS.

WHICH ALSO MEANS THAT BELOW THE TEMPERATURE RANGE, THE RAILS WILL CONTRACT WHICH IN TURN INDUCE TENSION TO THE TRACK WHILE ABOVE THE TEMPERATURE RANGE, THE RAILS WILL EXPAND WHICH INDUCE COMPRESSION TO THE TRACK.

25 M SHORT RAILS ARE WELDED TOGETHER AT PRODUCTION YARDS BY MEANS OF FLASH BUTT WELDING (FBW) TO FORM LONG WELDED RAILS (LWR) OF 150 M LENGTH EACH.

THE LWRs TRANSPORTED TO SITE AND LAID TO FORM SKELETON TRACK AND THEN THE LWRs ARE JOINT BY IN SITU WELDED (FBW) TO FORM WELDED RAIL OF NOT MORE THAN 1000 M LENGTH.

THE JOINT CREATED BETWEEN THE IN SITU WELDED RAIL WILL BE USED AS DE-STRESSING JOINT, WHICH WILL BE A.T WELDED DURING/AFTER DE-STRESSING OF THE INSTALLED RAIL.

16/07/201249INTRODUCTION TO DE-STRESSINGEQUIPMENT FOR DE-STRESSING16/07/201250

THE RAIL TO SLEEPER FASTERNERS/CLIPS ARE LOOSEN ENSURING NO GRIP/TOE LOAD BETWEEN THE RAIL AND SLEEPERS REMAINS UNCLIPPING SHALL BE DONE FORM THE FREE END TOWARD ANCHOR

COMPRESSED AIR IS USED TO BLOW AWAY ANY DUST OR BALLAST CHIPS AROUND THE RAIL FOOT AND FASTERNERS

16/07/2012511) UNCLIPPING, BLOWING, INSTALLING RAIL THERMOMETER THERE SHOULD BE AT LEAST 3 RAIL THERMOMETER S INSTALLED ALONG THE DE-STRESSING LENGTH (NEAR TO PULLING POINT, MID LENGTH, & NEAR TO ANCHOR LENGTH) THEY SHOULD BE INSTALLED ON THE WEB OF THE RAIL AT THE SHADED SIDE AWAY FROM SUN LIGHT AVERAGE RAIL TEMPERATURE SHOULD BE TAKEN WHEN THE READINGS OF ALL THERMOMETER ARE REASONABLY UNIFORM. RAIL TEMEPRETURE SHALL BE RECORDED AT EVERY 30 MINUTES DURING THE DE-STRESSING PROCESS

16/07/2012521) UNCLIPPING, BLOWING, INSTALLING RAIL THERMOMETER THE RAIL IS JACKED BY MODIFIED CROW BAR (BASE PLATED) AND THE RAIL SUPPORT ROLLER INSERTED UNDER THE RAIL FOOT

16/07/2012532) INSERTION OF RAIL ROLLER RAIL SUPPORT ROLLER

RAIL SIDE ROLLER

16/07/2012542) INSERTION OF RAIL ROLLER

SUPPORT ROLLERS ARE SANDWICHED BETWEEN RAIL FOOT AND SLEEPER RAIL SEAT WITH THE RUBBER PAD REMOVED AND THE HEAD OF THE ROLLER FACING DIRECTION OF PULL. FOR STRAIGHT TRACK, SUPPORT ROLLERS ARE POSITIONED AT INTERVAL OF EVERY 12 SLEEPERS.

16/07/201255PULL DIRECTIONRAILRAIL SUPPORT ROLLER

INSTALLATION OF RAIL SIDE ROLLER2) INSERTION OF RAIL ROLLER RAIL KNOCKER IS USED TO KNOCKED THE UNFASTENED RAILS TO RELEASE ANY LOCKED UP STRESSES ON THE RAILS BEFORE MARKING TELL TALE POINTS & PULLING.

16/07/2012563) KNOCKING HIDRAULIC RAIL TENSORS ARE USED TO PULL THE RAILS DURING DE-STRESSING. IN STRAIGHT TRACK THE RAIL LENGTH FOR DESTRESSING IS LIMITED TO < 1000 m, AND < 600 m FOR CURVED TRACK OF RADIUS < 1500 m. WELDING GAP FOR ATW OF THE DE-STRESSING JOINT IS 25 mm 1 mm. ADQUATE GAP SHOULD BE CREATED TO ACCOMMODATE WELDING GAP AND RAIL EXTENSION PRIOR TO PULLING. FRICTION SAW IS USED TO CUT THE RAIL. NO GAS CUTTING IS ALLOWED.

16/07/2012573) FIXING TENSOR, CREATING WELDING GAP & PULLING AMOUNT REQUIRED16/07/201258

3) FIXING TENSOR, CREATING WELDING GAP & PULLING AMOUNT REQUIRED ANCHOR LENGTH IS CALCULATED AS 5 m X (45C - PREVAILING RAIL TEMPERATURE, TP) TELL TALE POINTS ARE MARKED AFTER KNOCKING, INITIAL PULL & RELEASE OF THE RAIL. TELL TALE POINTS ARE MARKED BY STRAIGHT LINE ON THE FOOT OF THE RAIL AND TRASFERED TO SLEEPERS USING T SQUARE RAIL AT TEMPERATURE TP < 45 C. THEY SERVE AS REFERENCE TO INDICATE THE MOVEMENTS OF RAILS DURING DESTRESSING. THEY SHALL BE MARK AS FOLLOWS, STARTING WITH A0 AT THE ANCHOR END, FOLLOWED WITH A1, A2, PROGRESSIVELY TOWARDS DE-STRESSING POINT.

16/07/2012594) MARKING (TELL TALE POINTS MARK) HYDRAULIC RAIL TENSOR IS INSTALLED AT PULLING POINT/ DE-STRESSING JOINT. PULLING FORCE EXERTED TO THE RAIL BY THE MANUALLY OPERATED HYDRAULIC PUMP & TENSOR.

16/07/2012605) TENSIONING / PULLINGHYDRAULIC PUMPRAIL TENSORDE-STRESSING JOINT RAIL MOVEMENT/ ELONGATION IS CLOSELY MONITORED AT THE DE-STRESSING JOINT AS WELL AS AT THE TELL TALE MARKS ESTABLISHED EARLIER. PULLING FORCE FROM THE TENSOR IS CONTINUOUSLY INCREASED UNTIL THE DESIRED ELONGATION VALUE IS ACHIEVED AND THE TENSOR WILL BE LOCKED ON ITS POSITION TO ALLOW FOR RE-CLIPPING & WELDING.

16/07/2012615) TENSIONING / PULLING THE DE-STRESSED RAILS ARE CONNECTED TOGETHER BY MEANS OF ALUMINO THERMIC WELDING. ATW IS CARRIED OUT WHILE RAIL TENSOR IS STILL LOCKED ON ITS POSITION HOLDING THE DE-STRESSED RAILS TOGETHER. WELDING SHOULD ONLY BE CARRIED OUT BY QUALIFIED WELDED WITH MAINTAINED WELDING CERTIFICATE ISSUED BY KTMB.

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT16/07/2012STAGING STATUS APR/MAY 1162 THE TENSOR CAN BE REMOVE AFTER THE WELDED JOINT HAS BEEN NATURALLY COOLED DOWN FOR AT LEAST 30 MINUTES. THE ATW JOINT IS THEN GRINDED REMOVING ANY EXCESS WELD MATERIAL TO PRODUCE SMOOTH RAIL PROFILE ALONG THE JOINT.

16/07/2012STAGING STATUS APR/MAY 11636) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT (PROFILING)ANY ATW JOINT MUST BE SUBJECTED TO CONFORMATION CHECK OF MISSALIGNMENT USING 200 MM STRAIGHT EDGE AND 1 M STRAIGHT EDGE. THE GEOMETRY/ MISSALIGNMENT CHECK IS DONE WITH CALIBRATED INSTRUMENTS.THE MEASUREMENTS OF THE MISSALIGNMENT OF THE PROFILED JOINT ARE DONE ALONG THE RAIL HEAD TABLE AND ALONG THE GAUGE FACE OF THE RAIL.

16/07/2012646) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT ( GEOMETRY CHECK)200 mm straight edgeFILLER GAUGE MISSALIGNMENT CHECK WITH CALIBRATED 200 mm STRAIGHT EDGE

16/07/2012656) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT ( GEOMETRY CHECK) MISSALIGNMENT CHECK WITH CALIBRATED 1 m STRAIGHT EDGE

THE WELDED JOINT SHALL BE SECURED WITH JOGGLED FISH PLATES IF THE JOINT IS ON THE LIFE LINE PENDING FOR ULTRASONIC TEST16/07/2012666) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT ( GEOMETRY CHECK)16/07/201267

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT ( GEOMETRY CHECK)COMMISSIONING OF PERMANENT TRACK (KOBAH(CH72.048) TOKAI YARD(CH80.543))COMMISSIONING OF PERMANENT TRACK AFTER DE-STRESSING WORKS HAVE BEEN COMPLETED, THE TRACK IS READY TO BE COMMISSIONED.

PRE-COMMISSIONING INSPECTION 1 WILL BE CARRIED OUT BETWEEN MGJV TRACK, TRACK CONTRACTOR EMRAIL AND TRACK CONSULTANT SCG.

DURING PRE-COMMISSIONING 1 ALL THE FOLLOWING PARAMETER RECORDS PREPARED BY EMRAIL SHALL BE RECHECKED & CONFIRMED TO BE WITHIN PERMISSIBLE TOLERANCE;

ANY UNCONFORMITY RELATED TO THE TRACK SHALL BE LISTED IN DEFECT LIST FOR RECTIFICATION.

HORIZONTAL & VERTICAL ALIGNMENT IN STRAIGHT TRACK VERSINE ON CURVE TRACK GAUGE & CROSS LEVEL SLEEPER SQUARENESS & SPACING BALLAST PROFILE AS BUILT COORDINATE OF TRACK & STRUCTURE CLEARANCE

AS THE DEFECTS IN PRE INSCPECTION 1 ARE ATTENDED, TRACK PARAMETER RECORDS ARE COMPLETE, AND THE TRACK IS READY FOR TRAIN OPERATION, PRE COMMISSIONING INSPECTION 2 INVOLVING KSET, MGJV, SCG, AND EMRAIL SHALL FOLLOWS.

ANY UNCONFORMITY FOUND DURING THE INSPECTION RELATED TO THE TRACK SHALL BE LISTED IN DEFECT LIST FOR RECTIFICATION.

AFTER THE DEFECTS ARE ATTENDED, THE TRACK IS FIT FOR OPERATION IN WHICH THERE IS NO ARGUEMENT REGARDING TRAIN OPERATION SAFETY RAISED BY SCG OR KSET, NOW THE TRACK IS READY FOR TO BE COMMISSIONED.

COMMISSIONING WILL INVOLVE CUT & SLEW OPERATION WHEREBY THE EXISTING TRACK WILL BE SLEWED TO THE NEW PERMANET TRACK.

COMMISSIONING OF PERMANENT TRACK

COMMISSIONING OF PERMANENT TRACK

SURVEY DATA SHEET FOR AS BUILT TRACK

MEASUREMENT OF TRACK GAUGE & CROSS LEVEL

MEASUREMENT OF VERSINE ON CURVE

MEASUREMENT OF HORIZONTAL & VERTICAL ALIGNMENT ON STRAIGHT TRACK

SLEEPER SQUARENESS & SPACING INSPECTION RECORD

MEASUREMENT OF BALLAST PROFILE

DEFECT LIST FOR COMMISSIONING INSPECTIONCOMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARD

UP MAIN LINE CH72.048

UP MAIN LINE CH78.874

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDPADANG BESARBUKIT MERTAJAMPADANG BESARBUKIT MERTAJAMUP MAIN LINEUP MAIN LINE

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDCOMMISSIONING CERTIFICATE FOR UP MAIN LINE CH72.048 CH 78.874 UP MAIN LINE CH78.874

UP MAIN LINE CH80.438

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDPADANG BESARBUKIT MERTAJAMPADANG BESARBUKIT MERTAJAMUP MAIN LINEUP MAIN LINEDOWN MAIN LINE

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDCOMMISSIONING CERTIFICATE FOR UP MAIN LINE CH78.874 CH 80.438 SPUR UP LEFT CH78.943

SPUR UP LEFT CH79.943

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDPADANG BESARBUKIT MERTAJAMPADANG BESARBUKIT MERTAJAMSPUR UP LEFTSPUR UP LEFT

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDCOMMISSIONING CERTIFICATE FOR SPUR UP LEFT CH78.943 CH79.291 UP LOOP LINE CH79.291

UP LOOP LINE CH80.200

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDPADANG BESARBUKIT MERTAJAMPADANG BESARBUKIT MERTAJAMUP LOOP LINEUP LOOP LINEUP MAIN LINE

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDCOMMISSIONING CERTIFICATE FOR UP LOOP LINE CH79.164 CH80.200 DOWN MAIN LINE CH79.104

DOWN MAIN LINE CH80.543

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDPADANG BESARBUKIT MERTAJAMPADANG BESARBUKIT MERTAJAMDOWN MAIN LINEUP MAIN LINEDOWN MAIN LINE

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI STATION YARDCOMMISSIONING CERTIFICATE FOR DOWN MAIN LINE CH79.104 CH80.543 CUT & SLEW OF TRACK CONNECTING EXISTING KTMB TRACK WITH NEW PERMANENT TRACK DONE DURING TRACK POSSESSION (LINE BLOCK). PRE - LAID TEMPORARY TRACK PANELS SLEWED WITH SHOVEL MACHINE NOMINALLY TO ITS FINAL ALIGNMENT TO MATCH WITH PERMANENT TRACK. THE TRACK WILL BE BROUGHT TO FINAL LINE & LEVEL BY TAMPING MACHINE THE TRACK PANELS JOINED WITH FISH PLATES SECURED WITH C-CLAMP BEFORE TAMPING UNTIL DE-STRESSING & WELDING.

COMMISSIONING OF PERMANENT TRACK : CUT & SLEWTHE ENDPRESENTED BY EE BOON HOE SECTION HEAD QAQC N1-N316/07/2012PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3JULY 2012