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GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS





Agenda
82
nd
Meeting
Track Standards Committee


2011


BHOPAL



RESEARCH DESIGNS & STANDARDS ORGANISATION
LUCKNOW-226 011
82
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MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

ii

P R E F A C E


The agenda for 82
nd
Track Standards Committee meeting has been prepared based on the items
received from Zonal Railways. As per instructions of Railway Board in different meetings, the
agenda items received from various Zonal Railways have been scrutinised at RDSO and items
requiring detailed technical discussion have only been included as agenda items for TSC meeting.

Out of the items proposed by Zonal Railways, items referred from CTE Seminar and RDSO, 16
items have been included in the agenda. In addition, 42 items have been carried over from
previous TSC. Fourteen items of previous TSC have been closed.

Efforts have been made to give detailed technical remarks against items included in agenda for
deliberations by Track Standards Committee.

In order to ensure ease of use and faster reach, this compilation is being circulated in soft format
only.

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iii

INDEX- I

S.N. Item
No.
Item Item Proposed by Page
No.

1 1191 USFD testing of Weld (IMR/W)

(Item proposed Western Central
Railway)
1
2 1192 Need of Combination of Joints (Item proposed by N.W. Railway) 3
3 1193 Renewal criteria for Switches, Crossings, SEJ

(Item proposed by Western.
Railway)
5
4 1194 Cracks in CMS crossing (Item proposed by Western Central
Railway)
8
5 1195 Discrepancies in IRPWM & Manual of instructions
on Long Welded Rails regarding minimum sleeper
density
(Item proposed by Eastern Central
Railway
11
6 1196 Check rail in level crossing

(Item proposed by Central Railway) 13
7 1197 Anomalies in IRPWM Para 916 vis-a-vis Railway
Board Lr. No.2006/CE-I/LX/WP dt. 10.06.2008 :
(Item proposed by Southern
Railway)
14
8 1198 Anomalies in IRPWM Para 924 (b)(1) vis--vis
Railway Board Lr. No.2006/CE-I/LX/WP/Pt dt.
30.08.2011
(Item proposed by Southern
Railway)
16
9 1199 Correction to IRPWM Chapter X Para 1001 (6) in
line with LWR Manual Para No.1.16
(Item proposed by Southern
Railway)
19
10 1200 Policy Issues Needing Change in TVU calculation (Item proposed by South Eastern
Railway)
20
11 1201 Elimination of vulnerable DFW from track (Item proposed by Western.
Railway)
21
12 1202 Frequency of USFD testing of rails

(Item proposed by South Eastern
Railway)
24
13 1203 Gauge of Points and Crossing Sleepers in turn out
portion
(Item proposed by South Western
Railway)
26
14 1204 Wing rail clearance in CMS crossings (Item proposed by South Western
Railway)
28
15 1205 Use of GFN liners in place of Metal liners (Item proposed by Northern
Railway)
29
16 1206 Fracture of tongue rail

(Item proposed by RDSO) 31
17 1207 Review of Pending Items:
As per details in INDEX-II

-
33-101
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INDEX- II

S.N. Brief description of item Reference Page
No.
1 Review of accident proforma (1184/1/81), (958/73/02/Safety)
(1167/1/80),
33
2 LWR/CWR over ballasted deck bridges. (Provision
of LWR with SEJ on pier to pier, continuation of
LWR on bridges, development of code of practice
similar to UIC code 774-3R. Trials of continuation
of LWR with multi span bridges with/without
ballasted deck.).
(1184/2/81), (1167/2/80)
(982/7
th
Ext./02/IM/LWR)
(1091/77/IM/LWR),
(1092/77/IM/LWR)
(1093/77/IM/LWR)

34
3 Modification in design of combination fish plate (1184/4/81), (1167/5/80)
(1015/74/FF)
35
4 Change of rail section in LWR/CWR (1184/5/81), (1167/6/80)
(1042/75/ IM/LWR)
36
5 Machine maintenance of track (1184/7/81), (1167/9/80)
(1073/76/TM/GL/70)
37
6 Non-destructive stress free temperature
measurement of CWR by force application method
(1184/8/81), (1167/11/80)
(1077/76/IM/LWR/RSM)
38
7 Review of rail stress calculation methodology (1184/9/81), (1167/12/80)
(1078/76/Track Stress/FEM &
DG/Research)
39
8 Revision of Workload of PWIs

(1184/10/81), (1167/13/80)
(1087/77/IRPWM)
40
9 Criteria for re-alignment of curve (1184/11/81), (1167/14/80)
(1055/75/IRPWM)
41
10 Necessity of detailed guidelines for USFD testing
of tongue rails and CMS crossings
(1184/12/81), (1167/15/80)
(1098/78/USFD)

42
11 Corrosion on rails at contact points of liners
resulting into fractures
(1184/13/81), (1167/16/80)
(1102/78/ACP/RP)
43
12 Maintenance of channel sleeper (1184/14/81), (1167/19/80)
(1121/79/JE)
45
13 Standard deviation based track maintenance
standards for 130Kmph to 160Kmph and spot
values for 140Kmph to 160 Kmph.
(1184/15/81), (1167/20/80)
(1124/79/TM/GL/70 79th)
53
14 Improving small track machine organisation (1184/16/81). (1167/21/80)
(1125/79/TM/GL/70 79th)
54
15 Formation treatment and recommendations of
RDSO for treatment other than blanketing.
(1184/18/81), (1167/23/80)
(1128/79/GE/GEN/13 TSC VOL-X)
55
16 Issues pertaining to improvement in A.T welding. (1184/19/81), (1167/26/80)
(1133/79/WELDING/POLICY)
57
17 Yardstick for USFD testing. (1184/23/81), (1167/31/80)
(1143/79/USFD)
58
18 Visibility requirement for unmanned LCs (1184/24/81), (1147/80/ EL) 59
19 Maintenance of thick web switches (1184/27/81), (1151/80/ TWS) 60
20 Maintenance of Spring Setting Device (1184/28/81), (1152/80/ TWS) 70
21 Formulation of procedure for testing of vertical
flaws in USFD testing.
(1184/30/81), (1156/80/ USFD) 75
22 Trial of different fastening components on Indian
Railways.
(1184/32/81), (1160/80/ EF/TRIAL) 76
23 Inspection and maintenance of points and crossings (1184/33/81), (1161/80/ PTX) 81
24 Increase in top formation width. (1184/34/81)
(1163/80/ GE/Gen/TSC/13)
82
25 Criteria for deep screening of ballast (1184/35/81), (1166/80/
GE/Gen/TSC/13)
83
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26 Maintenance tolerance of gauge (1184/36/81)
(1168/80/ IRPWM)
84
27 Modification in F/S Turn Out
(1 in 8.5 & 1.12) Drawings.
(1184/37/81)
(1169/80/ PTX/Policy)
85
28 Gauge at toe of points & crossing

(1171/81/PTX/Policy) 86
29 SEJs for curves up to 4 Degree

(1172/81/PTX) 87
30 Provision of online printing facilities in PC-based
OMS equipment
(1173/81/TMM) 88
31 Revision of Specification and fixing life cycle for
avoiding frequent failure of glued joints. Reduction
in thickness of end post of glued joints.
(1174/81/CT/GJ) 89
32 Push trolley wheels suitable for digital axle counter (1175/81/TMM) 91
33 (i) Experience of tamping based on TM 115

(ii) Experience on Tamping based on TM 115

(iii) TM-115 report has not been implemented on
Northern Railway
(1176/81/TMM) 92
34 Anomalies in IRPWM & LWR Manual (1177/81/CT/IRPWM&CT/IM/LWR) 93
35 Standards of track maintenance to C&M-(Vol.1) (1179/81/DG/Research) 94
36 Reflective type indicator boards (1180/81/CT/MS/SD/WW) 95
37 Extra clearance on curves (1181/81/CT/SD/REV/BG/MG) 96
38 Clips with higher toe load being used on Indian
Railways
(1182/81/EF) 97
39 Restoring whistle board distance from level
crossing from 350m to 600m on single line. Ref:
Para 916 (1) (i) of IRPWM
(1183/81/safety) 98
40 Provision of wicket gates for on foot road users (1185/81/IRPWM) 99
41 Trial policy for track items (1188/81/CT/Policy) 100
42 Measurement of Rail stresses and stress free
temperature of LWR by non destructive portable
state of art equipment
(1190/81/LWR) 101


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ITEM NO.1191

SUBJECT: USFD testing of Weld (IMR/W)
(Item proposed by Western Central Railway)
RDSO FILE REF: CT/USFD

AGENDA:
The item has been referred by CTEs seminar 2011 as follows:
Vide A&C correction slip No. 02 of JAN/2008 in USFD manual, classification of weld &
weld defects for need based concept of USFD has been given in Annexure -2 i.e. Para 6.3,
6.5.1, 6.5.2, 8.8 and 8.9.
Vide S. No. 08 of the table it is mentioned that with 70 gauge face side probe and
sensitivity set on 5mm FBH, Any transverse defect in the rail head on gauge face side in
the vicinity of holes near the weld will be classified as IMR/ W if H >15 V 20. It means
if there is hole in the vicinity of weld and weld is OBS/W this will be classified as IMR/W,
to avoid such classification if we know the Zone of vicinity of hole same can be removed
in advance at the time of welding to avoid accumulation of such defect in the track.

Suggestions There is a need to define distance of hole from C/L of weld up to which rail
can be cut prior to welding.

(I) If it is taken as a heat affected Zone than it is not clear from the Annexure 8 of the AT
weld manual which indicate X and Y distance. Where X is weld metal and taken as 40 mm
and HAZ is beyond this. Similarly Y is 100 mm but indicating parent metal hence needs to
be defined.

(II) In AT welding manual vide Para 3.3 (ix) it is mentioned that while using rail panels for
secondary renewal the end should be cropped to eliminate fish bolt holes, if rail end do not
have bolt hole the end should be cropped to 150 mm for AT welds and 85 mm for F.B.
weld from the centre of welded joint to eliminate HAZ. This indicates that any bolt hole
form C/L of weld in 150 mm to be cropped.

(III) Vide Para 3.3.10 it is mentioned that repair of fractured rail / defective weld with wide
gap (75 mm) the rail shall be cut from C/L of rail fracture / defective weld 37-38 mm on
each side to make suitable gap of 75 mm provided bolt holes do not fall within 40 mm
from cut faces this shows that when ordinary welding was carried out there should not be
any hole at a distance of (37.5+40+16) = 93.5 mm from rail end.

The above issue needs rationalization and discussion





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NOTES BY SECRETARY:

The para 3.3 ix) of Manual for fusion welding of rails by the Alumino-thermic process,
Reprinted 2006 bring out the provisions related to cropping of rail ends in case of using
second hand rail panels for secondary renewal and the same is reproduced below :

(ix) While using second hand rail panels for secondary renewal, released from LWR/CWR
sections, the ends should be cropped to eliminate fish bolt holes. If rail ends do not have bolt
holes, the ends may be cropped to a distance of minimum 150 mm for AT welds and 85 mm
for flash butt welds from the center of welded joint to eliminate heat affected zone of welds.
End cropping may be suitably increased so as to ensure that rail ends are within the
tolerances as specified in para 3.1.

Para 3.3 x) of Manual for fusion welding of rails by the Alumino-thermic process, Reprinted
2006 bring out the provisions while repairing of fractured/defective weld using wide gap
(75mm gap) welding and the same is reproduced below :

(x) In case of repair of fractured rail/defective weld with wide gap (75mm gap) weld, the
rail shall be cut from center of rail fracture/defective weld 37-38mm each side for making
suitable gap of 75mm, provided bolt holes do not fall within 40mm from cut faces.

Vide A&C sip no. 09 of Feb, 2009 to Manual for fusion welding of rails by the Alumino-
thermic process, Reprinted 2006, following is added at the end of para 3.1 :

Further, fish bolt holes must be eliminated as far as possible before welding of rails to
make the weld amenable for USFD testing for lack of fusion, in case of welding of new
rails as well as repair/maintenance welding.

It can be seen from the above that as per the Manual the distance of bolt hole from the cut
face should not be within 40mm from cut face of rail.

Therefore, for 25mm gap welding the distance of edge of bolt hole from the centre of AT
weld should be minimum (12mm+40mm) 52mm and for 75mm gap welding the distance of
edge of bolt hole from the centre of AT weld should be minimum (37mm+40mm) 77mm
(taking tolerance of 25+1mm/75+1mm on lower side). Ideally, the bolt hole edge should not
fall closer than these distances from the centre of AT weld.

The classification of rail defects in the vicinity of holes near the weld have also been made
more sensitive than normal classification for all types of probes. No particular distance has
been prescribed in the USFD Manual & AT welding Manual to define the vicinity of hole
near the weld.

The issue has been referred to M&C Dte. of RDSO to define the extent of vicinity of holes
near the weld.

TSC may deliberate on the issue.

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ITEM NO.1192

SUBJECT: Need of Combination of Joints
(Items proposed by North Western Railway)
RDSO FILE REF: CT/FDJ/R, CT/USFD

AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
In CTR during up-gradation of track structure from 52 kg to 60 kg.
Doubling projects- When existing line is 52 kg.

Difficulties being faced

Joggled fish plates are not available for protection of 52kg/60kg combination weld.
In field USFD testing procedure for testing of 52kg/60kg combination weld is not
available.
In case of provision of combination fish plate (600 mm long) on PRC track suitable speed
restriction is not specified.

Although in previous TSC it was decided to develop forged section but its development
and production will take time.

Immediate requirement is:
To develop drawing for joggled fish plate.
USFD testing procedure for testing at site.
Drawing of 1m long fish plate for combination joint.
Suitable speed restriction in case of 600 mm long fish plate.

NOTES BY SECRETARY:

(A) Development of drawing for joggled fish plate for combination weld (52kg/60kg)
The issue was discussed vide item no.1042 of 75
th
TSC and also during 77
th
TSC (Under
pending item SNo.20). Drawing for combination joggled fish plate for 60kgUIC/52kg rails
with CI block for BG has been issued by RDSO vide drawing No. RDSO/T-6594-6597 &
circulated vide letter no. CT/FF/3 dated 14.10/14.11.2005.

(B) USFD testing procedure for testing at site
The issue was discussed during 75
th
TSC meeting held at December 2004 (Item no.1042).
In view of TSC recommendations and Railway Boards orders thereon, a procedure for
radiographic examination of combination welds was evolved. The procedure was approved
by Railway Boards letter no. Track/21/99/0910/7 Vol-II dated 24.03.2006. The detail for
radiographic examination of combination welds as well as acceptance/rejection criteria has
been issued to Zonal Railways vide RDSOs letter no. CT/USFD dated 28.06.2006.
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(C) This issue needs to be examined.

(D) In the 79
th
TSC held in Feb 2009, it was discussed that as per Radiographic examination
of combination weld carried out by SC Railway, about 67% of welds were found defective.
As per the Boards order, study of Radiographs at RDSO suggested that classification of
welds is appropriate in most of the cases. In 80
th
TSC held in Nov 2009, it was decided to
go for junction forged rails. RDSO has developed a drawing of junction forged rails
(JFRs). JFRs are in pair i.e. left rail and right rail, its 60kg end can be welded by 60kg
SKV welding portion and its 52 kg portion can be welded with 52kg SKV welding portion.
Accordingly, Railway Board had ordered the Zonal Railways to firm up demand of
junction forged rails and to advise it to Railway Board for further action.
Railway Board vide their letter no. Track/21/08/014/7/1 /Specification dated 14.09.2011
has placed a trial order on BSP, Bhilai for trial production of 52kg/60kg forged junction
rail (Initial production of 3000 sets, subsequent planning of 1000 MT of forged junction
rails).

TSC may deliberate on the issue.

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ITEM NO.1193

SUBJECT: Renewal criteria for Switches, crossing, SEJ:
(Item proposed by Western Railway)
RDSO FILE REF.: CT/PTX

AGENDA:

The item has been referred by CTEs seminar 2011 as follows:

At present codal life of Points & crossing is mentioned in Finance Code in terms of years
of service irrespective of GMT served. The expected/codal life of SEJ is not prescribed at
all. P-Way manual prescribes renewal of switch and crossing based on wear only which
does not cater for fatigue failures. In absence of proper codal life, it is very difficult to plan
the renewals and procurement of these items.
The codal life of all above mentioned track components should be in terms of GMT served
which will be more rational and appropriate.

NOTES BY SECRETARY:

Service life of a component is normally considered as the service span during which the
product is able to serve its function with reasonable level of reliability. In case of track
components the service life of any component depends not only upon the quantum of
traffic the track carries but also is largely affected by other factors such as (i)
environmental conditions like the location viz. in or outside corrosion prone area i.e. the
vicinity to the coastal area/industrial complexes/busy station yards where lot of passenger
carrying trains pass in the morning hours, (ii) nature of traffic viz. mainly passenger traffic/
goods traffic as also the maximum axle loads as well as speed of operation, (iii) standard of
maintenance viz. mechanically or manually maintained track as well as periodicity of
maintenance.

Hence it is difficult to lay down any specific life of any track component. However, based
on data from South Central, West Central and Central railways a report on Expected
Average Life of Track Components was prepared by RDSO and sent to Railway Board in
July 2007. According to above report, the average life of CMS Crossings and Ordinary
SEJ is given below:
1. CMS Crossings - 100 GMT
(Before 1
st
reconditioning)
2. Switch Expansion Joints - 220 GMT

Earlier based on general observations, the expected service life of track components was
sent to Railway Board vide RDSOs letter dated 22.05.2001. However, Railway Board has
not issued any instruction on the basis of above report/letter.

As per Railway Boards letter dated 06.05.2008 on Adoption of Improved SEJs on Indian
Railways, the expected service life of Improved SEJ is 400 GMT.

The average service life of switches can only be determined on the basis of field data. The
zonal railways should send the performance of above track components in the proforma
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enclosed as Annexure-I. RDSO can compile data from various zonal railways to arrive at
service life of track components.

TSC may deliberate on the issue.
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Annexure-I/Item No. 1193

Proforma for performance of Over-riding Switches to determine service life
S.
No. Design
Point
No. Station
Route
GMT
Month/
Year of
laying
Month/ year
of 1st
reconditioning
GMT
earned
before 1st
recond.
Total
nos. of
recond.
Month/
year of
renewal
Total
GMT
earned
before
renewal
Reason for
renewal such
as excessive
wear, crack,
corrosion etc.
Remarks,
if any




Note : The above detail is to be given for representative sets of turnouts in which renewal of switch has been carried out due to
excessive wear, crack/fracture , corrosion etc making it unserviceable.
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ITEM NO.1194

SUBJECT: Cracks in CMS crossing
(Item proposed by West Central Railway)

RDSO FILE REF: CT/XH/Monitor

AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
On WCR 242 cracks found in CMS crossing. The details are as under:
1 in 12 60 Kg 1 in 8.5 60 Kg 1 in 12 52 Kg 1 in 8.5 52Kg Total
114 97 20 11 242

Survey has been done on account of observation by CSO/CRS during annual GM
inspection. Issue has been discussed at various level and also referred to RDSO & Railway
Board. RDSO issue format & circulated to all Indian Railways which has been replied. In
our opinion, since with experience it has been found that the crack propagation rate is
slow; practice is that crack can be allowed till these reaches about 50% of height of Xing.
The cracked crossing cannot be reconditioned / spliced and it is the last chance to get some
more life out of the asset which would otherwise have to be thrown way.

Position in Literature -

In book written by M.L. Agarwal at Para 7.8.3.1, it is mentioned that Rate of propagation
of cracks in CMS crossings is very slow and even if crack is developed it can be continued
under observation.
Manual for Maintenance & Laying of CMS crossings 1997 have been referred in book
(written by Sudhir Kumar) for point & crossings and it is mentioned that if a crack is
noticed it should be observed regularly. The crossings need replaced only if the crack
depth reaches depth of crossings.
In Annexure 2/6 Para 237 (5) of IRPWM vide item No. 21 in inspection procedure of Point
& Crossing. condition of crossing is mentioned in terms of giving propagation of cracks
(if any) in crossing assembly it shows that cracks can be there in CMS crossings.

Suggestions from Railway:

(1) It is requested to share if in any railways they ever had CMS xing which had very fast
crack propagation or any CMS crossing which has broken in two parts without any
warning and information from the date first crack seen & reaches up to head.
(2) Similar cases on other railway & action taken thereof
(3) RDSOs opinion about the whole issue.
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NOTES BY SECRETARY:
In pursuance of Railway Boards directive to study the issue of cracks in CMS crossings
and to issue detailed guidelines for failure, information was sought from all zonal railways
regarding performance of CMS crossings in respect of development and propagation of
crack laid in track in last three years in June 2011 .The details received from eleven Zonal
Railways so far has been compiled at Annexure I which shows 629 nos. of cracked CMS
crossings out of 12020 CMS crossings. This implies that on an average approximately 5%
of CMS crossings develop cracks. This figure of percentage of cracked CMS crossings
varies from nil in some of railways to 8.79%, 12.57%, 16.45% in WCR, WR & CR
respectively.

As the percentage of cracked CMS Crossings was found to be substantially more in WCR,
WR and CR, these railways have been requested to analyze the possible cause of crack in
CMS Crossing.

As informed by WCR in the agenda, there is a mention of permissible length of crack in
CMS crossings in Manual of laying and maintenance of CMS crossings 1997. But no such
document exists at RDSO.
There are many factors contributing to formation of crack such as condition of track i.e.
sleepers, fittings especially rubber pads, ballast and also the manufacturing defect. But pin
pointing of one reason is very difficult. In addition, the details of propagation of cracks
received from various zonal railways indicate that the rate of propagation is unpredictable.
Recently, there has been a case of fracture of CMS crossing in two parts in S.E. Railway.
Such cases may be prevalent in other Railways also. Hence, fixing of permissible length
of crack is not desirable.
It has been observed that the fish plated joints at toe and heel of CMS crossing lead to
impact forces on the crossing which in turn gives rise to many defects such as formation of
notches in PSC sleeper, crushing of rubber pad, working out of liners and ERCs and
crushing of ballast etc. All these defects and augmentation of dynamic forces due to impact
may result in initiation and propagation of crack in CMS Crossings if the same are having
metallurgical defects or are not maintained properly.
There is a need of strict inspection of CMS Crossings at manufacturing premises as
metallurgical defects may cause crack and premature fracture.
Trial of Nylon cord reinforced GRSP for turnout should be expedited and its performance
reported to RDSO by Zonal Railways. These rubber pads may reduce the likelihood of
initiation and development of cracks in CMS Crossings.
The long term solution is the use of Weldable CMS crossing. The joint at toe and heel end
of CMS crossing is eliminated by the use of Weldable CMS crossing, one set of which is
under trial at SECR. The performance of this weldable CMS Crossing is satisfactory so far.
The elimination of joint reduces the impact of wheel tread significantly which in turn
reduces the likelihood of crack in CMS Crossing. The elimination of joint works in two
ways: first the impact force is eliminated and second the adverse affect on track fittings,
sleeper and ballast is reduced significantly.

TSC may deliberate on the issue.

82
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Annexure-I/Item No. 1194


Performance of CMS Crossing laid in last three years
S No. Railway No.of Sets No. of Cracked
CMS Xing
Percentage of
cracked Xing
1 WCR 1160 102 8.79%
2 SR 153 4 2.61%
3 NFR 641 12 1.87%
4 SWR 853 0 0.00%
5 NER 727 27 3.71%
6 ER 1696 25 1.47%
7 SCR 1863 23 1.23%
8 SER 1190 0 0.00%
9 WR 1114 140 12.57%
10 NCR 1419 98 6.91%
11 CR 1204 198 16.45%
Total 12020 629 5.23%

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ITEM NO.1195

SUBJECT: Discrepancies in IRPWM & Manual of instructions on Long Welded Rails
regarding minimum sleeper density.
(Item proposed by East Central Railway)
RDSO FILE REF: CT/IM/LWR

AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
There is Discrepancy in IRPWM & LWR/CWR Manual regarding provisions pertaining to
minimum sleeper density as indicated below.
1. As per para 244 (4) (a) of IRPWM stipulates that minimum sleeper density should be
1340 sleepers/km, irrespective of temperature zone, where as per para 4.3.3 of LWR/CWR
manual, minimum sleeper density should be 1310 sleepers/km in temperature zones I & II.
2. As per para 244 (4) note (ii) of IRPWM, for LWR/CWR track minimum sleeper density
is 1540 sleepers/km whereas per para 4.3.3 of LWR/CWR manual minimum sleeper
density is 1310 sleepers/km for temperature zones I & II.
The anomalies, therefore, needs to be reviewed and modification to manual provisions be
issued.

NOTES BY SECRETARY:

1. As per IRPWM

Para 244 (4) Minimum Sleeper Density-

(a)Broad Gauge- The minimum sleeper density for all Track Renewal (complete track
renewal and through sleeper renewal), Doubling, Gauge Conversion, New Line
construction works shall be 1660 nos. per km.

Loop Lines:

Route Min Sleeper density (nos. per km) for Loop Lines
A,B & C 1540
All other routes 1340 for temperature zone - I & II
1540 for other temperature zones




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Sidings: Private and Other Sidings

Sidings with permissible speed up to 50
kmph
1340 for temperature zone - I & II
1540 for other temperature zones
For sidings with permissible speed more
than 50 kmph
1660

As per Manual of Instructions on Long Welded Rails (1996)
Para 4.3.3 Sleeper density
The minimum sleeper density (number of sleepers/km) in LWR/CWR shall be as follows:-

Types of sleeper Sleeper density (BG/MG)

i)PRC Sleeper 1310 in temperature Zones I & II
ii)PRC Sleeper 1540 in temperature Zones III & IV
iii)Other Sleepers 1540 in all temperature Zones

2. As per IRPWM

Para 244 (4) Note for BG & MG:
(ii)For LWR/CWR even on loop lines or sidings, minimum sleeper density shall be 1540
nos. per km however, in case of PSC sleepers, sleeper density of 1340 nos. per km can be
adopted in temperature zone- I & II.

As per Manual of Instructions on Long Welded Rails (1996)

Para 4.3.3 Sleeper density
The minimum sleeper density (number of sleepers/km) in LWR/CWR shall be as follows:-

Types of sleeper Sleeper density (BG/MG)

i)PRC Sleeper 1310 in temperature Zones I & II
ii)PRC Sleeper 1540 in temperature Zones III & IV
iii)Other Sleepers 1540 in all temperature Zones


TSC may deliberate on the issue.
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13

ITEM NO.1196

SUBJECT: Check rail in level crossing
(Item proposed by Central Railway)

RDSO FILE REF: CT/ SRC/3/2/L-Xing


AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
The existing arrangement of check rail in level crossings is not able to sustain the load of
road vehicle, due to which the plate screws holding the brackets are getting worked out by
damaging plastic dowels. Due to this, the gap of check rail becomes less and the check
rail is breaking due to vibration in many cases. This problem arises at level crossings
where heavy vehicles are plying i.e. NH road and other important roads.

To overcome this problem, the design of bracket and check rail needs to be reviewed.
NOTES BY SECRETARY:
At present, at level crossings for maintaining the flange way clearance, provision of check
rail, fixed to concrete sleepers through bracket is made as per RDSO drawing no. RT-4148
& 4148A. In the arrangement, check rail is half cut section of rail which is fixed side-by-
side to a bracket with bolts and the bracket is fixed to sleeper with plate screws and
dowels. Since the check rail is a cut section of rail (normally second hand rail) and fixed
laterally to the sleepers through many components, the system is weak and flexible. Due to
heavy vehicular movement, the various parts get damaged or broken due to fatigue failure
or loosening of bolts during service. Further, the existing arrangement is opened and
reinstalled frequently for overhauling causing further damage to various parts. Under this
situation, not much improvement appears to be feasible in the present design.
Therefore, alternative system / arrangement may be explored and developed for better
design / performance. The system being used in other developed world railways may be
studied for this purpose. It is also learnt that Northern Railway is doing trial on this subject
for some new system. NR may give details of the system which is under trial to TSC.
TSC may deliberate on the issue.
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ITEM NO.1197

SUBJECT: Anomalies in IRPWM Para 916 vis-a-vis Railway Board Lr. No.2006/CE-
I/LX/WP dt. 10.06.2008

(Item proposed by Southern Railway vide their letter No. W.508/42/TSC/82 dated 11.10.11)

RDSO FILE REF: CT/EL

AGENDA:

Para 916 of IRPWM is as follows :

Para 916 of IRPWM Level crossing indicators (1) Whistle indicator (i) At the
approaches to all unmanned C class level crossings or manned level crossings where the
view is not clear on either side for a distance of 600 metres and those which have normal
position open to road traffic, without interlocking and protection by signals, under special
conditions, bilingual whistle boards as per design (Annexure 9/5A) should be erected at
600 metres along the track from the level crossing to enjoin the drivers of approaching
trains to give audible warning of the approach of train to the road users. The drivers of
approaching trains should whistle continuously from the time they pass whistle boards to
the time they cross the level crossing. However, the distance of W/L boards for unmanned
level crossings on single line section where visibility is clear, should be reduced to 350 m.

However, as per the Board Lr. No. 2006/CE-I/LX/WP dt. 10.06.2008, the restricted
visibility is defined as 800 metres.

Suggestion : Correction slip to Para 916 of IRPWM may be issued as below :
In the above paragraph 600 meters shall be replaced by 800 metres as per the Railway
Board Lr. No.2006/CE-I/LX/WP dt. 10.06.2008.

NOTES BY SECRETARY:

Para 916 of IRPWM is as follows :

Para 916. Level crossing indicators (1) Whistle indicator (i) At the approaches to all
unmanned C class level crossings or manned level crossings where the view is not clear
on either side for a distance of 600 meters and those which have normal position open to
road traffic, without interlocking and protection by signals, under special conditions,
bilingual whistle boards as per design (Annexure 9/5) should be erected at 600 meters
along the track from the level crossing to enjoin the Drivers of approaching trains to give
audible warning of the approach of train to the road users. The Drivers of approaching
trains should whistle continuously from the time they pass whistle boards to the time they
cross the level crossing. However, the distance of W/L boards for unmanned level
crossings on single line section where visibility is clear, should be reduced to 350 m.


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The related content of Board Letter No. 2006/CE-I/LX/WP dated 10.06.2008 is
reproduced below:

Sub: Criteria for Manning of Unmanned Level Crossings- Revision thereof.

Ref: This office letter of 2003/CE-I/LX/59 dated 11.06.2003.

After revision of the criteria in 2003 for manning of level crossing vide letter under
reference it has been noted that a large number of unmanned level crossings tha had
become eligible for manning under old criteria of earlier 1993 had become ineligible for
manning as per revised criteria. It has also been noted with concern that accidents at
unmanned level crossing are on rise.

Also, the issue of change in the criteria of manning of unmanned level crossing has been
engaging attention of the Board in view of the increased number of accidents on unmanned
level crossings.

After careful consideration in the matter it has been decided to change the criteria of
Manning of Level Crossing on all routes of Indian Railways with related action as
follows:-

1.1 Adopt Revised criteria for Manning of existing unmanned LCs
Present Criteria Revised Criteria
Category I: Clear visibility level crossing
where TVU is more than 6000 AND road
Vehicles > 180.
Category I: All level crossing including
restricted visibility* cases where TVU is
more than 6000.
Category II: Restricted visibility level
crossing where TVU is more than 6000
AND road Vehicles > 120.

Category III: Restricted visibility level
crossing where TVU is between 3000-6000.
Category III: Restricted visibility* level
crossing where TVU is between 3000-6000.

*Level crossing having less than 800 meters visibility for road users/train driver shall be
considered as of restricted visibility.

TSC may deliberate on the issue.


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16

ITEM NO.1198

SUBJECT: Anomalies in IRPWM Para 924 (b) (1) vis--vis Railway Board Lr.
No.2006/CE-I/LX/WP/Pt dt. 30.08.2011:

(Item proposed by Southern Railway vide their letter No. W.508/42/TSC/82 dated 11.10.11)

RDSO FILE REF: CT/EL


AGENDA:

Para 924 (b)(i) of IRPWM is as follows :

924(b)(i) : Based on traffic density, visibility and regular plying of buses etc. unmanned
level crossings have been categories into I-III for manning at Railways cost in a phased
manner on a programmed basis as per following priority.

Category I : Level crossing where TVUs exceed 6000, number of road vehicles exceed 180
and where visibility is clear.

Category II : Level crossing where TVUs exceed 6000, number of road vehicles exceed
120 and where visibility is restricted.

Category III : Level crossing where TVUs is between 3000 and 6000 and where visibility
is restricted.

Further, manning of any unmanned level crossing shall not be done if motor vehicles do
not ply regularly. Manning of category III level crossings should be considered once
manning of first two categories is over. Further, if any unmanned level crossings gets
involved in more than 3 accidents in 3 years, it should be manned immediately irrespective
of the category to which it belongs.

All proposals for manning of unmanned level crossings should be processed in
consultation/association with the Chief Safety Officer of the Railway.

However, as per the Boards letter No. 2006/CE-I/LX/WP/Pt dated 30.08.2011 revised
criteria of manning of unmanned LCs (August 2011) is as under.

Revised Criteria of manning of unmanned level crossings (August 2011)

Category I: All Unmanned Level Crossings Gates with TVU above 3000.

Category II: All unmanned level crossings gates with visibility restricted to 800 metres
for road users and TVU above 2500.

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Category III: All unmanned level crossings, which do not fall in Category I & II above
and which cannot be eliminated by any other methods like construction of diversions road,
subway, closure of gates having low TVU or any other means as per extant policy
instructions.

Note for Category III: Divisional Railway Manager shall, ensure identification of
unmanned level crossings, which can be eliminated by any other means, get necessary
works sanctioned and simultaneously obtain No objection Certificate (NOC) i.e. consent
for closure of unmanned level crossings from the State Govt./ District Magistrate to avoid
delay in closure. For remaining unmanned level crossings, i.e. which cannot be eliminated
by any methods and where manning is the only solution; Divisional Railway Manager shall
recommend proposals of manning of unmanned level crossings, in order of priority, for
timely sanction by the competent authority. Manning of level crossing can be prioritized in
order of TVU or any other relevant site specific factors. Manning of such unmanned level
crossing gates will require specific approval of the General manager.

NOTES BY SECRETARY:

Para 924 (b)(i) of IRPWM is as follows :

Manning of Unmanned level crossings.

924(b)(i) : Based on traffic density, visibility and regular plying of buses etc. unmanned
level crossings have been categories into I-III for manning at Railways cost in a phased
manner on a programmed basis as per following priority:

Category I : Level crossing where TVUs exceed 6000, number of road vehicles exceed 180
and where visibility is clear.

Category II : Level crossing where TVUs exceed 6000, number of road vehicles exceed
120 and where visibility is restricted.

Category III : Level crossing where TVUs is between 3000 and 6000 and where visibility
is restricted.

Further, manning of any unmanned level crossing shall not be done if motor vehicles do
not ply regularly. Manning of category III level crossings should be considered once
manning of first two categories is over. Further, if any unmanned level crossings gets
involved in more than 3 accidents in 3 years, it should be manned immediately irrespective
of the category to which it belongs.

All proposals for manning of unmanned level crossings should be processed in
consultation/association with the Chief Operations Manager of the Railway.

The content of Railway Boards letter No. 2006/CE-I/LX/WP/Pt dated 30.08.11 is as
below:-

Sub: revised criteria for manning of unmanned level crossings.
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In view of the Ministry of Railways policy to eliminate or man all unmanned level crossing
by March 2015, Railways have approached Board to review the train vehicle unit (TVU)
based criteria of manning of unmanned level crossing. The issues involved have been re-
examined. Board has now decided to further relax the criteria for manning of unmanned
level crossings as under:

Revised Criteria of Manning of Unmanned level crossing (August 2011)
Category-I: All unmanned Level Crossings Gates with TVU above 3000.
Category-II: All unmanned Level Crossings gates with visibility restricted to 800 meters
for road users and TVU above 2500.
Category-III: All unmanned Level Crossings, which do not fall in category I & II above
and which cannot be eliminated by any other methods like construction of diversions road,
subway, closure of gates having low TVU or any other means as per extant policy
instructions.
Note for Category III: Divisional Railway Manager shall, ensure identification of
unmanned level crossings, which can be eliminated by any other means, get necessary
works sanctioned and simultaneously obtain No Objection Certificate (NOC) i.e. consent
for closure of unmanned level crossings from the State Govt. / District Magistrate to avoid
delay in closure. For remaining unmanned level crossings, i.e. which cannot be eliminated
by any methods and where manning is the only solution; Divisional Railway Manager shall
recommend proposals of manning of unmanned level crossings, in order of priority, for
timely sanction by the competent authority. Manning of level crossing can be prioritized in
order of TVU or any other relevant site specific factors. Manning of such level crossing
gates will require specific approval of the General Manger.

This supersedes Boards letter no. 2006/CE-I/LX/WP dated 12.04.2010 issued on the
subject matter.

This issues with approval of Board (ME, MT & CRB).

TSC may deliberate on the issue.
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ITEM NO.1199
SUBJECT: Correction to IRPWM Chapter X Para 1001 (6) in line with LWR Manual
Para No.1.16:

(Item proposed by Southern Railway vide their letter No. W.508/42/TSC/82 dated 11.10.11)

RDSO FILE REF: CT/IM/LWR

AGENDA:
Para 1001 (6) of Chapter X of IRPWM is as follows:
Hot weather patrolling for LWR/CWR- Hot weather patrol is carried out when the rail
temperature reaches t
d
+ 20
0
or above.
The patrolling should be done in accordance with the provisions of Manual of Long
Welded rails.
Para 1.16 of LWR Manual is as under:

Hot weather patrol is the patrol carried out when the rail temperature exceeds.

(i) t
d

+ 25 C on PSC sleeper track with sleeper density 1540 nos. per Km and above.
(ii) t
d

+ 20C on PSC sleeper track with sleeper density less than 1540 nos. per Km and track
other than PSC sleepers.

Suggestion: Correction slip may please be issued to Para 1001 (6) of IRPWM in line with
LWR Manual Para 1.16.

NOTES BY SECRETARY:

As per Para 1001 (6) of Chapter X of
IRPWM (Second Reprint 2004)
As per Para 1.16 of Manual of
Instructions on Long Welded Rails
(1996)
Hot weather Patrolling for LWR/CWR-
Hot weather patrol is carried out when the
rail temperature reaches t
d
+ 20 degree or
above.


The patrolling should be done in
accordance with the provisions of Manual
of Long Welded Rails.
Hot weather patrol is the patrol carried out
when the rail temperature exceeds

(i)t
d
+ 25
0
C on PSC sleeper track with
sleeper density 1540 nos. Per km and
above.

(ii)t
d
+ 20
0
C on PSC sleeper track with
sleeper density less than 1540 nos. Per km
and track other than PSC sleeper.

TSC may deliberate on the issue.
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ITEM NO.1200

SUBJECT: Policy Issues Needing Change in TVU calculation.

(Item proposed by South Eastern Railway vide their letter No. TC/TSC/MPG/82/2280 dated
21.09.11)

RDSO FILE REF: CT/EL


AGENDA:

As per Para 919 (1) of IRPWM, TVU is calculated by the formula (Train Units x Road
Vehicle Units). Train, Road Vehicle, Bullock Carts and Tongas are being considered as
one unit while cycle rickshaw/Auto rickshaws are considered as half unit. It is interesting
to note that there is no mention of motor cycles & scooters (2 wheelers motorized).
Policy of TVU calculation needs a revision, as because it doesnt consider two wheelers
into account, population of which has increased by leaps & bounds. It is found that this is
the class of road users, who create extreme pressure on gateman and incidents have been
reported of severely thrashing the gateman on various occasions.

NOTES BY SECRETARY:

Para 919 (1) of IRPWM is as follows:-

919 (1) Periodical census of traffic at all level crossing, unmanned/manned shall be taken
once every three years. This shall be carried out for 7 days and total Train Vehicle
units(TVUs)/day (Train Units x Road Vehicle Units) are worked out. Train, Road Vehicle,
Bullock Carts and Tongas being considered as one unit, Cycle rickshaw/Auto rickshaw
being considered as half unit. . The census shall be carried out by a multi-displinary
inspectorial team consisting of representative of CE, S&T and Traffic Department. The
mechanism shall be set up by the Divisional Railway Manager to ensure that the
representative are present for the census by laying sown advance time table for carrying
out of census of level crossings.

TSC may deliberate on the issue.
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21

ITEM NO.1201

SUBJECT: Elimination of vulnerable DFW from track:
(Item proposed by Western Railway)

RDSO FILE REF: CT/ USFD

AGENDA:
The item has been referred by CTEs seminar 2011 as follows:
As per USFD manuals existing provision DFW joints must be removed from track with in
a maximum period of one year that to in case if TRR is due. But it is the fact that almost
on all of Railways DFW are being allowed in service indefinitely in large Nos. It has been
perhaps presumed that since DFW have been protected by Joggle plating with two far end
bolts, they cannot create unsafe condition. This is not so.

In view of above it is necessary that DFW should not remain in track beyond a tolerable
time. But due to large population of DFW in the track, the removal of all DFW may not be
possible. Therefore in order to prioritize the removal of DFW according to their potential
vulnerability a new criteria of

DFWR has been introduced on WR according to flaw pattern as tabulated below. The
AT/SKV welds identified as DFWR will be marked with XXR with red paint and should
be removed on urgency basis. In this connection following procedure is required to be
followed.

1) Any DFW if has been found OBSW in next due round of normal testing it must be marked
as DFWR.
2) During dedicated AT weld testing if the flaw has crossed threshold value (as specified in
USFD manual) in two or more zones (Head/web/flange) then it should be marked as
DFWR.
3) In addition to above, all newly detected DFW now onwards must be marked as DFWR
with following mentioned criteria.

Portion/zone of
rail section

Probe Echo Ht. as per
USFD manual for
DFW
Echo height
for DFWR
Head 0 40% 60%
Web & foot 0 20% 40%
Head & Flange 70 40% 60%
Flange 45 20% 40%
Head/Web/Foot 45 (Tendem
technique)
40% 60%
Flange 70 (8mmX8mm) 20% 25%

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Flaw pattern i.e. size of echo should invariably be recorded by USFD operators .
4) As a onetime measure all DFW joints existing in track must be tested again as early as
possible. During these testing marking should be done as per table above.
It is therefore suggested that similar guide lines may be issued from Rly board after due
consideration by RDSO.

NOTES BY SECRETARY:
The issue of USFD testing of AT welds and protection of defective welds was discussed at
length during 76th TSC meeting held at Bangalore from 4-6 Jan, 2006 vide Item no. 1067.
TSC had recommended to get the issue examined by a select committee consisting of
ED/Track/RDSO, ED/M&C/RDSO, ED/Track (P)/Railway Board, CTE/NR and CTE/WR.
The committee discussed the issue alongwith other relevant issues during its meetings on
09.03.06 and 18.07.06.
Based on the recommendations of the committee, A&C slip no. 17 of Sept, 2006 was
issued vide which para 7.6 was revised as available in USFD Manual and is as follows :
7.6 Action to be taken after detection of defects in AT welds : Action to be taken for
defects in AT welds shall be same as at para 7.4 and in addition following shall also be
applicable for welds classified as defective (DFW) in periodic testing of AT welds with
00 2MHz , 700 2 MHz , 450 2 MHz , 700 2 MHz (8mmx8mm ) probes:

Classification Painting on
both faces
of weld
Action to be taken
Defective weld
DFW with
00 2MHz,
700 2MHz,
450 2 MHz or
700 2MHz
(8mm X 8 mm)
probe
Two cross
with red
paint
SE/JE(P.Way)/USFD shall impose speed restriction of 30
Kmph or stricter immediately. He should communicate to
sectional PWI about the flaw location who shall ensure
following:
(i) Protection of defective weld by joggled fishplates using
minimum two tight clamps/2 far end tight bolts one on
each side after which speed restriction can be relaxed up
to 75 Kmph for goods train & 100 Kmph for passenger
trains on BG and 30 Kmph for goods train & 60 Kmph
for passenger trains on MG.
(ii) In case the protection of weld has been done using joggled
fishplates with clamps, the defective weld shall be
replaced within 15 days. However, in case the protection
has been done using joggled fish plates with 2 far end
tight bolts, the speed restriction imposed in (i) above
shall continue till the defective weld is replaced which
should not be later than 3 months. The defective weld
with speed restriction as (i) above may be continued in
track if the track is to be renewed within 12 months.

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A committee has been nominated by Railway Board vide Railway Board s letter
no.Track/21/97/0908/7 (Vol II) dt:05-05-2011 to examine the issue on classification and
removal of defective welds to review the provisions of USFD Manual with respect to
action to be taken on defective welds. The committee consists of ED/Track-I/RDSO
(convenor), ED/M&C/RDSO, ED/Track(P), Rly.Bd., CTE/SER, CTE/SCR, CTE/CR.
CTE/NR and CTE/NCR were co-opted by the committee. The committee deliberated the
issue and have submitted the recommendations to Railway Board for consideration.

TSC may deliberate on the issue.
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ITEM NO.1202

SUBJECT: Frequency of USFD testing of rails .
(Item proposed by South Eastern Railway)

RDSO FILE REF: CT/ USFD


AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
As per para 6.8.1.1 of Manual for Ultrasonic testing of rails and weld(Revised-2006), A&C
slip No. 2 of January 2008 frequency of USFD testing for B.G.(Rail head centre and gauge
face corner) has been laid down as under:

Route having GMT Testing frequency once in
5 2 Years
>58 12 Months
>812 9 Months
>1216 6 Months
>1624 4 Months
>2440 3 Months
>4060 2 Months
>60 1.5 Months

On S.E. Railway GMT on certain section is as high as 144.69, followed by 109.34, 84.08,
71.16 and 67.64. As per provision of manual USFD testing has to be done at a frequency
of 1.5 months for section having GMT>60. In view of the high GMT, there is a need to
review the testing frequency on section where GMT > 100

NOTES BY SECRETARY:

As per para 6.8 of Manual for Ultrasonic testing of Rails and Welds, Revised 2006,
testing frequency of 8 GMT has been prescribed in view of revised criteria of defects
mentioned in para 6.2 of Manual. Accordingly, the table depicting the frequency of testing
for routes having various GMT range was evolved and the same is laid down at Para
6.8.1.1 of Manual for Ultrasonic testing of Rails and Welds, Revised 2006. With the
increase in traffic GMT on various route, the table at para 6.8.1.1 was revised vide A&C
slip no. 02 of Jan, 2008.

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The issue of increase in traffic GMT on SER to more than 120GMT came to light during
investigation into a fracture case at Investigation section of M&C Dte./RDSO.
Accordingly, action has been taken to revise the table so as to cater the routes having GMT
up to 200GMT. The proposed table depicting the frequency of testing for routes having
various GMT shall be as follows :

Route Routes having GMT Testing frequency Once in
All MG routes < 2.5 5 years
2.5 5.0 3 years
> 5 2 years
All BG routes (rail
head center and gauge
face corner testing)
< 5 2 years
> 5 < 8 12 months
> 8 < 12 9 months
> 12 < 16 6 months
> 16 < 24 4 months
> 24 < 40 3 months
> 40 < 60 2 months
>60< 80 1 1/3 months
>80< 100 1 month
>100< 125 25 days
>125< 150 20 days
>150< 175 17 days
>175< 200 15 days

A draft A&C slip to Manual for Ultrasonic testing of Rails and Welds, Revised 2006 has
been prepared in this regard and is being sent to Railway Board for consideration and
approval.
TSC may deliberate on the issue.
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26

ITEM NO.1203

SUBJECT: Gauge of Points and Crossing Sleepers in turn out portion
(Item proposed by South Western Railway)

RDSO FILE REF: CT/PTX

AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
For fan shaped PSC layouts the gauge provided in lead curve portion for 1 in 8.5 and 1 in
12 layout is given below,
1 in 8.5

1 in 12
Sleeper
No
Drg No
Design
Gauge



Sleeper
No
Drg No
Design
Gauge
27 RDSO T 4817 1673 mm

29 RDSO T 4540 1673 mm
28 RDSO T 4818

30 RDSO T 4541
29 RDSO T 4819

31 RDSO T 4542
30 RDSO T 4820

32 RDSO T 4543
31 RDSO T 4821

33 RDSO T 4544
32 RDSO T 4822

34 RDSO T 4545
33 RDSO T 4823

35 RDSO T 4546
34 RDSO T 4824

36 RDSO T 4547
35 RDSO T 4825

37 RDSO T 4548
36 RDSO T 4826

38 RDSO T 4549
37 RDSO T 4827

39 RDSO T 4550
38 RDSO T 4828

40 RDSO T 4551


41 RDSO T 4552


42 RDSO T 4553
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Radius of curvature on turn out for 1 in 8.5 is 232 m (degree of curvature is 7.5) and
Radius of curvature on turnout for 1 in 12 is 441 m (degree of curvature is 4) In this case
the gauge provided throughout is 1673 mm (tight gauge)
Due to tight gauge and lateral thrust, crushing/lifting of GFN liners on non-gauge face on
outer side of lead curve is observed and it is difficult to maintain gauge proper. Slack
gauge sleepers to be provided for curvature more than 4 degree. Hence in turnout portion,
sleepers need to be designed to get slack gauge of +15 to +20 as per the curvature.

NOTES BY SECRETARY:

1 in 12 & 1 in 8.5 turnouts on PSC Sleepers have been designed for 1673 mm gauge. As
per existing design and drawings, the gauge on both straight and turnout side should be
1673 mm. There are several under mentioned issues if slack gauge sleepers are to be
provided on turnout side:
1) The radius of lead curve in case of 1 in 12 turnouts is approximately 4 degree. As per
IRPWM para 224(2)(e)(v), the gauge has to maintained from -6 mm to +15 mm for
curves up to 5 degree. Hence, there is no need of slack gauge sleepers for lead portion
of 1 in 12 turnouts.
2) Existing speed over 1 in 8.5 turnouts is 15 Kmph. The lateral thrust due to centrifugal
force, being proportional to the square of speed, is quite low on such turnouts and
hence should not result in crushing/lifting of GFN liners.
3) It is not known whether such problem exists in entire Indian Railways or there are
some specific cases which can be dealt separately.
4) The existing design of PSC sleepers for fan shaped layout is same for Left hand (LH)
and Right hand (RH) turnouts. As per above design, the insert for main line in LH
turnout becomes the insert for turnout side in RH. If the slack gauge is to be provided
on turnout side, the set of sleepers shall be different for LH and RH turnouts which will
increase the inventory and the very purpose of fan shaped layout is defeated.
5) Another fact regarding existing design of turnout is non-existence of transition curve.
In absence of transition to the lead curve, the slack gauge shall be developed suddenly
in lead portion which is not desirable.
TSC may deliberate on the issue.
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28

ITEM NO.1204

SUBJECT: Wing rail clearance in CMS crossings:
(Item proposed by South Western Railway)
RDSO FILE REF: CT/XH

AGENDA:

The item has been referred by CTEs seminar 2011 as follows:
As per the provisions of IRPWM, Wing clearances required is given below.

Sl
No
Type of
Crossing
Design
Clearance in
mm
Actual
measured in mm
1
RT- 4867 FOR
1 IN 8.5
41-44 38-40
2
RT-4734 FOR
1 IN 12
41-44 38-40

In the field, wing rail clearance of new CMS crossing measured is 38-40 mm and in order
to get the clearance of 41-44 mm it may be suitably modified.

NOTES BY SECRETARY:

As per design and drawings of CMS Crossings , the wing rail clearance is 41 mm with
tolerance of +1.0 & -0.0. Hence, the wing rail clearance should vary from 41 mm to 42 mm
in new Crossings. The above dimension is checked with the help of inspection gauges
during inspection of manufactured CMS crossings at the works premises of approved
vendors. It is therefore expected that the wing rail clearances conform to the drawings
issued by RDSO. However, if there is specific case having wing rail clearance less than 41
mm, the same may be referred to QA/Civil Directorate of RDSO as the inspection of CMS
Xings of drawings mentioned in the agenda is being carried out by QA/Civil Directorate.
The Item may be closed.

TSC may deliberate on the issue.

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29

ITEM NO.1205

SUBJECT: Use of GFN liners in place of Metal liners

(Item proposed by Northern Railway vide their letter No. 836-W/82
nd
TSC/TM dated 29.09.11)

RDSO FILE REF: CT/FD/2/NIL

AGENDA:

Because of metal liners, the corrosion of rails and metal liners is accelerated more so
because of the bad quality of steel being in metal liners and the big difference between the
qualities of steel being used in rail and metal liners. The cost of GFN liners is much less
than metal liners. It is suggested that directives may be issued for uniform adoption of
GFN liners instead of metal liners to reduce corrosion of rails. GFN liners are already
being used on automatic signaling territory apart from track circuited yards. At least, the
use of GFN liners must be made mandatory in all the yards and the approaches of big
station yards (say of category A & B stations) up to 1 km beyond distant/outer signal.

NOTES BY SECRETARY:
GFN-66 insulating liners and metal liners although perform the same functions in an
elastic rail seat fastening assembly system but mainly differ from each other regarding
their location of use. GFN-66 insulating liners are used on IR specifically for track
circuited areas whereas metal liners are used on non-track circuited areas.

It is a known fact that metal liners are prone to corrosion due to environmental
degradation, which decreases its functional thickness and finally results into reduction of
the toe-load of the clips in the assembly. This phenomenon effects the functioning of the
fastening system as a whole. Moreover, due to ingress of moisture between the metal liner
and the rail foot, the effect of bi-metallic corrosion also occurs. This effect corrodes the rail
at the position of seating of metal liner on the rail foot which requires premature
replacement of rails before its codal life.

South Eastern Railway has submitted the report to Railway Board on the life of Metal
Liners/GFN liners in coastal areas vide their letter no TC/PWM/Trial/Vol.III/2691 dated
02.11.2011. As per this report,
i) The average service life of metal liners & GFN liners in coastal area is three years.
ii) The average service life of insulated metal liners in coastal area is 4 years.
iii) Corrosion of rails at location having metal liners is more than the locations having GFN
liners/Insulated metal liners.
Southern Railway has also submitted following to Railway Board Mitigating liner seat
corrosion vide their letter no. W/506/14/Corrosion dated 12.08.2011.
i) Metal liners, though have sufficient strength, they are corrosion prone. Pre mature rail
renewals are done due to liner seat corrosion with the use of metal liners.
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30

ii) GFN Liners, though provide insulation, strength is low and do not exhibit corrosion.
iii) Liner developed by M/S Rawatsons have the property of strength, insulation (Track circuit
areas) and corrosion resistance. Long term performance was studied in Santragachi Yard
(SE Railway) and found to be satisfactory.
iv) To bridge the cost gap between Metal Liner & Liner developed by M/S Rawatsons,
Southern Railway is exploring use of Metal Liner wrapped with 0.3mm thick glass cloth
fiber which could withstand five times liner renewal and redriving without tearing off. The
additional advantage is 5% gain in toe load. The addition cost is marginal only.
Railway Board vide their letter no.2011/Track-II/22/21/1 dated.8.11.2011 referring above
reports has instructed to discuss the performance of insulated metal liners under trial in
next TSC meeting.

RDSOs view is as under.
i) Strength of metal liner is much more than CBL of the GFN liners. GFN liners breaks
during service, therefore, statistics of the breakage of GFN liners during maintenance
activities/in service is required to be provided by railways.
ii) Due to corrosion in metal liners, thickness of liner reduces & therefore, toe load of
assembly on this account reduces.
iii) Insulated metal liner developed by M/s Rawatsons is under trial at ECoR, SR, SER, WR,
CR & SCR. The performance of this liner is required to be discussed vis-a-vis metal
liner/GFN liner
iv) Other Railways may also share with TSC their experience of Metal Liners/GFN
Liners/Insulated GFN liners used on their railways.
v) RDSO is also trying to explore the possibility of development of GFN liner with higher
CBL value.

TSC may deliberate on the issue.

82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

31

ITEM NO.1206

SUBJECT: Fracture of tongue rail
(Item Proposed by RDSO)

RDSO FILE REF.: CT/PTX/Turnout/Rail fracture

AGENDA & SECRETARYS NOTES:

In connection with preparation of technical report on thick web switches to establish the
need for going in for thick web switches, Zonal railways were asked to provide the
information regarding over-riding switches (ORS) renewed in last three years on account
of fracture of tongue rails. Details received from the CR, WR, WCR and NCR indicated
6,8,15 and 13 fractures in tongue rails respectively. The information received revealed that
the number of switches renewed on account of fracture was approximately 1% of the total
number of renewed switches.
The issue of fracture of tongue rail has caused a lot of concern due to three incidences of
fracture of tongue rail in Allahabad Division of North Central Railway (NCR) in last six
months. All the above tongue rails were on 1 in 12 fan-shaped PSC layouts and the fracture
occurred near Junction of rail heads (JOH). Metallurgical & Chemical (M&C)
investigation of these fractured tongue rails were done at RDSO. M&C investigation
revealed that the fractures were initiated from machined edge of the under-cutting portion
of tongue rail which becomes very sharp due to rubbing action with stock rail.
The possible cause of above phenomenon has been analyzed by RDSO and it has come to
light that in case of overriding switch not provided with SSD (spring setting device), the
tongue rail does not butt fully with the stock rail. In such situation, the gauge remains
tighter to the extent of 10-20 mm in floating condition. During movement of wheel over
the tongue rail, the tongue rail is pushed towards the stock rail which gives rise to frictional
force at the interface of top of foot of stock rail and bottom of under cutting portion of
machined tongue rail. Due to this frictional force, with time, the undercutting portion
becomes sharper at edge of foot. Thereafter burr is formed and the breakage of burr results
in stress concentration location from where the fracture may initiate. In fact, in all such
incidences in NCR, the fracture has been initiated from some dent mark/fatigued location
from the sharp edge of the under-cutting portion of the Tongue rail.

In this connection, there is distinct advantage in using thick web switches. Thick web
switch comprises of asymmetric tongue rails of lower height than the stock rail (made of
standard rail section) and hence no under-cutting of foot is required. Besides being very
much safer compared to over-riding switches, thick web switches are technically superior
due to higher lateral rigidity, use of elastic fastening for holding stock rail, no requirement
of holes in stock rail for slide chairs, elimination of twist due to over -riding and use of
clamp point lock for effective locking of stock rail etc. This is the reason why thick web
switches are used world over in modern turnouts. Installation of thick web switches shall
go a long way in improving safety and reduced maintenance effort on turnouts.
As detailed in preceding paragraph, the rubbing action of tongue rail and stock rail in over-
riding portion under the movement of trains leads to wear and consequent sharpening of
edge of machined portion of tongue rail. Such rubbing action can be eliminated if there is
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32

proper butting of tongue rail with stock rail up to JOH. This can be achieved in field by
using SSD.

For existing over-riding switches, it is proposed that proper butting up to JOH is
ensured by providing SSD and/or by proper laying of switches. SSD should be
maintained as per laying and maintenance instructions circulated by RDSO for
comments. It is also reiterated that as per Railway Board order on 78
th
TSC
recommendations, SSD are to be laid and maintained by respective manufacturers
for one year.

In the long run, all fan shaped over-riding switches of main line should be planned for
replacement with thick web switches in turnouts. In this connection, Railway Board vide
letter dated 25.11.2002 had already decided to procure and lay thick web switches with 160
mm throw with clamp lock and spring setting device (SSD) on entire A routes and other
high density routes having annual traffic density of 20 GMT and above on Indian
Railways. The same is required to be implemented.

NCR has suggested to increase the length of reinforcement strap (stiffener) in web portion
beyond JOH up to 9.2m from ATS (i.e. up to the location of under-cutting of tongue rail)
for arresting fracture in tongue rail. This issue has been studied and it has been observed
that the lateral force of rail vehicle is withstood by tongue rail and stock rail combinedly
up to JOH. In fact, the curved switch tongue rail in 1 in 12 and flatter angles has been
provided with reinforcement strap for stiffening purpose otherwise the tongue rail is
becoming very flexible due to long length and smaller cross-section. No such strap has
been provided in 1 in 8.5 tongue rail considering the above aspect (due to shorter switch
length). It is to further mention that reinforcing strap is provided at about Neutral Axis
(about X axis) so it is not contributing any strength towards vertical loading. However, the
reinforcement strap may hold the fractured pieces of Tongue rail to some extent. But, once
the tongue rail fractures, there will be increased dynamic load due to impact of rail wheels
on the reinforcement strap leading to its breakage sooner than later. In view of above, there
appears to be little justification for increasing of reinforcing strap.

Further, NCR has suggested for galvanization of tongue rail flange along with all fittings to
avoid corrosion during service. RDSO is of the opinion that galvanization of fittings such
as slide chair, rail screw, bearing plate and stretcher bar should certainly be galvanized.

The committee is requested to deliberate and make suitable recommendation on the
following issues:
1. Increasing of reinforcement strap beyond JOH up to 9.2 m from ATS
2. Galvanization of fittings of tongue rail such as slide chair, rail screw, bearing
plate, stretcher bar
3. Use of SSD on over-riding switches
4. Replacement of fan shaped switches with thick web switches in accordance
with Railway Board letter dated 25.11.2002
TSC may deliberate on the issue.
82
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33

ITEM NO.1207

REVIEW OF PENDING ITEMS
S. No.1:

SUBJECT: Review of accident proforma for measurement of Rolling stock.

(958/73/02/Safety) (1167/1/80),(1184/1/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:


1. Revised accident proforma for measurement of Rolling stock sent by RDSO to Railway Board
was shown to the committee and committee expressed satisfaction on important items included
in said proforma.

2. Committee requested Railway Board to finalise the issue.


COMMITTEEs RECOMMENDATIONS:


1. Railway Board is requested to finalise the proforma for measurement of Rolling stock.

RAILWAY BOARDs ORDERS:

Approved . Matter under consideration with Board.

SECRETARYS REMARKS:


Matter is under consideration in Board.
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34

S. No.2:

SUBJECT: LWR/CWR over Ballasted Deck Bridges. (Provision of LWR with SEJ on pier to
pier, continuation of LWR on Bridges, development of code of practice similar to
UIC code 774-3R. Trials of continuation of LWR with multi span bridges
with/without ballasted deck.).
(982/7
th
Ext./02/IM/LWR) (1167/2/80)
(1091/77/IM/LWR) (1167/2/80)
(1092/77/IM/LWR) (1167/2/80)
(1093/77/IM/LWR) (1167/2/80)
(1184/2/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. The issue is being deliberated by HAG committee.

2. The presentation on issue of additional rail stresses coming in rail due to track bridge
interaction in respect of total stresses coming on rail along with possible solutions i.e. provision
of NCC and Cu-MO rails was made and discussed.

3. Committee should expedite finalization of its recommendations.

COMMITTEEs RECOMMENDATIONS:

1. HAG committee is requested to finalization of its recommendation and submission of report to
Railway Board.

RAILWAY BOARDs ORDERS:

HAG committee to expedite and submit report within 60 days.

SECRETARYS REMARKS:

Matter is under consideration by HAG committee (Consisting of Director/IRICEN, PCE/SC
Rly, PCE/SE Rly, ED/Track/RDSO and ED/B&S/RDSO).
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35

S. No. 3:

SUBJECT: Modification in design of combination fish plate
(1015/74/FF) (1167/5/80) (1184/4/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:


1. CTE/SER informed that so far agency for designing and fabrication of modified combination
fish plate could not be found.

2. CTE/SER assured that he will further try to locate agency for design and fabrication of
modified combination fish plate.

COMMITTEEs RECOMMENDATIONS:

1. CTE/SER is requested to expedite design and fabrication of modified combination fish plate.

2. CTE/SER should send the detailed of modified combination fish plate to RDSO within three
months for technical check of design and further action.

RAILWAY BOARDs ORDERS:

1. SER should expedite design and fabrication of modified combination fish plate.

2. SER should submit the details of modified combination fish plate to RDSO by May 2011 for
technical check of design and further action.

SECRETARYS REMARKS:

South Eastern Railway was advised to submit the details of modified combination fish plate to
RDSO upto May 2011 for technical check of design and further action. A reminder letter has
also been sent to SE Railway on 16/22.06.2011 for expeditious submission of details of
modified combination fish plate. Details are awaited from S. E. Railway.
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36


S. No. 4:

SUBJECT: Change of Rail Section in LWR/CWR.
(1042/75/ IM/LWR) (1167/6/80) (1184/5/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. None of the Zonal Railways have submitted demand of junction forged rails to Railway Board.

2. Zonal Railways should expedite submission of demand of junction forged rails to Railway
Board.

COMMITTEEs RECOMMENDATIONS:

Zonal Railways should submit the demand of junction forged rails to Railway Board within a
month.

RAILWAY BOARDs ORDERS:

Zonal Railways should submit the demand of junction forged rails to Railway Board by May
2011.

SECRETARYS REMARKS:

Railway Board has approved recommendations of 81
st
TSC and directed that Zonal Railways
should firm up requirement of Junction Forged Rails and advise the same to Railway Board so
that its manufacturing can be discussed with Bhilai Steel Plant.

Vide RDSOs letter no. CT/FDJ/R dated 20/24.07.2011,CTEs of all zonal railways have been
requested to submit the requirement of forged junction rails to Railway Board under advice to
RDSO.

Railway Board vide letter no. Track/21/08/014/7/1/Specification dated 14.09.2011 has issued a
trial order for production of 3000 sets of forged junction rails to Bhilai Steel Plant, Bhilai.
82
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37

S.No.5:

SUBJECT: Machine Maintenance of Track
(1073/76/TM/GL/70) (1167/9/80) (1184/7/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. In depth study of world wide practices of other world Railways should be carried out by
RDSO. In this regard various World Railways can be approached and help of Railway
Advisors may also be taken.

2. Literature study to be completed in six months time positively.

COMMITTEEs RECOMMENDATIONS:

RDSO should further carry out in depth study of world wide practices of other world Railways
and put up technical report to the committee formed for this purpose within six months time
positively..

RAILWAY BOARDs ORDERS:

While reviewing the recommendation of 80
th
TSC, Railway Board had ordered that RDSO
should collect the data through internet/correspondence and study of literature and put up to the
committee for the purpose. Recommendations should be submitted to Board by June 2011.
RDSO should expedite the study, finalization of committees recommendations and submit the
report by June, 2011.

SECRETARYS REMARKS:

Committee of ED/TM/RDSO, CTE/C Railway & CTE/W Railway is formed to discuss the
review of TGI formula. The worldwide Railways were approached to get the desired
information to review TGI formula directly and through Railway advisers. Next meeting of the
committee is being held on 18
th
Nov. 2011 to discuss the reply received from Italian and
Chinese Railways and draft report prepared by TM Directorate of RDSO.


82
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38

S. No.6:

SUBJECT: Non-destructive stress free temperature measurement of CWR by force
application method.
(1077/76/IM/LWR/RSM) (1167/11/80) (1184/8/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. CTE/NER informed that equipment with Lucknow Division of NE Railway was out of order
which has been repaired by bringing spare parts from Manmad Workshop.

2. The trial to validate the equipment can be conducted on nominated section of NE Railway
within a month.

3. Other Zonal Railways should conduct further trials to validate the equipment.

COMMITTEEs RECOMMENDATIONS:

1. NE Railway to expedite and conduct trial within a month in association with RDSO to validate
the equipment as per trial scheme prepared by RDSO.

2. Other Zonal Railways should continue trial of equipment for measurement of non-destructive
stress free temperature by force application method and submit report to RDSO about the
reliability of the equipment.

RAILWAY BOARDs ORDERS:


1. Approved. NE Railway should conduct trial at the earliest.

2. Approved. Report to be discussed in next TSC.


SECRETARYS REMARKS:

i) Fixing of strain gauges by TMM directorate of RDSO in co-ordination of North Eastern
Railway (Lucknow Division) in the section of SSE/P. Way/Badshahnagar is in progress.

ii) No other Zonal Railways have submitted the trial report to RDSO about the reliability of the
equipment.
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39


S. No.7:

SUBJECT: Review of Rail Stress Calculation Methodology

(1078/76/Track Stress/FEM & DG/Research) (1167/12/80) (1184/9/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. There is a need to study management of contact stress in rail top to reduce RCF defects on
heavy axle load by control of rail wheel interaction by rail grinding.

2. CTEs should send the details as per the monitoring format of rail profile grinding for test sites
on SCR, NCR & ECoR before and after grinding to RDSO.

COMMITTEEs RECOMMENDATIONS:

1. CTEs should send the details after introduction of rail grinding as per the monitoring format of
rail profile grinding for test sites on SCR, NCR & ECoR before and after grinding to RDSO for
study of reduction in contact stress.

2. Increase in Rail life will also be studied by RDSO on account of control of contact stress and
RCF by rail grinding.


RAILWAY BOARDs ORDERS:

1. Approved.
2. Approved

SECRETARYS REMARKS:.

Contact stress study is in progress through rail grinding.
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40

S. No.8:

SUBJECT: Revision of work load of PWIs.
(1087/77/IRPWM) (1167/13/80) (1184/10/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

Railway Board order on 80
th
TSC recommendation are awaited from Railway Board.

COMMITTEEs RECOMMENDATIONS:


Railway Board is requested to issue orders on 80
th
TSC recommendations already sent.


RAILWAY BOARDs ORDERS:

Item is under consideration in Railway Board.

SECRETARYS REMARKS:

Item is under consideration in Railway Board.
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41


S. No.9:

SUBJECT : Criteria for re-alignment of curve
(1055/75/IRPWM) (1167/14/80) (1184/11/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Presentation on RDSOs reply to issues raised by Railway Board was made along with revised
draft correction slip suggested by RDSO.

2. Railway Board may take further decision.

3. Rate of change of lateral acceleration should be 1.0m/sec.
3
on circular portion.

COMMITTEEs RECOMMENDATIONS:


Railway Board is requested to give further decision on the basis of draft correction slip
suggested by RDSO vide letter no. CT/IRPWM dated 16.11.2010 for modification in the same
for rate of change of lateral acceleration as 1.0m/sec.
3
on circular portion for speed up to
160kmph.


RAILWAY BOARDs ORDERS:

RDSO should send detailed technical comments on the recommendation made by TSC to
decide the matter.

SECRETARYS REMARKS:

Draft correction slip has been submitted to Railway Board . However, in view of Boards
order the issue may be deliberated by TSC in detail.

82
nd
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42

S.No.10:

SUBJECT: Necessity of detailed guidelines for USFD testing of Tongue Rails
and CMS crossings.
(1098/78/USFD) (1167/15/80) (1184/12/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. During normal USFD testing, SEJ tongue rail is not tested but hand probing is done as per para
11.8.2 of USFD manual.

2. During normal USFD testing, flaw is not detected in SEJ as per procedure laid down in para
11.8 of USFD Manual 2006.

3. M&C directorate of RDSO should check whether USFD testing of SEJ is effective or not as per
procedure laid down in USFD manual 2006.

4. Roughness on machined portion on SEJ should be monitored to avoid sudden fractures.

COMMITTEEs RECOMMENDATIONS:

1. Sample of fractures of tongue rail and CMS crossing along with fracture investigation replies
should be sent to RDSO by zonal Railways for finalizing guidelines for USFD testing of
tongue rail, SEJ tongue rail and CMS crossings.

2. RDSO should finalise the USFD testing method for tongue rail, SEJ and CMS crossing on the
basis of non detected flaws observed in fractures of these components. This should be done
within next three months or early.

3. Till such time procedure is evolved hand probing of SEJ tongue rails should continue as per
provision of USFD manual.

RAILWAY BOARDs ORDERS:
1. Approved.
2. Approved.
3. Approved.

SECRETARYS REMARKS:


In view of Railway Boards orders on Committees recommendations, the procedure for USFD
testing of tongue rails of points & crossings and SEJ was developed in consultation with M&C
Dte. and a draft A&C slip to Manual for Ultrasonic testing of Rails & Welds (Revised-2006)
has been sent to Railway Board vide letter no. CT/USFD dated:13.05.2011 for approval. Railway
Boards letter no. Track/21/2007/0903/7 dt:01-09-2011 communicated approval of draft A&C slip
partly. Accordingly, A&C slip no. 06 of Sept., 2011 to Manual for Ultrasonic testing of Rails &
Welds (Revised-2006) was issued to Zonal Railways for incorporation of Procedure for USFD
testing of tongue rails of SEJ vide letter no. CT/USFD dt. 22.09.2011.
82
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43

S.No.11:

SUBJECT: Corrosion on rails at contact points of liners resulting into fractures

(1102/78/ACP/RP) (1167/16/80) (1184/13/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Railway Boards orders on 80
th
TSC recommendation along with action taken on them were
discussed. Action on them is to be monitored.
2. Vossloh type fastening which is liner cum fastening system has already been tried in IR and
performing satisfactory. This fastening may be adopted.
3. RDSO is also trying to develop the liner free fastening system for existing PSC sleeper and
fastening assembly.

COMMITTEEs RECOMMENDATIONS:

1. Action on Rly. Board orders to be expedited and monitored closely.
2. Vossloh type fastening system or similar may be adopted.
3. RDSO expedite the development of liner free fastening system for existing PSC sleeper and
existing fastening assembly.
RAILWAY BOARDs ORDERS:

1. Approved.
2. Approved.
3. Approved

SECRETARYS REMARKS:


Railway Boards orders mentioned in 80
th
TSC are reproduced below:

1 Areas prone to liner biting of rails due to corrosion shall be identified by the Principal Chief
Engineers of the Railways.
2 Corrosion at liner biting locations should be measured at a fixed periodicity of once a year.
RDSO will issue the necessary proforma and methodology for measuring the corrosion.
3 Greasing, sealing of liner and painting of rails area should be done as per RDSOs instructions
contained in letter no. CT/ACP dated 24.02.06. Frequency for greasing & sealing of liner
contact should be once a year for gauge face side of rails and once in two years for non gauge
face side of rails.
4 Shifting of the liner biting locations by de stressing of rails may be resorted to for the locations
and frequency personally approved by the Chief Track Engineers.
5 RDSO should issue specifications and identify vendors for graphite free grease for sealing of
the liners in the next 2 months.
6 RDSO should further study the process of corrosion due to human excreta.
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44

7 To minimize the effect of liner biting due to corrosion, RDSO should develop fastening
systems free of liners.
8 Regarding galvanized liners the material is already under trial. RDSO should interact with the
various Railways to have necessary feedback along with the cost benefit analysis for
consideration of the Board.

Action Taken:-

1. Railway Boards orders no. 1, 2, 3 & 4 as mentioned above have been complied by issuing
advance correction slip no 124 dated 14.02.2011 to IRPWM.

2. Railway Board order No.5- RDSO has issued specification for graphite free grease and
identified the vendors for trial. Letters have been issued to CTEs of ER and SR for procuring
the grease from suggested vendors as per RDSO specification and to start trial suggested vide
letter no CT/ACP/RP dated 15.09.2010. Since, no feedback has been received from railways,
reminders to CTEs of ER and SR have been issued vide this office letter no. CT/ACP/RP dated
30.09.2011 for under taking the trial and advice the performance of grease. The same is
awaited from E. Railway and S. Railway.

3. Railway Board order No.6- To study the process of corrosion due to human excreta, a project
is being under taken with CECRI/Karaikudi. After getting DG/RDSOs approval, the case has
been sent to Railway Board for approval vide this office letter no. CT/RG/RIC dated
12.01.2011. Again, a reminder has been sent to Railway Board on 29.06.2011 vide this office
letter no CT/ACP/RP/CECRI for early approval. The reply to observations of Railway Boards
Finance has also been sent to Board on 17.08.2011 vide letter no. CT/ACP/RP/CECRI.
Approval of the proposal is awaited.

4. Railway Board order No.7- RDSO has developed the design of linerless fastening and
drawings of SGCI insert (without liner) and Linerless rail seat fastening assembly on PSC
sleeper has been sent to NER, SCR & ECoR for carrying out field trial. Drawing of PSC
sleeper for linerless fastening also has been sent to these Railways for manufacturing & field
trial. Status of trial from the above zonal railways is awaited. CTEs are requested to give
status of the trial to TSC.

5. Railway Board order No.8- Railway Board has recently approved for inviting EOI for
fastening system with PSC sleeper to drawing no. RDSO/T-7008 along with change in design
of rail seat keeping sleeper dimensions same so that corrosion of rail foot can be avoided by
using fastening system. The EOI has been invited.

TSC is requested to deliberate and discuss further on the issue.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

45

S. No.12:

SUBJECT : Maintenance of Steel channel sleeper
(1121/79/JE)(1167/19/80) (1184/14/81)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Committee consisting of ED/B&S/RDSO, ED/Track-II/RDSO, CTE/SWR, CTE/SECR &
CTE/SCR has finalized the proposed new para to be included in IRPWM for maintenance of
Steel channel /H beam sleeper. CTE/SWR presented the new para to the members of TSC.

2. All the members agreed to the recommendations of committee for introduction of new Para in
IRPWM for steel channel sleeper.

COMMITTEEs RECOMMENDATIONS:

1. The proposed new para for maintenance of Steel channel/H beam sleepers should be sent to
Railway Board for approval as a correction slip to IRPWM.

2. After approval of Railway Board, this item may be closed.

RAILWAY BOARDs ORDERS:

1. Approved.
2. Not approved.

SECRETARYS REMARKS:

The Committee comprising of ED/B&S/RDSO, ED/Track-II/RDSO, CTE/SWR, CTE/SECR &
CTE/SCR has finalized a new para for maintenance of Steel Channel/H-beam sleeper. The
above new para has been sent to Railway Board for approval as a Correction Slip to IRPWM .
The item shall be closed after the approval of Correction Slip to IRPWM by Railway Board. A
copy of abovementioned correction slip is attached as Annexure-I.

82
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MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

46

Annexure-I/ Sl. No.12/1207

No. CT/IRPWM Date: 30-08-2011

The Secretary/CE (P),
Railway Board,
Rail Bhavan,
New Delhi-110001

Sub: A & C slip to IRPWM Manual: Railway Boards order on:
i) Item no. 1177 of 81
st
TSC (Anomalies in IRPWM & LWR Manual)
ii) Item no. 1183 of 81
st
TSC (Restoring whistle board distance from level crossing
from 350 m to 600 m on single line)
iii) Item no. 1184, S. No. 14 of 81
st
TSC (Maintenance of Steel channel sleeper)
iv) Item no. 1185 of 81
st
TSC (Provision of wicket gates for on foot road users)

Ref: Railway Boards letter no. 2010/CE-II/TSC/1 dt. 12.05.2011

1.0 With reference to Railway Boards order for 81
st
TSC for the draft addendum and corrigendum slip to
IRPWM has been prepared with details as under:

Item no. 1177 (Para 234(5), 238(2) (d)(i), Annexure-2/11 of 263 of IRPWM)

81st TSCs Recommendations:

Committees recommendations:

1. Provisions of LWR manual can be continued for supervision of deep screening and lifting/lowering of
track by PWM level. Provisions of IRPWM should be amended.
2. Ballast profile of LWR Manual can be continued and provision of IRPWM should be amended as per
LWR Manual.

RDSOs Notes:

1. Execution of deep screening work involves excavation of track bed and supporting track temporarily for
passage of trains, hence safety of trains is involved. Thus its supervision has to be done by competent
supervisor. In case it is entrusted to PWM, his competency should be certified by Chief Track Engineer.
Similar provision also needs to be made for lifting and lowering of track (beyond that is done in normal
maintenance of track) as it also affect safety.
QSDl/Fax : 91-522-2458500
rkj : jsyekud
y[ku
Telegram : RAILMANAK,
Lucknow
VsyhQksu/Tele : 2451200 (PBX)
2450115 (DID)







Hkkjr ljdkj & jsy ea=ky;
vuqla/kku vfHkdYi vkSj ekud laxBu
y[ku - 226011
Government of India- Ministry of Railways
Research Designs & Standards Organisation
Lucknow 226011
82
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MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

47

2. Committees recommendations may be approved.

Railway Boards Decision:

1. Approved with modifications that competency of such PWMs to be certified by Chief Track Engineer.
2. Approved. RDSO should send draft correction slip to IRPWM & LWR manual.

Item no. 1183 (Sub-para (1) (i) of Para 916 of IRPWM)

81st TSCs Recommendations:
Committees recommendations:
1.The provisions of para 916(1)(i) should amended so that distance of whistle board from level crossing
on single line is restored to 600m.
2. Instruction should be issued to drivers to whistle from whistle board up to level crossing continuously
for warning to road users regarding approaching train.

RDSOs Notes:
1. Item is recommended for closure after issue of correction slip to IRPWM.
2. Para 916 (1) (i) of IRPWM provides for continuous whistling by driver of approaching train from
whistle board upto level crossing.

Railway Boards Decision:
1. RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of correction slip
to IRPWM.

Item no. 1184, S. No. 14 of 81th TSC (Maintenance of Steel channel sleeper)
An item on maintenance of steel channel/H-beam sleepers proposed by the committee consisting of
CTE/SWR, CTE/SECR, ED/Track-II/RDSO & ED/B&S/RDSO was discussed vide Item no. 1184 during
81
th
TSC. The committees recommendations and Railway Boards order on the item are given below:

COMMITTEES RECOMMENDATIONS:
Committee recommends as under:
1. The proposed new Para for maintenance of Steel channel/H beam sleepers should be sent to Railway
Board for approval as a correction slip to IRPWM.
2. After approval of Railway Board, this item may be closed.

RAILWAY BOARDS ORDERS:

1. Approved.
2. Approved.

Item no. 1185 (Sl. no. 4 of Annexure-9/11 Para 904 of IRPWM)

81st TSCs Recommendations:

Committees recommendations:

1. Requirement of wicket gate should be considered on need basis and provision of IRPWM Annexure 9/1
of Para 904 should be amended accordingly for C class level crossing.
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MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

48


Railway Boards Decision:
1. RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of correction slip
to IRPWM.

2.0 In view of Railway Boards order as referred above, consolidated draft correction slip to IRPWM is
enclosed herewith for approval and Issue.

(Sonvir Singh)
DA: As above Executive Director/Track-I
For Director General/Track


82
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MEETING OF THE TRACK STANDARDS COMMITTEE-DECEMBER-2011

49

DRAFT

Indian Railway Permanent Way Manual (2
nd
Reprinted 2004)

Advance Correction Slip No.: dated: .

1. Para 234(5):

The existing para 234(5) of Indian Railways Permanent Way Manual shall be replaced with the
following-

Para 234(5) (a) Work of lifting or lowering of track (done in normal maintenance of track) should
be carried out in the presence of Permanent Way Mistry.
(b) Work of lifting or lowering of track (beyond that is done in normal maintenance of track)
should be carried out in the presence of Permanent Way Mistry (Competency certificate should be
issued by Chief Track Engineer).

2. Para 238(2) (d) (i):

The existing para 238(2)(d)(i) of Indian Railways Permanent Way Manual shall be replaced with
the following-

Para 238(2)(d)(i) The work would be done under the supervision of an official not lower in rank
than the Permanent Way Mistry(Competency certificate should be issued by Chief Track
Engineer).














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50



3. Para 263:
In Annexure- 2/11 Para 263 of Indian Railways Permanent Way Manual Table shall be replaced with the following-


TABLE OF ANNEXURE - 2/11 Para 263



G
Gauge

Type of
Sleeper

A B C* D E* F F1 H
Quantity of Ballast
per meter in
Remarks
Straight
Track

Curved
Track

1676
mm

Wooden
"
"

250
300


350
"
"

500
"
"

2,270
"
"

2,420
"
"

6,850
"
"

6,250
"
"

540
590
640
1.682M
3

1.782M
3

1.982M
3


1.646M
3

1.853M
3

2.060M
3


1. The Minimum Clean Stone
Ballast cushion below the
bottom of sleeper i. e., A250 mm.
2. For routes where increase in
speeds are to be more than 130
Kmph. A300 mm. or 200 mm.
along with 150 mm. of sub-ballast.
3. Suitable dwarf walls shall be
provided in case of cuttings, if
necessary for retaining ballast.
4. *On outer side of curves only.
5. Cess may be widened where
required depending on local
conditions and outside of curves.
6. All dimensions are in mm.
7. 200 over 150 Sub-Ballast.

Steel
Trough

250
300


350
"
"

500
"
"

2,280
"
"

2,430
"
"

6,850
"
"

6,250
"
"

550
600
650
1.762M
3

1.962M
3

2.162M
3


1.827M
3

2.035M
3

2.242M
3


PRC
"
"

250
300


350
"
"

500
"
"

2,525
"
"

2,675
"
"

6,850
"
"

6,250
"
"

640
690
740
1.954M
3

2.158M
3

2.362M
3


2.032M
3

2.243M
3

2.455M
3

2 Block
"
"

250
300


350
"
"

500
"
"

2,360
"
"

2,510
"
"

6,850
"
"

6,250
"
"

630
680
730
2.110M
3

2.314M
3

2.518M
3


2.193M
3

2.405M
3

2.616M
3



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51




4. Para 916:
Existing sentence added vide A&C No. 100 dtd. 21.06.2006 at the bottom of sub-para(1)(i) of
para 916 of Indian Railways Permanent Way Manual and reproduced below shall stands
deleted.-

However, the distance of W/L boards for unmanned level crossings on single line section
where visibility is clear, should be reduced to 350m.

5. Para 273:
(a) Para 273. Bridge timber shall be renumbered as Para 273(a). Bridge timber.
(b) Proposed Para shall be added as Para 273(b) in IRPWM Manuals as given below:

Steel Sleepers on bridges:

(1) Terminology: Steel Sleepers on bridges refer to both Steel Channel Sleepers and Steel H-
Beam Sleepers.
(2) Design, Dimensions and sections: Steel sleepers to be used on girder bridges should be
fabricated as per approved drawings. For girder bridges on curves, steel sleepers should be
designed to suit the specific locations. This may require special arrangement such as special
bearing plates, special hook bolts and other arrangements as necessary to provide required
cant on curve.

(3) Sleeper spacing: Maximum centre to centre sleeper spacing should be 600 mm. The clear
distance between two sleepers should not be more than 450 mm. The clear distance between
joint sleepers should not be more than 200 mm.
(4) Fabrication of Steel sleeper and other components:
(a). Fabrication of Steel Sleepers on bridges and its protective coating should be in
conformity with BS-45 issued by RDSO.
(b). For a girder, location of Steel Sleepers should be marked and numbered after detailed
survey of the girder. The fabrication of Steel Sleeper should be location specific
considering the girder centre, top flange cover plates, rivets pitch etc.
(c). In case of bridge on curves, the location of Steel Sleepers should be marked after taking
into account the realigned curve. In case transition curve lies on bridge fully or partially,
the thickness of steel pad plate should take care of cant gradient.
(5) Laying of Steel Sleepers on bridges:

(a).Before laying Steel Sleepers, creep if any, should be pulled back and rail joints should be
so located that after laying sleepers joints should not become supported joints.
(b).The top flange of girder should be cleaned of old paint and then re-painted as specified.
(c).Wherever required the existing cross level and misalignment of girder/track should be
corrected in advance of Steel sleeper laying.
(d).During the course of laying sleepers at least JE/II/P.Way should supervise the work.
(e).Single pad plate below Steel sleeper is preferable. Packing plates can be used along with
pad plate to adjust parameters, wherever required. The pad plates are not required where
neoprene pad is provided to cover the rivet head.


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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


52

(6) Maintenance

(a).After laying Steel sleepers, tightening of all fittings including hook bolts should be done
once in 15 days for initial one month. Thereafter it should be done once a month for next
six months and subsequently it should be on need basis as observed by inspecting
officials. Regarding hook bolts Para 278(3) of IRPWM should be followed.
(b).Guard rail fittings should be tightened once in three month for 1
st
six months and
thereafter on need basis.
(c).The above will be in addition to daily attention by keyman.
(d).Replacement of grooved rubber pads, elastomeric pads shall be done on condition basis.
(e). At least 20% of the fittings should always be kept as imprest.
(f). 10% of the Steel sleepers along with fittings should be kept as emergency reserve.
Emergency reserve stock of channel sleepers should be maintained keeping different
types of girders in view.
(g).In case of Galvanized coating gets damaged, it should be repaired as specified.

(7) Inspection Schedule (Only for channel sleepers)

(a) Condition of Channel Sleepers shall be thoroughly inspected by ADEN and SSE/SE (P-
Way) incharge once in a year by rotation. During intensive inspection the condition of
Rivets, distortion or crack in sleepers or any sign of crack in girder flange and tightness
of fittings should be looked for. All loose fittings should be tightened after inspection, if
required. For few days in the beginning a watch may be kept depending upon the need.


(b) SSE/SE/P.Way and SSE/SE/S&T should jointly inspect insulated Steel Sleepers, every
six months for checking the effectiveness of insulation in track circuited areas. SSE/ SE/
S&T should coordinate this.

6. Para 904:

At Sl. No.4 of Annexure- 9/11 Para 904 of Indian Railways Permanent Way Manual
regarding Provision of wicket gates for foot passengers for C class level crossing shall be
replaced with the following-

To be provided on need basis after assessing the requirement by a committee constituted by
the Railway.




82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


53

S.No. 13:

SUBJECT: Standard deviation based track maintenance standards for 130Kmph to
160Kmph and spot values for 140Kmph to 160 Kmph.
(1124/79/ TM/GL/70 79th) (1167/20/80) (1184/15/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. RDSO should expedite the fixing of transition coupling in LHB coaches of RDSO and
thereafter conduct the trial.

COMMITTEEs RECOMMENDATIONS:

1. Trial to fix standard deviation based track maintenance standard should be conducted within
next six months after fixing the transition coupling in LHB coaches of RDSO.


RAILWAY BOARDs ORDERS:

Approved. Trial should be done at the earliest and report should be submitted to Railway
Board.

SECRETARYS REMARKS:

Committee of ED/TM RDSO, ED/Track/RDSO, CTE/C. Railway & CTE/S.W. Railway is
formed to finalise maintenance standards. Trials were conducted with Testing Directorate of
RDSO for LHB coaches. However, analysis of data reveals poor correlation between Track
geometry data and ride index values due to less no. of data and different time frame. TM
directorate is acquiring high speed track recording car in 2012. After acquisition of this car
trills will be conducted to lay down the tolerances.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


54

S.No. 14:

SUBJECT : Improving small track machine organization

(1125/79/TM/GL/70 79th) (1167/21/80) (1184/16/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

S.No. 1 (A to H except C) Correction slip to Indian Railways Small Track Machine
Manual is being issued by RDSO which should be issued within 15 days.

S.No. 1 C RDSO should regularly review the specification of Small Track Machine.

S.No. 2 Board has already issued instruction for pilot project of MMU.

COMMITTEEs RECOMMENDATIONS:

S.No. 1 (A to H except C) Recommended for closure as correction slip to Indian Railway
Small Track Machine Manual is being issued.

S.No. 1 C Recommended for closure.

S.No. 2 Recommended for closure.

RAILWAY BOARDs ORDERS:

S.No. 1 (A to H except C) Approved. Item should be closed after issue of correction slip.

S.No.1 C - Closed

S.No. 2 - Closed

SECRETARYS REMARKS:

A correction slip has been sent to Board on 26.11.2010.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


55

S.No.15:

SUBJECT : Formation treatment and recommendations of RDSO for treatment other than
blanketing.

(1128/79/GE/Gen/13 TSC Vol-X) (1167/23/80) (1184/18/81),

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Committee discussed the issue and asked SCR to complete the trials for geogrid form the
available 15 types of geogrids. SCR assured to complete the trials with in 6 months as per
the scheme given by RDSO.

2. Railway Board may procure high performance formation treatment machine which can lay
geogrid also.

COMMITTEEs RECOMMENDATIONS:

1. SCR to carry out trials of available geogrid 15 in nos. within six months and send trial report
to RDSO.
2. Railway Board may procure high performance formation treatment machine.

RAILWAY BOARDs ORDERS:

1&2 RDSO should review the item afresh and carry out cost benefit analysis. RDSO should
also find cost effective method of deep screening after 10-12 years in locations having
geogrid without any damage to the geogrid.

SECRETARYS REMARKS:

RDSO has sent a letter dated 07.02.11 regarding field trials of geogrid to SC Railway. As
informed by S.C.Railway officials, tender for extended field trials of geogrid for formation
rehabilitation has been invited for Secunderabad and Vijaywada Division. The tender was
invited for all the sizes and materials as suggested in RDSO Slecification. The tender of
Vijaywada Division has been finalized and awarded in January 2011. The order for the
material has been given to the firm but material is yet to be supplied. The tender for
Secunderabad Division was opened in August 2011 but yet to be finalized. S.C. Railway is
requested to expedite the work.

The board has decided to carry out extended field trials on Western Railway also. In this
connection a letter has been sent to PCE/W.Rly,Mumbai on 06.07.11 regarding the detailed
planning of extended field trial of geogrid which is awaited.
Compliance of Railway Board Orders
Cost benefit analysis: (Case study carried out by Vijayawada division of S.C. Railway
details of which is placed at Annexure-I)
Total cost for laying of geo-grid with the help of BCM per km =18.2 lakh
Cost saving per year achieved on account of formation rehabilitation and due to PSR
cancelled/relaxed per km = 3.78 crores
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


56


Annexure-I/Sr. No. 15/1207

Cost analysis of a case study of South Central Railway

Section: Vijayawada-Vishakhapatnam
Division: Vijayawada

Formation rehabilitation by laying of geogrid with the help of BCM was carried out in April 2007
between km 629/34 to 630/16 in DN track and km 634/33 to 633/21 in Up track near Samalkot in
BZA-VSKP, Vijayawada divison, South Central Railway. The aperture size of geogrid was 61x61
mm of SSLA 30 punched oriented poly propelene type of Tensar make.

Cost Analysis per km

A) For laying of geo-grid with the help of BCM
i) The cost of geo-grid @ Rs 208 /- sq..meter, 3.8 meter roll width x 1000m = Rs.7.9 lakh
ii) Charges of BCM including pre & post block works and cost of tie tamping and DGS=7.0
lakh
iii) Cost of cess repair= 3.3 lakhs

Total expenditure per km for laying of geo-grid with the help of BCM =18.2 lakh

B) Direct saving per year achieved on account of formation rehabilitation and due to
PSR cancelled/relaxed

i) Saving in engineering cost per km of SR per year=3.81 lakhs
(a) Saving due to reduction in loss of ballast due to penetration = Rs 2.69 lakhs
(b) Saving due to reduced requirement of Machine Tamping = Rs 0.28 lakhs
(c) Cost of manual attentions @ 2 attentions per km = Rs 0.84 lakhs

ii) Saving in OHE energy=5.67 lakh
iii) Saving in operational cost per PSR per year= 20.71 lakhs( Cost of detentions of
loco and coaches per hour has been furnished by FA & CAO/TA/SCR during 2005)
iv) Potential saving in running additional goods train due to cancellation of PSR=3.48
lakhs

Total direct saving per km per year= Rs 3.78 crores

Net direct cost saving per year achieved on account of formation rehabilitation and due to
PSR cancelled/relaxed per km = 3.78-0.18 = 3.60 crores

82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


57

S.No.16:

SUBJECT : Issues pertaining to improvement in A.T.Welding.

(1133/79/CT/Welding/Policy) (1167/26/80) (1184/19/81),

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. M&C directorate of RDSO is to submit the trial report by March 2011.

2. SCR should submit the detailed report of thermometer and its specification for trial by
RDSO.

COMMITTEEs RECOMMENDATIONS:

1. SCR should submit the detailed report of thermometer and its specification for trial by
RDSO.

2. RDSO should finalize the issue and send correction slip of thermit welding manual to ensure
proper heating of rail ends and as additional check by digital rail thermometer in addition to
prescribed pre heating time for pre heating of rail ends in the manual.


RAILWAY BOARDs ORDERS:

1. Approved.
2. Approved.

SECRETARYS REMARKS:

1. CTE/SCR has been requested to submit the detailed report of thermometer and its
specification for trial by RDSO vide letter no.CT/Welding/Policy dt: 08-09-2011.

2. M&C Dte. of RDSO has been requested to expedite the study based on which A&C slip
to AT welding manual shall be processed.
82
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58

S.No.17:

SUBJECT : Yardstick for USFD testing.
(1143/79/CT/USFD) (1167/31/80) (1184/23/81),

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Central, Western and N.F Railway to expedite the work study report using analogue as well
as digital rail/weld tester.

2. Committee has not met even once.

COMMITTEEs RECOMMENDATIONS:

1. Central, Western and N.F Railway to under take the work study using analogue as well as
digital rail testers/weld testers and submit report to RDSO for consideration by committee.

2. Committee should finalize the report of work study within next three months and submit to
Railway Board for consideration.

RAILWAY BOARDs ORDERS:

1. Approved.
2. Approved.
SECRETARYS REMARKS:
CTE/WR has submitted the work study report on Yard stick for USFD testing. CTE/CR &
NFR have been requested to submit the work study report vide letter no. CT/USFD dt:08-
09-2011.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


59

S.No.18:
SUBJECT : Visibility requirement for unmanned LCs
(1147/80/ EL) (1184/24/81),

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Draft correction slip to IRPWM submitted by RDSO is under consideration of Railway
Board.

COMMITTEEs RECOMMENDATIONS:

1. Railway Board is requested to expedite approval and issue correction slip to IRPWM.

RAILWAY BOARDs ORDERS:

Item is to be closed after issue of correction slip to IRPWM.

SECRETARYS REMARKS:

Draft correction slip to IRPWM submitted by RDSO vide letter no. CT/IRPWM dated
30.07.2010 is under consideration of Railway Board.





82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


60

S.No.19:
SUBJECT : Maintenance of thick web switches
(1151/80/ TWS) (1184/27/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. RDSO has developed a proforma for inspection of thick web switches with location of wear
measurement and this proforma has been circulated to all zonal railways vide letter no.
CT/PTX dated 30.7.2010 for their comments. However, none of the zonal railways have
sent comments to RDSO till now.

2. CTE/CR informed that recording of knife edge included in proforma is not required in case
of thick web switches.

3. Members of the TSC observed that there should be only one proforma for inspection of
Points & Crossings for both overriding and thick web switches.

COMMITTEEs RECOMMENDATIONS:

Zonal railways should send comments to RDSO on the proforma developed by RDSO for
maintenance of thick web switches. After getting the comments, RDSO should finalize the
proforma for inspection of thick web switches.

RAILWAY BOARDs ORDERS:

Approved.

SECRETARYS REMARKS:

No Zonal Railway has sent its comments to RDSO. Therefore, the proforma could not be
finalized by RDSO. TSC is requested to discuss the proforma for maintenance of thick web
switches which is attached as Annexure-I.
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Annexure-I/ Sl. No.19 /1207

Proforma for Inspection of Thick Web Switches

Station :

Point No. :

Location :

Type of Thick Web Rail :

Date of Laying :

Type of sleeper/assembly :

Angle of crossing :

Nominal gauge of turnout :

Left hand or right hand :

Laid on straight or on curve of radius:

Similar/contrary flexure :

Particulars Details of
Inspection
Action taken
with date
and sign
Details of
inspection
Action taken
with date
and sign
1 2 3 4 5

I. General:-
1.Condition of sleepers
2. Condition of ballast and
drainage
3. Availability of :-
a) Ballast in shoulders and
cribs
b) Clean ballast cushion

II. Switch assembly and lead
Portion:-
4. Condition of thick web
tongue rails:-
a) Whether chipped or cracked
over 200mm length within
2700mm from ATS

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LH:
RH:

Particulars Details of
Inspection
Action taken
with date
and sign
Details of
inspection
Action taken
with date
and sign
1 2 3 4 5
b) Whether twisted or bent
LH:
RH
(Causing gap of 5mm or more
at ATS)
(For joint check with signal
staff)

c) Whether knife edge
LH:
RH:

d) Vertical wear
Right hand
i) At point with 22mm head
width
(as per annexure A)
ii) At point with 55mm head
width, where thick web tongue
rail and stock rail level is same.
(as per annexure A)

Left hand
i) At point with 22mm head
width
(as per annexure A)
ii) At point with 55mm head
width, where thick web tongue
rail and stock rail level is same.
(as per annexure A)

e) Lateral wear:
(to be measured at 13mm to
15mm below top of stock rail)
(as per annexure A)

Right hand
i) At point with 22mm head
width
(as per annexure A)


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ii) At point with 55mm head
width, where thick web tongue
rail and stock rail level is same.
(as per annexure A)

Particulars Details of
Inspection
Action taken
with date
and sign
Details of
inspection
Action taken
with date
and sign
1 2 3 4 5
Left hand
i) At point with 22mm head
width
(as per annexure A)
ii) At point with 55mm head
width, where thick web tongue
rail and stock rail level is same.
(as per annexure A)

Vertical and lateral wear may
be measured starting at point
H (22mm head width) and
G (55mm head width), point
where the thick web tongue rail
and stock rails are at same
level.
(as per annexure A)

5. Condition of stock rail
a) Right hand:
i) Vertical wear
ii)Lateral wear
(to be measured at 13mm to
15mm below stock rail)
(as per annexure A)
b) Left hand:
i) Vertical wear
ii)Lateral wear
(to be measured at 13mm to
15mm below of stock rail)
(as per annexure A)

6. Condition of fittings of thick
web switches

7. Gauge and cross level in
thick web switch and lead
portion:-
a) At 450mm ahead of toe of

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64

switch
b) At ATS between the two
stock rails:
c) At 150mm behind toe of
switch (only gauge):
i) For straight road:
ii) For turnout:
Particulars Details of
Inspection
Action taken
with date
and sign
Details of
inspection
Action taken
with date
and sign
1 2 3 4 5
d) At heel of switch:
i) For straight road:
ii) For turnout:

e) At 3m interval in lead portion
(see note below)
Station Set for Set for
mainline turnout
Gauge: X- | Gauge: X-
:level | :level

0. ATS Heel ATS Heel
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Note: The gauge and cross
level in lead portion should be
recorded at the stations where
versine measurements are
being recorded as per col.
12(a) or Col.12(b)

8. Divergence at heel block
a) Right hand
b) Left hand

9. Throw of thick web switch
a) Right hand

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65

b) Left hand

10. Creep at toe of thick web
switch:-

11. Packing conditions under
the thick web switch assembly:-



Particulars Details of
Inspection
Action
taken with
date and
sign
Details of
inspection
Action taken
with date
and sign

12. Versines in thick web switch
and lead portion.
a) Versines of curved stock rail
and lead rails up to end of lead
curve
(see note below):
Station Versines in mm
0. (Heel/ATS)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.

b. Versines of curved thick web
tongue rail and lead rails upto
end of lead curve (see notes
below)
Station Versines in mm
0. (Heel/ATS)
1.
2.
3.
4.
5.
6.

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66

7.
8.
9.
10.
11.
12.
Note: Versines to be recorded
at 3m interval on 6m chord
length commencing from ATS
for curved switches.


Particulars Details of
Inspection
Action
taken with
date and
sign
Details of
inspection
Action taken
with date
and sign
1 2 3 4 5
13. Housing of stock thick web
and tongue rails:
LH:
RH:

14. Seating of thick web tongue
rails on slide chairs:
LH:
RH:

15. Straightness of straight
stock rail:
(measured on 10m chord)

16. Straightness of straight
thick web tongue rail:
(measured on 10m chord)

17. Distance between gauge
faces of stock rails at JOH:

18. Distance between web to
web of thick web tongue rails at
respective stretcher bar
locations (if provided):
a) Leading stretcher bar
b) 1
st
following stretcher bar
c) 2
nd
following stretcher bar

19. Gap between top edge of
stretcher bar and bottom of rail

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67

foot at:
a) Leading stretcher bar
b) 1
st
following stretcher bar
c) 2
nd
following stretcher bar

20. Clearance at JOH:
i) When set for mainline
a) On open tongue rail side
b) On closed tongue rail side

ii) When set for turnout side
a) On open tongue rail side
b) On closed tongue rail side
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Particulars Details of
Inspection
Action
taken with
date and
sign
Details of
inspection
Action taken
with date
and sign
1 2 3 4 5
Note: To be recorded if spring
setting device has been
provided at or near JOH. SSD
to be checked as per separate
annexure B.

III. Crossing Assembly*
IV. Turn in curve*
V. General*

























*Item III, IV, V shall remain
same as per IRPWM Para
237(5) Annexure- 2/6/A.


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Annexure - A

Particulars of Tongue Rails Showing Location and Head Thickness at Level Point of Stock
and Tongue rail.

SN Description of switches Drg. No.
of Tongue
rails
Location
of (22mm)
head from
ATS
Location of
(55mm) head
thickness from
ATS. (Point
where Tongue
rail & Stock rails
are at same
level)
Location
of JOH
from
ATS

1

10125mm thick web curved
switch ZU-1-60, BG 60Kg
RT-6155.


RT-6155/1

2678

4958

5837

2

6400mm thick web curved
switch ZU-1-60, BG 60Kg
RT-6280.


RT-6280/1

1098

2621

3229

3

11200mm thick web curved
switch ZU-1-60, BG 60Kg
RT-7076.


RT-7076/1

3054

5916

7043


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S.No.20:

SUBJECT : Maintenance of Spring Setting Devise :

(1152/80/ TWS) (1184/28/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. As decided in the last meeting, zonal railways have not sent report on maintenance problem
of SSD in field. Nor did they suggest maintenance procedure to RDSO.

2. However, RDSO has developed laying and maintenance instructions along with proforma to
record the performance of SSD. The same has been circulated to all zonal railways vide
letter no. CT/PTX/TWS/Design dated 23.11.2010.

COMMITTEEs RECOMMENDATIONS:
Zonal railways should send their comments on laying and maintenance instructions
developed by RDSO at the earliest. After getting the comments from zonal railways, RDSO
should finalize the laying and maintenance instructions of SSD.

RAILWAY BOARDs ORDERS:

Approved

SECRETARYS REMARKS:

Zonal Railways were reminded to send their comments on laying and maintenance
instructions developed by RDSO. Still, no zonal railway has sent its comments to RDSO. In
view of above, RDSO could not finalize the laying and maintenance instructions of SSD.
TSC should finalize the laying and maintenance instructions of SSD (attached as Annexure-
I) which has already been issued to zonal railways vide this office letters dated
23/24.11.2010 & 18/26.08.2011.
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Annexure-I/ Sl. No.20/1207

LAYING & MAINTENANCE INSTRUCTIONS FOR
SPRING SETTING DEVICE (SSD)

SSD is being used with various types of Over Riding and Thick-web curved switches laid on PSC
sleepers BG, 60/52Kg. In order to get the desired performance of SSD in field, following points
should be observed during laying and maintenance of SSD:
1. The point selected for laying SSD should be on straight layout with point machine operation.
2. Before laying SSD, the point should be attended for gauge and cross levels. The sleepers should
be packed properly.
3. Versines of curved stock and tongue rails should be within +2mm of the desired values.
Designed versines of curved stock and tongue rails for various types of Over Riding and Thick-
web curved switches are as under :

Type of switch Versines of stock rail Versines of tongue rail
V1 V2 V3 V1 V2 V3
10125mm O.R. curved switch RT-
4219 & 4733
30 40 30 32 43 32
6400mm O.R. curved switch RT-
4966 & 4866
52 69 52 57 76 57
6400mm thick-web curved switch
RT-6280
52 69 52 57 76 57
10125mm curved thick-web
switch RT-6155
30 40 30 33 44 33
11200mm curved thick-web
switch RT-7075
17 22.5 17 20 26.5 20

4. Length of stretcher bars should be within +2mm of the designed values. In field, this dimension
shall be measured between two reinforcing straps for 1:12/10125mm O.R. switches and
between webs of tongue rails for 1:8.5/6400mm O.R. curved switches. For thick-web switches
e.g. 1:8.5/6400mm or 1:12/10125mm or 1:16/11200mm, this dimension shall be measured
between centre to centre of the pin used for fixing of stretcher bar brackets to the foot of thick-
web tongue rails. This pin is fitted through the brackets in the holes drilled in the foot of both
tongue rails. The designed lengths of stretcher bars are as under:

Type of switch Distance at location of stretcher bars
Leading 1
st
following 2
nd
following 3
rd
following
10125mm O.R. curved
switch RT-4219
1530 1544 1566 1576
10125mm O.R. curved
switch RT-4733
1530.5 1545 1566 1579
6400mm O.R. curved
switch RT-4966
1558 1577.5 1596.5 --
6400mm O.R. curved
switch RT-4866
1559 1578 1596.5 --
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6400mm thick-web
curved switch RT-6280
1528 1543 1546 --
10125mm curved thick-
web switch RT-6155

11200mm curved thick-
web switch RT-7075
1458 1474 1516.5 1582

5. Distance between gauge faces of stock rails at JOH should be 1745mm for 60 Kg switches and
1740mm for 52Kg switches. Values in field should be within +2mm or as close as possible.
6. Distance between gauge faces of stock rails at Heel should be 1848 +1 for 1:12 and 1:16 and
1855+1 for 1:8.5 curved switches.
7. Distance between gauge faces of stock rails at ATS should be 1673+2mm in both types of
switches.
8. Throw of switch should be 115+3mm for 1:12 & 1:8.5 and 160+3mm for 1:16 thick-web curved
switches with point machine operation.
9. Straightness of stock/tongue rail should be within +2mm and same should be free from kinks.
10. SSD with gauge tie plate should be installed near JOH.
11. AT the time of installation, if all the above conditions are fulfilled, the SSD must give a
clearance at open side of tongue rail at JOH of 57mm or more. Matching of stock and tongue
rails with SSD should be minimum up to sleeper No.13 for 1:16, up to sleeper No.11 for 1:12
and up to sleeper No.7 for 1:8.5 switches. If these values are not achieved at site during initial
installation in spite of fulfilling above conditions then the supplier of SSD should be called to
attend and rectify the same at site.
12. SSD shall be laid on sleepers by taking suitable traffic block at any appropriate time on any non
rainy period.
13. Stock and tongue rail should not have kinky alignment in switch portion especially between toe
and heel.
14. Following details shall be maintained for every SSD.
a. Section
b. Point No.
c. Station/Division
d. GMT
e. Date of laying
15. Throw at toe and clearance at open side of tongue rail and gap at closed side of tongue rail at
JOH shall be measured and recorded for mainline and turnout side separately.
16. Matching between stock and tongue rail should be recorded.
17. Following measurements of track parameters should be kept within permissible limits. This will
ensure proper functioning of SSD.
a. Gauge,
b. Cross level,
c. Length of stretcher bars,
d. Versines of stock and tongue rails and
e. Throw
18. Observations shall be recorded on the requisite proforma.

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73

PROFORMA FOR MONITORING PERFORMANCE OF SPRING SETTING DEVICE
FOR OVER-RIDING CURVED SWITCHES LAID ON FAN-SHAPED PSC SLEEPERS.
1. Rly./Division :
2. Station :
3. Point No. :
4. SSD drawing no. : RT-6945
5. Date of laying :
6. Type of turnout : 1:8 /1:12
7. Throw : 115 mm
8. Rail Section : 60 kg/52 kg Stock Rail
9. G.M.T. of the Section :
10. Gap at JOH :

Location of JOH from ATS
(1:12 OR BG 60/52 kg :
5836/5540mm
1:8.5 OR BG 60/52 kg :
3229/3023mm)

Throw
at
ATS
Gap on
open side
of tongue
rail
Gap on
closed side
of tongue
rail
Remark about matching
of stock & tongue rail
from ATS to JOH or a
part of it.
i) Set for main line


ii) Set for turnout


11. Check
i) Free movement of SSD :
ii) Condition of Tie plate near JOH on which SSD is mounted :
iii) Condition of Spring :
iv) Condition of Insulating components :
v) Condition of Nuts of bolts :
vi) Condition of lubrication of moving parts :
vii) Frequency of lubrication :
12. Frequency of tightening of Bolts :
13. Gauge (1673mm) at :

Sleeper Number/
location

3
At ATS

5

7
At JOH
for
1:8.5
Switch

9

11
At JOH
for
1:12
Switch

15

i) Set for main line
ii) Set for turnout
14. Comparative behaviour of wear of tongue rail on same or nearby location laid without SSD:
15. Behaviour of SSD from signaling point of view:
16. Remarks:

RDSO Official SE/P.Way
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74

PROFORMA FOR MONITORING PERFORMANCE OF SPRING SETTING DEVICE
FOR THICK-WEB CURVED SWITCHES LAID ON FAN-SHAPED PSC SLEEPERS.
1. Rly./Division :
2. Station :
3. Point No. :
4. SSD drawing no. : / RT-6216
5. Date of laying :
6. Type of turnout. : 1:8 /1:12/1:16
7. Throw : 160mm
8. Rail Section : 60 kg/52 kg Stock Rail
9. G.M.T. of the Section :
10. Gap at JOH :

Location of JOH from ATS
(1:8.5 TWS BG 60kg : 3229mm
1:12 TWS BG 60kg : 5837mm
1:16 TWS BG 60kg : 7043mm)
Throw
at
ATS
Gap on
open side
of tongue
rail
Gap on
closed side
of tongue
rail
Remark about matching
of stock & tongue rail
from ATS to JOH or a
part of it.
i) Set for main line


ii) Set for turnout


11. Check
i) Free movement of SSD :
ii) Condition of Tie plate near JOH on which SSD is mounted :
iii) Condition of Spring :
iv) Condition of Insulating components :
v) Condition of Nuts of bolts :
vi) Condition of lubrication of moving parts :
vii) Frequency of lubrication :

12. Frequency of tightening of Bolts :
13. Gauge (1673mm) at :

Sleeper Number/
Location


2/3
At ATS

5

7
At JOH
for
1:8.5
Switch

9

11
At JOH
for
1:12/
1:16
Switch

15

i) Set for main line
ii) Set for turnout

14. Comparative behaviour of wear of tongue rail on same or nearby location laid without SSD:
15. Behaviour of SSD from signaling point of view:
16. Remarks:

RDSO Official SE/P.Way
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75

S.No.21:

SUBJECT : Formulation of procedure for testing of vertical flaws in USFD testing.
(1156/80/ USFD) (1184/30/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. SCR has conducted trial to detect vertical transverse flaw with 73.5
o
and WR with 73
o
and
this will replace 70
o
probe.

2. Results are satisfactory as conducted by 73.5
o
by SCR and 73
o
probe by WR for detecting
vertical flaws.

3. RDSO has suggested some more study with flat bottom artificial vertical transverse defects.

COMMITTEEs RECOMMENDATIONS:
1. SCR and WR should submit detailed report as desired by RDSO vide letter no. CT/USFD
dated 17.09.10 and 03.11.10 respectively for testing of vertical flaw.
2. On getting report from SCR and WR, RDSO should standardize 73
o
/73.5
o
probe for testing
of transverse flaws including vertical transverse defects in rail head.
RAILWAY BOARDs ORDERS:

1. Approved.
2. Approved.
SECRETARYS REMARKS:

M&C Dte. of RDSO is examining the procedure suggested by WR, & SCR
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76

S.No.22:

SUBJECT : Trial of different fastening components on Indian Railways.

(1160/80/ EF/TRIAL) (1184/32/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Thermoplastic elastomeric pad has been laid by NR, NCR, ECoR, SCR and CR and about
one year time has passed. The pads laid in NCR has been inspected by RDSO for six
months performance.

2. Improved Rubber pad trial can be deferred for the time being as testing machine of impact
attenuation and inclined repeated load test are being procured by M&C Directorate of
RDSO. CTE/CR proposed that these tests can be done in laboratory out side India. If
Central Railway get these tests done outside India in any Lab, they can procure the item for
trial.

3. Nylon cord reinforced GRSP for turn out have not been procured by zonal Railways. Some
Zonal Railways have called tenders. Trial of this item should be expedited.

4. Rail pad developed by M/s Rawatsons - Only SCR has laid these pads. Other railway are in
process of procurement. SCR should send the report on proforma in one month.

5. Insulated metal liner developed by M/s Rawatsons - Only SER has procured these insulated
metal liner. Other railways are in the process of procurement.

6. ERC Mk-V and G-clip has been discussed in TSC as separate item (item no. 1182).
7. PSC sleepers for 25 t ECoR and SER have placed PO. Laying of these sleepers is to be
done at the earliest.

8. Insulated fitting for steel channel sleeper Joint performance report has not been sent by
any railways except SCR. SCR has reported satisfactory performance of these fittings. The
performance of insulated fittings of M/s Shree Bihari Ji Corporation has not be reported by
Northern Railway. Other zonal railways should also sent joint performance to RDSO.

9. The trial need to be expedited to reach conclusions and take benefit out of it.

10. There is still problem of indent vetting in CR regarding funds and allocation. There is need
to frame policy for trial. Railway Board ordered that trial should be charged to
DRF/Revenue. One committee consisting of Railway Board officials and RDSO official
including Finance member exists for formulating uniform trial policy.


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77

COMMITTEEs RECOMMENDATIONS:
1. Trials should be expedited to arise at conclusions.
2. The trial of improved rail pad may be deferred due to non-availability of testing facilities in
India. However, if railway can arrange for testing of pads from out side India, they can go
ahead with trial.
3. Concerned zonal railway should send the performance report for the item Thermoplastic
elastomeric pads and Insulated fittings for steel channel sleeper.
4. Concerned zonal railway should expedite the trial for the item Nylon chord reinforced
GRSP, rail pad developed by M/s Rawatsons, Insulated metal liners developed by M/s
Rawatsons and PSC sleepers for 25t.
5. Finalisation and issue of uniform trial policy being dealt by committee should be expedited.
RAILWAY BOARDs ORDERS:

1. Approved.
2. This issue is under consideration of board.
3. Approved.
4. Approved.
5. Approved.

SECRETARYS REMARKS:
Trial of different fastening components & sleeper is in progress. Status of trial of these
components are-
Status of trial of different fastening components and sleeper
S.N Item Railwa
ys

Date of
order
for trial
Trial
proform
a/sche
me
issued
Status
1 Thermoplast
ic Elastomer
rail pad
N, NC,
ECo.,
SC & C
29.05.0
3
Yes

Procurement and laying has been
completed. These pads have been
laid by concerned Zonal Railways
between Sep09 to Mar10.
Performance report of trial after one
year service has been received from
SCR, ECoR, NR and CR but is
awaited from NCR. Performance
report of field trials is required at
interval of 6 months for two years.
2 Improved
rail pad
All
Zonal
Rlys
05.12.0
8
Yes

Railway Board vide letter dated
15.03.11 has temporarily exempted
impact attenuation & durability test &
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78

approved limited field trials in all
zonal railways. Trial scheme for
conducting limited field trials of
improved rail pads has been sent to
Railways on 29.03.2011.The pads
are to be procured by zonal Railways
from RDSO approved firms for 6mm
GRSP.
3 Nylon cord
reinforced
GRSP for
turn outs
All
Zonal
Rlys

03.07.0
9
Yes None of the Zonal Railways procured
this item till now. However, nine firms
have been shortlisted for
procurement for trial at present, List
of shortlisted firms for Nylon Cord
Reinforced GRSP for turnouts has
been circulated to all zonal railways
and has also been uploaded on
RDSOs website.
4 Rail pad
developed
by M/s
Rawatsons
N, NC,
ECo.,
SC & C
07.04.0
8
Yes South Central Railway had laid these
pads and sent performance of 6
months service. As per report,
performance is satisfactory. Other
Railways are in process of
procurement of pads. Latest
performance report is awaited from
all railways.
5 Insulated
Metal Liner
developed
by M/s
Rawatsons
ECo.,
S, SE,
W, C &
SC
21.08.0
7
Yes SER has procured the liners.
Performance report is awaited. CR &
WR has recently placed order.
6. PSC sleeper
for 25 t axle
load
ECo.,
SE, SC
& SW
27.01.0
9
Yes SCR, ECoR, SWR and SER have
placed PO. First batch of 8 sleepers
has been casted by all the four
railways. RDSO has jointly inspected
these sleepers in SCR on 08.01.2011
and SWR, ECoR & SER have
inspected their sleepers.
SBT test results of SCR, SWR, SER
& ECoR has been received and
sleepers are passed w.r.t. specified
loads.
SWR has also manufactured 11096
sleepers out of 17000 no. of 25 T
sleepers and tested.
7 Insulated
fittings for
steel
channel
1.Extensiv
e trial of
M/s
Rawatson
s, Kolkata
1.
Throug
h 74
th

TSC
Yes



SECR, SCR, E Co R, ER, NR, SER, ECR have
reported satisfactory performance.

South Central railway has sent joint report of
performance of insulated fittings with signal
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


79

sleeper on
bridges in
track
circuited
areas.
design on
all Zonal
Railways.
2.Insulate
d fittings
of M/s
shree
Bihari ji
Engineerin
g,Corporat
ion
Kolkata
was also
cleared by
RDSO for
trial on
two
bridges in
Northern
railways.
vide
this
office
letter
no.CT/J
E dated
6.8.200
4.
2.Vide
letterCT
/JE
dated
18.6.07





Yes
department according to which performance is
satisfactory.


COMMENTS:
1. Thermoplastic Elastomer rail pad have been laid in track by the nominated five zonal railways
between Sept09 to March10. Performance report of trial after one year service has been received
from SCR, ECoR, NR and CR but is awaited from NCR. Performance report of field trials is
required at interval of 6 months for two years. Railways should expedite sending the Performance
report of trial to RDSO.
2. As the Railway Board has temporarily exempted impact attenuation & durability test, the Railways
should expedite the trial of Improved Rubber pad.
3. List of shortlisted firms for Nylon Cord Reinforced GRSP for turnouts has been circulated to all
zonal railways and has also been uploaded on RDSOs website. Trial of this item should be
expedited.
4. Rail pad developed by M/s Rawatsons - SCR has laid these pads and sent 6 months performance
report. Other railway should expedite the trial and intimate the latest status to RDSO.
5. Insulated metal liner developed by M/s Rawatsons Railway Board vide their letter no.
2011/Track-II/22/21/1 dated 08.11.2011 has instructed that performance of this item under trial
should be discussed by TSC. This item is being discussed separately under agenda item no. 1205.
6. PSC sleepers for 25 t SCR, ECoR, SWR and SER have casted & inspected first batch of 8
sleepers. Further, only SWR has casted PSC sleepers in mass i.e. 11096 sleepers. Other railways
should expedite the mass production for trial. The progress of procurement of fastenings for field
trial is very poor. Railways should expedite the procurement and advice current status to TSC.
7. Insulated fitting for steel channel sleeper On the basis of recommendations of 74th TSC, Railway
Board approved the extended trial of insulated fitting developed by M/s Rawatsons for steel channel
sleeper to be used in track circuited area. The same was communicated to all zonal railways in
August 2004 with the request to send field performance. Since then SECR, SCR, E Co R, ER, NR,
SER, ECR have reported satisfactory performance. Later, it was decided in 80
th
TSC that the
performance of above fitting should be assessed jointly with Signal Department. In this regard,
South Central railway has sent joint report of performance of insulated fittings with signal
department according to which performance is satisfactory.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


80

As the above item is under extended trial since 2004 and zonal railways have reported satisfactory
performance, TSC may deliberate regarding adoption of this item or otherwise.
8. The trial need to be expedited to reach conclusions and take benefit out of it.
9. It has been observed that for field trial of some particular item, each nominated railway procure the
same item on their own. Some railways progress fast in procurement of these items and some
railways lag behind which affect trial progress adversely and thus resulting delay in arriving at
conclusion. This may be avoided by centralized procurement of these items by one or two
nominated zonal railways. This will also avoid duplicity of tenders and attract economical rates &
reputed firms being large quantity. TSC may like to discuss this aspect.
10. Generally, the zonal railways are not prompt in sending the performance report as per schedule
stipulated in the trial schemes. This requires issue of reminders to railways. Zonal railways are
requested to look into it and ensure sending performance report promptly.

In view of above, the committee is requested to deliberate on the above and make suitable
recommendations.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


81

S.No.23:
SUBJECT : Inspection and maintenance of points and crossings

(1161/80/ PTX) (1184/33/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. IRICEN/Pune is modifying the proforma for inspection of points & crossings. Accordingly
Sr. Professor/IRICEN/Pune presented the revised proforma to the Members of TSC.

2. Members of TSC observed that the revised proforma should be circulated to all zonal
railways for their comments first, then only it can be scrutinized in detail.

3. IRICEN/Pune should involve RDSO also for development of proforma.


COMMITTEEs RECOMMENDATIONS:

IRICEN/Pune should circulate the revised proforma to all Zonal Railways and RDSO for
their comments. Zonal railways should send comments to IRICEN at the earliest after
receiving the draft proforma for inspection of points & crossings.

RAILWAY BOARDs ORDERS:

Approved

SECRETARYS REMARKS:

IRICEN/Pune has to finalize the revised proforma for inspection and maintenance of points
& crossings.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


82

S.No.24:
SUBJECT: Increase in top formation width
(1163/80/ GE/Gen/TSC/13) (1184/34/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

Members discussed the issue afresh and have the opinion that the increase in formation
width from two criteria below is based on purely technical reasons.

1. Increase in ballast cushion from 300mm to 350mm.
2. The side slope of ballast haunches/profile 1.5H :1V,
should be adopted keeping in view the ballast cushion of 350mm and stability requirement
for lateral stability. The increase in the width based upon above both criteria will be one
meter both in single line as well as in double line (in formation and cutting).
3. The increase in cess width from 1065 mm to 1200 mm can be dispensed with for time being
as it will increase the cost of project as per the view of Railway Board.

COMMITTEEs RECOMMENDATIONS:

Committee recommends that formation width be increased as under:
1. In Embankment Single line 6.85 to 7.85 m
Double line 12.16 to 13.16m
2. In Cutting Single line 6.25 to 7.25m
Double line 11.55 to 12.55 m
RAILWAY BOARDs ORDERS:

Boards orders on the matter have already been issued vide item no 1163 of 80
th
TSC
wherein the recommendation of TSC was not approved.

SECRETARYS REMARKS:

This item still needs to be reconsidered, i.e. formation width is required to be increased on
following 3 reasons:
Ballast cushion has been increased from 300 to 350 mm. To accommodate increase ballast
cushion, formation width should be increased by 150 mm to 200 mm.
Ballast side slope is presently 1:1 which is unstable and keeps on disturbing due to train
vibrations. This needs to be flattened upto 2H:1V (or Minimum 1.5 H:1V).
Cess width is 90cm at present which needs to increased upto 1.2 m from safety
considerations of track men and facilitation of movement.
And hence, the committee to discuss the issue again and recommended the increase in
formation width considering above facts.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


83

S.No.25:

SUBJECT: Criteria for Deep Screening of ballast

(1166/80/ GE/Gen/TSC/13) (1184/35/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. The issue was discussed. RDSO apprised that no Rly. has given the requisite information to
evaluating the criteria for deep screening though proforma was sent in Feb. 2010. However
WCR mentioned that the same had been given by them to RDSO in Sept. 2010.
Director/IRICEN also mentioned that some data available with Shri Manjul Mathur/Chief
Engineer/S.Rly. can also be taken by RDSO. Director/IRICEN has also suggested RDSO
should improve upon the proforma by incorporating maintenance effort put in the track
between two deep screening.

COMMITTEEs RECOMMENDATIONS:
1. Committee recommends that RDSO should issue new proforma which include maintenance
efforts put in by the Rly. in the track between two deep screening. The revised proforma
should be issued to Rly. within one month i.e. Jan. 2011.
2. Contamination Index evolved by RDSO should be validated based on frequency of tamping
between successive deep screening.

RAILWAY BOARDs ORDERS:

RDSO is to evolve new criteria of deep screening which incorporates maintenance efforts.
SECRETARYS REMARKS:

All Zonal Railways have been requested vide letter no. GE/GEN/11/CE Conference, dated
03.02.2010 to provide screening results and GMT, Axle load, and ballast specification of the
caked up ballast specifications just before deep screening so that need based formulae can
be evolved as per the field conditions. (Copy of the letter enclosed.)

As directed by Railway Board, revised format has been issued by RDSO vide letter no.
GE/GEN/13/TSC Vol. XI dated 15.07.11 (Copy enclosed) for evolving new criteria for deep
screening.
Action to be taken by Zonal Railways :

Zonal Railways to provide the data to RDSO for evolving criteria of Deep Screening
incorporating maintenance efforts.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


84

S.No.26:
SUBJECT : Maintenance tolerance of gauge
(1168/80/ IRPWM) (1184/36/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. Draft correction slip to IRPWM submitted by RDSO is under consideration of Railway
Board.

COMMITTEEs RECOMMENDATIONS:

1 Railway Board is requested to expedite approval and issue of correction slip to IRPWM.
RAILWAY BOARDs ORDERS:

Vide Boards letter no.2010/CE-II/CS/1 dt.01.10.2010,RDSO was asked to send correction
slip to para 1404 of IRPWM as it was decided not to change maintenance tolerance of gauge
and keep provision for special slack gauge sleepers for curves sharper than 4
0
in para
1404.RDSO should send correction slip within a fortnight.

SECRETARYS REMARKS:
Railway Board, vide letter no.2010/CE-II/CS/1 dated, asked RDSO to send draft correction
slip to para 1404 of IRPWM which needs revision due to changes in track structure and
development of concrete sleepers for different locations like level crossing, sharp curves and
joints etc.
RDSO, vide letter no.CT/SRC/3/2 dated 13.10.2011 sent remarks on this issue to Railway
Board stating that:
i) The concrete sleepers for special location such as point and crossing area, ballasted
deck bridge, bridge approach, SEJ and level crossing are already in use on Indian
Railways which can also be include in the preview of this para.
ii) The concrete sleepers developed for fish plated joints and sharp curves are still under
field trail. Feedback in regard to performance of these sleepers are yet to be received
from zonal railways.
iii) Correction slip only can be prepared after finalizing the views on adoption of
concrete sleepers for fish plated joints and sharp curves.
RDSO sought the Railway Board decision on this issue which is still awaited.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


85

S.No.27:
SUBJECT: Modification in F/S Turn Out (1 in 8.5 & 1.12) Drawings.

(1169/80/ PTX/Policy) (1184/37/81)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:

1. The design of longer sleeper have been completed and drawing issued to N.C. Railway.

2. RDSO should issue the drawing to other Zonal Railway also.

3. The use of longer sleeper will improve the maintenance of Points and Crossing in regard to
machine tamping.

COMMITTEEs RECOMMENDATIONS:

1. RDSO should issue drawings of longer sleeper for 1 in 8.5 fan shaped turnouts and 1 in 12
fan shaped turnouts to all other Zonal Railways.

2. Since the design of longer sleepers has been completed by RDSO and drawing issued to
NCR, the item may be closed after issue of drawings to other Zonal Railways also.

RAILWAY BOARDs ORDERS:

1. Approved.
2. Approved.
SECRETARYS REMARKS:
Drawings of longer sleeper for 1 in 8.5 fan shaped turnouts and 1 in 12 fan shaped turnouts
(Drg. no. RDSO/T-8059 to 8064 an RDSO/T-8065 to 8072) have been issued to other zonal
railways vide RDSO letter no. CT/SRC/PTX/UIC-60KG dated 19/23.8.2011.








82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


86

S.No.28:

SUBJECT: Gauge at toe of points & crossing
(1171/81/ PTX/Policy)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/PTX

COMMITTEEs OBSERVATIONS:
1. There is a need to have a clarity on the issue of gauge at P&C for the benefit of field
supervisors and officers.
2. The wider/tighter gauge at toe of switch and over crossing is not desirable. The gauge at
P&C is required to be maintained in light of above considerations.
3. The clause of uniform gauge over continuous stretch of track (IRPWM para 224 (e) (i)) can
not be extended to P&C due to the limited length of P&C.
4. Correct gauge mentioned in para 237 (9) (e) of IRPWM is to be defined clearly.
5. This issue can not be decided without further study which should also be supported with
field data. Hence, there is a need to form a sub committee which can go in detail and
discuss the issue.
COMMITTEEs RECOMMENDATIONS:

A committee of ED/Track-II, CTE/NR, CTE/SR & CTE/SER is to be constituted to
examine the item and give suitable recommendations for approval of Railway Board.

RAILWAY BOARDs ORDERS:

Approved, Recommendation to be submitted by 30.08.11.

SECRETARYS REMARKS:
The committee constituted to examine the issue met twice at NR headquarters at New Delhi
and recommendations are under finalization.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


87

S.No.29:
SUBJECT: SEJs for curves up to 4 Degree
(1172/81/ PTX)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/JW3


COMMITTEEs OBSERVATIONS:


1. The trials of improved SEJ of two firms design up to 2
0
have been conducted. The
performance of these designs has been found satisfactory in field.

2. There is a need to develop SEJs up to 4
0
as LWR can be continued up to 4
0
.

3. The trial of earlier design of 2
0
can be extended up to 4
0
.

4. There is a need to develop technology for continuing LWR through Points & Crossings to
avoid laying of SEJs on curves. RDSO informed that the same has been developed and
Railway Board is procuring Weldable CMS crossing for this purpose.

5. Ballast resistance will reduce on 4
0
curve by providing SEJ on curve.

COMMITTEEs RECOMMENDATIONS:

1. RDSO should develop the SEJs for laying in curve up to 4
0
in consultation with Railway
Board.

2. SEJs shall be laid on curves of 2
0
to 4
0
curvature for trial at E. CoR, NFR and SR.

RAILWAY BOARDs ORDERS:

1. Approved.
2. Will be decided after finalization of design.

SECRETARYS REMARKS:
Railway Board approved limited field trial of improved SEJ of designs of M/s Beena Metal
Way, Jamshedpur and M/s Rahee Track Technologies, Kolkata for BG 60 kg on 2
0
to 4
0
curves on ECoR, NFR & SR. Accordingly, drawings have been issued to these zonal
railways for conducting field trials of improved SEJ on 2
0
to 4
0
curves.
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


88

S.No.30:

SUBJECT: Provision of online printing facilities in PC-based OMS equipment
(1173/81/TMM)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: TM/GL/70 (81
st
)

COMMITTEEs OBSERVATIONS:

1. RDSO to expedite the finalization of specification.

COMMITTEEs RECOMMENDATIONS:

1. Specification for PC based OMS equipment by incorporating the provision of online
printing should be finalized within six months.
RAILWAY BOARDs ORDERS:

Approved.

SECRETARYS REMARKS:

Specifications for provision of online printing facility in PC based OMS has already been
finalized. They are posted on net for remarks of various concerned. The same shall be
finalized by the Research Directorate. The revised specifications include compatibility of
OMS with TMS software.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


89

S.No.31:

SUBJECT: Revision of Specification and fixing life cycle for avoiding frequent failure
of glued joints.
(1174/81/CT/GJ)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/MT/GJ

COMMITTEEs OBSERVATIONS:

1. Design of Glued Joint fish plate to be revised so that normal on track tampers can tamp the
track on Glued Joints.
2. Fish plate design of insulated joints is to examined from above aspect and improving
strength of Glued Joint.
3. Zonal Rlys to ensure proper maintenance of Glued Joints.
4. GJ clip to be used for required toe load instead of J clip.
5. Codal life of Glued Joints has not been prescribed. Looking into failure of Glued Joints, life
of Glued Joints can be tentatively fixed at 200 GMT.
6. S.Rly, W.C. Rly and C. Rly. are to provide failure data on Glued Joints urgently.
7. Effort to improve quality of Glued Joints to be continued including providing inspection of
Glued Joints fish plates.


COMMITTEEs RECOMMENDATIONS:

1. RDSO to undertake revision of design of Glued Joint fish plate so that it can be tamped with
normal on track tampers and its strengths is improved.
2. Inspection of fish plates before manufacturing of Glued Joints can be introduced for the
present design of Glued Joint. All other items should also be inspected before assembly of
Glued Joint.
3. Zonal Rlys. to use GJ clips at Glued Joint and ensure proper packing and maintenance.
4. Life cycle of Glued Joints can be tentatively fixed at 200 GMT. WCR, CR & SR to supply
Glued Joint failure data to RDSO at the earliest for the life cycle.
5. Efforts to improve quality of Glued Joint to continue by studying design of other countries
and R&D in this regard.
6. RDSO to expedite the process of development of improved glued joint with reduced
thickness of end post and improved material. (Sr. No. 17 of item No. 1184 of 81
st
TSC
clubbed here as per Railway Boards Order)

RAILWAY BOARDs ORDERS:

1. Approved with proviso that design of fish plate should be such that its functional
requirements are not compromised.
2. Approved
3. Approved
82
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MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


90

4. Approved
5. Approved
6. Approved


SECRETARYS REMARKS:

For item Nos- 1, 5 & 6 In order to develop improved glued joint, in-situ glued joint and
refurbishment of existing glued joints, draft functional requirement specification (FRS) for
invitation of global EoI are under finalization in association with Signal and M&C Directorates of
RDSO. Draft EoI will be submitted to Railway Board for approval after finalization of FRS.

For item No.-2 In order to improve existing glued joint, draft Addendum & Corrigendum
Slip to Manual for Glued Insulated Rail Joints (1998) has been submitted to QAC and M&C
Directorates of RDSO for their vetting before submitting the same to Railway Board for approval.
For item No.4 For fixing of life cycle for avoiding frequent failure of glued joint, few
railways (Central, Southern, South Eastern and West Central Railways) were requested to furnish
data of failure of glued joint vide RDSO,s letter no. CT/MT/GJ dated 24.05.2011, 10.08.11 and
15.09.11. Data from Central Railway is awaited. Central Railway is requested to submit the data
early.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


91

S.No.32:
SUBJECT: Push trolley wheels suitable for digital axle counter
(1175/81/TMM)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: TM/GL/70 (81
st
)


COMMITTEEs OBSERVATIONS:

1. RDSO should also explore the possibility of reducing the weight of trolley. Weight of the
wheel should be reduced by RDSO while developing new drawing suitable for digital axle
counter zone.

COMMITTEEs RECOMMENDATIONS:

1. Drawing of push trolley wheel suitable for digital axle counter zone by reducing the weight
of the wheel should be developed by RDSO within two months.
RAILWAY BOARDs ORDERS:

Based on the RDSO drawing, Zonal Railway should modify the Push trolley wheels and
send the feedback to RDSO.
SECRETARYS REMARKS:
The standardization of push trolley wheel has been finalized and the drawing no.TM/05/10
has been sent vide RDSOs letter No.TM/LWT Dt.28.06.2011 to all zonal railways for
sending performance feedback of the wheels.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


92

S.No.33:
SUBJECT: (i) Experience of tamping based on TM 115
(ii) Experience on Tamping based on TM 115
(iii) TM-115 report has not been implemented on Northern Railway

(1176/81/TMM)
DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: TM/GL/70 (81
st
)

COMMITTEEs OBSERVATIONS:

The recommended level of TGI post tamping can not be achieved without carrying out pre
and post tamping works. Different standard can be developed by considering special
features of sections. Review of TGI formula can be done by reassigning weightage to
various indices as at present weightage of 6 has been given to alignment. Standard can be
developed by mentioning average TGI instead of CFD as it will be easier for field staff to
calculate average TGI. Present standard can be implemented on block section basis.

COMMITTEEs RECOMMENDATIONS:

1. Zonal Railways should implement the existing instructions seriously and feedback to be
given to RDSO. Based on the feedback of Zonal Railways, RDSO should work on
developing different standards in different slabs, considering special feature of the sections.
2. Present standard/criteria of tamping can be adopted on block section basis and feedback
given to RDSO for study and further instructions if any.
RAILWAY BOARDs ORDERS:

1. In view of the feedback available so for in various CTEs Seminars and TSCs, RDSO should
immediately review the guidelines and stipulate different target TGI values for different
slabs (say three slabs) of existing TGI value .RDSO should submit the revised draft
instructions within six months time.
2. In the meantime, Zonal railways should implement the existing instructions seriously and
give feed back to RDSO at the earliest. The present standard/criteria of tamping can also be
adopted on block section basis at the discretion of the PCEs of Zonal Railways and
feedback given to RDSO for study and necessary review.
SECRETARYS REMARKS:
A new criteria for tamping of sections identified as bad formation patches has been
proposed in addition to existing two criterion i.e. for speed greater than and equal to 110
kmph and less than 110 kmph.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


93

S.No.34:
SUBJECT: Anomalies in IRPWM & LWR Manual
(1177/81/CT/IRPWM & CT/IM/LWR)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/IRPWM & CT/IM/LWR

COMMITTEEs OBSERVATIONS:


1. PWMs competency has improved, so he can be entrusted for supervision of deep screening
and lifting/lowering of track so, existing provisions of LWR manual for supervision of deep
screening and lifting/lowering of track by PWM may be continued and IRPWM should be
amended.

2. Ballast profile in LWR Manual is having flatter slope which is closer to field observations,
hence ballast profile of LWR manual should be continued and IRPWM should be amended
as per provisions of LWR Manual.

COMMITTEEs RECOMMENDATIONS:

1. Provisions of LWR manual can be continued for supervision of deep screening and
lifting/lowering of track by PWM level. Provisions of IRPWM should be amended.
2. Ballast profile of LWR Manual can be continued and provision of IRPWM should be
amended as per LWR Manual.
RAILWAY BOARDs ORDERS:

1. Approved with modifications that competency of such PWMs to be certified by Chief
Track Engineer.

2. Approved. RDSO should sand draft correction slip to IRPWM & LWR manual.
SECRETARYS REMARKS:
Draft A&C slips to IRPWM & LWR have been sent to Railway Board vide letter no.
CT/IRPWM dt. 30.08.11/01.09.11 and CT/IM/LWR dt. 30.08.11/01.09.11 respectively for
approval.

i) Regarding Correction Slip to IRPWM, approval of Railway Board is awaited.

ii) Correction Slip to Manual of Instructions on LWR (1996) has been approved by
Railway Board vide letter no. 2011/CE-II/TK/LWR dated 17.10.2011. Accordingly,
ACS No. 14 of 2011 has been issued vide letter no. CT/IM/LWR dated 15.11.2011
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


94

S.No.35:

SUBJECT: Standard of track maintenance to C&M-(Vol.1)
(1179/81/DG/Research)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/DG/Research

COMMITTEEs OBSERVATIONS:

1. Track Geometry Standards of C&M-1 Vol.-I is already a part of Para 607 (2) of IRPWM
manual with relaxed provision of Unevenness as 10mm to 15mm.

1. Track Geometry Standards of C&M-1 Vol.-I was for speed of 120 kmph.

2. Track Geometry Standards in IRPWM as per Para 607 (2) needs a relook as the same are
not achievable in the field up to 110 kmph as per TGI criteria for track tamping.

COMMITTEEs RECOMMENDATIONS:

1. TSC is of the opinion that provision of IRPWM 607 (2) should apply for speed of more than
110 and up to 140 kmph. SAG committee should examine the same.
2. Policy circular no.6 of Railway Board for speed potential of Rolling Stock also needs
modification as per provision of IRPWM for speed up to 140 kmph. SAG committee
nominated by Railway Board should also examine the same.

RAILWAY BOARDs ORDERS:

1& 2 Approved. Report to be submitted within 30 days.

SECRETARYS REMARKS:
Report is being prepared by SAG committee.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


95

S.No.36:
SUBJECT: Reflective type indicator boards
(1180/81/CT/MS/SD/WW)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/MS/SD/WW

COMMITTEEs OBSERVATIONS:

All Engineering sign boards should be retro reflective boards as per specification approved
by Railway Board Encapsulated type.

COMMITTEEs RECOMMENDATIONS:

All Engineering sign boards should be retro-reflective board. The instructions issued vide
Railway Boards letter No. 94/CE-II/Tk/4 dated 17-8-2000 should be withdrawn.

RAILWAY BOARDs ORDERS:

Approved . RDSO should sand a draft letter indicating specification and type of boards to be
provided as retro-reflective board.

SECRETARYS REMARKS:

As per Boards order, a letter containing the list of all engineering sign boards to be of retro-
reflective type has been sent to Railway Board on 09.08.2011 for further action at Boards
level.
Specification for retro-reflective type engineering indicator for type III & type IV grade
sheeting (i.e. Encapsulated lens type & Micro- prismatic type) has already been approved by
Railway Board vide letter no 2008/CE-II/TK/9 dated 01.04.2011. The same has been
circulated to all concerned vide letter no. CT/MS/SD/WW dated 02.05.11.







82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


96

S.No.37:
SUBJECT: Extra clearance on curves

(1181/81/CT/SD/Rev/BG/MG)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/SD/Rev/BG/MG

COMMITTEEs OBSERVATIONS:

1. OHE mast foundation comes in the range of working of BCM.
2. Implantation of OHE for new works is 2.8m.
3. Centre to centre spacing is 5.3 m should be for straight track.
4. OHE mast and signal should not be provided to infringe the provisions of 5.3 m track
centers.

COMMITTEEs RECOMMENDATIONS:

1. Condition of 5
0
curve for track centre to centre distance of 5300 mm is to be removed from
SOD 2004.
2. Provision of 5.3 m track centre should be adopted for straight track and extra clearance on
curve should be provided as per requirement in addition to this distance.
3. OHE mast and Signal post should not be provided between tracks to infringe this provision
of 5.3 m as the same will create problem in maintenance of track by Ballast Cleaning
machine.
RAILWAY BOARDs ORDERS:

1. Approved.

2. Approved.
3. Approved
SECRETARYS REMARKS:
Correction slip to IRSOD 2004 is being sent shortly to Railway Board.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


97

S.No.38:
SUBJECT: Clips with higher toe load being used on Indian Railways
(1182/81/EF)

RDSO FILE REF: CT/FD/2/ERC MK-V, CT/EF/Trial & CT/Insp/ERC-G clip/Logwell

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

COMMITTEEs OBSERVATIONS:
1. ERC Mk-III is giving toe load in the range of 700-800 kg in the field which is considered
inadequate.
2. The toe load requirement of 1045 kg on LWR consideration for 60 kg UIC Rail and 1660
sleeper/Km for Zone-IV.
3. The performance of ERC Mk-V and G-clip has been found satisfactory since it is laid in
initial trial five year back.
4. The required toe-load is achievable and sustainable in both the clips.
5. As per CTE/ECoR, the performance of G-clip is better than ERC Mk-V with regard to toe
load, maintainability, driving weight etc.

COMMITTEEs RECOMMENDATIONS:

Toe load requirement of 1045 kg on LWR consideration which is not being achievable by
ERC Mk-III and since both the clips are (ERC Mk-V & G-clip) meeting the requirement of
toe load under field condition after service of five years, these should be adopted on Indian
Railways for regular use.

RAILWAY BOARDs ORDERS:
Boards order on the above have already been issued vide boards letter No. 2010/CE-
II/TSC dated 19.01.11.

SECRETARYS REMARKS:

1. Railway Board vide letter No. 2010/CE-II/TSC dated 19.01.11 have approved for adoption
of ERC Mk-V and G-Clip for regular use on Indian Railways.

2. Railway Board has also desired to develop vendors for ERC Mk-V from the existing
approved vendors for ERC Mk-III. Accordingly, development of vendors for ERC Mk-V is
in progress.

3. Regarding development of vendors for G-Clip, this clip being of firms design, its IPR is to
be transferred by the firm to IR through RDSO as per Railway Board extant policy
instructions issued vide letter no. 99/Track-II/22/7/6 dated 19.09.2008. Accordingly,
formalities for transfer of IPR of G-Clip is in progress. After completion of all legal
formalities for transfer of IPR of G-Clip to IR by the firm, action for development of
vendors for G-Clip can be initiated.

4. This item may be closed.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


98

S.No.39
SUBJECT: Restoring whistle board distance from level crossing to 600m on single line.
Ref: Para 916 (1) (i) of IRPWM.
(1183/81/ Safety)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/IRPWM & CT/LC/Safety

COMMITTEEs OBSERVATIONS:

1. It is agreed that whistle board distance from level crossing provided in para 916(1) (i) of
IRPWM should be restored to 600m and drivers should be instructed to whistle
continuously.

2. 600 m distance is required so that adequate reaction time is available for road users
regarding approaching train.

3. The provision of 600m is already existing for double line.

COMMITTEEs RECOMMENDATIONS:

1. The provisions of para 916(1)(i) should amended so that distance of whistle board from
level crossing on single line is restored to 600m.

2. Instruction should be issued to drivers to whistle from whistle board up to level crossing
continuously for warning to road users regarding approaching train.

RAILWAY BOARDs ORDERS:

RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of
correction slip to IRPWM.

SECRETARYS REMARKS:
Draft A&C slip to IRPWM has been sent to Railway Board vide letter no. CT/IRPWM dt.
30.08.11/01.09.11 for approval.

Approval from Railway Board is awaited.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


99

S.No.40:

SUBJECT: Provision of wicket gates for on foot road users.
(1185/81/ IRPWM)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF:CT/IRPWM


COMMITTEEs OBSERVATIONS:

1. The provision of wicket gates does not exist in IRPWM Annexure 9/1 of para 904 for C
class level crossing.

2. Requirement of wicket gate should be assessed on each level crossing and if needed the
same should be provided.

COMMITTEEs RECOMMENDATIONS:

1. Requirement of wicket gate should be considered on need basis and provision of IRPWM
Annexure 9/1 of Para 904 should be amended accordingly for C class level crossing.

RAILWAY BOARDs ORDERS:

1. RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of
correction slip to IRPWM.

SECRETARYS REMARKS:

Draft A&C slip to IRPWM has been sent to Railway Board vide letter no. CT/IRPW dt.
30.08.11/01.09.11 for approval.

Approval from Railway Board is awaited.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


100

S.No.41:

SUBJECT: Trial policy for track items.
(1188/81/ CT/Policy)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF: CT/Policy

COMMITTEEs OBSERVATIONS:

There is a problem of fund for trial of components in the field, provision of fund should be
made for field trials to expedite the field trial on Zonal Railways.

COMMITTEEs RECOMMENDATIONS:

There is a constituted committee of Railway Board to frame trial policy for all R&D items,
the matter of arrangement of funds and other issues related to locations etc. for trial should
be referred to the committee for deliberations and necessary recommendations to Railway
Board for expediting field trial on Zonal Railways.

RAILWAY BOARDs ORDERS:

Approved

SECRETARYS REMARKS:
This item pertains to Railway Board.
82
nd
MEETING OF THE TRACK STANDARDS COMMITTEE DECEMBER 2011


101

S.No.42:
SUBJECT: Measurement of Rail stresses and stress free temperature of LWR by non
destructive portable state of art equipment.
(1190/81/ LWR)

DELIBERATIONS DURING 81
st
MEETING OF TSC & RAILWAY BOARDS ORDERS:

RDSO FILE REF:

COMMITTEEs OBSERVATIONS:

Committee observed that instead of procurement of equipment for measuring rail stresses
and stress free temperature service contract for same may be done. When system is
established its procurement can be considered.

COMMITTEEs RECOMMENDATIONS:

Committee recommends that instead of procurement, service contract should be done.

RAILWAY BOARDs ORDERS:

RDSO should take further action in the matter for validation of technology/Equipment.
SECRETARYS REMARKS:
After approval from Railway Board, Global notice for inviting Expression of Interest (EoI)
was issued on 10.01.2011. Last date for submission of EoI was 30.06.2011. Six offers have
been received in response to the Global EoI. Offers are being scrutinized by a committee of
three Directors of RDSO for assessment of suitable technologies for Equipment/system for
measurement of rail stresses and determination of stress free temperature of LWR/CWR
over Indian Railways.

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