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'tjw. 4‘ , .I ,1‘ ” I

PEOPLE'S REPUBLIC OF BANGLADESH

MINISTRY OF COMMUNICATIONS
BANGLADESH RAILWAY

7 MANUALor msrRucnousou.’ .. ‘
LONG WELDEDRAILS

April 2013
 l
PREFACE

' . Recognizingthe needtomodernize tracksfcr.improving railtransport services essential for

r " ' I
the development of the country, Bangladesh Railway has been laying and maintaining long
welded rails on pre-stressed concrete sleepers and steel sleepers using elastic rail-sleeper
fastenings. With the proliferation of modern track structure greater number of staff is being
called uponto efficiently 'and economiCaIIy maintain these track structures. At the same time
the 'art' of track maintenance that permanent way staff would learn on the job, is becoming
w

increasingly technical in nature, making it necessary for staff to understand the behavior and
interactions betweenthe various elements of track. in this background a strongneed is being
felt for a standard reference manual for the laying and maintenance of Long Welded Rails.
.This Manual of Instructions on Long Welded Rails ('the Manual') is designed to meet that
need. it is hoped that the Manual willprovide appropriate guidance and training to staff.

This Manual,has been preparedby consulting firm TERA lntemational Group, inc. (TERA)
w

fer implementing advisory technical assistance and Institutional Support fer Railway '
Reforms and approiIed by Director General, Bangladesh Railway vide letter no
PD/BR/TPP/Way 8:WorksManual/OQ,dated 27-3-2012.

3 The Manual is based on guidelines issuedfrom timeto time and knowledge gained from
other railway systems operating under almost similar conditions. The Manual has been
" gprepared for-long weldedrails onstenda‘rd sleepers and fastenings, which are alreadyb‘e‘ing
n

used on the Bangladesh Railway. However, long welded rails may be laid on other types of
' sleepers and fastenings with approvalof the Chief Engineer.
ii:

' This is the first such Manual on Bangladesh Railway. No manual can cover or previde for all
situations and contingencies which may be encountered on a railway system that is spread
throughout the country. It is envisaged that specific requirements typical to local areas would
be met through the issuance of supplementary instructions by the railway administration, as
.

‘ necessary.
' It is hoped that the Manual will meet the intended purpose of guidance and instruction for all
‘ - levels of staff and help to maintain modem track safely, efficiently and economically.

-. I ThisManualis for officialuseonly

April 201 3

‘ A.K.M. Mahabubul Alam Qazl Md. Rafiqul Alam

Chief Engineer (East) Chief Engineer (West)
Bangladesh Railway Bangladesh Railway
Chittagong Rajshahi.

‘ -.-,.-: zi'za‘z $134.5

- r;7 4: _l‘§?3fl~1l€fi-filt’f;ff=f“ii’ ‘~ ‘TfE-fiiiiézi .7 , . "'-.2mutate—1
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 ABBREVIATIONS
AEN Assistant Executive Engineer
BG broad gauge
BR Bangladesh Railway
BRWWM Bangladesh Railway Way and Works Manual
CWR continu0us welded rails
DEN Divisional Engineer
LWR long welded rails
MG meter gauge
PSC pre;'stressed concrete
sub-assistant engineer

SEJ switch expansion joint

SSAE senior sub-assistant engineer

ST steel trough

SWR short welded rails-

XEN Exeoutive Engineer
Thermal force
modulus of elasticity
cross section of rail
ooetficient of linear expansion of steel
length of segment of rail
anchor length
destressing temperature
mean rail temperature ,

stress-free rail temperature

prevailing rail temperature

installation temperature

Degrees centigrade
lfilometer
Meter
Millimeter
Kilogram

v ‘1‘.‘L~>>-l$‘f‘..¥“( s h a w l : I . ' . " E r n s t } ; - ..;1»1;.;-:.:J-.; W ‘ ‘75“; _."“'="'»3€ ”'5' :

 7-

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23E:ilian{i"""as»

m m m m m m ‘ b b # # & & U M N N N M N M M M N

«E
CONTENTS Chapter 3: Laying of Long Welded Rails
i 301 Survey
302 Preparation of Plan for Laying LWR
ii
3 0 3 Temperature Records
iii - vi
304 Preliminary Works to be done before Laying LWR
Page 305 Materials and Equipment Required for Laying LWR
Chapter 1: DEFINITIONS AND BASICS 306 Other Arrangements for Laying LWR
101 Long Welded Ran 30? Procedure of Laying LWR
102 Continuous Welded Rails
308 Laying LWR with Sleepers laid in Advance
103 Short Welded Rail
309 Laying LWR with Pre-Assembled Panels
104 Breathing Length
310 Conversion of Existing Fish—plated Rails or SWR into MR
105 Ballast Resistance
311 Gaps at Switch Expansion Joints
106 Lateral Resistance
312 Destressing of LWR
107 Senior Sub-Assistant Engineer (Way)
108 Switch Expansion Joint 313 Joining LWRs into longer LWRs
109 Buffer Rails 314 Reference Marks in LWR
110 Rail Tensor
111 Rail Temperature Chapter 4: Regular Maintenance of LWR
112 Mean Rail Temperature 401 Prerequisites for Proper Maintenance
113 Temperature data for Dhaka-Chittagong section 402 Precautions for Maintenance of LWR
114 Destressing 4 0 3 Adequacy Ballast
115 Installation Temperature
404 Rail-Sleeper Fastenings
116 Destressing Temperature
' 405 Maintenance Operations onLWR
117 Prevailing Rail Temperature
406 Mechanized Maintenance of LWRICWR Track
118 Stress-free Temperature
119Anchor Length
407 Manual Maintenance of LWR Track
120 Hot Weather Patrol 408 Casual Renewal of Sleepers
121 Cold Weather Patrol 409 Renewal of fastenings
122 Consolidation of Track 410 Maintenance of SEJs and Buffer Rails
123 Achieving consolidation of track 411 Renewal of Detective Rails and Welds
124 Competency Certificate 4 1 2 Special Track Maintenance
125 Level of Supervision 413 Deep Screening and Mechanized Cleaning of Ballast
126 Temporary Speed Restriction 414 Other Special Maintenance

9
127 Measuring of Rail Temperature

“
415 Destressing during Maintenance of LWR
128 Rail Temperature Records
7
416 Destressing of long LWRs/CWR in Service
129 Thermal Forces in LWR .«
Mv ‘ 417 Special Equipment for Maintenance of LWR
130 Buckling of Track
416. Patrolling of LWR/CWR Track
131. Welding Processes
419 Maintenance of Long Welded Rails in Dual Gauge Track
tK

132 Tolerances of Rail Welds

. .—

CHAPTER 2: Permitted Locations and Track Structure tor LWR CHAPTER 5: MAINTENANCE OF LWR AFTER UNUSUAL OCCURRENCES
-

201 General 11 501 Types 01‘ Unusual Occurrences

202 Permitted Locations tor LWR 11 502 Rail Fracture Repair

$11838
a
D
203 Alignment and Grades 503 Emergency repairs of Rail Fractures
204 Track Structure for LWR 12 504 Temporary Repairs of Rail Fractures
205 Miscellaneous 13
505 Permanent Repairs. Destressing and Record of Rail Fractures
206 LWR on Bridges 13
iv
 Page
LIST OF ANNEXURES
506 Restoration of Damage to SEJ 49
507 Restoration of Damage to Sleepers in Track so Annexure
508 Restoration of Damage to Rails and Sleepers so Description Page
No
509Action in case of Buckling of Track 51
510 Emergency Repair alter Buckling 51 1 104 Breathing Length 61
511 Permanent Repairs 52 2
125 Level of Supervision
512 Repair of LWR sfiected by Breaches and Diversions 52
3 125 Schedule of Temporary Speed Restrictions 65
CHAPTER 6: STAFF INSPECTIONS AND DUTIES, AND RECORDS OF LWR
601 Inspections 53 ‘ 130141) Buckling of Track - Causes and Precautions

602 Schedule of inspections 53 1 5 204(dliiV) Criteria for Welding Existing or Second-Hand Rails in to LWR 71
603 Records of LWR 54
604 Staff Duties and Responsibilities 54 s 311(0) Gaps at S E J for Various Rail Temperatures and Track Structures 73
605 Keyman
54 7 amt) Rail Extension Table 77
606 Gang Mate and Head Mate 55
607 Sub Assistant Engineer (Way) 55 a 40.1w) Maintenance of Elastic Rail Clip Fastenings 78
603 Senior Sub Assistant Engineer (Way) 56
9’ mire) Instmctions for Laying and Maintenance of Buffer Rails 82
609Assistant Executive Engineer (AEN) 55
61 0 Divisional Engineer 57 1o 413(b)(i) Deep Screening of Ballast
611 'Do‘s’ and 'Don'ts' for Satf for LWR Maintenance 57
512 Training 59 11 413(2) 1-10! and Cold Weather Patrolling orLWR 91
613 Organization of Maintenance 6°
12 603-1 Long Welded Rail Register 93

13 coo-2 Annual Record of UNR Maintenance and Performance 95

14 503-3 Chart of Movement of LWR

15 603-4 Chat ofMwemertofDermalPortionofLWR 97

608(9)
16 Protection of Track 98

LIST OF FIGURES
Figure No. Description Page
BALLAST PROFILE FOR SINGLE LINE TRACK (BROAD
2041mm 100
GAUGE)
BALLAST PROFILE FOR SINGLE UNE TRACK (METER
ammo-2 101
GAUGE)

204mm BALLAST PROFILE FOR DOUBLE LINE TRACK (BROAD

102
GAUGE)

204(iD4 BALLAST PROFILE FOR DOUBLE LINE TRACK (METER

103
GAUGE)

vi
 CHAPTER 1

DEFINITIONS AND BASICS

’101 LongWelded Rail (LWR) is welded rail the central part of which is restrained from moving longitudinally
due to variation of rail temperature. A length of rail that will function as long welded rail depends on various factors
including track structure, conditions of maintenance and temperature changes. Generally welded rail longer than
thebreathing lengths at the two ends (as defined below) will normally function as LWR (Figure 101). The length of
LWR is generally limited to one kilometer (km) and may be longer occasionally.

.iN‘OnfBrtEAiHmGLencm‘, ' '

SWITCH EXPANSION

Figure 101: Schematic diagram of long welded rail

102 Continuous Welded Rails (CWRs) are invariably longer than one kilometer. It may also be continued
through points and crossings in station yards. The behavior of CWR is the same as that of LWR. The essential
differencebetween CWR and UNR is in the process of distressing. The provisions outlined for LWR in this Manual
wfllapply mutatis mutandis to CWR.
103 Short WeldedRail(SWR) is a welded rail which contracts and expands throughout its length. Normally
the length ofSWR is 3x128 m for broad gauge and meter gauge. Provisions for laying and maintenance of SWR
are givenin the Way and Works Manual.
104 ‘ BloomingLengthis the length at the ends of LWR/CWR. which undergoes movement due to expansion
or contraction of'the welded rail on account of temperature variations. The theoretical estimation of the breathing
length has been given in Annexure 104.
105 Ballast Resistance is the resistance offered by ballast to the longitudinal movement of sleepers under
the influence of expansion and contraction of the welded rail due to temperature changes. A longitudinal
resistance of the ballast In the track depends above all on the kind and mnditlon of rail iastening to the sleepers.
. "type and spacingofthe sleepers kind, quantity and degree of the ballast consolidation. The resistance can also
‘ be influenced bytemperature. humidity and ballast pollution as well as track maintenance
13106
LateralResistance is another important parameter of track. which is the resistance to lateralmovement.
This is of importance not only in the area of track buckling. but also in the ability of the track to maintain its lateral
geometry (alignment) over time and traffic.
19? Senior Sub-Assistant Engineer (SSAEMay)): Except when otherwise stated. SSAEONay) refers to the
- WSW-Assam Engineer (Way) in-charge of the section. SAEMay) refers to Sub-Assistant 5 W )
who lights the SSAEMIay) in the ma‘ntenanoe of a part or whole of the section. In some cases where a
815%) holds independent charge of a section. he shall perform and be accountable for the duties and
. responsibilities of SSAEMay) as given in this Manual and the Way and Works Manual.
108 Switch Expansion Joint (SEJ) is an expansion joint installed at each end of UNR/CWR to permit 119 Anchor Length (I) is the length of track required to resist the pull exerted on rails by the rail tensor at the
expansion or contraction of the adjoining breathing lengths due to temperature variations. prevailing temperature t9. For practical purposes, this may be taken as equal to 2.5 meter/degree Celsius ('C)
109 Bufl‘er Rails are a set of rails provided as an alternative to switch expansion joint at the ends of pf (to-t9) for broad gauge and 4.5 meterl°C of (to- in) for meter gauge.
LWR/CWR to allow expansion or contraction of adjoining breathing lengths due to temperature variations. Buffer Figure 112: Map of Bangladesh Showing the Range of Rail Temperatures and
rails may be used as a cost effective alternative to SEJsin regions with moderate temperature variation. subject to
Annual M e a n Rail Temperature
proper inspection and maintenance being done regularly. Butter rails shall be laid with the prior approval of Chief . .. u as:.,.—,.....&fl.....fim madame.-.“
Engineer. Butter rails m a y also b e temporarily laid to facilitate renewal operations.
murmur-om 5
110 Rail Tensor is a hydraulic or mechanical device used for stretching or tensioning the rail physically. w loll15mm ;
rd
11 1 Rail Temperature is the temperature of the rail at any location as recorded by an approved type of rail ”In In” or
M
thermometer. It varies with changes in ambient temperature which is the temperature of air in shade.

112 Mean Rail Temperature (t...) for a section is the average of the maximum and minimum rail temperatures 1 Th‘mmm
banana-MW,
recorded for the section. If such average is based on data for the full year. it is called the annualmean rail temperature. m m .
The annual mean rail temperature and maximum range o f rail temperature are important parameters for the design.
laying and maintenance of UNRICWR. Sudr data for various stations on the railway network is not available. Based on
data regarding minimum and maximum ambient temperatures at representative stations on the Bangladesh Railway
(BR) network, the annual mean rail temperature and the maximum range of rail temperatures has been estimated and
shown in the map at Figure 112.‘ Since this is not based on measurements of rail temperature, it is important that the
collated data are validated by actualmeasurements of rail temperature at site.
11 3 Temperature data for Dhaka-Chittagong section is as follows: (i) the annual mean rail temperature is
295°C (85°F); and (ii) the maximum variation of rail temperature is $27.8°C (150°F). Until such time temperature
data based on actual site measurements for various stations becomes available, the aforesaid mean rail
temperature and maximum variation of rail temperature may be adopted for the network.
114 Desiressing is the operation undertaken with or without rail tensor to secure stress-free conditions in
the LWR/CWR at the desired or specified rail temperature.
115 Installation Temperature (t) is the average rail temperature during the process of fastening the rails to
the sleepers at the time of installation of LWR/CWR.
116 Desiressing Temperature (in) is the average rail temperature during the period of fastening the rails to
the sleepers alter destressing LWR without the use of rail tensor. lf rail tensor is used, t, for all practical purposes
is equal to the stress-free temperature (to). Range of t, or t. shall be within the limits of rail temperature of t..+5°C
to r...+1o°c for 50 to 60 kglmeter rails and t... to tm+5°C for other rail sections. (It is expected that in future broad
gauge tracks on important routes of BR will be laid with 50 or 52 kglrn rails).
117 Prevailing Rail Temperature (tp) is the rail temperature prevailing at the time when any operation
connected with track maintenance is carried out. ' '

118 Stress-free Temperature (h) is the rail temperature at which the rail is free of thermal stress. When
tensors are utilized for the destressing operation the work has to be carried out at the prevailing temperature t,.
which shall be lower than the stress-free temperature implying that the railis already under tension. If the rail is to
be made stress-free. it needs to be extended to relieve the tension within. The emnsion to be applied by the
tensor = Lo(t.-t,), where 'L' is the length of segment of the rail to which the extension is copied and ‘c' is the
coefficient of linear expansion of rail steel.

' The record of minimum and maximum ambient temperatures was provided by the
Bangladesh Meteorological Department.
.
i

127 Measuring of Rail Temperature

120 Hot Weather Patrolis the patrolling carried out on long welded raillcontinuous welded rail track when 127.1 Thermometers used for measuring rail temperature are usually of the following three types;
(3) Embedded Thermometer (Figure 127(a)). This is an ordinary thermometer
the rail temperature exceeds l¢+20°C. inserted in a cavity formed in a
piece of rail-head; the cavity is filled with mercury and sealed. The rail piece is exposed to the s a m e
-

conditions
121 Cold Weather Patrolis the patrolling carried out during cold months of the year in specified sections as a s the rail in track. This type of thermometer takes 2 5 to 3 0 minutes for chaining temperature
v

o f t h e rail
per instructions of Chief Engineer. (b) Dial Thermometer (Figure 127(b)). This is a bi-metallic type thenTrometer, which
is provided with magnet for
attaching it to the rail. The thermometer is attached on the shady side
122 Consolidation of Track. The degree of compaction or ballast density is closely related to the rate of of the web of the r a i l . A steady recording
»
-

of the rail temperature is reached within about 8 minutes. A typical dial thermometer
.

deformation in track. Consolidation helps in compaction of ballast. thereby slowing the rate of deformation and has a d i a m e t e r of 5 1 mm
and an accuracy ot12%.
degradation of track under the influence of dynamic loads. Maintenance operations performed on track reduce the
degree of ballast compaction. Consolidation of track is the process of building up ballast resistance to the
-
v

tendency of movement of sleepers either initially before laying LWR or making up subsequent loss of resistance.

123 Achieving consolidation of track: Consolidation of track may be achieved through any one of the
u

following:
-n

(a) For tracks with other than concrete sleepers:

.

(i) passage of at least 300,000 gross tonnes of traffic on broad gauge or at least 100,000 gross tonnes of traffic on
meter gauge when hand operated compactors or rammers are used for compaction of ballast; and
z

.
J

(ii) passage of at least 50.000 gross tonnes of traffic on broad gauge or at least 20,000 gross tonnes of traffic on
_

meter gauge or a period of 2 days. whichever is later. when compaction is done by means of on-track shoulder
¢

and crib compactcr.

~ ’,

Note: The on-track shoulder and crib compactorhelps to compact the ballastin the cribs (between sleepers) and
a

on the shouldersby the application of ch'ract verticalpressure and vibration. both of which are applieddirect to the
ballast ‘1; A ....
. ,r

Figure 127(3) Embedded Thermometer inserted in Rail Piece with

e

(b) For tracks with concrete sleepers. Cover

(c) Continuous Recording Thermometer (Figure 127(c)). it consists of a graduated
chart mounted on a d‘
which gets rotated by a winding mechanism at a constant speed
-,

(i) passage of at least 50,000 gross tonnes of traffic on bread gauge or at least 20.000 gross tonnes of traffic on to complete one revolution in 24 hours 0's;
r

meter gauge or a period of two days whichever is later. days as applicable giving a continuous record of rail temperature. The sensing
element is attached to the reb
of the rail and connected to the recording pen. through a capillary
tube which is filled with mercury w
(c) At least one round of stabilization by Dynamic Track Stabilizer. if available.
_

Note: The Dynamic Track Stabilizer helps in the consolidation of back by the application of vertical load and
vibrations. Vibration is known to cause compaction and permanent settlement of granular materials such as
<

ballast The verticalpressure and vibrations are appliedthrough the track rails whichimprove the density ofballast
below the sleepers and helps to achieve consofidation of track.

(d) For newly laid LWR. at least three rounds of packing. last two of which should be with on-track tamping
;

machines. . -

124 Competency Certificate certifies the competency of stall to supervise work on UNRICWR. Stafi
.

supervising work on UNRICWR must be in possession of a valid competency certificate issued by a competent
authority. which may either be BR‘s Railway Training Academy or an official not below the rank of Divisional
;w

Engineer (DEN) who shall be nominated by Chief Engineer.

125 Level or Supervision. Due to enhanced technical and safety requirements for LWR/CWR track
compared with conventional fish-plated track. work on MR/CWR should be supervm by properly qualified
staff. The level of supervision for various types of works on LWR/CWR shall not be below that
wv

given in Annexure 125.

126 Temporary SpeedRestriction. Maintenance operations including repair work that causes disturbance to
LCAPILLARYrueafir‘
MRICWR track and decrease of ballast resistance shallbe carried out under temporary speed restriction. which
M91210 !) mparatu
Dial Thermo meter
ls toMeasure
e

shall remain in force until consolidation of treat. as defined in paragraph 123 above. has been achieved. The .;::‘ ''vrv‘WTe nsforRai Flgum 127(c):Continuous=Recordlng
temperature limits and speed restrictions on traffic for various maintenance operations on Type Rail Thermometer '
‘

LWR/CWR track are given in Annexure 126.

n

l r
l
Masha-l
. 2'. u l y t l ' z a - r a s : r‘f’riif . (— v a s t - u I " layer;
5312-45;
1’
:..
”

- w m Aging;
a

127.2 Where a number of thermometers are used to measure the rail temperature at one place,as in case of
(e) impact of temperature changes. As the rail segments of long welded rails are initially installed and anchored
laying and destressing of LWR, any thermometer showing readings that are significantly different from to a road bed at the mean rail temperature. each of the rails has zero longitudinal stress. Due to temperature
adjoining thermometers shall be considered as defective. changes there is a tendency of the ends of long welded rail to move longitudinally. Because of the greater
128 Rail Temperature Records them'lal coefficient of expansion of the metal rails relative to that of the underlying road b e d . the latter restrains
It is imperative that record of rail temperatures at the base station (usually SSAE's headquarters) on the the movement of rails. Theoretically, since there is no restraint at the end of long welded rail, the thermal forces
section of each SSAE(Way) is built up, preferably using a well calibrated continuous recording type at the ends are zero. The cumulative restraint offered by the ballast resistance results in build up of thermal
thermometer or a dial or embedded type thermometer.The temperature should be recorded at intervals of forces towards the center of the long rails, achieving the maximum value:P = EA T (see Figure 129(d)).
every two hours (including night).The record of maximum and minimum rail temperatures for a continuous
period of at least 5 years should be built up and the average annual mean rail temperature (tm)
5;
5
1%):i THERMALFORCE
determined.These temperature records shall be analyzed to assess the probable availability of time periods E
during different seasons of the year for track maintenance, destressing operations, and also to provide
guidance when hot or cold weather track patrolling shall be necessary.
F 3
Note: (1) Where continuous record of rail temperature is not available, SSAE(Way) would need to make a
correct assessment of the period of time when maintenance operations on LWR should be planned. (2)
Divisional Engineer and Assistant Executive Engineer will ensure that necessary actions are taken by
SSAE(Way) to build up temperature records for guiding maintenance operations.in doing so only approved
types of rail thermometers should be used and the observations should necessarily cover the hottest and a c a
gramme BREATHIN
«—LENGTH G
coldest periods.(3) SSAE(Way) will ensure that a continuous record of actual rail temperatures measured at
his headquarter is available for guiding maintenance operations on the section.(4) In the mean while until —-———-—
LENGTH j rix.=.
“5W”
temperature records become available, the annual mean rail temperature should be assumed as 29.50C
(tm).
Fig 129(d): Thermal Forces Diagram for LWR
129 Thermal Forces in LWR , (f) Once the maximum thermal force corresponding to the temperature is reached, the same will remain
(a) Conventional Track. In conventional non-welded tracks the rails are connected at joints by means of fish constant for the rest of the length of the rail up to the center. The nature of the force. compression or tension will
plated joints to allow for length changes caused by temperature fluctuations. Using fish plated joints depend on whether the actual rail temperature is higher or lower than the destressing temperature. In the Figure
prevents the development of axial forces and the consequent risk of track buckling at high temperatures. above, AB and CD are the breathing lengths and B C , the central portion, represents the non-breathing length.
However, the major disadvantage is the increased level of care for maintenance‘intensive joints. The fish _ (g) Tensile stresses in rails may cause rail fractures. \Mth fall in ambient temperature, as the rail temperature
falls below the mean rail temperature, the thennal forces in the figure above, assume the form o f longitudinal
plated joints generate high dynamic loads during train passage. These loads are responsible for many tensile stresses are created internally in each rail segment of the long welded rail. lithe difference between the
problems like rapid deterioration of vertical track geometry,plastic deformation of the rail head, dangerous actual rail temperature and the mean rail temperature is extreme. the tensile stresses in the rails can potentially
rail cracks as well as damage to sleepers and fastenings, creeping of rails and even buckling. These attain s'ufiicient magnitude to actually cause rail segments to pull apart or fracture.
problems increase progressively as speed increases. As a rule, fish-plated joints have a very considerable (h) Compressive forces in rails may cause track buckle. Likewise. as the ambient temperature rises and actual
negative effect on the service life of all track components and the upkeep ofjoints for good riding. rail temperature climbs above the mean rail temperature. compressive stresses are created internally in the rails
of the long and continuous welded track. If the difference between the elevated rail temperature and the mean
(b) Elimination of Rail Joints.Over the last five decades,railroads have been making efforts to eliminate the
rail temperature is extreme, the compressive stresses in the rails can potentially attain sufiicient magnitude to
fish-plated joints in tracks.That effort has largely involved in constructing tracks having long welded rails or achtally cause the track panel to buckle as depicted in Figure 129(9) below; The compressive stress required to
station to station continuous welded rails. cause any particular rail to buckle depends on a number of factors. including the absolute temperature. the
(c) Sensitivity of welded rails to variations in temperature. A rail expands or contracts depending upon the differenoa‘zetween the ambient rail temperature and the mean rail temperature. and the condition of the ballast,
variations in temperature. The expansion of the rail is a function of coefficient of linear expansion of rail or examp .
material, the length of the rail and the variation in the rail temperature. Normally a free rail will experience
the longitudinal movement corresponding to the variation in the rail temperature. As for example, an
unanchored and free l—km length of long rail in certain areas of a temperate climate could experience a
change in length of over 1.2 meters fromone seasonal temperature extreme to the other.Thus tracks with
long rails can be particularly sensitive to variations in the rail temperature due to fluctuations in the
ambient temperature. 4-
(d) Long welded rails/ continuous welded rails. In LWR/CWR the rails are fastened to sleepers which are
anchored in ballast. As such their expansion and contraction due to changes in ambient temperature and
rail temperature are restricted.The restraint in the longitudinal movement of the rail results in localized 5; .. " z: i '-. , s
longitudinal stresses being created internally in the rail. The resulting force. called thermal forces, is
'Flg 119(9): Typical Shape Of Track Alter Buckling under Influence of compressive Forces
calculated by the formula:
P = EAR
where, P = thermal force in the rail (in kg), E = modulus of elasticity of rail steel (2.15x106 kg/cmz); ? =
coefficient of linear expansion of steel (1.152xlO-5/oC); A = area of cross section of the rail, which is 57.45
crn2 for 90A rail;and t = variation of rail temperature from the destressing temperature tdlto (0C). .

-6«

-;_~rs:. . _ o . .
 .

(vii) Slewing of LWR

i.‘
r (viii) Lifting of LWR.
*5 (i) Some examples of buckling in track may be seen in the two pictures given in Figure 129(h) below.
3

f,
t (d) In view of the importance of the subject of buckling in LWR track and the need for all permanent
way supervisors to b e fully prepared to meet the challenges. a detailed note explaining the causes
s5 '

t
(

l
i. of buckling outlined above is placed at Annexure 130(d). The action to b e taken in case of buckling
in track and repair of buckled track is covered in paragraph 509.
11 2 Welding Processes
(a) For the welding of rails. two processes are generally used: (i) alumino-thermic. and (ii) flash-
butt. The flash-butt welding technique is superior to alumino-thermic welding and is therefore
generally preferred (see Figures 131(a) below.
(b) The conventional alumino—therrnic welding process that makes use of green sand mould has
been improved by the use of short pre—heat (SkV) process (see figure at right). This latter technique
has been standardized on some railway systems in replacement of the conventional process using
green moulds. The main points of difference between the short pre-heat and conventional
techniques of alumino-thermic welding have been discussed in detail in Chapter XV of the Way and
Works Manual to which reference should b e made.

Fig 129(h): Two Examples of Buckling of Track

130 Buckling of Track
(a) A track buckle or a tendency to buckle is one of the most serious situations that could afflict
tracks with long welded rails. The ability of a train to negotiate a typical track-buckle or track panel
displacement laterally is minimal and poses a substantial risk of derailment. Therefore staff
responsible for the maintenance of LWR needs to be overly cautious so as to ensure that
conditions which could be conducive to buckling are obviated and fully safeguarded against.
(b) Generally, buckling of track occurs when the compressive forces in the track overcome the
available lateral strength of the track (contributed by he rails, torsional rigidity of the fastenings and
the ballast). At times, the buckling cf the track under the influence of the compressive thermal
forces in the rails is aided by lateral forces exerted by the wheels of trains passing over the LWR
track. Any misalignment in the track is also a factor which helps the process of buckling.
(0) Causes of Buckling
The track may buckle or tend to buckle under any one or combination of the following Figure 131(a): Thennit Welding Processes in Action
circumstances: '
. EtcTWelded rail panels of maximum possible length preferably more than 10-rail lengths. which
(i) Failure to adhere to the temperature ranges specified for maintenance and destressing of LWR. -. : c a n conveniently b e transported to the site. should b e pre-welded in a depot preferably by flash-
(ii) inadequate resistance to longitudinal, lateral and vertical movement of track due to deficiencies
. _: butt'weldmg process. The pre-welded rails, after being laid in track shall then be welded into LWR
in ballast section and/or inadequate ballast compaction. ‘Tby'mobilejfiash-butt welding plant, if available. Altematively. as shall be decided by Chief Engineer,
Inésr'tuWeidingcf rail joints in 'pre-welded rails shall be done using the short pre-heat alumino-
(iii) Missing and ineffective fastenings that shall result in loss of resistance to creep and torsion. fitp‘rmlc welding process.
(iv) Excessive settlement of formation (of LWR). ‘ 132 Tolerances of Rail Welds
(v) Improper functioning of switch expansion joint and buffer rails.
ished welds on new rails shall b e checked to ensure that the geometry a t the
(vi) Misalignment/ unevenness in the track m themierances given welded joint is
below. The tolerances shall be measured as illustrated in Figure
132 (on

.9-
 v »-:n—— . . . _ - . - . . . _ . _ . , . . . .

.i

ured at the end of CHAPTER 2

not be more than +1.0 mm. -0 mm meas
(i) The vertical alignment variation shall
t

PERMITTED LOCATIONS AND TRACK STRUCTURE FOR LWR

one meter straight edg e.
;

center of one meter

be more than +0.5 mm measured at
I

(ii) Lateral alignment variation shall not 201 General

;

straight edge. ured at the‘end of 10 cm (a) The minimum length of a welded rail which will functi n
”

not be more than +0.4 mm. -0 mm meas :§ upon the

(Iii) Finishing of top surface shall range of variation of rail temperature, the section ofth:sr:\i’XRa,:xv::eefifem
a

ss Of
..m

straight edge. side of the rail head and

ballast to offer resist longit
ance toParagr 3 3Ivene
aph udinalec
not be more than +0.3 mm over
gauge roll-sleeper assem bly d
later al
a

0v) Head finishing on sides shall on the indicative breathing length s mentioned in 107
.'

move ment : Based

L

ght edge.
measured at the center of 10 cm strai s may be permitted by (With 9 0 A rail on concrete sleepers) welded rail longer than about 1 5 0 meters. ands: mrgtae‘:I gauge
of welding of old rails. spec ial dispensation to the above tolerance auge
(V) In case (with 75 A rail on steel trough sleep ers) welded rail' longer than about 3 0 0 meters Would function a s
LWR/CWR.
Chief Engineer.
Note:It shouldbe noted that these estimates of minimumlength of LWR/CWR are at best ind‘rcative.
. .
Site
The actual breathing lengths would need to be ascerta'n vations under actual and
' edby obser
field conditions.
' . complete track renewals usin9 new materials,
(b) During ' LWR/CWR ‘
pennlssrble by the provisions of this Manual. shall be provrded Wherever
.
(c) . Installation . ,
of LWR/CWR ' '
or any changas or modifications ‘in 'Its structure
demation from the provrsrons of this Manual should in each case b e approved bat;ZEEIESla'ge. or any
detailed LWR/CWR plan prepared in accordance with this Manual. nglneer on a
. l r f v - W u r ‘ l z. v m r

.202 Permitted Locations for LWR

_ In the case
," (a) . of -construction of new lines , ret'rred alignments
' and doublin s L ,
‘3‘;t b e l a i d until t h e formation a n d t h e track h a v e s t a b i l i z e d I? he”: shall
compaction of earthwork tn embankment is done, LWR may b e laid atthe initial chanted
V approval of Chief Engineer. wherever permissible by the provisions of this Manual 8 9 e wrth
- (b) LWR shall not be laid in locations where:
EQ nNT
FOR LATERAL MlSALlGNM éNT O F WELD (r) v Rails a r e subject t o h e a v y w e a r . corrugation or corrosion o r require frequent renewal
TOLEm‘NGE
/-——‘WELDEO JOINT
(it) Formation i s w e a k a n d causes l a r g e deformation o f track t h a t m ' .
buckling of track; ay result m
‘ .(ill) Formation soil is. susceptible to pumping
' failure
' '
causrng excessive mi ra ' '
wmpg‘
Into the ballast
and cushion. which may require frequent opening out of the track
9 llon
and 0f SOII
ballast

OF HEAD OF’WELQED JOtN‘f 32:50.?) Tracltiis susceptible to frequent flooding. subsidence and breaches.
TOLERANCE F O R E I N l S H I N G Chi-SIDES (its)?
. .' V ,. in goods
A Rails _ running.lines
. . goodsyards.' ‘ yards and classification a
reception
'
_ mldeduln to lJNR if the condition of all the components of track (sleepers, fastenings yen? has:all b‘e

55332905
m
lr\ *9-4mm genera y satisfactory and in accordance with this Manual. Welding of rails in yard ' l i n e s shag!) 's
_.-— '
2“ I!
“hup selectively ensuring that all the safety provisions are fully complied co ‘a be
etratfic and operating speeds. Lines vulnerable to derailments and ' nslstent
filteuldnot be welded in to LWR. severe con'osron
203 Alignment and Grades
‘”1(a).lJNR
. ‘ not be laid on curves sharper than 880 meters radius
rgauge;
shall ' (2") both for broad gauge and
SURF/EOE O F WELDEO JOINT
FOR FINISH1146 TOP TABLE
mime
aim . .maybepermitted'on sharper curves under specialdispensation tobe apeed by Chief
. a
Joints
Figure 132: Tolerances of Welded Rail

IO-
(b) (i) LWR shall not be continued through reverse curves sharper than 875 m radius.
(iv) Two different rail sections shall not
be welded in the same LWR/CW
(ii) When LWR is continued through reverse curves havingradius of 875 meters andmore up to 1.500 section. the two rail sections should be R. ln case of change in rail
isolated b y provrdlng a switch expa
meters. additional shoulder ballast of 600 mm over a length of 100 meters on either side of the nsion joint!buffer rail.
common point should be provided. (v) in case of LWR on PSC sleepers.
if rail section is different on eith
jomtlbuffer rail, instead of providing three normal leng er side of switch expansion
(c) LWR shall not b e laid on grades steeper than 1:100. th.rails of each rail section betw
two_ 3-rail
_ - panels. one of each
rail section. shall be provrded and joint een the SEJs
ed with combination fish-plate
(d) A vertical curve shall be provided at the junction of the grades when the algebraic difference !
(vr) Exrstlng fish-plated rails or SWR and seco
between the grades is equal to or more than 4 mm per meter or 0.4%. The minimum radius of the nd- hand cascaded rails used on seco
be. converted . into LWR. . wherever permissible b y the provr nda ry lines mayJ
vertical curve shall be 3000 m for Broad Gauge and 2.500 meters for Meter Gauge. ' srons
' of th'
rails meeting the criteria given in Annexure bject to the existing
204(d)(iv) ls Manual.
su
204 Track Structure for LWR
205 Miscellaneous
(a) Formation
(a) Level Crossings
(0 The formation width shall conform to the extant standards and instructions on BangladeshRailway.
No level crossing shall be situated in the
(ii) The top of the formation should be provided with a cross slope of l in 4 0 . a t the time of ballast breathing lengths of LWR.
screening and laying LWR. In heavyrainfall areas. steeper cross slopes on the top of (b) Points and Crossings
formation shall b e prescribed by Chief Engineer.
(i) LWR shall not be taken through points and
(Iii) LWR shall be laid on stable formation. Stretches of formation which give problems in the crossmg
' s and shall be Isola
' ted provi
maintenance of track geometry should be identified and proper stabilization treatment given before expansion joint/butter rail.
' by ding a SWIM.
laying LWR. .(ii)
Three normal length rails shall be provided
(b) StandardBallast Section forLWR between stock
rail joint (SRJ) and switch expans
; joint/b
_ utter rail a.s well as betwe‘en the heel of r 'o
n
cross'rng and swrtc
' h ex nsion ' ‘
(i) A ballast wshion of 250 mm is recommended on Special Primary and Primary routes on the broad normal length rails shall b e provr '
ded with elastic rail clips or anchors
gauge and meter gauge.For LWR. minimum cleanballast cushion below the bottom of the sleeper at topzrrest egg/buffer rarl. Th,
the rail seat shall not be less than 200 mm at the time of installation of LWR.
(fillWhere turnouts are laid on concrete slee
pers. instead of 3-normal length
panel
shall be provided between switch rails, one three-rail
expansion joint/buffer rail and
(ii) The profile of ballast section for LWR on the broad gauge and meter gauge shall be as shown in .. between switch expansion joint/buffer rail and stock rail “mm
heel of crossing.
Figures 204(b)(ii)-1 to 4 (placed at the end of the Manual). J as well as
(e) Insulated Joints
(ill) The ballast section and cushion provided for LWR shall be continued over switch expansion
(DMlihs'ul
joint/buffer rail and up to 3-rail lengths beyond it wherever it is followed by SWR or fish-plated track. .3“; ("theation
types 63(L)
for track
orcircuitingin LWR
equivalent. shall prefe
as already in userably
on BR, Shall
be done b PI'OVIdlng glued joints Glued
by
‘ .4
(c) Sleepers andFastenings forLWR. e used.
(ii) conv
, entio
. nal insulated'jomts
' shall.be used
(D On broad gauge. prestressed concrete (PSC) sleepers with elastic fastenings shall be used. Steel . In
.' conju
' nctio
' n with switch e xpansron
:n each Side. One normal length ' ' orn
' '
trough (ST) sleepers with elastic fastenings shall be used for speeds not exceeding 120 kmlhour. rall wrth flsh- plate d joint a n d
a n c h o r s shal" bZIbufferralls
.. emeenvswrtch expanslon
joint/b uffer rails and insulated rail joint.
(in On meter gauge, PSC or ST sleepers with elastic fastenings shall be used. ST sleepers with keys prov rded
maybe used for speedsnot exceeding 75 kmlhour.in case ST sleepers withkey fasteningsare used. Ocaflon"of ‘SEJor bufferrails
the breathing lengths shall preferably be provided with elastic fastenings. Theexact bastion of switch expansion
joint (or
buffer railsif approved by Chief Engi
(iii) The minimum number of P80 or ST sleepers in LWR on broad gauge and meter gauge shall be filed
: 1 taking
: . into account the lorati‘on of vario
' us
neer) shal be
obligatory points such '
1.540 sleepers/tun. . W. 7,. pornts and crossings. gradients, curve ‘
. . . s and insulated] oints. as level
“Dams. gm
(iv) The rail-sleeper fasteningsin LWR shall be complete and etfective at all times. -. we" 'réhexpansion joint with strash!
‘ tongue and stock ra’llb
., — -;
than um” ~She"
(d) Rails :;' i , 0.5 degree (radars 3.500metEIS). I '3" "mbe'm‘“°" WW”
9'4“?“ expansion
(0 On broad gauge only 90 lblyard or 52 kglmeter rails shall be welded in to LWR/CWR. 3' W joint/buffer rails shall not be locatedontransitionof curves.
(ii) On meter gauge only 7 5 lblyard or 90 lblyard rails shall be welded in to LWR. ‘* ' =LWR on Bridges
(ii) New falls welded in to LWR shallpreferably be without fish-bolt holes. Fish-bolt holes.if any. shall . W ... ' 7'"?arm deck(Withoutbearing)
, .
I)! chamtered.
. ‘decks; ‘ ,- -
benew, . werbndgeswithoutbesnngslikeslabs.boxmmandml 'lhathave

12
I3
 .
(2) Bridges with or without ballasted deck . (c) in case of girder supported on sliding bearings on both sides. the central portion of the welded rails
over each span shall be box-anchored on four sleepers (see Figure 206(3)(c) below).
(a) LWR shallnot be continued over bridges withoverall length as specifiedin paragraph (0) below for
broad gauge and not more than 20 m for meter gauge. 4.11.1.2. ; :_'-.;:..-_.- “1.... ._.~._ -. V... .::. ” 7 : . ' . : ..'-. ..:':‘.:' .- .- ” 2 : . " r: . ..'..-::.: : . - . :2. ;.. ...-_...;...:' ' 7

(i) Broad Gauge raw SLEEPERS BOX - :

ANCHORED AT FlXED END .1
1. Bridges provided with rail-free fastenings (single span not exceeding 30.5 meters and having
SLEEPERSWITH RAILFREE FEW SLEEPERS BDXANCHORED L;
sliding bearings on both ends). 1‘
SEJ FASTENINGS AT TliE CENTRE OF SPAN i
:5
{-
Maximum o v e r a I I length of b ridge on LWR on broad gauge. when rail-free tastenings are used on
bridge. shall not exceed 27 meters. subject to the following conditions being met:
a. rail-free tastenings shall b e provided throughout the length of the bridge between abutments;

b. the approach track up to 50 meters on both sides shall be well anchored by providing steel trough
sleepers with elastic fastenings or pro-stressed concrete sleepers with elastic rail clips and fair ‘V'
type of creep anchors; and mm A m m 3mm NOTE:mucus RAIL SHALL asIn coummnon tome was Elli? or his maven
c. the ballast section of such track shall be heaped up to the foot of the rail on the shoulders and kept g u Roueneearme
E, - suoIIIc-eE-tmuo
in well compacted condition during the summer and winter months.

2. Bridgesprovided withrail-free fastenings andpartly box-anchored(with single spannot exceeding Figure 206(3)(c): Welded Rails o n Bridge Spans with S E J o n Each Pier
30. 5 meters and having sliding bearings a t both ends).
(4) Welded rails on multiple span bridges
Maximum overall length of bridge on LWR on broad gauge. when rail-free tastenings that are
partly box-anchored are used on bridges. shall not exceed 43 meters. subject to the following (a) LWR shall be continued over a bridge with provision of switch expansion joint at the tar end
conditions being met: approach of the bridge using rail—free fastenings over the girder bridge (Figure 206(4)(a) below)
((b)
b T h e length of the bridge "1 this case however. will be restricted by the capacity of the switch
a. On each span, 4 central sleepers shall be box-anchored with fair 'V' or similar type creep anchors
expansion joint to absorb expansion contraction and creep. if any. of the rails.
and the remaining sleepers shall be provided with rail-free fastenings.
b. The bridge timbers laid on girders shall be notched to accommodate individual rivet heads.
NOTE:
c. The approach track up to 5 0 meters on both sides shall b e well anchored by providing steel trough SENDE IMAM IMAMYFW HMS
sleepers with elastic fastenings or pre-stressed concrete sleepers with elastic rail clips and fair 'V' or SLEEPERSIITH RAILl'REE iAS'l‘Etllll09
similar type of creep anchors. The ballast section of such track shall be heaped up to the foot of the r TONGUE RAIL I even names Penmanburr “NR
rail on the shoulders and kept in well compacted condition during the summer and winter months. .4.“
d. The girders shall be centralized with reference to the location strips on the bearing before laying
LWR. -
e. The sliding bearings should be inspectedrduring the months of February and October each year .' team
and cleared of all foreign materials. Lubrication of the bearings shall be done once in 2 years. 1 nocrenewme
DD ROLLER BEARNG
(ii) Meter Gauge .
- SLIDINGEWING APPROACH OF THEBRIDGE
LWR shall not be continued over bridges with overall length more than 2 0 meters for meter gauge

(Iii) Bridges on which LWR is not permitted Figure 206(4)(a): Welded ra

I
Bridges on which LWR is not permitted in accordance with paragraphs (i) and (ii) above shall be Figure 206mm: Welded-Rails on Multiple Span Bridges
isolated by a minimum of 36 m of well anchored track on either side. :

A"
.

(3) Welding of rails on bridge spans (with SEJ o n each pier). to) The length of the bridges with the above arrangement that can be permitted for LWR on
(a) Welded rails shall be provided from pier to pier with rail-free fastenings and with switch expansion I . presumed concrete and steel trough sleepers on approaches shall be 70 meters provided switch
:

joint on eachpier subject to the followi Ig conditions being met . 951mm jornts used have maximum movement of 1 9 0 m m and initial gap at to of 7 0 mm.
l
s

(b) it the girder is supported on rollers‘ on one side and makers on other side, the rail shall be " mime- swrtch expansion joint shallbe installed 10 metersawayfromtheabutments.
box-anchored on four sleepers at the fixed end of the girder.
~

l4 ' I S
.
c
. “a
.
 fF‘Fifiiir-fifié‘éfiiizatlrxti‘ézii-Eamsldm ‘ .mm ..~,

(5) Welded rails over single span bridges CHAPTER 3

Welded rails shall b e provided over a single span bridge with maximum LAYING OF LONG WELDED RAILS
span o f 8 7 meters with rail
free fastenings and switch expansion joints. which have maximum movemen
t of 190 mm and are
located 30 meters away from both abutments. subject to the following 301 Survey
conditions being met:

(a) If bridge is supported on rollers on one side and rockers (a) A foot by foot survey of the section where LWR is proposed to be laid should be carried out with
on other side. the rail shall be
box-anchored on four sleepers at the fixed end of the bridge. specific reference to the locations mentioned in the paragraphs below.

(b) Locations over which LWR cannot be carried through on account of constraints such as bridges
(b) In case of bridge supported on sliding bearings on both sides. the central having substructure and/or superstructure in a distressed condition, insulated joints. curves,
portion of the welded
rails shall be box anchored on four sleepers. gradients. points and crossings. unstable formation. and others as per the provisions of this Manual
shall be identified. The track in such stretches shall be isolated from the remaining portion of LWR by
(c) On both approaches fully creep anchored fastening shall be used. provision of switch expansion joint at each end. The remaining length shall be divided in to LWRs o f
about 1 km or longer.
(c) Locations where track works of the following types. which cause major disturbance
to track should be identified:
(1) deep screening of ballast along with litting or lowering of track

(ii) lilting or lowering of track to eliminate sags and humps

(iii) realignment of curves

1 (iv) introduction and improvement of vertical curves
V ' its) stabilization of troublesome formation
3 (vii) rehabilitation of weak bridges involving removal or lifting of rails or introduction of temporary
arrangements
. (vii) replacement of insulated joints by glued joints.
'm ‘ ' Preparation of Plan for LayingLWR '
2A
detailed plan shall be prepared showing: the locations of various constraints to providing LWR.
locations of works to be completed before laying LWR. and the exact locations of switch expansion
j értiutfer rails. The plans may be prepared to horizontal scale of 1:1000 and Vertical scale of
) 1:290. Ample of the LWR planis at Figure 302 (on the next page).
303
Temperature Records ,
$3 SSAEMay) shall ascertain from the temperature records available for the last 5 years. the
2Inaurittrmdody
variation of rail temperature and the mean rail temperature (t...) for the section.
Mi‘lfitait temperature records‘of preceding 5 years are not available the ambient temperature and
fail
temperature should’be recorded for a year during the survey work to ascertain the maximum
variation of rail temperature. The annual mean rail temperature and range of rail temperature
thelocation shallbe ascertained from the‘Map of Bangladesh showing Rail Temperatures (Figure

16
 :g-l a;‘: ‘ i911;“(ff-4iillisiii‘s’ifia‘filitrf‘5-:-’e.‘~1i1<~fratzlx£i+(Estirtdail-zn'~".1«:.=Ji'~‘n'ifl"x;-*>,'T;;~l-i;slit-Alienate-rim-iheal-mm

! (a) Deep screening of ballast and lifting or lowering of track. if required. and providing standard
ballast cushion shall preoede laying of LWR.

'3r j, (b) All other track works identified in Paragraph 301(c) shall be completed before laying of LWR.
. = .e' .
E g (c) If any of the track works mentloned above cannot be completed before the introduction of LWR.
‘ E El 3" 5 the track on such stretches shall be isolated by providing switch expansion joints/buffer rails. and
, o 5. E \ _ .T shall b e converted to LWR only alter completion of the works.
B II n \
E ég, * 305 Materials and Equipment Required for Laying LWR
L35
#4 " ‘3 3 3 ‘1:n (a) Materials. The following materials shall be arranged for laying LWR:
6
d ,3 K T? E 532 f; fig (i) Rail shall normally be welded in lengths of 3—rails. 5-rails. 10-rails. 15-rails and 20-rafls
i‘
‘ g “:23 h g g8 5 Eu _ E gg depending on the arrangements available for transporting these panels to the site of work. The joints
l 34'. .2 3% g; 3‘5 _, g g g in between only shall be welded by alumino-therrnic welding in case arrangements for flash-butt
i‘ 1 5‘ J'— .1P; E 3': l 3 7" $2 3 welding are not available.
-. V ,“ m : l. . B 8
i 3L. it “,2 " § ‘3. " § 3ai (ii) Four numbers of 6.5 meter or longer rail pieces of the same rail section as the LWR
, ‘ v- I- .
: -
i; E 7 J 5‘E 3 (in) Adequate number of 1 meter long special fish-plates (Figure 305(a)(iii)~1and screw clamps
‘3 g E I § (Figure 305(a)(iii)-2 below).
X .
. ‘
-- It: _I": p. g . ->

it,
.1 . _e 5 . GDEEP
g e:g g3 g . n3 A If_ . FlSl-IPLATE 0FLENGTHmo
it El ' v I.
-‘ a x
, - 1% g 2" =
)- E K : ' .
«g E: 83 '
a E g Eg
, g E ’5 g 2 1
v :1 E
V!

° “5‘ z e
S o"
_,
5% e
r E 5;, Z
a 3
5 a, _=_ g a
a ug E
g
a
'5 l: 01 ALL DIMENSIONS ARE IN MILLIMETERS
w. a;

age: as éggwg EH
>- ._ i- —
35 “33E 3 E 3'35“,
“- Z
a 3:35 5: $285; $3 33 3° 2; a 2 H F‘- 3 :
5.. z§e§ggg efiétgegésaog 32; gm 3 g a as
SE» ggfigé 53 EEESEEE 52;» g3 32% g g 80' 89
15W
a ; 2°; es; s i3;
on?" 1’

2; ;° 2 . E ‘3: b130, .0 " °' 3 Z h

Figure 302: Plan for laying Long Welded Rails

304 Preliminary Works to be done-before Laying LWR

The following works shall be completedbefore laying of LWR:

 SLOW HOLES 27,0 Mr.

"23:11i

r“...
1 uur

- J
iL

L.
l

Figure 305(a)(v): Slotted Fish Plate

(vi) Rail closures of suitable sizes. varying from 18 mm to 1 meter.
9-
(vii) Two sets of switch expansion joints (or buffer rails if approved by Chief Engineer) complete with
CW" sleepers and fastenings.
Q) scaew SPINDLE
(b) Equipment. The following equipment are required for laying LWR:
l0.
Lawrence's-pour . Es: (i) 1 meter and 10 cm long straight edges;
worq‘womu wo ‘ T4
run-amnm-M£ PLAN SECTIGJW‘DE‘ (il) Calipers and feeler gauges (in sizes 0.1 mm to 2 mm):
L_.__:___.m_——M
lac——-———---—--°J . (iii) Rail cutting equipment;
(iv) Destressing equipment i.e. rollers for rail seat (Figures 3.05(b)(iv).1&2. at the end of this
Figure 305(a)(iii)-2: Screw clamp ’fllanual). side rollers for curves and maliets. and mechanical or hydraulic rail tensor:
(iv) Joggled fish-pla tes with slotted grooves and bolted clamps (Figure 305(a)(iv).

STEEL ROLLER 26mm on

oursuos ALTERNATIVELY, s M
PIPE 20mm msmz oat 3,3315%?

l—127

ELEVATION SIDE ELEVATION

STEEL ROLLER 28 mm
”OUTSIDE DIAMETER
t

PLAN

' l

rigors:05(b)(iv).1: Alternate Roller Designs for Distressing (BG)(Dlmenslons in mm)

,I-Alumtnoethermic welding equipment. portions and consumable materials;

. . 1&3 : Railtemperamre measuring thermometers;

Figure 305(a)(iv): Joggled Fish Plate
fish-bolts shown in Figure 305(a)( v) below. which may be used In Wetterprotection
2%- oi trapk;'and
(v) Slotted fishdates with
exceptional oases. , is!high!working. complete with power generator and adequate lighting
.u-«EI

21
-20..
 e _ _ required shall b e specified by Chief Engineer. The layin procedure to be ado t d '
l
'uj
above cases is described below. 9 p e m each 0f the

i - - TOP
\r'lEW (-‘\ lSC‘METPlC‘s‘lEW ' '
(c) The. methods of laying LWR described below are for broad gauge and are only illustrative
=
-
I l. “i3; )a‘x.’
‘e-Jt \tx / Alternative procedures for meter gauge as per local conditions m a b ' I
75 . \ ‘t‘x E of Chief Engineer. y e developed With the approval
«l
90:7
1/
l l
- r e

wl
r301

- ' ‘ \ ’ } so ‘ \\\’(,//
308 Laying LWR with §|eepers laid in Advance
The rocedure of laying LWR with sleepers land
Deb: '
' advance has been given
' track in
‘ In ‘in t h e paragraphs
—

i i //g,§.

l 3 _.. 3 /$
3 li / .
fi

| (a / ./// . deep screened and new sleep e r s lard

. shall be
(a) The existing track "
' final srtron.
' In l
. .
r

ggsgwmenirigltrteewrm susn heavy on-track tamprng machines a r e not available a n d old rails d o not matcfiothe new:
l msJ y/,/
15 l l as; sleepers. servrce rails shall be lard to pass traffic for consolidation of track. Timber blocks
fi

is
. . /—
13 8:0":3
2. : e ternlpora’rrgy u s e d a s supports for joints of old or service rails. T h e service rails
-

l l /<:U E5] Tin—{14 s ou e rep a c e y n e w welded rails formin LWR (as described in
1 3
v

. 'E' as soon as adequate consolidation is achieved. 9 p a r a g r a p h s below).

. '
.

. ‘ . . heavy onvtrack tampers are available . the new rail panels may be ‘introduced as
(b) Where
ELEVATlQN
j secsELEVATlON
m

described In the paragraphs below and the weldin of re-weld d ' ' ‘

:
4o nl9
9 p e rarl panels into LWR carrred out

.l
alter the consolidation of track.
s

~
/,—Ra [R (c) Ballast section shall be made up to the requirements for LWR in this Manual.
.”

.»
(d) The . switch
' expansion joints shall be assembled along wrth ' the rails
' attached at both‘en 5

'
2F¢€‘_ I4
‘f = = : = = = : = + = : = = = = — — r =
gapless j o r n t s and shall be kept by the side of the track close to the final locations. The sequeniebyf
.

uw.
work thereafter rs given in the paragraphs below. 0
i‘5‘35 i

‘n
— ‘L33-5—iru7
l—srns — . the first trafi'rc block. the
_ . in
(e) ‘ two complete
. ' a‘r e r
' 'j o‘r n t s , which
sets of Switch expansron uired
{—37 ’

.<
127.25 the two ends of LWR shall b e inserted in the correct position with the tongue and stock :55 in that;

w<
' vmea'rrposition. The switch expansion joints shall then be connected with the existing track on either
Flgure 305(b)(_iv)-2: Side Roller Support Arm

n-
.
side through 5.5 . .
. junction
. meters long '
pieces . The ‘j u n c t i‘o n pieces ‘ clam
shall b e attached wrth
the srdes of swrtch expansron 1mm and with closure rails of suitable lengths connected to the exftigg
Other Arrangements for Laying LWR

v
306 track wrth slotted fish-plates. The speed restriction shall be removed only after all the clamped joints
in the previous sub sections. the following additional

n
in addition to the survey and planning described are replaced by alumrno-thermic site welds or normal fish-plates.
hand the work laying LWR:

. ‘.
arrangements need to be made in preparation for taking in '(n' in j traffic
. the.next g the 5.5 meters long j' u n c t i o n
‘ . or‘ service rails includin
. block. the 'existing 'eces
itated by working speed restrictions

q . u » m
(3) Extra time allowance for train operations necess fibrin-them swrtch expansion jornts inserted earlier shall be removed and pre-welded zanels
the workin g time table.
should be worked out and provided for in . at” . introduced. The two gaps between welded rails and switch expansion joint. each gap being
d with care a n d transp orted to site using :pémxrmately 6.5 meters long shall be closed by means of two sets of closure rails near each SEJ
(b) Rails welded i n depots should b e handle

.«. <-
prefera bly b e unloaded using special end-unloading mféprzvnygelctliesiralrls anld the closure rails shall be connected by means of clamps and special 1
ent. These should

m
approp riate equipm p a es eaving adequate aps for car in o t I ' ‘ ' ‘

.
. .
rakes. W 9 U 3 umlno'themllc weldmg m the

..
blocks. 9

l r . nm m
”$611059“m
jointed temporarily by using 1 m long special
(c) During installation of LWR. rail ends shall be bolted clamps. (’9) in the next traffic block. in-situ alumino—thermic welding of joints shall be done to convert
fish-plates with slotted grooves and
fish~plates and screw clamps. or by using joggled ' pie-Newer! panels ‘
_in to LWR- The closure rails shall still be kept 'jorned by means of clam
to tempor ary speed restriction a s per the provisions of . »‘ ‘7
The traffic on clamped joints shall be subject ‘Hfish-ztjatesconnectrng LWR on one side and switch expansion joint assembly on the other. ps and
this Manual (Annex ure '126).

m
(it) in the final traffic block. 6.5 meters long closure rail at both ends of LWR shall be removed and
the same track structure as that of LWR
(d) Wherever LWR is followed by fish-plated track or SWR, .' E, ‘tltétiM‘de-siressed
g. -, . within the range of temperature '
specified for ta. a s per the procedure described
expans ion joint/buffer rails.
shall be continued for 3-rail lengths beyond switch hthe Inti=subsectron. The gaps between LWR and the switch expansion joint shall be measured

u
.- x 'l .
' _ rately and the 6.5 meters closure rail shall be cut. as necessary after providing for gaps for
30'] Procedure of Laying LWR
g methods: '7 mine-thermic welding on both sides. The 8 joints at the closure rails shall then be welded.
(a) The laying of LWR may be done by any of the followin
32:62;q joint between switch expansion joint and junction pieces connecting with old track
a) Laying of sleepers in advance _ y ‘4 . Sb
e shall be replaced by fish-plated joint with one normal length rail of the same section as
(ii) Laying of pre-assembled track panels . etween swrtch expansion j o r n t and the old track. in case LWR is not required to be laid
(iii) Conversion of existing
'SWR
panels or fish-plated track.
in to LWR shall be done only after the track is Speedrestriction shall now be removed after the final de-stressing of LWR isoompleted
(b) in each of the abovemethods. the welding of rails
in advance, the extent of additional compaction
consolidated. Where deep screening has been done
23
22
 309 Laying LWR with Pre-Assembled Panels
(b) The speed restriction shall be removed only after all the clamped joints are replaced by
For the laying of LWR with pre-assembled track panels. the procedure is outlined below. alumio-thermic welds or normal fish-plates.
(a) In the first traffic block. two complete sets of switch expansion joints. which are required at the
two ends of LWR shall b e inserted in the correct position and shall be laid with the tongue and stock
(c) Ultrasonic testing of in—situ welded joints shall be done before regular destressing
rails in the mean position. These shall then be connected with the existing track on either side with
5.5 meters long rail junction pieces. The junction pieces shall be attached with clamps on the side of
switch expansion joint with closure rails of suitable lengths connected to the existing track with (d) Each LWR panel shall b e destressed within a few days after its laying. except in cases where
the
slotted fish-plates. Traffic shall be passed at speed restriction in accordance with the provisions of rail temperature. during the entire period of installation of LWR panel. has not
exceeded the limits
this Manual (paragraph 126). specified for t, and the installation of the panel has been completed on one single day.
(b) . In the next traffic block, the 5.5 meters junction pieces and the old track between the two switch
expansion joints shall be removed starting from first SEJ. Immediately after the first switch expansion (e) Destressing shall b e done as per the procedure given in this Manual under
joint. a 6.5 meters (approximately) closure rail with new sleepers shall be laid followed by the personal
ore-assembled track panels of suitable length consisting of new sleepers and service rails. The
supervision of SSAE/SAE(Way).
number of track-panels relayed shall depend on the duration of block. The process is to be repeated
till all track panels between the two switch expansion joints are complete. Finally. a 5.5 meter junction (t) For destressing without the use of rail tensor. traffic block shall be taken at
a time when the rail
piece and a 6.5 meter (approximately) closure rail with ties shall be inserted at the end before the temperature during fasten down operation is within the limits specified for ta (i.e., tm+5°C to hn+10°C
second switch expansion joint. The joints of the service rails shall be fish-plated. In case pre-stressed for‘52 kg rail and t... to tm+5°C for other rail sections). Where rail tensors are used. traffic
concrete sleepers are used. packing shall be done with on-track tampers. In case of steel trough block shall
be suitably taken when the rail temperature prevailing (tp) at the time of destressing
sleepers. if manual packing is used. sufficient time should be allowed to achieve track consolidation. is below the
Where deep screening has been done. additional time for consolidation shall be specified by Chief sprees-free temperature (t.).
Engineer before welding.
(c) In subsequent traffic blocks. service rails shall be replaced with new welded panels between the ‘(g)_ fitter introducing LWR and before resuming maximum sectional speed
the ballast in between
.

two switch expansion joints. retaining the 6.5 meters long closure rails. Temporary speed restriction the sleepers and on the shoulders shall be well compacted with vibrators
or heavy hand
shall be imposed on the length of track where welded panels are joined by 1 meter long special inmuigrslcompactors for developing resistance to longitudinal and lateral movements.
%

fish-plates using screw clamps or joggled fishplates with slotted grooves and bolted clamps.
(d) In thenext traffic block. all the joints between the two switch expansion joints shall be welded in W ‘ Gaps at Switch Expansion Joints
4

situ except the joints of 6.5 meter closure rails which will continue to b e clamped joints for connection
a u' s e a ;

to the switch expansion joint.

4

_ gs) The gap to b e provided at switch expansion joint at the time of laying
(e) Welding of joints at site may be done at any time of the year. But after welding into sufficiently or subsequent destressing
- otlLWR at the temperature range prescribed for t, shall b e 4 0 mm for
3

long panels of about 1km or longer. destressing shall be undertaken a s soon as possible. Under 52 kglmeter and heavier rails

"
unavoidable circumstances where destressing could not be done soon alter and is not likely to be . ‘9 . 5 9 mm for other rail sections (Figure 311(c)).
” n saw
.

done within a reasonable period, a strict vigil shall be maintained on the prevailing rail temperature
likely to be attained until final destressing. If the rail temperature comes down appreciably. cold
1

' {by theswitch

-
expansion joint is designed to cater for movement of tongue and stock
weather patrolling as specified in this Manual should be introduced. Final destressing shall be done rails of 60 mm
pgtotalmovement of 120 mm. The extra margin caters for likely rail fracture in the

.
after consolidation of track. breathing length.
-

. effect ofcreep as well a s for incorrect positioning of the switch expansion joint.

.
(f) In the final traffic block. when the rail temperature is within the range specified for ta. closure rails

" hw-v a . s
s

at both ends of LWR shall be removed and the LWR shall then be destressed. The gaps between
LWR and switch expansion joint shall then b e measured accurately and the closure rails shall be cut gaps between the reference mark and tongue rail tip or stock
r

rail comer at various rail

to these dimensions, leaving the gaps for alumino-thermic welding on both sides. Welding of these . shall not differ by more than :10 mm from the theoretical values given in
Annexure
joints of the closure rails shall then be done. {replay-=3)
y

a
(9) in case LWR is not required to b e laid any further. the clamped joint between switch expansion
joint and the junction pieces connecting with old track on either side shall be replaced by standard

n
fish-plated joint. and the same track structure as that of LWR shall be continued for three rail lengths
between switch expansion joint and old track. The speed restriction shall then b e removed.

n
310 Conversion of Existing Fish-plated Rails or SWR into LWR
Existing fish-plated single rails or SWR shall preferably be welded in to LWR if the rails satisfy the
a
criteria prescribed in this Manual (Annexure 204). The procedure for conversion of existing single
rails and S W R in to LWR is given in the paragraphs below:
H

(a) Atraffic block of about 4 hours is generally required for laying LWR. The time of traffic block for
laying LWR shall be chosen such that the rail temperature during LWR installation (t.) is within
ta“ 5'0 and t¢-10‘C. During the traffic block the rail temperature shall be recorded every 30 minutes
and spacing of about 250 meters along the length of the track to be converted to'l.WR duringtraffic
block.
"
"
l
i CONCRETE SLEEPER J — meow SLEEPER CONCRETE SLEEPER
~

r,— FIXEDRAIL STOCKRM. FREERML

-"‘—SAW HARK .__. .—LL. .— .—
RAIL REFERENCE PDSI FIXED IN GROUND lfl 1 2‘ / : n n a: . 1 - .
I”
“NE
.

canr'm LINE or SLEEPER c l cuAmj’z—REFERENCE

“"NYLQN CHORD 1100
- - -
1
n
2
I:
3
:C'ECKRAIL -
15—555 4 5 r
1! 10 =1 _ _ _ _
. 1 - - - - n P: n :d - r u _
-

W: ‘ STOCK RAIL ~ : - - ' n n n : - _ - :

LrfirTEiJ-‘r
TCINISUE RAIL P II
.i. If
1"vs V
-,(A)T1 MANSION wean-m
T r r
OVERALL LENGYH . 9mg "ML
scflmm
EPANSIONGAP

L____ _:::'i:-. ____L :-_: i 555531711 2231?. BANGLADESH RAIL WAY

it " ' -............ N --. .L ‘5:n:
WOODEN
at
SLEEPER
: 2375 m
_ I N O X J W X W S mm
SWITCH
MAM
EXPANSION JOINT DUEL GAUGE
TRACK OVER “EDEN SLEEPER
,.-
F “.1 - W 1/”—'C'HECK
Abbi!— _ 1:1 3:" 20min FOR 52m RAIL ' CROSSVSECTION
~47 “'3 52‘" F mm FOR
., I50 1 5 0 ‘ ” .. CTI‘IERRAIL SECTIONS ' 1676' ‘
" ’ 41
_ EIEIAJLAT ‘A' TOTAL GAP 40mm FOR 4,1000 ,
1 52 ItqIlD 60 mm FOR
OTHER RAIL SECIIONS
"1- 'i‘. iwo‘ooEN SLEEPER ,
A2740. : g N 75
DETAIL AT O N E RAIL

IlL
Ill
Tr

P l AN
EMS“! I . :3; - \1‘.‘ T.—
' ie shalt be he it 20 "tumour celmat bolt 0! C I Chair lor 57 lm and 3p nmilnr other
.
.r‘gtigggt‘iggtezliefictfigunie
of initialIaying ilestressinu. the tip at the tongue rail slmuldcoincide wnlmml h 15' f 7
mint M r e m .1] l m l t e nU‘ lrlmir ‘ , 3:53, I 500 J 650 l Sou
l 500 l 537
\—
OVERALL LENGTH =9020 mm EXPANSION
: =60 mm GAP =60 mm.
Figure 311(0): Setting of Gap at SEJ at Destressing Temperature

ifhe SEJ for dual gauge is a complex arrangement to provide for expansion of breathinglengths of
mnning rails. During routine inspection it will be necessaryto check the completeness and
{anbolts .5 ‘
tressingof LWRjEtLaying
rising withoutRailil'ensor
laying. LWR shouldbe destressed to achieve stressiree conditions. The destressing of
'thout the use of rail tensor shall be done as per the sequence of operations given

ficblock of adequate duration shallbe arrangedat suctiétime that the railtemperature during
;,
»

i ‘g ‘ down operations will be within the temperature range specified for t.. The entire work
r
'i _ underthepersonalsupervisionoftheSSAEISAENVay). '
27
26
,
.
 .
1.

(it) Before the block is actually taken. a speed restriction of 30 kmlhour should b e imposed and
fastening: on alternate sleepers loosened or removed to reduce the work to b e done during the
..

traffic block.
.

‘. _.

(iii) When the block is taken, the closure rails shall be'removed. the SEJs adjusted and fastened in
. -~ a “ s".

their mean position.

4

_ "N w

(iv) The remaining sleeper fastenings on both running rails shall be loosened or removed starting
from the ends near the SE] and proceeding towards the centre of LWR. The rails shall b e lifted and
"». ‘ «
1

placed on rollers at every 12m sleeper on straight and 8'h sleeper on curve to permit the rails to move
-

freely. The rails shall be stuck horizontally with heavy wooden mallets to assist in their longitudinal
1

movement. Side rollers shall be used while undertaking destressing on curved track. Side support on
.a

—‘ -

the inside of curve should be spaced at every n‘h sleeper. where. n = radius of curve x number‘of
sleepers per rail length/[50 x (to -t.,)). In addition outside supports shall b e used at the rate of one for
; 7' 2 —.W =

every three inside supports. Fig. 312(2)(b)(i): Sketch Showing Mechanical Rail Tensor
(ii) A hydraulic rail tensor consists of a hydraulic pump which transmits its force to the clamps
(v) The rollers shall then be removed. the rails lowered to correct alignment and fastenings tightened. . gripping the rail ends at the head through hydraulic cylinders (Figure 312(2)(b)(ii).
starting from the middle of LWR and proceeding towards both ends simultaneously. The tightening of
:.

the fastenings shall b e completed wtthin the temperature range specified for ta. T h e actual range of
temperature during the period of tightening shall b e recorded by SSAEISAEONay) along with the
time and date.

(vi) Simultaneously with the tightening of fastenings. arrangement for insertion of cut rails between
the SEJ and LWR shall be started. The four gaps shall be measured individually and the rails cut by
saw to required lengths, duly providing gaps for alumino-thermic welds (25 mm) and saw cut (-1 mm).
.

The cut rails shall then be placed..in position fastened to the sleepers and welded at each end.
Eastenings for 20 m on each end of the LWR shall be removed before welding. Clamps shall be kept
on for 2 0 minutes alter welding: Thereafter the speed restriction shall be removed.
.
.

(I’Iii) The process of destressing spread over a length of one km or more is labor-intensive.
.

particularly since it is to be completed within a short range of rail temperature The distressing
operation should therefore should b e meticulously planned. with sufficient labor and supervisors at
J

site. who are well versed'In the ‘art' of distressing Figure 312(2)(b)(ii): Hydraulic Rail Tensor
yltneans of the force using the rail tensor it is possible to pull or push the rails by desired
(2) Use of Rail. Tensor . nt by gripping the rail heads at a joint or gap. In pushing the rails compressive force is
__ .On the rails, which has to be limited to obviate the risk of a track buckle. In actual the rait
are used in the pulling mode only during distressing operations The rail tensor Is capable
(a) (Thedestressing of LWRisomstrained by two main factors. i.e.. firstly. destressing is required to o f " stressing a rail panel at any time. when the prevailing rail temperature is less than the
be carriedout within the specifiedrange of temperature. and secondly. a traffic block of about 3 hours ing temperature.
duration will be required during the time period when the specified range of temperature is obtainable. ' :.(ai‘Pincedure of Desiressing withRail Tensor
These constraints may be mitigated by the use of rail tensors.
destressing of LWR with the use of rail tensor shall be done a s per the procedure outlined
'andgtepicted in Figure 312(3). (Note: The various steps have been referenced in the text
(b) Types of Rail Tensors: Rail tensors may be mechanical (screw type) or hydraulic. awe elow)
Dun the first traffic block make a gap of 1 m at a distance of about half the length of LWR
(i) Mechanical rail tensor: In a mechanical tensor the force is exerted mechanically by longitudinal the
centre of switch expansion joint. say at location B (Figure 312(3) below). Introduce rail
screwjacks thatlarezconnectegtoaclamps which grip the railheads.(Figure 312(2)(b)(i). required and fasten with special fish—-p|ates and clamps. Traffic shall be permitted at

28 29
" e x a m ;,,
 B

1
.
A
Mark the anchor length A1A2 and 01C: each equal to In at either end ofthe length A2C2 Figure 312(3):Dosh-easing “LWR “'t "3° °f Rail “"39"
to pedestressed (Step (a)). The anchor length In should to determined on the basis ofthe lowest . -. ~ - - ». - ._ . -- . ...- ._ _ . .

\
value of tp at which the destressing is likely to be carried out. The anchor length shall b e increased I
suitably if the fastenings, rubber pads. liners or ballast conditions are not in good condition. E

(ii) Erect marker pillars W0. W1and others on each of the length Az-B and 02—8. Transfer the marks

'6“

'
W, on to the rail (Step (a)). The distances W°W1,W1W2, and others shall be marked at about 100 m
distance from the previous pillars and the last pillar W3 may be less than 100 m.

\
(III) During the second traffic block when the prevailing temperature (tp) is less than the desired stress

DOWN ANDREMOVINGTENSOR
‘02 C1
free temperature (In) (Step (b)). destressing operation shall be carried out for the lengths A28 and

’
I
C28 as described below.

wo‘
c2
'll
(iv) Remove the closure rail from location B. Unfasten and mount on rollers the portion

W1

” = 3 RAILFREE
elc wz w1
from A202. Side rollers shall also be used while undertaking destressing on curved track. Side ‘

-100m -—+l-——-100m--—-l
!
W2

2
support on the inside of curve should be spaced at every n'" sleeper. where. n = radius of cuwe x

CI“
I

.
I

__.i
number of sleepers per rail length+ (50 x (to — t,,)). ln-addition outside supports shall be used at the

l
I

. ‘ u . ._r.
.

(I)
rate of one for every three inside supports.

J z e a r r w f
RAILMADEFREE”- _ ;
3.
(v) F i x t h e rail tensor across t h e g a p a t B a n d apply tension s o a s t o obtain some I

T-.
E

I‘
movement a t Wu to remove a n y kinks or misalignment and t o minimize the friction in the '

OR
: :vti
E __ ABOUTHALFTHELENGTHOFLVR w
..— ...,

rollers. Release the tension and note the movement Ya at W0.

i312:
Angst—He.

>—— 4—.
(vi) Transfer marks W1. W2 .. . ...on the rail foot and note temperature t,.

-r
I
RAILCUT ATPUNCHMARK J
I
I
.
(vii) Calculate the required elongation at W1= Yo+elongation of length W°W1(L) due to

,
temperature difference (Ia'tp) = Yo+Lo(to-tp). The values of Loan-t9) may be read from the rail

p»
.
extension table a t Annexure 3 1 2 ( 3 )

—R

I
.
(viii) for different values of L and (to-tp). Only one value of t, has to b e taken at the time of marking
" y - . . “

Y0.woW1Vll'2

A12
W1. W2 etc. on the rail foot. The value of tp i s not required to b e taken thereatter. T h e variation of

A2

—
temperature. if any. during the destressing operation is automatiwlly taken care of by decrease or

i
M

?
increase in the tensile force applied by the rail tensor, while coinciding the relevant mark on rail with

LEGEND
the corresponding mark on pillars.

.r

L.
-
(ix) The required elongation at W2=elongation at WIT-elongation of length W1W2 (L) due to

3:.
‘

I )

FASTENED
c
temperature difference (Ib'tp). S i m i l a r l y o b t a i n t h e r e q u i r e d e l o n g a t i o n s a t e a c h o f t h e

(G)

n
‘51"?

lI
I
II remaining points.

S
'
o.

BLOCK (OBTAINED
(x) Mark the above calculated extensions respectively on the rail foot. making the mark at

. RAIL
a distance equal to the required extension. measured from the transferred mark referred to in

Fy
Step (9) above on the side away from the rail tensor.

-—
(xi) Apply tension by means of rail tensor till the mark of required extension comes opposite to the

EIM a _uD
mark on the marker pillar W1. Fasten down the segment Wo.W1. T h e n c h e c k a t W2. the mark of

I
w A }PCREATE

.
required elongation at this location should b e brought opposite to the mark on the marker pillar W2.
by adjusting the tensor either by reducing or increasing tension and fasten down the segment W1Wz,.

T
AND

Similarly. check the remaining marks. adjusting the - tension as required and fasten down each

:
E
T

“
segment before proceeding to the next.

‘
.

.
«:3
-30- . 3|

.
H
"
H

——
m
nd

:
G

T
 o
W
.

Figure 313: Conversion of existing LWR: In to CWR

.

Y
(xii) If for any reason. both the lengths A23 and 028 cannot be fastened down simultaneously. the '
final adjustment in pull and fastening down of the individual segments may be donein series. first from

LWR2
b
LWR2
A2 to B and then from C1to B.
.

(
(xiln Alter the fastening down of the last length A23 and C23 is completed. make a paint mark near
“.

)
free end of one rail at a distance of (6.5 m+2x25 mm (for welds)—l mm (for saw cum. measured from
the end of the other rail across the gap spanned by the rail tensor.

0
“

. . . .,..
.

.
.I.

I "
vio
. (Xiv) Remove the tensor. close the 1 m gap temporarily and allow traffic at restricted speed

_
..

H
6 (Step (c))-

I
.

..
2

4
e.

(xv) During another traffic block. out the rail at the punch mark. insert rail closure of length exactly

y
v
4—

.
equal to 4 m and weld one end thereof (Step (d)). If the gap at the other end is also 25 mm. it can be
a

.
welded in the same block. othemise fasten with special fish-plates and clamps and allow traffic at

1|
p

WELD

.-
..

.
»

restricted speed. In the latter case. during a subsequent block. when t, is not greater than to. release

F I L ‘ '
I
,
a. z

4
. rail fastenings on either side to the required extent and pull the rail tensorto get the desired gap of
-—-

‘5: 3Ae . _/

.
' ‘ 25 mm (Step (e)). refasten the rails and weld the joint. The rail tensor shall be released at least 20

;
a.
,.
M

..
.

.
i; . minutes after pouring of the weld metal.
-

_
3
‘
n w

(xvi) During a subsequent traffic block. when t, is less‘ than ta. equalize the forces in the rail by

.
.’ _...__...r
J

4
r

i ‘ ' releasing the fastenings over a length of 100 meters on either side of location 8 and tapping with
s

;
I wooden mallets (Step (0). Fasten down the rail and allow traffic.
s

L
'

$
h

31
.
(xvin During another block. when t, is WIII'III‘I the range of temperature specified for t4, destress the

_.3 . . . }L
_
u

8M Efi- §
"

.-
I
OR
end 1 0 0 meters from switch expansion joint. Therealter weld the closure rail next to switch

2
.
3

expansion joint duly ensuring setting of the switch expansion joint at or near its mean position (Step

. . . . 3
.

(9))-

_
1

.
.
9

(I).
£
.

i. _
F REE FORMGIa-4.5(to-tp)METERS Yo __.
313 Joining LWRs Into longer LWRs (of length more than 1 km) or CWR.

Ii —“ ~ — — * — - _L. . .
A

f
<
)(

.._.

2
"

r MARKED. I

§
~
(a) The conversion of LWR in to CWR should not be a n automatic process. but should be based on

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good performance of LWR.

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(b) The proposal for conversion of LVlmin to CWR shall be prepared by the Divisional Engineer duly

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MARKER

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supported by documentation as to the good performance of LWR based on the various records

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maintained by the SSAEtWay) in his section and LWR registers.

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(c) CWR should not be laid on new formation which is not mechanically compacted during

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A N FDI S H P L A T E O

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construction. and only alter allowing suficient traffic and time for consolidation of the embankment.

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(d) The detailed procedure for joiningof LWRs into longer LWRs has been outlined in the paragraphs

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below. The referenced steps (a) to (I) are depictedin Figure 313 below.
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T H YF - ‘ 4 ' ‘ :W

. . .
CHAPTER 4

.
(l) Replace the existing switch expansion joints or buffer rails between the LWRs with ordinary rails.
.«. of which there should be two temporary rails about 6.5 m long for each of left and right sides. Leaving REGULAR MAINTENANCE OF LWR
T the temporary rails fish-plated. weld the other rails. Where fluctuations of temperatures during the 401 Prerequisites for Proper Maintenance
> .

. period ofjoining are likely to be small, only one temporary rail instead of two may suffice (Step (a)).
(a) An important prerequisite for proper functioning of LWR is that its initial laying should be to a high
6i) Provide Wa marker pillars for each of the LWRs at a distance of 100 m from the center of standard. and its maintenance should be undertaken by trained staff possessing valid competency
v-‘
e

temporary rails. to mark the ends of the breathing lengths. Transfer the marks We to the rail flange for
-, a r r\:

certificates and appropriate level of supervision not lower in level than that stipulated in this Manual.
—

both the LWRs.

(b) The usual schedules of maintenance for fish-plated track shall not apply to LWR. in particular.
6h) Keep ready two rails of standard length. Measure their lengths ‘I' correct to the nearest mm. removal of ballast over considerably long lengths of track a s permitted in through packing of
'

(Iv) During the first trafiic block when the prevailing temperature t, is less than desired to. remove the fish-plated track is prohibited in case of LWR.
‘

fish-plates and fish—bolts connecting the temporary rails to the breathing lengths. release the
.

(c) Track should b e left undisturbed and maintenance operations like packing. lifting, and
fastenings of LWRs between the We marks. mount the rails onrollers and note the movements Yo and
‘

destressing shall b e confined to a temperature close to la. except in special circumstances. w h e n

Y'o at the marker pillars W, for LWRs 1 and 2. respectively. It should be noted that the movements of
Yo and Y a should be away from the ends of LWR. if the LWRs are in a state of correct destressing. adequate speed restriction shall be imposed.
(d) Special attention shall be paid to maintenance of track at the following locations: switch
~

(v) Note t, and mark the anchor length on either side as shown'In Step (b).
expansion joints and breathing lengths. approaches of level crossings. points and crossings and
(vi) Make a paint mark near the end of either of the LWRs at a distance of I + La(to-tp) + Ya + Y'o +2x25
"

un-ballasted deck bridges. and horizontal and vertical curves.

mm-1 mm. measured from the end of other LWR Here L = 200 m. 2 5 mm is the allowance for each
thermit weld and 1 mm is the allowance for a saw cut. The value of L.(l.-tp) may be read from 402 Precautions for Maintenance of LWR
Annexure-Vl. e.g. for (to-t9) = 10°C. Loon-l9) = 23 mm. lt iseirnporlant that the range of temperature at which LWR is fastened down after destress'ng is
(vii)Remove the rollers. fastendown the length 'L'. introducing closure pieces, if necessary. and allow within the limits for t, specified in this Manual. Regular maintenance of LWR shall be carried out
traffic - Step (c). strictly following the limitations and restrictions detailed below. Regular maintenance work should be
(viii) During the second block - Step (It). cut the rail at the paint mark. remove the temporary rails. completed well before onset of summer.
-

insert the rail of length ‘l' and weld one end of it. If the gap at the other end is 25mm. it can also be (1) LWR on other than Concrete sleepers
welded during the same block. If the required 25 mm gap is not available. fasten the rails with (a) The.regular maintenance of LWR on other than concrete sleepers shall be restricted to time
fish-plates and clamps and allow traffic at restricted speed. ! psic‘ds when rail temperature“Is between ta+10°C and t¢-20°C. Alter maintenance operation. if the
(Ix) During the third block - Step (e). weld the other joint if the gap is 25 mm. It the gap is more than . rail temperature exceeds u+2o°c. then during the period of consolidation, as defined in paragraph
25mm. release the rail fastenings on either side to therequired extent and pull the rails with rail tensor 123. the following additional precautions shall be taken:
to get the desired gap of 25mm. Re~fasten and weld the rail. Release the tensor after the lapse of a j
t
, 1 : ..__. A . ..,.

a ,min‘vnum of 2 0 minutes after pouring of the weld metal. (i) When compaction is done by means of mechanized shoulder and crib compactor. a speed
. ‘ of 50 kmlhour on broad gauge and 40 kmlhour cn meter gauge shall be imposed until the
(x) During the fourth and final block - Step (t), equalize the forces in the rail by releasing the ‘ rflsnge
of at least 50.000 gross tonnes of traffic on broad gauge or at least 20.000 gross tonnes of
fastenings over the portion marked ‘L' and also over the anchor lengths on either side and tapping _
traffic on meter gauge or a period of two days. whichever is later.
with wooden mallets. Fasten dovm the rail and restore traffic.
(Xi) The prenutions for safe and trouble-freeperformance of LWR/CWR and the safety measures at V (ii) When shoulder and crib compaction hasnot been done a speed restriction of 30 kmlhour onbroad
turnouts‘In LWRICWR as detailed”In this Manual and particularly In Annexure 130(d) must be strictly ' gauge and 20 km lhour on meter gauge shall be imposed during the period of consolidation I.e-. until
.

complied with. passage of at least 3.00.000 gross tones of tratiic on broad gauge or 1.00 000 gross tones ol traffic
lenfiater
gauge. In addition a mobile watchman shall b e posted during the period of consolidation.
314 . Reference Marks-inLWR 3‘
(a) Reference marks shall be fixed at the center of each switch expansion joint. at the center of LWR.
LWR on Concrete sleepers
and at the middle and ends of breathing lengths on the reference pillars erected for this purpose. @The regular maintenance of LWR on concrete sleepers shall b e restricted to the hours when the
While the reference marks on the rail pieces fixed on reference pillars shall be consisting of saw 37 rad-temperatureIs between t..+10“C and td-25°C. After maintenance if the rail temperature exceeds
-

marks, corresponding marks on the running rails shall be paint marks on the non—gauge face of the _ $2“) and compaction is done by means of mechanized shoulder and crib compactor. thenduring
rail. In no case. a saw mark shall be made on the running rail. periodof consolidation. as defined'In paragraph 123. a speed restriction of 50 kmlhour on bread
(b) Referencemarks arerequiredto be fixed immediately after destressing of LWR and shallnotbe _ ' _ and 40 lcmlhouron meter gadge shall be imposed until the passage of at least 50.000 gross
shifted or tampered with thereafter. The reference pillars fixed shall not be shifted at subsequent Wottrafiic on broad gauge or at least 20 000 gross tonnes of traitc on mater gauge or a period
destreesing. of the days. Whichever Is later.
(0) After each destressing. old paint marks on the LWR shall be completely removed and fresh
. . _ . . . s . .‘w .

_ Adequacy of Ballast
:

. . . - . . . ... _—..~V~..V...,......

marks painted on the rails to monitor the movement of LWR. Additional reference marks In fixed There should be sufficient compacted ballast in track at all times to maintain adequate
portion and breathing length shallbe provided, as necessary. to monitor the behavior of LWR
' ‘ at and lateral resistance of LWR track in order to prevent movement of sleepers and
oftraolc

35
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e, u. «vt .-.
m”nus—g
.s .
(b) Ballast section. especially on pedestrian and cattle crossings. curves and approaches to level
, .

crossings and bridges shall b e properly maintained as per the requirements in this Manual (iv) Tamping operations generally result in an improvement in track geometry and a decrease in
(Paragraph 204(b)). Replenishment of ballast shall be completed before onset of summer. Shortage lateral track resistance (see Note below). As the accumulated tonnage grows the geometry
deteriorates and the lateral resistance improves. as explained in paragraph 5 of Annexure 130(d).
.

of ballast in the shoulder at isolated places shall be made up by the gang mate by taking out
.

minimum quantity of ballast from the center of the track between the two rails over a width not Because of decrease of lateral track resistance following tamping. the aforesaid precautions are
exceeding 600 mm and 350 mm and a depth not exceeding100 mm and 75 mm for broadgauge and imperative. The reader is cautioned that disregard of these precautions can be a causative factor in
'

the buckling of track resulting in derailment.

meter gauge, respectively.
(c) The oess level should be correctly maintained. Dwarf walls shall b e provided on pedestrian and Note: Maintenance activities by necessity involve the dismption of system components. Due to these
disruptions theyprovide significant opportunity to introduce unsafe conditions in to the system.
cattle crossings to prevent loss of ballast.
.

(d) Sufficient quantity of ballast shall be collected to provide full ballast section before commencing (b) Ufling of Track
_

any maintenance operation. specially lifting. ' Liftingin excess of 50 mminuse of concrete sleepers andin excess of 25 mm in case of other types
404 RaihSleeper Fastenings bf, sleepers shall be carried out in stages with adequate time period in between successive stages
such that full consolidation of the previous stage in accordance with paragraph 123 is achieved
(a) In LWR all fastenings should b e in place and well secured at all times. There shall b e no
mt,

before taking up the subsequent lift.

“

missing fastenings in LWR.

(6)Cleaning of Shoulder Ballast
.

(b) It shall be ensured that rail—sleeper fastenings on the entire length of LWR are functioning
satisfactorily and switch expansion joints do not indicate any unusual behavior. Cleaning of shoulder ballast by mechanized means shall be undertaken when prevailing rail
. .

temperatures are within the range ta+10°c and tar-30°C. In addition the precautions detailed in the sub
.

(c) The effectiveness of elastic fastenings (appropriateness of toe load) shall b e ascertained by
keeping watch on abnormal contraction in winter that may cause rail fractures. as well a s abnormal
sections above shall be complied with.
M.

expansion in summer that may cause kinks in track alignment and more seriously track buckling. Manual Maintenance of LWR Track
.,. . _ . . - , . ... . m -
.M

(d) Special attention shall be paid to maintenance of fastenings in LWR on concrete sleepers. The liven-track tamping machines are not available. manual maintenance of LWR track may be done with
important aspects of maintenance of elastic rail clip fastenings on concrete sleepersin LWRICWR _ tireprecautions outlined below.
track. including its care against corrosion, greasing. testing and replacement are given in Annexure
{QiManual maintenance shall be carried out under the personal supervision of SSAE(Way) or
404(d). ’
, lined Mate possessing a valid competency certificate.
405 Maintenance Operations on LWR
(lg) P a c k i n g or removal o f single isolated track sleeper not requiring lifting or slewing. m a y
The regular maintenance of LWR track shall generally comprise of the following operations: bggdone by gang mate provided at least 50 sleepers on either side are left untouched for at
(a) Tamping with on-track machines. including lifting and aligning, and minor realignment of curves: "at 24 hours after such work is done.
(b) Shallow screening or shoulder cleaning; @251“ any time. not more than 30 sleeper spacesin a continuous stretch shallbe opened for manual
(c) Renewal of fastenings requiring lifting; and Wenance or shallow screening. with at least 30 fully boxed sleeper spaces left in between
fluent openings. Maintenance of stretches in between shall not be undertaken until passage of
(d) Maintenance of switch expansion joints and buffer rails. traffic for at least 2 days in case of broad gauge and meter gauge routes.
406 Mechanized Maintenance of LWRICWR Track
7 In exceptional circumstances when more than 30 sleeper spaces have to be opened for any
(a) Mechanized Tamping . agecrfic1.:- .. work. like through screening of ballast. during the period of the year when minimum daily rail
(r) The maintenance of LWR track shall preferably be done with on—track tamping machines. : re is not below td-30°C or maximum not more than an 0°C. up to 100 sleeper spaces may
opened under personal supervision of SSAE(Way).
(it) Tamping of LWR track with general lift not exceeding 50 mm in case of concrete sleeper and 25
mmin case of other sleepers. including correction of alignment shall be carried out during the period . :6) Shoulder and crib ballast shall not be opened out simultaneously. For correction of alignment.
when prevailing rail temperatures are in the range emote and ta—30°C together with precautions fibhoulder ballast at the ends of the sleepers shall be opened out to the minimum extent required
detailed in this Manual. which have been recapitulated in the paragraphs below. The work of regular ' gadghauoo just opposite the sleeper ends. The ballast in the shoulder shall'thenbe put back and
track maintenance by tempers shall be completed well before the onset of summer.. m but of crib ballast shall b e done for packing. Such works shall b e followed by consolidation
‘ hftiieballast in shoulder and crib.
(it) if rail temperature after maintenance operation exceeds ta + 20°C during the period of
consolidation a s per paragraph 123. the temporary speed restriction. in accordance with Annexure (0;;Lifting or aligning of track at any time shall b e undertaken when it can b e ensured that until the
126. of 50 km/hour on broad gauge and 40 kmlhour on meter gauge shall be imposed when ‘Wetion of the work. the rail temperature shall remain within the temperature range t¢+1o°c
_' 5W25°C. If during an emergency, such as an accident. fracture or buckling. maintenance
shoulders and crib compaction has been done and 30 kmlhour and 20 kmlhour. respectively when
. '1s have to be undertaken at a higher rail temperature. these shalt be undertaken with
shoulder and crib compaction has not been done. This shall be done in addition to the posting of te speed restrictions. Even in such cases work shall not be taken'.m..m when the
mobile watchman in accordance with paragraph 418(2)(c). More is still rising and continues to be above t¢+10'C. ,
.35.
37

.- 1‘-)
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5-1....
..: 9’" 15:. -.-;.:a-;r-.';:- .
"
,
re
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(b) Switch Expansion Joint

f

s
(g) In case the track is to be lifted. sufficient quantity of ballast shall be collected for the
—

The precautions for the maintenance of LWR outlined in the sub sections above shall also be applied
commencement of work to provide the full ballast section after lilting. Litting in excess of 50 m m
r.

to switch expansion joints. The following guidelines are provided for the maintenance of SEJs:
shall not be carried out as a part of regular track maintenance operation and in exceptional cases
o

g
f

where needed shall b e carried out in stages with adequate time gap in between successive stages (i) The switch expansion joints should be oiled and greased once in a fortnight by the keyman and .
“

such that consolidation of the lower layer is achieved before taking up the subsequent lift. After
-

tightening of fastenings shall be done simultaneously. Compliance shall be particularly ensured by

completing t h e lifting operation the crib and shoulder ballast shall b e well compacted.
fi

the gang mates and higher officials.

..

(h) Normally. lowering of track under LWR may not be required. However, where (ii) The SSAE/SAE(Way) should inspect the SEJ and record his obsenrations every two weeks during
necessary. it shall be done as per special instructions of Chief Engineer.
—
—

the two coldest and two hottest months every year and the movement at the minimum and maximum
0) When slewing LWR track. the crow bars should be planted well into the ballast at an angle not rail temperatures should be recorded. During other periods of the year. the SSAEISAENVay) should
more than 30 degrees from the vertical; otherwise lifting of the track may result. Slewing of track record the observation once every two months. This frequency of inspection may b e increased by the
r

shall be directed by gang mate who on straights shall sight the rail from a distance of 30 to 60 m. On
.

Divisional Engineer. as necessary.

curves. the gang mate should sight the outer rail. Slewing is best done in the morning unless it is
Gii) Assistant Executive Engineer should inspect the SEJ once in six months. The pro forms for
cloudy. as later on. sighting conditions become unfavorable.
e

recording the movements at the SEJs is given in Annexure 603-3 of this Manual.
(j) Maintenance operations involving lifting and slewing of girder bridges under LWR shallbe
done when the rail temperature is below t¢+10°C. Thereafter appropriate speed restriction shall (iv) The movements recorded should be analyzed by the SSAE(Way) to examine whether the LWRs
A

be imposed to allow for compaction of the track on the approaches. are performing satisfactorily. The actual position of the switch/stock rail should be within + 2 0 mm of
the theoretical position as seen from the hysteresis curve for the LWR (typical calculations are given
408 Casual Renewal of Sleepers
,itri Annexure 311(c) of this Manual. The gap at the time of inspection should not exceed the maximum
(3) Casual renewal of sleepers shall be carried out under the personal supervision of Head Mate or permissible gap at the SEJ. The tongue and stock rails should not cross the mean position of SEJ.
SAE/SSAE(Way), who h a s a valid competency certificate.
(it) An indication plate should be fixed on the oess at each SEJ showing the date of last destressing
(b) It may be ensured that not more than one sleeper in 30 consecutive sleepers shall be replaced at land .
the la of the panel.
a time.
.g I 7 xvi) In case a SEJ is damaged. it should be replaced with a new SEJ and adjusted to its mean position
(c) Should it be necessary to renew two or more consecutive sleepers in the same length. these may
be renewed one at a time after packing the sleepers renewed earlier strictly observing the working ‘- .f _ at ta. Traffic should b e allowed at a restricted speed. The restriction should be relaxed progressively
temperature range of t¢+10°0 and t¢30°C and fully complying with the precautions given in '5 s the track at the SEJ gets consolidated.
paragraph 402. ,(vii) The sectional LWR register available with SSAE(Way) should indicate the following details in
409 Renewal of fastenings respect of each SEJ:
The work of renewal of fastenings shall be carried out when rail temperature is within the range ffilpcation (km):
td+10°c to tit-30°C and with the following additional precautions being taken: fiDate of Laying:
(a) Fastenings not requiringlifting of rails riMaximum
designed gap (mm):
(i) In case of renewal of fastenings that do not require litting of rails. the renewal shall be done not
more than one sleeper at a time. :Drawing No.(of SEJ):
(in in use fastenings of more than one sleeper are required to be renewed at a time. then at least 15 Manufactured by:
sleepers in between shall be kept intact. " til/nether joined to LWR by machined. insulated or welded joint.
(iii) The work shall be done under the supervision of keyman. ;(vu’i) When the SEJ is routinely inspected. if any of the components (i.e. fastenings. bolts. sleepers.
(b) Fastenings requiringlifting of rails. » . -;;longitudinal ties. Ms brackets. chairs. rubber pads. tongue rails and stock rails) is found broken or
(i) In the case of fastenings the renewal of whichrequires fitting of rail. such as grooved nibber pads. ddamaged. action should be taken to immediately replace it. An explanatory note should also be
renewal shall be done not more than one sleeper at a time. j. - itentered under 'unusual occurrences” in the sectional LWR resister of SSAE(Way):
6i) In case fastenings of more than one sheperare required to be renewed at a time. then at least 30 (bi) Replacement/repairs and adjustment of fastenings or clearances at the SEJ should be done
sleepers in between shall be kept intact. . Hih'en the rail temperature is less than is 4- 10°C.
am The work shall de done under the supervision of gang mate. fit) The gap at the SEJs should be checked not only by the SSAEISAEONay) but also by the Head
410 Maintenance of SEJs and Buffer Rails Hates. gang mates and keymen at the times of extremes of rail temperature. The track at the SEJ is
..
(3) General 5, ' susceptible to disturbance and hence special attention should be paid for maintenance of the
“ iii the SEJ. ' - :

39
38
 (c) Buffer Rails (iv) lf range of rail temperature falls within td+10°C to trzo°c. deep screening or mechanized
cleaning may be done without cutting or temporary destressing. If range of rail temperature falls
(i) The precautions for the maintenance of LWR outlined in the sub sections above shall also be outside t¢+10°C to iii-20°C. temporary destressing shall be carried out at 10°C below the maximum
applied to buffer rails. rail temperature likely to be attained during the period of work. Deep screening shall be undertaken
(ii) Buffer rails shall be maintained as per the Instructions for the Laying and Maintenance of Butler within 15 days of temporary destressing failing which temporary destressing may become due again
Rails given in Annexure 410(c). ifthe rail temperature varies considerably.

41 1 Renewal of Defective Rails and Welds (v) Constant monitoring of rail temperature shall be done during the progress of deep screening.
Should the temperature rise more than 10°C above t, or the temporary destressing temperature,
The replacement of defective rails and welds shall be done as per the procedure for repairs of rail adequate precautions shall be taken. including another round of temporary destressing.
fracture'In track given in Chapter 5 of this Manual.
(vi) During the period of deep screening if the minimum temperature is likely to drop 30°C below t. or
412 Special Track Maintenance the temporary destressing temperature. cold weather patrolling should b e introduced to keep watch
on rail fractures.
Special maintenance of LWR track includes the following specific works, which have been described
in the paragraphs below. ( v i i ) Deep screening of LWR may b e done from one end of LWR to the other.
(viii) After deep screening and consolidation. destressing of LWR shall be undertaken.
(a) Deep screening and mechanized cleaning of ballast
(ix) Detailed planning of deep screening including determining temperature for temporary
(b) Through renewal of fastenings destressing and other safety aspects shall be done under the personal guidance of Divisional
'(c) Engineer. Generally, it shall be possible to carry out this work from start of October to and March.
Lowering or lifting of track
. ' i. ‘

.. 414 Other Special Maintenance

(d) Major realignment of curves
1(a) Isolation from LWR. Other types of special maintenance on LWR track listed in paragraph 412.
(e) Sleeper renewal other than casual renewals include through renewal of fastenings. lowering of track. major realignment of curves, renewal of
.

(f) Rehabilitation of bridges and formation causing disturbance to track large number of sleepers, rehabilitation of formation and rebuilding of bridges which cause
‘35‘

. .rfisturbance to track. For carrying out such maintenance operations the affected length of track shall
413 Deep Screening and Mechanized Cleaning of Ballast _ be.isolated from the LWR track by introducing switch expansion joints or buffer rails a s needed.
'-“'Iit::at‘.‘eziz;r.m';j..: w: r"

(a) General. Deep screening of ballast may become necessary in course of time due to ballast getting 1"‘(b:)Destressing.
After completion of the special maintenance work. the affected length of track shall
caked as a result of pumping of mud. crushing of ballast, dust ingress, and droppings from coaches. ‘jbe destressed at the stipulated destressing temperature and joined with rest of the LWR.
(b) ManualDeep Screening: The procedure for manual deep sowing of conventional fish-plated L415 Destresslng during Maintenance of LWR
track a s given in Annexure 413(b)(i) shall also apply mutatis-mutandis to LWR track subject to Destressing at the time of laying LWR has been described in paragraph 312.
5(a)
additional precautions as outlined in the paragraphs below.
' .(b) Destressing is an important operation for satisfactory maintenance of LWR. Under service
(c) Mechanized cleaning of Ballast : conditions. rails have to b e cut. replawd and welded at different points of time; rail temperatures may
Ivar-y considerably from the destressing temperature at all times; there may be plastic flow under
(i) Whenever mechanized cleaning of ballast is done the detailed procedure for deep screening
stress; loss of toe load of the fittings; inadequate ballast compaction. and other factors which can
(Annexure IX) shall be replaced by the sequence of operations of Ballast Cleaning Machine.
cause movement of the rail even if fastened to the sleepers. Any one or combination of these factors
(ii) Wherever possible during mechanized ballast cleaning of track. the Ballast Cleaning Machine. ‘ may induce buckling—prone conditions. Also the effective rail temperature at which the rail would be
On-Track Tamping Machine and Dynamic Track Stabilizer shall be deployed in one consist. floss free canbe different from the original destressing temperature at any point of time. It can also
I along the length of LWR at the same time. Thus destressing‘Is an important operation to ensure
(d) Precautions to be taken on LWR tracks: The deep screening of LWR track shall be done with the
ttssafe performance under service conditions.
following precautions:
’$3;.Circumstances that necessitate destressing: in service, the behavior of LWR is monitored and
(l) Before deep screening. longer LWRs shall be cut into lengths of about 1 km with two temporary _ ever abnormal behavior rs indicated destressing should be done. Abnormal behavior of LWR
buffer rails 6.5 meter long using special fish-plates and screw clamps with appropriate speed fits manifested in the gap observed at the switch expansion joint Destressing shall be necessary
restriction.
(ii) Whenever rail renewals are being carried out. LWR may be converted into 3-rail panels and
deep screening done.
(iii) Temperature records of the section where deep screening is to be undertaken. shall be studied
for the previous and the current year. The maximum andminimum rail temperature attainable during
the period of deep screening and during the period Of consolidation (paragraph 123) shall be
estimated . j,completion of special maintenance operations, including throughrenewal of fastenings. deep
" andmechanized cleaningof ballast.lowering or lifting of track. major realignment of curves.
 sleeper renewal other than casual renewals, and rebuilding of bridges and formation treatment which (ii) Rail thermometer with markings for temperature ranges for maintenance operations.
operations muse disturbance to track.
(iii) Special 1 m long fishplates with screw clamps.
(ii) After restoration of track following a n unusual occurrence such a s rail fracture or replacement of
defective rail or glued joint. damage to switch expansion joint or buffer rails. buckling or tendency (iv) Rail closure pieces.
towards buckling. and accidents and breaches. SSAE(Way)
-_.....,....-

0)) shall be provided with additional equipment listed inChapter 5.

(iii) In the ease of a rail fracture or replacement of defective rail partial destressing of only 100 meters 418 Patrolling o f LWR/CWR Track
on either side of the affected portion shall be done for equalization of stress. Should additional rail
.,.

(1) Types o f Patrolling

fractures occur in the same LWR in quick succession. destresslng of the whole panel shall be done at
earliest opportunity. Patrolling of tracks is done to ensure the safety of traffic moving over it. In addition to the various
types of patrolling required for conventional track as laid down in the Way and Works Manual. there
(iv) When breathing lengthis found to be excessive despite fasteningbeing tight andpacking being in
sound condition or when any appreciable movement is observed in the non-breathing portion of are three types of patrolling typical to LWR/CWR tracks:
LWR. (a) Hot weather patrolling; Hot weather patrolling of LWR tracks is necessary when the rail
(e) Procedure for Destressing. The procedure for destressing of LWR without and with rail tensor temperature reaches ta+20°C and above.
shall be the same as described in Chapter 3.
.

(b) Cold weather patrolling. When the rail temperature falls below tit-30°C cold weather patrolling is
”

(t) Supen/ision during Deshessing: Destressing of LWR shall be done under the personal supervision required to be done.
a. n

of SSAE(Way). as per procedure laid down in this Manual. (1;) Mobile watchman. Mobile watchman shall be posted until the period of consolidation of LWR track
416 Destressing of long LWRsICWR in Service (see paragraph 123) is over on sections where after maintenance operations, the rail temperature
“

(a) The conditions which warrant the destressing of CWR are the some as already elaborated in the as exceeded td+20°C.
.

context of LWR. Destressing of CWR should be taken up in stages. Destressing of CWR in service ) Duties and Responsibilities of Patrolmen
can be done either without rail tensor or with rail tensor.
Dotailed duties and responsibilities of hot weather and cold weather patrolman and mobile
(b) Desb'essing o f CWR without rail tensor . 1;:watchman are given in Annexure 418(2). For organizing patrols on LWR track the following actions
Before this work is taken up. the CWR should be first cut into LWRs. and two temporary rails (buffer . 'shall b e taken and patrolmen shall perform special duties outlined below.
rails) introduced and speed restriction imposed. Subsequently each LWR should be destressed ' . g - f a ) Duties of Hot Weather Patrolman
individually by obtaining blocks when the rail temperature is available within the range of ti. Alter all
the LWRs have been thus destressed. they should be progressively re-converted into CWR. This is "- (hit-lot weather patrolman shall patrol the track during the hottest part of the day. to look for prominent
done by following the procedure as outlined in paragraph 313. _ kitks. incipient or actual buckles or tendency towards buckling;protect track at the site of prominent
"‘ :- kinks. incipient or actual buckles and report the same to nearest Station Master and SSAE(Way).
(c) Desiressing with the use of rail tensors
" Without delay.
(i) As a first step destressing of the first 1000 m from an SEJ at one end of the CWR is taken up. The
(ii) The period of the year (month/dates) during which regular hot weather patrolling is to b e carried
tensor is applied at a gap created at the centre of this 1000 m. Alter this length is destressed
according to the procedure for destressing LWR with tensors, the breathing length adjacent to the out shall be laid down and detailed instnictions for proper functioning of patrols shall be issued by
SEJ is destressed without a rail tensor by obtaining a block within Id range. at Engineer. for each section based on temperature records

(ii) Inthe next step, the subsequent 1000 m lengths are taken up one after another for distressing with j) Patrol charts would be made out on the same lines as for the monsoon patrolling and issued to all
tensors by following the procedure stated above. At every stage. care should be taken to destress the ncemed.
junctions between the two 1000 m lengths destressed in different stages. (ti) Duty hours of keyman have to be suitably specified.
(cl) in case any adjustment is required for centralizing the position of the switch expansion joint. this than hot days. SSAE(Way). SAE/Way. HeadMate and GangMate shallbe vigilant and on their own.
shall be done by cutting and re-welding of LWR in the immediate neighborhood of the switch .mer hot weather patrols (even though not due in terms of the instructions). such that the hot
expansion joint.
$8:t patrols are in position by the time the temperature exceeds the stipulated limit of t, + ZO’C.
(e) Whenever destressing of LWR is done or any repairs are undertaken. old paint marks on the Vi) The hot weather patrolman shall walk over the track during the patrolling period or when specially
LWRs shall be erased and fresh marks shall be provided opposite the permanent marks on the
ordered and look out for sun kinks and any tendency towards buckling. lf tendency or actual buckling
marker rail posts.
.

‘miiced. the patrolman shall immediately protect the track and report the details of occurrence to
;

417 Special Equipment for Maintenance of LWR , .. ., ay). The patrolman shall then test 100 sleepers for hollowness of packing to test for any
d

(a) Gangs in UNR territory‘shall be provided with and trained in the use of following additional decoy for budding or lilting of track. He shall also sight the rail for any sign of lifting of rail.
equipment (see paragraph 305): . it should also look out for any loose and missing fittings.
a

(D A pair of joggled fishplates with bolted clamps.

e
m

42 .H. - .
”
(b) Duties o f Cold Weather Patrolman (fih Gang mates and keymen must be instructed to look for kinks in track during hot weather when the
rail temperature is seen to be rising.
Cold weather patrolman shall patrol the track during the coldest part of the night and look out for weld
or rail fractures and excessive gaps at switch expansion joint. H e shall protect the track at the site of (iv) On dual gauge sections the ballast section must conform to the prescribed standard particularly
weld or rail fractures or excessive gaps at switch expansion joint and report the same to nearest
on the shoulders and in the sleeper cribs. The ballast must be well consolidated.
Station Master or SSAEISAE(Way).

(c) Duties of Mobile Watchman (v) Maintenance of track on dual gauge must be strictly regulated in accordance with this Manual.
both in respect of extent of track to be opened as well a s the range of rail temperature during which
The mobile watchman shall be posted during the period of consolidation. on stretches where after the
the maintenance operations may b e carried out.
maintenance operation rail temperature has exceeded tat-20°C. The mobile watchman shall patrol
such section or beat to look for prominent kinks or tendency towards buckling. rail or weld fractures -
and excessive gaps at switch expansion joints; and take action to protect the track at site if any of the (vi) The requirements to consolidate the tracks as per the provisions of this Manual must be fully
above situations and report the same to nearest Station Master or SSAE/SAE(Way). complied with.
419. Maintenance of Long Welded Raits in Dual Gauge Track
(a) Thermal compressive forces

(i) As per paragraph 129. restraint in the longitudinal movement of rails due to increase in rail
temperature generates axial compression stresses in the elements of the rail metal. The resulting
thermal force P = EA 01'. where. P is the thermal force in tons. E is the modulus of elasticity of rail
steel (2.15x106 kglcmz, A is the area of the rail in square cms. o is the coefficient of linear expansion
(1.152x10‘5 per degree centigrade. and T is the variation of rail temperature in degrees centigrade.

(ii) In the above formula. since E and u are constant. the generated thermal force is directly
proportional to the area of rail steel.

(iih In the dual-gauge track. a third rail is added to the classical two—rail layout. The addition of the
third rail increases the total area of rail steel by about 50 percent and therefore results in increase in
the axial compression forces in the track by the same amount. This could lead to track instability.
(iv) On the other hand the addition of the third rail complicates the behavior pattern of the rail-sleeper
grid structure of track which is known to b e one of the factors that provides torsional resistance
against distortion under the influence of compression forces.

(v) However. whenever the axial compression force exceeds a critical threshold. the track could
become unstable and significant lateral deflections may appear thus leading to unacceptable riding
safety‘levels.

(vi) Analytical studies have assessed this phenomenon in detail by means of a three-dimensional.
nonlinear. numerical finite element model and concluded to the increasing risk of instability in
dual-gauge track.

(b) Precautions in the maintenance of LWR on dualgauge tracks

(i) Since higher compression force in dual gauge track activated by increase of rail temperature vn’ll
have higher propensity of lateral deflections and could create unstable conditions atfecting track
safety. it is necessary that additional precautions are takenin the maintenance of dual gauge track as
compared to broad gauge. These are outlined in the paragraphs below.
(ii) As stated in paragraph 418(a) above. hot weather patrolling of LWR is to be started when the rail
temperature rises more than to + 20°C. in the ease of LWRon dual gauge. hot weather patrolling
should be started when the rail temperature rises more than ta + 15°C.
 (b) The traffic may then be resumed at a speed of stop dead and 10 kmlhour for the first train and 20
J ?

CHAPTER 5 kmlhour for subsequent trains

MAINTENANCE OF LWR AFTER UNUSUAL OCCURRENCES (c) This repair work shall be done by gang mate/ keyman or higher officia
ls.
:':‘J':.‘- = ' -

501 Types of Unusual Occurrences 504 Temporary Repairs of Rail Fractures

(a) If a welding party is not readily available, the rail fracture shall b e repaired by using a cut rail (not
The main types of unusual occurrences in LWR track are the following:
less than 4 meter long) and two pairs of 1 meter long fish-plates with screw clamps.
(a) Rail fractures and replacement of defective rail or glued joint;
(b) The procedure for temporary repairs shall be as follows:
(b) Damage to switch expansion joint or buffer rails; -
(i) Atraffic block shall b e taken as soon as possible preferably when the rail temperature is within the
(c) Damage to sleepers and rails: range specified for to.
(d) Buckling or tendency towards buckling; and (ii) Two points on either side of the fracture shall be marked on the rail such that the length of closure
rail to b e inserted (which shall not be less than 4 meters) is equal to the total length of the rail pieces
(e) Accidents and breaches which cause damage or disturbance to LWR.
removed from the track minus allowances for two welds and saw cut (i.e 2x25 m m - 1 m m = 5 1 mm)
502 Rail Fracture Repair (see Figure 504(b) on next page). The traffic shall then b e resumed at 3 0 kmlhour. Altemately. two
. points on either side of the fracture shall be marked on the rail at a distance equal to the length of the
(a) Action by Staff. if a rail fracture takes place on LWR. immediate action shall be taken by staff who
available closure rail. The length of closure rail shall not become less than 4 meters at the time of
detected the fracture to suspend the traffic and to protect the line. Staff shall report the fracture to the
. permanent repairs.
Gang Mate/KeymanIHead Mate/ SAEISSAEtWay). who will make emergency repairs to pass the
traffic immediately. (iii) The rails shall then b e cut through at these points simultaneously. if possible. The closure rail
(b) Equipment Required. The equipment required for repair of rail fractures shall be as follows: shall then be inserted and fish-plated with screw clamps. and traffic allowed at restricted speed a s per
the provisions of this Manual.
(i) Special 1meter long fishplates with screw clamps; 73:1(‘Iv)
; The repair work shall be carried out under the personal supervision of the SSAE(Way);
(ii) Joggled fish-plates with bolted clamps (for fractures at welded joints);
L j 505 Permanent Repairs, Destressing and Record of Rail Fractures
(iii) Steeltape capable of reading up to one mm, and metallic tape for track circuited areas; E(a)
Permanent Repairs without the use o f Rail Tensor
(iv) Alumino—thermic welding and weld finishing equipment; .
:(i) As soon as the welding party is available, the traffic block shall be taken when the rail temperature
(v) Equipment for distressing: _r is within the range specified for t...
(vi) 6.5 meter saw cut rail piece of the same section as LWR duly tested by Ultrasonic Flaw Detector: ' .(ii) Additional cut rail (not less than 4 meter long) and rail cutting equipment should be available at site

fiw—bdw‘xuv
I.
to adjust the joint gaps in case they are disturbed since the time temporary repairs were done.
(vii) Rail closures of suitable lengths;

(viii) Equipment for protection of track; and -. i? (Iii) The clamped joint at one end of the cut rail shall be welded. The fastenings are thenloosened lor
a distance of 100 meters on each side of the closing weld and the rails are tapped to allow free
(ix) Equipment for night working. movement of rail to take place.
(c) Repair of Rail Fractures. After the occurrence of a rail fracture in LWR the following types of (v) The second joint of the cut rail shall then be welded and the fastenings put in place.
repairs are generally carried out. which have been described‘in the Paragraphs below.
") The entire operation shall be completed when the rail temperature is within the range specified
(i) emergency repairs tarts. and speed restriction shall then be removed. If this work cannot be carried out In the specified
(ii) temporary repairs Edge of temperature. the two joints of the cut rail may be welded at the same time In such cases the
«entire LWR shall b e destressed a s soon as possible.
(iii) permanent repairs. including destressing of LWR
”the repair work shall be carried out under the personal supervision of SSAE(Way).
503 Emergency repairs of Rail Fractures
Rb} Permanent repairs usingRail Tensor
(a) After the detection of a rail fracture. the fractured rails shall be joined by using 1meter long 7‘
fish-plates with screw clamps or joggled fish-platewith clamp. as necessary. lfthe gap at the fracture . ' Nhent repairs of rail fractures in LWR using rail tensor shall be done as per the following
does not exceed 3 0 mm, insertion of any closure rail piece is not necessary. , ure (see Figure 5.05).

- . _ - 4 6 ' . , _ 47
.
r
.
.
.
(v) Rail fracture repair during cold weather creates the potential of lowering the stress-free
_ 1 Jeanne: o r machine
‘3—
,..g M r—‘~I ——-—l ,9
temperature in the vicinity of the rail fracture and creating a track buckling hazard if the rail is not
.

. f 5 \ ' a destressed before the onset of hot weather. Therefore. it is important that destressing is completed in
x
. , . _ “. « _A.

a r e - t o nan? items: a timely manner.

a : CY-IEBAI newts
k 5 =
(c) Record of gaps in rail fracture and cuts in LWRICWR
LET—EL} auteur “ n e u r o n e s - g n u :
.

“In! H 3 3 5 ll N I H \ H I E O K“!
was B I B H E L E N E it is important to keep complete record of all fracture gaps and cuts in LWRICWR. For this purpose a
: 3 IVELDIIIR "I
up h -=""'-_- u " register should be maintained by SSAE(Way) as per proforma given in Table 505(6) below. At the
in-
n u Clflsflfl! -III¢¢ time of detection of rail fracture the particulars of rail temperature and gap o n rail created due to the
fracture shall be recorded. Also the rail temperature at the time of cutting LWRICWRs for temporary
'e .4 repair of rail fracture rs also to be recorded
22.: u— M-—.
L u a n d a ? lulu-u L M K stolen: «mum
at ” I l l fi fi A O Table 505(c): Record of Fracture Gaps a n d Cuts i n LWR

.
'

,4 Date Location Rail Temperature Rail Number of Cuts Date of Signature

' I

.
«2h
:1 manual: l._._l of and G a p at the Temperature at made in Destressing of
the time of LWRICWR for and t. on SSAEMa

-
C Fracture! time of Detection
’1" h “ m "’

r.
Out of Fracture Temporary carrying out Permanent y) and
I l t o n l - I.“ GIOEMRI 6 ' ? IO "II! L I I E Y W O I hot-8M. J It." I? F IIMJITED no “lull!

x
4 9 ! ! ! I C I R ” ! BC In: I K E ! " I S O BF ” E B R E Repair repairs Repairs Remarks

e
s I “fit A 1 . 2 3 4 5 6 7
IIXOEK-IIE manure-stamina l_l

..v
a : n o can :2: , 1‘
ks a — A, i‘506 Restoration of Damage to SEJ
; . witch expansion joints may get damaged due to derailment. in which case the following action shall
Ill =%’ 30 ‘ 1’ i
be taken:

-
"tool-use n o Yuan truce l_.l

I O 1'!
I . r m e a u c o r Ian on entrust“ or a m : nauovemnn up n o n o mere-Inc mailman
''(a) When SEJis available
nus. t 3 us: his a n r0)
2.use mi. TEIIDI 'ro Isms-r o n . A damaged or broken switch expansion joint shall b e replaced.
LEGEND
D E N O T E Q 0 5 5 O F T E N S O R T O WNTARI GAP F O R AT WELDIHG
fifth The new switch expansion joint shall be adjusted to a gap of 40mm for 52 kg andheavier rails and
= D E N M E S USE O F C L W F S AND i n FISHFLA‘IE Z 160 mm for other rails.
E. DENOTES USE OF CWPS ANS f m F I S H F L A T E WITH HAL C L O S U R E PIECE, lF REQUIRE! I-a
@ J O I N T S WEUJED B Y R T WELfllNG
(lit) Traffic may be allowed at restricted speed which may be raised progressively.
. n JOINT WELDE B Y WIDE 6” AT HELPING
' (b) When SEJ is not available
Figure 5040)): Temporary and Permanent Repairs o f Rail Fractures with Rail Tensor
) if another switch expansion joint is not available for replacement. both the damaged switch
(0 If the fracture is such that wide gap alumino—thennic welding can be adopted. then the total expansion joint and the undamaged switch expansion joint on the opposite rail at the same location
length of fractured ends to be cut shall be equal to the gap required for wide gap welding. Once the hall be replaced by a closure rail and connected to LWR with one meter fish plates and special
two ends are cut. a gap required for wide gap welding will b e created by using rail tensors and joint
. stamps.
welded by wide gap alumino-thermic welding technique.
(ii) in case 4-meter rail closure has been provided for temporary repairs, one joint of the closure rail Efri) if the joints between switch expansion joint and LWR are gapless joints and not welded. the
shall be welded without rail tensor after setting correct gap for welding. Rail tensor shall be used to ordinary rails shall be connected to LWR with the same fish plates.
ensure correct gap during welding of the second joint. The traffic over fish-plated and clamped joints may be permitted at restricted speednot exceeding
(iii) In case rail closure of available lengthhas been provided at the time of temporary repairs, therail 31) km/hour.
closure shallbe out such that the length of the rail to be finally insertedin track is equal to length of rail
removed from track alter fracture minus allowances for two welds Le. 50 mm. Once the closure railis tirj'l'he speed restriction may be relaxed only after the new switch expansion joint has been inserted
out. it shall be welded as above. It shall be ensured that the length of the closure rail shall in no case ‘ the correct position and the clamped joint has been replaced with an in situ weld.
be less than 4 meters.
(iv) Afler welding of joints. a length of track equal to the breathing length or about 125 meters on
either side shall be unfastened and tapped to ensure equalization of stress and then refastened.
 507 Restoration of Damage to Sleepers in Track 509 Action in case of Buckling of Track
(1) Replacing Few Isolated Damaged Sleepers
(3) Causes
(a) The sleepers shall be replaced one by one ensuring that two sleepers tackled simultaneously are
Buckling rs by far the most serious unusual occurrence in LWR track which needs to be safeguarded
separated by at least 30 sleepers.
by thorough inspections and precautions during maintenance Buckling or a tendency towards
(b) Likewise. all affected sleepers shall be progressively replaced after giving adequate packing to buckling may occur among others. in the following circumstances:
the newly laid sleepers. including boxing to proper section and compaction of shoulders and cribs.
(c) This work shall be carried out at a temperature not exceeding t¢+10°C. (i) Failure to adhere to the temperature ranges specified for maintenance and destressing of LWR.
(2) Replacing Large Number of Damaged Sleepers GD Inadequate resistance to longitudinal. lateral and vertical movement of track due to deficiencies
,

it a large number of sleepers are damaged. their replacement shall be done as per the following in ballast section and/or inadequate ballast compaction.
—
.

procedure: aii) Missing and ineffective fastenings that shall result in loss of resistance to creep and torsion.
.
.

(a) Based on a review of the rail temperature records of the area for earlier years. the maximum and
”

av) Excessive settlement of formation.

.

minimum rail temperatures likely to be attained during the expected period of repairs. including period
.

of consolidation. shall be estimated. (v) Improper functioning of switch expansion joint.

.
up» 6

(b) If the maximum rail temperature during the repair period. including period of consolidation. is not (vi) Misalignment/ unevenness in the track.
exceeding ta. the damaged sleepers may be replaced freely. in similar manner as is done in the case
of sleeper renewal work. If some of the damaged sleepers are in the breathing length of LWR. sleeper (vii) Slewing of LWR
renewal should be started from the end of breathing length.The replacement of damaged sleepers in
, (viii) Lifting of LWR.
the breathing length shall be done as close to ta as possible.
(c) If the maximum temperature to be attained during the repair work including the period of (b) Investigation of tendency to buckling
compaction is likely to exceed the range for destressing temperature (la). the following procedure '3 3 g ) Tendency towards buckling shall usually manifest through kinks in track. Kinks may also arise from
shall be adopted: rrect slewing or lifting operations.
a) in the case of longer LWRs. the panels in the affected portion should be cut in suitable lengths
(ii) By tapping sleepers for hollowness. it may be possible to make out if there is any tendency
not exceeding 1 km. and provided with two closure rails each 6 meters long at every cut. No cutting is
towards vertical buckling. As soon as a tendency for buckling rs detected. traffic shall be stopped and
necessary in case existing LWR is about 1 km.
the track protected.
(ii) The LWR shall then be temporarily destressed at a temperature 10°C lower than what is likely to
be obtained during the period of repair and consolidation. . :fiiD The track shall then be stabilized by heaping ballast on the shoulders up to the top of the web of
the rail by obtaining ballast from inter-sleeper spaces between the rails.
(iii) Damaged sleepers in the LWRs may be replaced freely as in the use of normal sleeper
renewal. f. 6v) Thereafter full investigation shall be made to find out the cause of the tendency for buckling.
(d) The sleepers renewed a s in paragraph (c) above. shall be tamped by on-track tempers or (c) investigation of buckling. Each case of buckling shall be fully investigated by Assistant Executive
packed manually. followed by crib and shoulder compaction. Appropriate temporary speed restriction Engineer soon after its occurrence and a detailed report submitted to the Divisional Engineer.
shall be continued during the period of consolidation of track (paragraph 123).
(4) Action'in case of buckling
(e) Special night patrolling shall be canted out during the period of repairs to guard against rail
fractures. Round the clock recording of temperature shall be arranged at the site of work. (i) in the event of track buckling. the traffic shall be stopped and the cause of buckling ascertained.
I
(t) After adequate consolidation of sleepers. LWR shall be again destressed to achieve stress-free
condition. Also 1 km long LWRs shall be converted to longer LWR as per procedure given in this 3
if
(it) The position of tongue and stock rails of the switch expansion joint shall be checked.

Manual. 3 ) The occurrence of track buckling shall be attended to by emergency repairs followed by
g nnanent repairs and destressing as detailed in the paragraphs below. This work shall be carried
508 Restoration of Damage to Rails and Sleepers
under the supervision of SSAE(Way).
(a) For repair of damage to rails and sleepers. the procedure in Paragraph 5.07 shall be followed
depending upon the expected maximum rail temperature during the repair and consolidation periods. 0 Emergency Repair after Buckling
(b) In u s e concrete sleepers are damaged in a derailment. restoration may be done in accordance r the occurrence of buckling of LWR track emergency repairs shall be carried out as follows:
with the extant instructions for laying and maintenance of concrete sleepers. it shall be ensured that
{The buckled rails shall be out not less than 6 . 5 meters apart.
the provisions of this Manual are complied with. in. regards to working temperature range.
consolidation of track and welding of rails.
 Si) . The track shall then b e stewed to the correct
alignment and cut rails of the required lengths CHAPTER 6
e Inserted to close the gaps making due provisi shall
on for welding of joints on both sides. . STAFF INSPECTIONS AND DUTIES. AND RECORDS OF LWR
(iii) The
cut rails shall then be connected by use of special 601 Inspections
' fish-plates and screw clam ‘
opened to traffic at restricted speed (see Annexu ' Proper laying of LWR is important. LWR track that has been properly laid needs less maintenance
re 127). PS and the Ime and provides better service quality. However, its proper upkeep is important for ensuring the safety of
(is) It is important that the cause of bucklin train operations. LWR requires very thorough inspection regime involving different levels of staff and
g is mitigated before the rail temperature rises
a out td+10 C. if the cause. such as deficiency of ballast again to ' officials.
cannot be removed during this time period.
the temporary speed restriction shall continu Inspection of LWR by various permanent way officials shall be carried out as per the track inspection
e and the track kept under constant watch.
schedules given in the Way and Works Manual. except a s further stated i n this Chapter. During
511 Permanent Repairs inspections particular attention shall b e paid to the following:
7 (a) The record of movements of switch expansion joint shall be carefully monitored to see if its
(I) As Soon a s DOSSIble ihe fish-plated
behavior in terms of gaps is as envisaged. The actual position of the switch and stock rails shall be
and clamped ( ) I l l ‘ s S h a l l b e Welded ‘0"OWIII the locedule within the limits specified in this Manual.

A
(b) The ballast section in LWR track shall b e inspected in particular at pedestrian and cattle crossings.
(ii) Additional pair of cut rails and rail cuttin curves and approaches to level crossings and bridges. Loss of ballast or r o l l i n g down of ballast

.
g equrpm
' ent shall also be re urred
‘ to ad‘ t h ' should be prevented by providing suitable dwarf walls. Any deficiency of ballast shall b e recouped
case they have been disturbed in the intervening period
. q lUS t e steps In before the onset of summer. The cess level should b e correctly maintained and built up wherever

.
necessary.
(iii) The temporary speed restriction shall be
removed afler welding. (c) Inspection of LWR. Inspections of LWR should take particular cognizance of the following:

-
(iv) Thereafter. the LWR shall b e destressed as . (i) During summer months. inspections shall b e more frequent in the afternoons. During inspections.
soon a s possible.

.
watch shall be kept for kinks and incipient buckles. Checks shall be made on the functioning of
512 . patrolmen a s per the requirements of this Manual.
Repair o f LWR affecte d by Breaches

_
a n d Divers ions .(ii)
SSAE(Way) and SAE(Way) shall inspect the LWRs in theirjurisdictions during the period when hot
For the repair of LWR track affected by breaches and ‘ weather patrols are in force to see that the patrols are functioning properly for ensuring safety of train
,

.
' ' ns. includ
drversro ' 'n ' operations.
procedure shall be as follows:
' I g temporary girders t h e (iii) The gaps at switch expansion joint and movement at the center of LWR shall be inspected every

.
(r). The affected portion of LWR track shall be isolated '7 fortnight. alternately by SSAE(Way) and SAE(Way). particularly at about the minimum and maximum
by insertion of switch expansion joints/buffer
,

”l temperatures during the two coldest and two hottest months of the year. In the remaining months of

~
rail preferably wrthm the range of temperature specifi
ed for Is. the year both officials shall inspect once in two months. alternately.
_

.
necess
(ii) Theary. '.' i " (iv) Assistant Executive Engineer shall inspect the breathing lengths of LWR/CWR. the gaps at switch
LWR thus isolated shall be replaced b y fish-p
lated track . which
' shall be box anchored. if
' expansion joints and movement at the center of LWR. at least once in Six months. preferably during

.
coldest and the hottest months.
(iii) In‘the track sections affected by breaches. where (v) Divisional Engineer must inspect at least 10 percent of the breathing lengths and SEJs on
new earthwork in
' embankment‘is done. the 1 LWR/CWR in their respective jurisdidion in a year and record the behavior of movement of SEJ and
formation shall be fully compacted before again laying
.

LWR. compare with the HYSTERESIS CURVE which should be remarked UPON by them in the LWR
register. Their inspection should be distributed as 5 percent during the hottest and 5 percent during
(Iv) The track in the affected portion shall be destres
sed immediately after the LWR is restored. the coldest months of the year. The stretches of LWR/CWR for inspection should be selected in
rotation from year to year.
}

(d) The knowledge of staff in regards to prescribed maintenance practices shall b e periodically
H

checked and it shall be ensured that the work on LWR is done accordingly.
(e) Where facilities exist. LWR shall be examined with ultrasonic rail flaw detectors once in two years
or at closer intervals. before the onset of winter. at the discretion of Chief Engineer. Defective rails or
welds shall b e replaced expeditiously.
602 Schedule of Inspections
E

(a) Sections which are substantially laid with long welded rails on concrete sleepers and are
maintained with on-track tamping machines shall be inspected by SSAE(Way) as per the following
schedule: 7
4.

52 53
.
.
 (i) Push Trolley Inspection — Once in a month (a) Carry out fortnightly. oiling and greasing of SEJ, checking and re-tightening of fastenings at SEJ
(ii) Foot Plate Inspection and other sleepers.
- Once i n a m o n t h
Gil) Rear vehicle/brake van Inspection 4 Not required (b) Replace missing fastenings not requiring lifting or slewing of track and tighten loose fittings.

Isl/IV) Points 3- crossings - AS S t i p u l a t e d for conventional tracks. (paragraph 404. Volume 1 Of this (c) Ensure that all creep anchors butt against the sleepers. I n case of large scale displacement o f
anua. anchors report shall be made to Gang Mate or HeadMate or SAEtWay) 0r SSAE(Way).
(VLEUNE lnSpection - Shall be carried out by SSAE(Way) and SAE(Way) once in six months by (d) Greasing of ERCs on 20 concrete sleepers (80 ERCs) every day as per the procedure detailed in
re Ion. this Manual (Annexure 404(d)). For completing the work o f greasing t h e Keyman will seek assistance
from the gang. as necessary.
(vi) Foot Inspection - By SSAE(Way) and SAE(Way) such that the entire section is covered between
them. once in six months. (e) Keep watch of unusual behavior of LWR. 0 n noticing any buckling tendency or damage to track.

(b) The inspections scheduled in sub~paragraph (a) above. are in addition to the inspections of action shall be taken to protect track and report the observations to nearest Station Master and
different aspects of LWR as detailed in this Manual SSAE(Way).
(f) K e e p sharp look out o n winter mornings for any rail fractures. O n noticing a rail fracture, the
603 Records of LWR
keyman shall take prompt action to protect track and carry out emergency repairs to permit the
O n sections laid with LWR, t h e following records, i n addition to the records for conventional track. restoration o f traffic promptly and report t o nearest Station Master o r SSAE(Way).
shall b e kept:
606 Gang Mate and Head Mate
(a) For every LWR. SSAE(Way)
shall maintain a permanent record of unusual behavior of switch
expansion lotnt. movement o f breathing length of LWR. and other occurrences i n a LWR Register. They shall have the following special duties o n LWR track:
This record shall be maintained as per the format given in Annexures 603-1 to 4. (a) Carry out maintenance work under personal supervision, provided they have valid competency
(b) SSAEONay) shall be responsible for keeping the LWR Register up-to-date. and on his transfer certificate to work on LWR.
shall hand it over to his successor.
(b) Carry out authorized track maintenance work (Annexure 125).
(c) For the purpose of recording maximum and minimum rail temperatures in the format at Annexure
(c) Maintain equipment in good condition. and inform higher officials about defective equipment
603-2. one representative LWR i n t h e jurisdiction of each SAE(Way) shall be nominated b y Chief
requiring repairs.
Engineer. T h e maximum and minimum rail temperatures shall b e recorded for the nominated LWRs.
using rail thermometers. T h e other LWRs i n the section of the SAE(Way) will b e deemed to have the (d) Ensure that hot weather patrolmen turn out o n duty during the specified patrolling period and
same range of rail temperature. carry out the patrolling duties correctly.
(d) A n indication plate shall b e fixed o n t h e seas at each switch expansion joint showing the date of (e) Remain vigilant during hot weather and order patrolling if the temperature i s likely to reach
desiressmg. t h e destressing temperature t... or to and the length of LWR. td+20°C and report any unusual occurrences o n LWR t o SSAE(Way).
(e) Observations of the gaps at switch expansion joint and movement of fixed portion of LWR shall (t) Take prompt action to protect the track i n case of rail o r weld fracture(s) and carry out emergency
be recorded by SSAE(Way) or SAE(Way) as per paragraph 601(c)(iii). and the record shall be kept repairs to allow restoration of traffic promptly and report to nearest Station Master or SSAE(Way). .
on the format in Annexure 603-3&4. The movements of switch expansion joint and LWR shall be
recorded at the maximum and minimum rail temperatures of the year. (9) Take immediate steps to secure the safety of the trains as perAnnexure 606(9) if it is considered
. that track is likely to be rendered unsafe.
(t) When the movement i n fixed portion of LWR exceeds 2 0 mm. full investigation shall be carried
out t o determrne the causes and r e m e d i a l measures shall b e taken. (it) During the period of consolidation(paragraph123). char maintenance work has been completed.
1» - if the temperature exceeds t¢+20°C. impose temporary speed restriction and post watchman.
(g) Assistant Executive Engineer will analyze the observations on each LWR in his jurisdiction and
give a certificate a t the e n d o f t h e LWR register before the onset of summer regarding satisfactory (i) Make u p shortage of ballast at vulnerable locations and report any ballast deficiency or
. behavior o f all LWRs. “ , disturbance of track to SSAE(Way).
.

(h) Divisional Engineer will scrutinize the observations on each LWR. initial each page and send (j) Inspect switch expansion joints and LWRs frequently, specially during the hottest part of the
.‘i
1.

exception report t o Chief Engineer. for further guidance o n points a s necessary. midday in summer and report any unusual occurrence to SSAE(Way).
l
. 604 Staff Duties and Responsibilities (k) Ensure that workers under their charge have knowledge of working on LWR track.
l
The special duties and responsibilities o f permanent way staff responsible for the maintenance and (I) Introduce cold weather patrolling when instructed by supervisors.
repair o f LWR track are detailed below.
2i 507 Sub Assistant Engineer (Way)
.-i . 605 Keyman
:45
SAE(Way) shall have a thorough knowledge of the requirements for proper fundioning of LWR and
The keyman shall perform the following special duties on LWR track:
Ste limitations and precautions laid down for work on LWR. He shall keep in possession at all times

54 55

au
”$521344”.i ... . ,
.351

2y: 4-
 this Manual posted up-to-date. and ensure that the instructions for the maintenance of LWR are (c) Review the LWR Register to check on the reasons for any unsatisfactory behavior. and give
strictly followed by all staff under him. in addition SAE(Way) shall perform the following special duties directions to his staff to take remedial action in a timely manner.
on LWR track:
(d) Bring to the notice of the Divisional Engineer any work pertaining to LWRICWR which is beyond
.

(a) Supervise all track maintenance work on LWR for which h e is responsible. his capacity to deal with and any other item which he considers necessary for safe functioning of
(b) Inspect LWRICWR in his jurisdiction frequently. especially during the hottest part of the day in
LWRICWR.
s

summer to look for unusual features. tendency for buckling. and check patrolling. (e) Ensure that staff is fully conversant with their responsibilities for laying and maintenance of
(c) inspect gaps at switch expansion joint and movement at center of LWR and record observations
LWRICWR.
in a LWR Register as per Annexure 603 1 to 4. (f) Ensure during inspections and review of LWR records that the inspections. safety measures and
‘

maintenance of LWRICWR by concerned staff are done in accordance with the provisions in this
(d) Make arrangements for patrolling of track in hot and cold weather and post mobile watchmen as
Manual and the Way and Works Manual, and as per instructions issued by the Chief Engineer.
and when required. Ensure that patrolmen and mobile watchmen are issued proper equipment for
_

carrying out patrolling. (9) Certify that LWRICWR in his jurisdiction are behaving satisfactorily. and arrange to send the
.. . . t

(e) Carry out repairs and restoration of traffic in case of accident. derailment. buckling. wash-away.
LWR Register for scrutiny of the Divisional Engineer once a year before summer.
and rail fracture. (h) Ensure that the stores. supplies and equipment needed are available with the staff responsible
t

for the maintenance of LWRICWR. as required.

v

(f) Carry out destressing. welding and other maintenance operations on LWR within the block time
‘
-

taken. 610 Divisional Engineer

.
I
W‘

(9) Ensure that all maintenance staff is fully aware of their duties and responsibilities with regard to The Divisional Engineer shall be responsible for ensuring that Assistant Executive Engineers and
1

maintenance of LWR. supervisors working under him are fully conversant and comply with provisions of this Manual and
l
.
'

such other instructions issued by Chief Engineer. The Divisional Engineer shall b e responsible for the
(h) Can'y during inspection a pair of joggled fishplates. clamps. rail thermometer, feeler gauges and
l
r

following additional responsibilities relevant to LWR track:

one meter straight edge.
yr

(i) Record rail temperatures. destressing temperature. minimum and maximum rail temperatures
(3) Ensure that proper arrangements are made for training of staff working on LWR. and that such
‘
r

sections are manned at all times by qualified staff.

and also periodically check the rail thermometers used for recording rail temperature with reference
fim

to standard thermometer (b) Make arrangements for sufficient quantity of ballast required for LWR sections.
W

(j) Carry out all operations of maintenance on LWRICWR under his personal supervision. in case (c) Arrange for carrying out preliminary works in time for laying LWR. give timely sanctions. and to
Head Mate or Gang Mate possessing valid competency certificate is not present. procure all equipment required for laying and maintenance well in time.
:

(k) Impose speed restriction in case the temperature exceeds t¢+20°c after maintenance work has (d) Ensure that traffic blocks are arranged for laying. maintenance and destressing of LWR. duly
been completed on LWRICWR for the period of consolidation. considering the stipulated range of temperature necessary for the various operations. including repair
and restoration of track following rail or weld fractures. buckling. derailments. breaches and others.
tA

(l) Ensure maintenance of the ballast section and arrange to recoup ballast before the onset of
.

summer. (e) Specify the coldest and hottest months in which fortnightly observations of gaps at switch
Senior Sub Assistant Engineer (Way) expansion joints and movement of LWR in the fixed portion are to b e done by staff.
608
;

(f) Carry out inspection of at least 1 0 percent of the breathing lengths and SEJs on LWRICWR in
SSAEMay) shall be responsible for all duties mentioned above for SAE(Way). and'In addition be
.»

responsible for the following:

their respective jurisdiction in a year and record the behavior of movement of SEJIbuffer rails and
compare with the HYSTERESIS CURVE. which should be remarked upon by them in the LWR
s

(a) Arrange track materials and equipment required by staff for the maintenance of LWR. Ensure register. The inspection should b e prioritized a s 5 percent during the hottest and 5 percent during the
that the materials are properly distnbuted and kept In good order. He shall arrange to recoup the track
e

coldest months of the year. The stretches of LWRICWR for inspection should be selected in rotation
materials well'In time. ‘_ from year to year.
c.

(b) Maintain record of each LWR in a LWR Register as per the requirements of this Manual. (9) Scrutinize LWR Registers for his jurisdiction every year in the month of February and record his
a

Up-to-date the LWR register and hand it over to his successor. ' certificate about satisfactory behavior of LWR He shall refer details of LWR(s) to Chief Engineer for
609- Assistant Executive Engineer (AEN) guidance. as necessary.
r

The AEN shall have the following additional responsibilities on LWR track: 611 'DOs’ and 'DON’T3' for Staff for LWR Maintenance
tg

(a) Inspect all switch expansion joints/buffer rail and movement at center of LWRICWR and the (a)Responsibilities
-

breathing lengths at least once in three months specifically covering the hottest and coldest parts of In order to ensure the LWR track is maintained efficiently. economically and safely. the following DOS
s

the year A record of the inspection and observations shall b e kept in the LWR Register. f” ~ ‘ j and DON'Ts are for guidance of and compliance by waymen. keymen. gang mates and Head Mates
y
e

(b) Ensure that systematic records of history and maintenance of LWRICWR are kept by the ;_ as applicable
-

Way) .
x

‘ (b) i tIs the responsibility of SSAEISAE(Way) to ensure that the permanent way staff employed on the
maintenance of LWRICWR are givennecessary coaching'In the performance/precautions relating to
mi

57
 the DOs and DON'Ts. The coaching and on the job training should be demonstrational so that staff is - slewing of track,
able to follow and act in accordance with the 00s and DON'Ts. as and when necessary.
0 lifting of track. and
(b) Important 005 for LWR Maintenance
o improper packing.
(i) Check and carry LWR equipment daily. Each Gang Mate/Head Mate should keep two sets of
(xxii) Know what action is to be taken when there is
joggled fishoplates. 2 clamps, one rail then'nometer. special 1 meter long fishplates. rail closure buckling or rail fracture in the track.
pieces, one straight edge and one teeter-gauge. The thermometer should b e regularly checked with .7
1“ regular
(xxiii) ly tighte
Ensurned.
e that all bridges and its approaches
a standard thermometer kept in SSAE(Way)‘s office. i ete fittings
have compl ' at all times
' and are
(ii) Know the ta of your section/LWRs. (c) Important DON ’Ts for LWR maintenance
(iii) Keep the ballast section full and in compacted condition particularly in cribs and shoulders. (i) Do not touch the track unnecessarily unless specific
ally instructed by SSAE( Way).
Deficiency in ballast shall be brought to the notice of SSAE(Way).
(ii) Do not undertake through packing after the onset
of summer months.
(iv) Keep close watch on pedestrian and cattle crossings, where the ballast is always disturbed.
Make up ballast deficiency promptly. (iii) Do not open shoulder and crib ballast at one and
the same time.
(IV) D o not t l y to M t the
(v) Get switch expansion joints oiled and greased once in a fortnight. hack While packlll
g Sleepers 0 | ' 0 ' t e p l a c l l l g l a s t e l l l " S a l l d do n o t
g c U I Id a l l a k e

(vi) Check the gaps of switch expansion joint at extremes of temperature.

(v) Do not open the. track for more than 30 elsepers in
(Vii) Train men in detecting buckling. rail fractures etc. and protection of the trains in such cases. ' a stretch. K e e at least
sleepers between adjacent lengths opened out.
p 30 fully boxed
(viii)Keep the patrolling equipments always handy and start patrolling of track as soon as (vi) Dover
whiche notis open
later, the adjacent length till the p assag e of
temperature exceeds u+2o°c which is marked on the thermometer in red. 20,000 tonnes of traffic or two days,
wwvmw—n-a.‘ \‘i. < m‘mcmvvw

(ix) Commence patrolling a s per schedule laid down for the prescribed periods. (vii) Do not renew more than one sleeper in a stretch
of 3 0 sleepers at a time.
(x) Keep sharp look out for severe alignment defects in summer. Protect the trains and report to ELI: gigggenot renew fastenings not requiring lifting on more than one sleeper
supervisors. in a stretch of 15 sleepers

(xi) Keep the anchors wherever provided always butting against the sleepers. f. ;
5;}
. ’
22m?) not renew fastenings requiring lifting on more than one sleeper in a stretch of 30 sleepers
at
(xii) Renew fittings only on one sleeper at a time {£1 ‘
j '

- (xiii) Ensure that fittings are tightly fitted at proper places at all times.
1
(x) Do not allow loose. missing or ineffective fastenings to remain
. . .

in track.
(xi) Do not neglect checking and attending to the breathing
(xiv) Pack loose sleepers without lifting or opening track in summer. lengths of LWR. once in a fortnight.
(xv) Attend only one or two sleepers at a time for adjusting fittings while removing a kink. (xii) Do not lift track by more than 50 mm even if tempera
ture is within ta

(xvi) Confine essential maintenance to period when the temperature is below t¢+10°C. 612 Training

(xvii) Impose speed restriction if temperature exceeds ta+20°C during consolidation period. (a)A
Arrangeme
. nts
_ for.training of all permanent way staff workin '
Chief Engineer in Railway Training Academy and/or Divisions.
g on LWR sections shallbe m
ade by
(xviii) Pay special attention to switch expansion joints. breathing lengths. curves. approaches to _
level crossings. un~ballasted bridges, horizontal and vertical curves. (b) it is imperative that only staff trained in the laying
and maintenance of LWR shall be posted on
LWR sections. Keyman and Gang Mate who possess valid competency
(xix) Keep the rail thermometer with proper markings with limiting temperature ranges thereon in ‘ - shall be posted on LWR section. in the case of Head certificate issued by DEN
proper working order. Learn the limits of temperature restrictions as marked on thermometers for
Mate, SAE(Way) and SSAE(Way) the
,- competency certificate shall be issued by Railway Training
Academy or other suitable authority as
various operations. ’ years
*= may be
orstipulate
less. d by Chief Engineer. The competen cy certificate shall
be revalida
‘ ted at interval
' s of 3
(xx) Check that reference posts at switch expansion joint and at center of LWR are correctly
maintained. '
(c) Special training of staff in alumina-thennic welding of rail
' jOIMS
' ' shall be arran ed b Chief'
Engineer. The competency of such staff shall be ensured by
(xxi)Know that the following six items are important and care must be taken to avoid buckling: periodical testing. 9 y
(d) §ince track works are being increasingly outsour
. missing and loose fastenings. ced to private sector contractors. it shall be
Jdesrrable that the contractors‘ representatives should undergo
suitable training courses in
o shortage of ballast. .Precautions for Safety of Track' under arrangements which may
be decided by the Chief Engineer.
Only
, such of the contractors' representatives who hav successfullunder one th
- misalignment in track. allowed to work at track sites.
y g e courses shall ne
58
59
 Annexure 104

”
613 Organization for Maintenance BREATHING LENGT H
1. in paragraph 104. the length is defined as the length at the ends of LWR, which is subjected to
(a) The heavier track structure and restrictive practices for proper and safe maintenance of LWR
expansion or contraction of rail on account of temperatdre variations.
have made maintenance with more productive heavy on-track machines a necessity.
2. Breathing length in LWR may b e calculated as follows:

(b) To meet the special requirements of maintenance of LWRs on prestressed concrete sleepers L = AEaT/R
and steel trough sleepers with elastic fastenings the conventional track maintenance organization Where L = breathing lengthin meters; A = cross section area of rail (cmz). E = modulus of elasticity for
shall be restructured. steel (2.15x106 kglcmz); a = coefficient of linear expansion (1.152x10‘5fC; T = range of temperature
variation; and R = ballast resistance (kg/mlrail).
(c) The conventional permanent way gangs for manual maintenance shall b e reorganized taking in
3. Based on information available on the subject. the values of ballast resistance for various track
to account the possibility of combining existing gangs in to mobile maintenance units that are well
structures are given in the table below.
equipped and are more responsive to the maintenance needs. including emergency repairs.
_. M éléener Rail LA Béii§;:i?<;;.siance'(kg/maternal)
(d) Chief Engineer shall issue appropriate instructions for the setting up of the mobile maintenance
units which are equipped a s necessary.
Type Density _ . BG MG '
f_‘i‘eks‘c (sleepers‘lltmifl
166° _....- , , : 2 6 “ ; f .. 1.3%, :.
(e) The mobile maintenance unit shall be provided with equipment for mobility and small machines
for carrying out various repair and maintenance works eff CIently 1 3 1 1 5 4 0
52kg 1323

M
( 0 Proper training of staff in the repair and maintenance of modern track structure and in the use of l 90lb
75“). . ‘ r
on-track machines and support eqiripment shall b e a n essential prerequisite.

ST 1540 52kg 1214

90lb 1214
75'”
t ._ W... _ _._...W: _.._, __
Note:(1) in column 3, 52 kg and 90 lb refer to 52 kg/meter and 90 Ib/yardrails.(2) it is cautioned that
the values ofballast resistance are theoreticaland at best only indicative. It is however; of the utmost
importance that these values for various track structures are validated in the field through
observations and measurements of the long welded rails already laid in track. This will need to be
done over a period of time so that the maximum variation of rail temperature may be taken into
consideration.

-
m a m a - 2 "W . -
3. For assessing the breathing length the temperature variation has to be estimated. 0 n Bangladesh
Railway, the mean annual rail temperature has been taken as in = 295°C in the past. This also
appears to be the average for the whole area covered by the BR network. Field records also indicate
that the maximum rail temperature is not likely to exceed about 60°C. based on maximum ambient

‘ ¥
temperature of about 45°C. in, case destressing is carried out within in. + 5°C to in. + 10 °C. the
maximum variation in temperature would be less than 3 0 °C.

4. Assuming temperature variation of 30°C. and under the above mentioned conditions of ballast
resistance for tracks on prestressed concrete and steel trough sleepers the theoretical breathing
lengths are given in the table below. '

6|
60

3 j . t;
_
 Breathing Lengths ANNEXURE-125
Sleepers perTy-pe'of I U .. Breathing length (in meters) g ' LEVEL O F SUPERVlSlON

zkm Fsleeper Broad Gauge Meter Gauge

52 kg Rail ’ - 90lb V 90 lb 75lb No . Nature . ' Level of

”:52:“““ Psc “ ' "'37 3'; "'15: 43 ‘ .

1
of Work
Maintenance a) Mechanized
DetaIls Of Work ; Supervision
% SSAEISAE(Way)
tST
‘ 41 35' _. I i i V £92 operation Tamping i
Liliing (general lift) i
1660 iiPsc 36 '31 50 42 Alignment E
‘éi—‘” A 39 534 106 i' gas Minor alignment of curt/es :
Deep screening ;
Note: (1) The above stated breathing lengths are only indicative and in actual " Gang Mate
b) Maggi
practice may vary with site conditions (2) P S C = pre-stressed concrete sleeper, S T
Packing
-
= steel trough sleeper. (3) Cross sectional area o f reds Is: 52 k g = 6 6 . 1 5 cm’, 9 0 l b —
Alignment
57.45 cm’, and 75 l b : 47 71 cm2. Head Mate
c) Liking/Lowering of track
SSAE/SAEMEY)
d) Litting, aligning. packing etc., in case of
5. Readers are cautioned that the breathing lengths may vary greatly at site. Breathing length is emergencies at temperatures higher than
inversely proportional to the longitudinal ballast resistance. Longitudinal resistance of the ballast in those permitted
the track depends above all on: the kind and condition of rail fastening t o the sleepers. type and
2 Rails. a) Ensuring that all creep anchors butt Keyman
spacing of the sleepers. kind, quantity and degree of the ballast consolidation. The resistance can
sleepers and against sleepers during daily rounds
also be influenced by temperature. humidity and ballast pollution a s well a s track maintenance. In a
fastenings b) Packing or renewal of single isolated Gang Mate
freshly tamped track the ballast resistance may decrease. and b e restored only after consolidation.
sleeper not requiring lilting or slewing of
Therefore the theoretically calculated breathing lengths In the table above are at best indicative and
track _ Keyman
must be validated by actual observations of the movement of the ends of LWR track.
c) Renewal of fastenings not requiring litting Gang Mate
d) Renewal/recoupment of fastenings
requiring Iifijng Head Mate
e) Casual renewal of sleepers and
fastenings over long stretches Head Mate
f) Renewal of defective rails SSAESAEMaY)
_g_) Carrying out welding of rail joints at site
3 Ballast
a) Making up shortage of baHast in Gang Mate
shoulders at isolated places i
b) Replenishment of ballast 8. checking SSAE/SAEMEV)
ballast section before the onset of
summer Gang Mate
0) Screening of ballast other than deep
59.99a Head Male
d) Deep screen.
. it};
4 Curve a) Minor realignment of curves ' Head Mate
realignment b) Major realignment otcurves under special
i I I‘ ”s from AEN SSAEISAE(Way)

63
 “ s lta
“ .
2a m- as!"
'p
.
ANNEXURE 1 26

5
SCHEDULE OF TEMPORARY SPEED RESTRICTIONS

A
§
s
No Nature . Level of

§
’ ' ay r .m
:1
‘
. of Work 7 Details Of Work Supervision

rr
a
5 Hot weather a) Imposing speed restriction ifthe temperature Gang Mate Speed Restriction in

"
: “n. c w
work exceeds M20°C atter maintenance work is ltmlhour

\
completed, manually or by machines o f Track ,

. '7
Conditions

,
b) Organizing hot weather patrolling during BROAD METER

:
15 ; .M “ s 9 W ;y»
summer months SSAEISAEMay)
"0- GAUGE GAUGE

, ‘. , f ‘l:.‘
0) Ensuring that hot weatl'rer patrolman turnsout
1 When 1 meter long special fishplates with screw clamps 30 30
promptlyforduty during the requiredperiod of Gang Mate
patrolling and during other periods when rail orjoggled fishplatas with bolted clamps are used at a

fi%.
. temperature exceeds tu+20‘c
temporary rail joint and there is 24 hours watch.
d) Hot weather patrolling. watching stability of

j1
”When other clamps are used at a temporary rail joint. IL 20 J 20

-
track. presence of large number of sleepers I 2
with defective packing. alignment of track. H0! weather 30 30
3 When sleeper fastenings on altemate sleepers are

fi
checkingiftheprofile of ballast:is disturbed, Patrolman
tendency for lateral/vertical defamation of loosened before distressing.

.5.)
k
track -
At fracture alter emergency repairs are completed:-

7
4
e) Inspectionin summer months andchecking on
Sop Dead a Stop Dead&

fi
the working of hot weather patrols Frrst train
SSAE/SAEWVay) Subsequent trains 10 1O

. fi
20 20
6 Cold weather Cold weather patrolling Cold wed‘er

.
patrolling Patrolman Sop Dead & Stop Dead8.
5 After emergency repairs to track after bucklingz-
| 7 || Destressing— I All operations regarding distressing ILSSAE/SAerway) I 10

e
First train 10
8 Rail fracture a) Emergency repairs Keyman! 20 20

.
Subsequent trains
Gangmarr
b) Temporary repairs Head Mate 6 Speed restriction during consolidationperiod of track.

«an».
4
c) Permanent repairs SSAE/SAE(Way) after regular track maintenance operations when rail
9 Buckling 3) Protection of track and secure safety of Patrolmanl

.
temperature exceeds t¢+20'C:
' trains in case of budding. rail fractures. or any Gangmanl Gang

:
abnormal behavior of track Mate
DWhenshoulderandcribcompacticnhasbeendone
b) Emergency repairs SSAEISAEMay)
c) Permanent repairs SSAEISAEMay) , '50 40
ii) When shoulder and crib compactionhas not men

-
10 Emergencies Action in use of damage to track following SSAE/SAEMay)
done

a
derailments, breaches etc
11 Inspection St a) Checking of SEJ. oiling and greasing and Keyman 20
-
30
checking re-tighteninglrenewalof fittings once a r
fortnight
b) Inspection of SE! SSAEISAEMay)
d

Note: Hotand ColdMamerPatrolmenshouldbeaware cflheirdutiesandshouldbe drawn, as faras

u

possible, from thepermanent way gangs.

65

V.
.7 Jééifimcrcw‘fl
' 1 5 : » é fi l r - é i i r e i
13¢!”e
W,g:.-.~rruu:-r.\,.~> s' an -.
_

?
.

i
Annexure 130(d)
4. inadequate Lateral Resistance
-

n :
BUCKLING OF TRACK — CAUSES AND PRECAUTIONS
:2.
.

1. introduction (a) Ballast under the sleepers contributes to the lateral strength of the track by friction at the
Generally, buckling of track occur when t h e compressive forces i n t h e track overcome the underside of sleepers. The ballast in the cribs and the shoulders also builds up the lateral
.

strength of LWR track. The stipulated ballast profile should be ensured at all times. Special care

.
available lateral strength of the track (contributed by he rails. torsional rigidity of the fastenings
and the ballast). At times. the buckling of the track under the influence of the compressive must be taken at locations (such as pedestrian! animal crossings) where ballast may become

.u
disturbed. b y building ballast retaining walls and/or providing proper crossings.
.

thermal forces in the rails is aided by lateral forces exerted by the wheels of trains passing over
the LWR track. Any misalignment in the track may also be a contributory factor to the process of
.

buckling (b) It must also be ensured that the ballast in cribs and on the shoulders is well compacted and

.t
consolidated.
2. Causes of buckling

t_Jr
.

The track may buckle or tend to buckle under any one or combination of the following 5. Impact of Maintenance Operations
..
.

circumstances:
.

(i) Failure to adhere to the temperature ranges specified for maintenance and destressing of

%
(a) The lateral resistance is important not only in the area of track buckling, but also in the ability
LWR.
_

«
of the track to maintain its lateral geometry (its alignment) over time and traffic.
(ii) Inadequate resistance to longitudinal. lateral and vertical movement of track due to
. .

deficiencies in ballast section and/or inadequate ballast compaction.

_“
(b) A phenomenon associated with the lateral resistance of track i s the effect of a disturbance to
(iii) Missing and ineffective fastenings that shall result in loss of resistance to creep and torsion.
the track. such as the type causedby track maintenance. Tests on sleepers in track have shown
u

(iv) Excessive settlement of formation (of LWR).

5“. that lateral resistance is strongly influenced by the disturbance of the track through
(v) improper functioning of switch expansion joint
.

maintenance activities such as tamping. and also by the level of traffic consolidation. Tamping
(vi) Misalignmentl unevenness in the track a 5
reduces the lateral resistance of the ballast to less than half of its original value, and even alter
;

t6
(vii) Slewing of LWR
the passage of over two million tons of traffic, the track had not reached its fully-consolidated
(viii) Lifting of LWR.
(pre-tamped) state. This i s depicted i n Figure A130(d) - 1 below.
These circumstances with preventive actions have been discussed in the paragraphs below.
3. Non-adherence to temperature restrictions (c) It is because of the reduction of lateral resistance of track following tamping and other

“
(a) This could arise on account of the following: maintenance operations that speed restriction is placed on the track following maintenance.
(i) Use of unreliable] inaccurate thermometers. This should be obviated through regular particularly in hot weather. until sufficient traffic passes over the track to restore its strength.
checking and calibration of the thermometers with the gangs with a standard thermometer at
Determining the appropriate level and length of speed restrictions depends on a good
with SSAE(Way). The gang mates should be educated about timely detection of faulty
thermometers by comparison of the thermometers with me neighboring gangs and with those of understanding of the lateral strength and resistance of the track structure.
SSAE/SAE(Way). The SSAE/SAE(Way) should carry spare thermometers during his
inspections for replacing faulty ones on the line.

:
(ii) inadequate care o n the part of the permanent way maintenance staff to conduct the work of
laying, destressing. maintenance and execution of any special work or repairs within the
specified safe range of rail temperature. Maintenance operations or works on LWR tend to
decrease the lateral strength of the track. When the rail temperature is higher than the j
temperature at which the LWR was destressed. high compressive forces are already built up in
the LWR segments and any maintenance operation that weakens its strength would tend to
W

distort t h e track which will b e evidenced by buckling. I t i s for this reason that during periods of
high rail temperature, patrolling of track should be done so that any visual indication of kinks and
buckle could be detected well in time for ensuring safety of traffic.

67
~
f
 a - rl . ~ym m ~t , . ~ .,
f
1500’-

“I \ B E F O R E TAM PING
e reasons the buffer rails should be main
g properly as per the guidelines given in this tained
o. o0"°"ouo Manual.
‘
35- ' .0" iiusmw
NE MONTH 9. Misalignment and/or unevenness
‘°°° ’ ’6

.i h!
m7: (a) The track may develop misalignment

W
3- in course of time. The misalignment may
straight as well as in curved alignment occur both in
3' U
"
ONE WEEK AFTER TAMPIIIG . Whereas well aligned track can resis
t a higher

1 w
l- o

:
.
in; .9
must be maintained to high standards.

-. !.
3;“
IMMEDIATELY

M
:_,5 500 (b) Misalignments in track may also resul
\AFTER nurture t if welding (both flash butt as well as alum

u
is not executed to correct alignment. Due ino thermic)

i -»"-i1 . I; -:: -a_i

care should be exercised at the time of weldi
a rails to ensure correct alignment of the welde ng of the
d rails.
fi 10. Slewing and Lifting of LWR Track
5 (a) When making corrections in alignment
within the allowed range for rail temperatu
be ensured that crow bars are anchored re. it must
in ballast at an angle not exceeding 30°

r_M
<i
vertical. in this way it shall be ensured that from the

i3
l i.i - «
:0. . i slewing does not lift the track.
~ 5‘ '
. ' =

10
.L
i (b) As mentioned above. lifting reduces
the lateral resistance of the track and
may result in
”T53;AI. DISPLACEMENT

t,
conditions conducive for buckling. The follow
ing precautions need to be taken during
SLEEPER (mini lifting:

j -~fl.
(i) Lifting or aligning of track should be unde

-.nA3
rtaken only if the rail temperature is withi
during the time period the work is cante n td + 10°C
Figure A130(d) - 1: Lateral Ballast Resistance after Tamplng and Ballast Consolidation d out and up to the time period of consolida
tion.
(ii) Lifting in excess of 50 mm should not

'
6. lneffectiveness of Fastenings be carried out as a part of regular main
tenance.

a . i
'- ‘ 5 must have adequate toe load In
tenin ' order to provide . .
. the. necessary creep (iii) Lifting in excess of 50 mm shou
__ ld be done in stages. allowing adequate
gisfaiigetgatie
between successive stages of lift to allow
raislls. In addition the fastenings contribute tn?“tc;r:(sion:ilr"”9121iétya'g'flitt3l'1i(e)fr£ahi:a time interval

2:
for full consolidation of the already lifted
sleeper combination‘ ' a s a frame structure . This is . an importan
It ustnbeion 0
ensured .
that fastenings layers.
(iv) After lifting consolidate the track using

r5 u . , :
r the influence of high compressrve forces. in . .. crib and shoulder ballast compactor.
:gigfigetdng: all the sleepers. The fastenings should alsobe'dnven to the correct posrtion 11. Safety Measures at Turnouts in LWR/
for full realization of toe load. creep resistance and torsronal rigidity. CWR
(a) In the turnout. the full longitudinal force
7 . Excessive Settlement of Formation in LWR/CWR track must be dissipated by
longitudinal track resistance on the ballas activating the

:
‘ which ‘ supports the track structure. If the formation yields under the track.on t bed. Considering the magnitude of
' ation and the average longitudinal track resist the longitudinal force
ggflfitfgrfmuneven
settlement. the track structure may tend to be afloat
on'mefof‘mrl: ance. the longitudinal force would b e dissip
,r r
length of the turnout and beyond. ated over the full
thereby reducing the ballast resistance. In this Situation thermal compressive -
induce buckling of track. I (b) The transfer range of longitudinal force in
the tumoat a n be subdivided into three
component
;

8. Improper functioning ' ' of the SEJ and Buffer Rai 5 . sections from the point of view of track
stability. Thes e are Section I cove
adjacent track. Section It covers the crossing and wing ring the switches and
. a . w “;

( ) Switch expansion joints are designed to permit expansron at. the ends of LWR under thef rails of the turnout. and Section lll exten
aoti tracks at the back of the crossing ofthe tumout. These ds to
of hi h rail temperatures. It for want of lubrication, excessrve movement or J a m m i n g ot sections are depicted in Figure A130(d)
goes below.
SiegriEJ it not allow the LWR ends are restrained, compressrve forces would build up a
the ends of LWR, which may tend to buckle theLWR.
;
" E.

68 69

V.
‘t . . ,__..i.
. ; _o..~ » ,
- r. _ . ., . . . . .... .—
. , ,. ‘ ».. . , t v M _ e - : : r r n
 ”
—

.
—o-—
1

- — . . - l -
Annexure 204(d)(iv)

_ . . _ .' . ,. . . . . _ '

-
UbiN AL FORC E ' CRITERIA FOR WELDING EXISTING OR SECOND-HAND RAILS IN TO LWR

4
watt?”
.—

.u, - “« . s . w ,.'«. wJ2'- V ',‘ u m s ‘ x s ,

_
—
.aF—F—
1. The rail joint is the weakest link in track. and requires the most effort for maintenance. in order to

.—..- . _ . .

.
IlL Ll [ I t

t - .....
.. l
_
‘_ improve tracks and reduce maintenance costs. existing rails in track shall be welded in to short

.
‘ ill 3P

_
- welded rails (SWR) and long welded rails (LWR) wherever possible. For quality control a s well a s

_
li ~
1

economic reasons it is important that before welding, rails in existing track or second-hand cascaded
Layout pla n rails meet the criteria given in this Annexure.

‘M
2 . Obsolete rail sections and rails older than 50 years shall not. normally, be welded except when

>. ‘ = :
necessary for security reasons. Existing rails in track that have residual life of at least 10 years may
‘SECTION K /p be welded in to LWR.
SECTION SECTION

. ," . .
6 3J3
R 3. Rails which have hogged or battered ends or have a history of cracks in fish-bolt hole region,
J' ICW
VIOR 0 F LONGITUDINAL FORCE IN LWR

1 : " : T K D - 7 W ‘ 1 v!f t r w ;
shall be cropped before welding into LWR.

1
BEHA 0 N TURNOU T SEC TlON

. -“ ‘
4 . The end bends of existing or second hand rails shall be within +0.5 mm and-0 mm in verticaland

3
+ 0 . 5 mm in lateral direction. when checked with one meter straight edge a s shown in Figure below.
al Forc e in LWRJCWR on Turnout Section
Figure A130(d): Behavior of Longitudin

5
< 1 "
‘: 2:33:23
gth and its large paneflrorigidity. Sfetchtiofl

c‘
(0) Because of its large track lateral stren 0 ‘e f . tumom
me
' of the transfer length to
' ning . .the _ 9 area
Secti' on I extends from the begin

‘
ble condi tions in these sectio ns
. 0h dan emus.
unfavora_
and Ill have reduced safety Because of .ermo re. In t e g
.
' g maintenan ce work. Furth
‘

...
'ncreased recaution ‘ s are necessary durin bed.
be Incre ased by Widen ing the balla st
Isections
I apnd Ill. the track lateral strength should

;
w‘ ‘
12. Concluslon

’
er functioning of

,
in the foregoing paragraphs is that prop
The clear message from the discussion

. 2
guidelines and
and meticulous compliance with the
'the elements of LWR track structure. '
Impo rtant for the. satisf . and safe
actory
' tena nce of LWR track are

_
' in the main
and maintenancfieogf
pfgfizfie of LWR track. It is important that the instru ction s for the layin
and spirit to ensure safety of LWR at all
g
times 0 opera . "STRA IGHTEDGE RMEND
EWR track are complied within letter _L
___STRA|GHT EDGE
1.0M

5 . Rails shall be free from corrosion or excessive wear. Theheight of rail and width of railhead shall
not be less titan the values given in Table below.

7|
70

why-13y: ; a"... 3:?2; 3 5 1 - .

- 'vu m; A;4 ‘ "“1“"! it? a :4 “51‘3“

94.442335 L3 I;
.(

43:; ,;
 _ Annexure 311(c)
GAPS AT SEJ FOR VARIOUS RAIL TEMPERATU
Rail Normal Height of Minimum Height Head Width of Min H e a d \Mdth of RES AND TRACK STRUCTURES
1. The gap at SEJdepends on following factors, which
have been explained in the pamgraphs below

-
Section New Rail (mm) of Old Rail (mm) New Rail (mm) Old Rail (mm) (a) Longitudinal ballast resistance of sleepers in trac
k . I I
I 52kg II ' 156 jI’ 150 II 67 JI 61 (b) Area of rail section
(c) Modulus of Elasticity (E) for rail steel
LQOA II 143 II 136.5 JL 67 II 61
(d) Coefficient of linear expansion ((1)
for rail steel
I 90R II 143 i f 139 II 67 ' 61
_

AII (e) Initial gap at SEJ at destressing tempe

rature
I 75A I V 129 II 122 JI 62 II 56' (I) Destressing temperature of the section where gap
at SEJis required

'
. L 75R II 129 IL 126 II 62 II 56 2.' The longit
_ . udina
' l ballast resistance of track by type of slee ls

.
' ‘men in
‘ T

.
given are indicative and can vary a s per site conditions.

-‘
per be‘OW-
I 60A II 114 II 112 II 57 II 51 9 able 1 T h e values

.
Table 1: Longitudinal Ballast Resistance (R) by Sleepe
r Type and Density

'
I 60R II 114 II 112 II 57 II 51
L

u
Longitudinal Ballast Resistance (kg/cm/rail) _I

:.
6 . The limit of lateral wear in the rail head as laid down in the above Table. viz. 6 mm shall b e
METER
_...
.
.

followed subject to uniform gauge without any abrupt change. Type of BROAD GAUGE
GAUGE

.
.

sleeper

.
:

L
.

7. Before welding, rails shall be tested with ultrasonic flaw detector apart from visual inspection. so
Sleeper Density (No. or Sleepers/km) _ _I

.
1
that rails having cracks and internal flaws are excluded from welding. In order to achieve satisfactory
.

I 1310 jI 1540 j 1660 ‘IL 1540 —I

v

.
.

running on welded rail panels. rails with excessive scabbing. wheel bums. corrugations and wear of
LPSC
.

rail seats shall not be used for welding. The rail flange bottom shall be visually inspected to ensure IL 12.93 IL 13.23 j 13.74 7L

5 1.1
1.. $7.555. .x1 0 ( w
- 7
.

freedom from defects like dent. notch. and corrosion.

IE IL 11.48 WI 12.14 IL 12.68 jL —I
.

3.86
-

8 . Even where cracks or flaws have not been detected during visual or ultrasonic flaw detection. the
Iltlooden —IL
n

7.56 IL 7.97 jL 8.06 _II_

«.m.
ends of second-hand rails should be suitably cropped so as to eliminate fish-bolt holes. The rail ends
5.00 ‘I

i
.

shall be saw-cut or by using abrasive disc cuter and not by flame cutting.

.
3.
.

The physical characteristics of rails commonly

z

in use (or likely to b e used) are given in Table

2.
.

9. Second-hand rails shall be match-marked before releasing from track to enable matching of the Table 2: Physical Characteristics of Rails

'
rail ends at the time of welding. Kinks. if any. in the rails shall be removed before welding.
a

liaism Tl New WL 5 W WL atom 7

"
10. The rolling marks on the web of rails shall be checked before welding to ensure that generally
I52kg 7L 66.15 jL —IL
n

rafls of dilferent qualities are not welded together. However, in unavoidable circumstances. where 2.15x105 1.152x10‘j
.

rails of Grade 710 (72 UTS) rail chemistry and that of Grade 880 (90 UTS) chemistry are to be welded. L90A/90R jL 57.45/56.95 1L

.
2.15x105 7L 1.152.510“5

sy‘f-JTH
m

the portion of Grade 880 (90 UTS) chemistry shall be utilized for welding.
L75Ar75R jI 4771/4737 1L 2.15510e ILm szx w‘
11. While using second-hand rail panels, released from LWR sections. for secondary renewal. the
Note: These
d. values are indicati
m

ends shall be cropped to eliminate fish-bolt holes. lf rail ends do not have bolt holes. the ends may b e adopte ‘ ' ' ve and actual values based' on the type of rail' and rail- steel may be
cropped to a distance of minimum 150 mm for alumina-thermic welds and 85 mm for flash butt welds

' :
to be rov' - . . . .
from the center of welded joint to eliminate weld heat affected zone of the rail. End cropping may be 4. The a
for other ii; p 'ded at switch expansronlomt at 1.. shall be 40 mm for 52 kg/m rail and 60mm
m

suitably increased so as to ensure that rail ends are within the tolerances specified for and bends.
”

5. To find out the gap at switch expansion joint at say

rail temperature of 58°C with the following data'
12. In case of repair of fractured rail or defective widegap weld (75 mm gap). the rails shall be cut
a

1) Rail section 52kglm

from center of rail fracture or defective weld 37—38 n'tm each side for making suitable gap of 75 mm.
i
i) .
Typeofsleeper P83
provided there are no fish—bolt holes within 40 mm from out faces.
‘

iii) Sleeper density 1540 sleepers/km

ii) Temperature Range (Assumed) 76°Cmaxirmm
.

v) Destressing temperature (ta)

e

48‘C
in) Gap at switch expansion joint SEJ at la
;

40 mm '
.

72- 73
a

1-1.‘1 “ 5 5:-,.-.1‘-,:;~'1'
5 . 2 . ."""1"“*“‘ E c4151." 1'
‘n
. .51 .
5 . .
5 .5 511555.51... 1 "“‘73
51555::
i

a 2." uxrdLnaéeew 1
3
 - a .B- . , ‘ a } . . , , t . . . . . . : . .: . .J.
(a) Movement of tongue/stock rail from the stage of destresslng temperature (point '0'} to the stage temperature will be:
(e). in the same way. value of movement of ton9ue/stock at (td+l0)° C pornt
of maximum temperature (point 'A') for rising trend of temperature will be: ‘ 'P' for nsrng
' ' trend of
= AE 2ti’4'2R = 66.15X2.15X106x(1.152x10‘5)2x (58)Z+4x13.28=1.195 cm=11.95mm
=$.15)0_15x10®((1.152x105)2x(76-48)2+2x13.28 = 0.557 cm = 5.57 mm. Hence coordinate at point 'P' for rising trend of temperature will be:
Hence coordinate of maximum temperature (point 'A') will be (td+28. and +5.57). (tut-10, and -14.95 +11.95) or (td+10, and -3.0)

." A . . .
(f) The calculations above indicate that at temperature t+10‘C i.e. at 58°C. movement
of one side of
tongue/stock‘ rail for decreasing trend of temperature is +4.42 mm and for increasing
trend of
temperature is -3.0 mm.
410. A(td+23. Thus the gap between the reference mark and tongue rail tip/stock rail corner
of S E J for

—
decreasrng trend of temperatures at 58°C shall be 20*-4.42=15.58 mm and for increasing
ANSION AT THE trend of
temperatures shall be 20*+3=23 mm. Thus the theoretic range shall be 15.58 to 23 mm.
END OF L W R mm
Noter‘ The standard gap is taken a s 20 mm, to b e provided betwaen reference
mark and tongue
rail tip/stock rail comer a t destressing temperature, gap to b e provided at destressing
temperature
1: 30 mm;y then these values will be (SO-4.42) mm to (30+3.0) mm i.e. 25.58
to 33 mm,
spectrve .
TEMPERATURE
(td + 10. 3.0)

w
IN o C
' A‘I'Ti-IE'
15q an.

/ . _ ~ _ . ' «a

m
Menu “21'?”-

Figure 1: HYSTERESIS CURVE

(b). Movement of tongue or stock rail from stage of maximum temperature (point 'A') to stage of
minimum temperature (point 'B') for decreasing trend of temperature will be:
= AE 2t2+4R
' (c;
= 66.15x2.15x106X(1.152x10'5)2x(76)2+4x13.28=2.052 cm= 20.52 mm
Thus coordinate of minimum temperature (point ‘B’) will be (td+28-76. and +5.57-20.52) or (ta-48,
and 44.95). ,z’f-ifi'
(c). Movement of tongue or stock rail from stage of minimum temperature (point ‘B') to stage of
maximum temperature (point 'A') for increasing trend of temperature will be: Figure 2: Gap at SEJ as per above Example
= 66.15x2.15 X105x(1.152x105)2X(76)2+4x13.28 = 2.052 em = 20.52 mm

“
7. Similarly values of gaps for various temperatures and track structures can
Thus coordinate of maximum temperature (point 'A') will b e (t‘1 48+76. and -14.95+ 20.52) or be calculated. The gap
values are summarized in Table 3 below.
(t¢+28. and +5.57)
(d) Temperature at which gap at switch expansion joint is required is 58°C i.e. (td+10)°C, say point
‘P'. The value of movement of tongue/stock rail at (td+10)°C, point 'P' for falling trend of
temperature will be:
= 66.15 X 2.15 X 10° X (1.152 X 10'5)2X (76 -58)2-~4x 13.28 = 0.115 cm = 1 . 1 5 m m
Thus coordinate at point Vfor falling trend of temperature will be (td+10, 5.57-1.15)
.

or (two, and +4.42).

74
75
.

-‘ “"~'— Jun. .. ‘
 ‘
Table 3 : Gap Between Reference Mark a n d Tongue Rail Tip/Stock Rail Corner of S E J ANNEXURE 312(3)(vii)
for Various T RAIL EXTENSION TABLE

A,
Exiension (in mm)=La(t°-tp)

W'11:!
_
('C) . L i n meters

1 .13-1p
1 1o 20 30 4o 2.12.
50 60 7o" so 90 100
{ W } 1 i "1."
2 1 1 1 1 2 2 2 2

: : A - 5 ~A
713.74
- - 13.28
3 1 1 1 2 2 2 3 3g 3
4 1 11 2 2 3 3 4 4i 5

1~
17 17
5 1 1 1 2 3 3 4 5 5 6
171019 17to19 '75": ‘3

m“
18to21 18t021 1 1 2 3 4 5 6 6 7

'
18:023 181023 7 31 2 2 3 4 5 6 6 7 a

. ,
1 . 17
19t024 19t024 8 1 L 2 3 4 5 6 6 7 s 9

a3
191025 1 9 t o 26
201027 20t027
9 1 i 3 3 4 5 6 7 a 9 10

. u~,? “ -
211027 22t028 1o 1 E 3 3 4 6 7 8 9 1o 11

4W
2......4243131 .V ”'5
”«
231028 23:029 11 1 3 4 5 6 7 9 1o 11 13
241029 24t029
261029 26t030
12 1 3 4 5 7 a 9 11 12 14
13 1 - 3 4 6 7 9 1o 12 13 15

' . W x
28to30 281030
"1'4-
1 2 4TT5 6 8 1o 11 13 14 16
'1'
Z‘ 76—1“ 2 4 5 7 9 1o 12 14 16 17
'16
k
.i‘ . 2 4 6 7 9 11 13 15 17 18
17 § 2 4 6 8 1o 12 14 16 18 19
18 i 2 3 5 6 8 1o 12 14 1-7 19 21 41
39'"? 2"":‘5 6 9 111 13 T 15 18 20 22 44

-
-~-—1---*
39.1.3 ‘ 5 7 9 1
#111 14 16 18 21 23 46
21 1 2 5 8 1o 12 14 17 19 22 24 4a
BENT—3 T 5 6 1o 13 15 1a 20 23 25 51
"23
1 3 5 8 11 13 16 19 21 24 26
211773—773'T'6 11 14 17 20 122 25 28
25 3-7-6? 9 12 14 17 T 20 23 26 29
.
T,
' 26-W3T 613 12 1%15 1:8 21 24 27 30
“
’27 k 3 ? 55.43312 2 16 {__19 22. 725 126‘ §L
28 31610:1_3_1_6.719723;26§29 3 2 '
,“ _. .:v. . » u y

29 ' 3'3 7 7717-0";13 . 114—217 23—13T5733 T

.7 A,
,

3
36 ' 3 7- 71°Ti 14 ; 17 iT2T1T35'f23w31—T37‘ 757163—7733
3». - . . 3. ,. m
.1

77
1

19‘4“.
- , , ;
3

1w$fii£nn¢4k$fi£nkvf - a ,., A 1‘- 8-13

 Annexure 404(d) (ii) Adequate care should be ta
ken while driving the ERC at the time of installation
MAINTENANCE OF ELASTIC RAIL CLIP FASTENINGS damage to the insulating liners. to prevent
1. Maintenance of Fastenings (iii) On first laying a small indentation
on the 5ynthetic insulati
ng liner will be formed due to the toe-
The following aspects should be ensured during the maintenance of elastic fastenings in concrete load of the clip. This is acceptable
so long a s the insulating liner does not crack up.
sleepers: ‘ Insulating liners should be replaced. All cracked
(a) Completeness o f fastenings 2. . C a r e of Elasti c Rail Clips again st Corro
sion a n d Seizure in Inserts
The satisfactory performance of LWR/CWR on concrete sleeper track with elastic fastenings is
based on the completeness and satisfactory performance of all components of the fastening
(a) Corrosion and seizure of ERCs in track
system at all times. No two consecutive sleepers shall be kept without elastic rail clip. All concrete (i) In regions with high rainfall. in coasta
sleepers should be provided with grooved rubber pads and glass filled nylon liners. The track _ I areas
. and in _section
. s where droppings frompassen
coaches may inhibit rusting, corrosron ger
maintenance officials shall ensure that missing components in the fastening system are recouped and seizure (or of elastic rail clips (ERCs ) in the

.
jamming)
a s soon as possible.
‘ Figure A404(d)—1: Clip Extractor
(b) Driving of Elastic Rail clips/ Pandrol clips

.
(ii) For jammed ERCs, hydraulic extractors
have been developed (see Figure A404(d)-2.
(i) The essential feature of the pandrol clip/elastic rail clip is extractors should be available on sections where Hydraulic
seizure or jamming of ERCs is endemic.

-
the correct driving of the clip which should b e checked by the
keyman during his daily round. Elastic rail clips should be “‘-

driven in or taken out with clip applicator/ extractor (also called

pan-puller or extractor). which is depicted in Figure A404(d)—1.

.
(ii) The clip should be driven so that the leg of the clip is flush
with the end face of the insert. Over driving and under driving
shall b e guarded against by observations of the clips in

s
position. Over driving/under driving of the clip causes
eccentric load on the insulators and results in their
displacement and variation of toe load.

W
(iii) A close watch should be kept to see that no creep is taking place in any part of the concrete
sleeper track or there is excessive movement near switch expansion joints.

(iv) Corrosion and seizure (or jamming) of ERCs in the insert could be a major problem in areas
with high rainfall and sections where droppings from passenger coaches may inhibit corrosion.
Corrosion of ERCs'and its seizure could result in loss of toe load. ERCs should b e checked for
Figure A404(d)-2:Hydraulic Extractor for ERCs
corrosion and corroded clips should be replaced. Care of elastic rail clips against corrosion and
seizure in the inserts is described in the paragraphs below. (iii)_Corrosion of ERCs and its seizure could result
in loss of toe load and senou
' s roble ‘
maintenance of LWR/C WR. ERCs should be checked for corros
(c) Rubber Pads replaced.(iv) Preventive measures include initial treatm ion and corroded I(“dips
srlr'fzu’lrd t2:

a
' -
lubrication/greasing of ERCs in service. ent Of ERG at the time Of laying and
(i) Rubber pads have a tendency to work out under traffic. It must be ensured that the rubber pads
are in correct position. (b) Initial treatment and Lubrication/Greasing of ERCs
(ii) Rubber pads that develop a permanent set should be replacedby new ones. (i) In the base depot, at the time of assem
bly of the service panels. all elastic rail clips
~ malleable cast iron Inserts shall be thoroughly and
(iii) Rubber pads should be examined at the time of destressing, and deformed or permanently set cleaned and greased. Grease graphite to
Standard Specifi . cation
' lS'408
_. Grade '0' or equrva Indian
‘ lent specrfi
' '
cation shou ld be appli ed to the central
rubber pads should be changed. Such mbber padsmay result in loss of toe load of the elastic‘rail leg of the elastic rail clip and the interior surfac
e h e metallic insert in the concrete
clip. sleeper before the ERC is driven in. Of the eye on
(d) Insulatingliners .
(ii) All elastic rail. clips and inserts shall be lubricated at thetrme
a year in COlTOSlOn prone areas and platfor ' of 'initial
' ' la ‘in .and
m lines and once in two years in Ether 42:72:3
(i) The glass filled nylon insulating liners used with elasticrait clips shall be examined periodically corrosron'prone areas, lubrication of elastic rail 2?
<- ~ ; - clips may be done at more frequent inte l
for signs of cracking and breakage. ay be stipulated by the Chief Engineer. e
rva s as
w

rs 79
 “
,
(iv) A electronic
. toe load measuring deVIce
' ' of toe load of ERCs at site. This has a
enables checking
capacfly and
(0) Procedure for Lubrication/Greasing of ERCs
of 2000 kg weighs about 10 kg (see Figure A404(d)—3.
nin PSC sleeper track. Keyman should carryout

.
(i) Greasing of ERC‘s should be done by the keyma
at the rate of 20 sleepers (80 clips) per day.
greasing of ERCs in a systematic manner from one end
on the entire length of the gang beat is

,
that ERCs
Greasing should be planned in such a way
areas and once in two years in other areas.
' completed once in a year in severe corrosion prone
beat, the
to complete the greasing of ERCs on the gang

.
(ii) if it is not possible for the keyma n alone
e supple mented by assign ing the gang to complete the work. as necessary.

H
efforts of keyma n shall b
of track by the gang.
This shall be a part of systematic maintenance

_
ERC on the rail head to cause it to vibrate and
(iiD Before greasing the ERCs. lightly strike each
relieve stress.
chemicals
to prolonged inattention. suitable de-rusting
(iv) In case ERCs get stuck in the inserts due
eyes of metalli c inserts .
may b e used to ease out the clips from the
rainfall.
b e carried out during extremes of summer and heavy
(v) Greasing of E R C s should not
s mass
than one sleeper at a time. if for any reason
(vi) ERCs should not b e removed from more
15 sleepe rs shall be kept intact betwee n any two sleepers
lubrication of ERCs is taken up. at least

4
time.
taken up for lubrication of ERCs at the same Figure A404(d)-3:Electronic Toe Load Measuring Device for ERCs
also be
and emery paper. The eye of the insert shall
(vii) The ERCs should be cleane d by wire brush surface of (c) Measurement of toe load of ERCs in Service
e graphite shallbe applied to the inside
cleaned by round wire brush. Alter cleaning. greas
eye of insert and the leg of the ERC. (i) The toe. load of elastic rail
‘ clips in track shall be sample tested
' on 1 percent of elastic rail of
periodically. randomly in every 100 sleepers (all 4 elastic rail clips on one sleeper shall be measured). Ips
contact surface of E R C should be changed
(viii) For increased retentivity of toe load. the ulation in a particular
set due to stress accum
This will provide relief from possible partial
perma nent (ii) The first testing of elastic rail clips in service shall be done four years after laying. ln corrosion
also change the stress pattem in the ERCs.
position for long time. Change of contact points will laying.
prone areas where seizure o f E RCs is
' observed, the 'Initial
' ' testing
‘ may be done after two years of
(inside with outside) and re-dn'ven to the correct
(ix) During greasing ERCs should be interchanged
length. (iii) Subsequent testing shall be done every four years in normal areas and two years in corrosion-
Clips in Service prone areas. However, if 20 percent or more of samples tested record toe load less than 600 k
3. Monitoring the Performance of Elastic Rail
the frequency of inspection and the sample size shall be doubled. g.
(a) Effectiveness of ERCs
assembly on (d) Condition of other components of the ERC fastening System
such that it exerts the proper toe load in the
(i) Checking the effectiveness of the ERC
e and monitoring. Loss of toe load of ERCs is indicative of condition of other components of the elastic fasteni syste
the sleeper is an important part of maintenanc
could result in such as. grooved rubber pads. glass—filled nylon or metal liners. Therefore. the oonditionngof other;
se during service. Loss of toe load of ERCs
(in The toe load of ERCs tends to decrea rature variations components should also be recorded along with measurement of toe load of the ERCs.
increased movem ent of rails due to tempe
problems in maintenance; there may b e re it is necessary to
g to the buckling of track.Therefo
and creep. This may result in situations tendin .
(e)Replacement/renewalofERCs
period ical testing of the toe load of ERCs to ensure a certain minimum toe load at all times
undertake (i) _If 20 percent or more of sample
- of ERCs tested shows toe load less than 400 kg, which should b e
d resulting
checked particularly. if any creep is notice
(iii) The toe load of clips should be occasionally confirmed by 5 percent sample Size, proposal for through fastening renewal should be initiated.
h expansion joints.
in excessive movements of the switc (ii) The provision given above is for guidance. Largescale replacement of fastenings should be
(b) Checking toe load of ERCs undertaken on the basis of the overall condition of track. pattern of traffic and the level of maintenan
of
be done with a device consisting of a lever made reqUIred.(iii) Any large scale replacement/renewal of fastenings shall be done under the supervision?
(i) Manual checking of toe load of ERCs may in conjunction
ements for gripping the E R C toe. It is used SSPtEONay). In case of large scale development of defects in ERCs. the causes must be investigated b
silica—manganese steel along with arrang lever. To operate the
rail head to provide a fulcru m tor the Assrstant Executive Engineer and reported to the Divisional Engineer. y
with a suitable block which is fitted on the at
e end of the lever. The reading if the dial gauge
device. a force is applied gradually at the handl from the readin g of
is noted. The toe load is known
which the ERC toe is just Iiited above therail seal
the labo rato ry.
dial gauge, which is pre-calibrated in
80
 r - ‘ . - I . W . , . . _ . .0. .,.... J .._ ” t u n . . . “
ANNEXURE 410(c)
i..___w_s._
.47 I
,.‘-~_£§.
i‘
, II i
INSTRUCTIONS FOR LAYING AND MAINTENANCE OF BUFFER RAILS 95
i ' L“ mm- - . 9'
1. Location ___ _I _____ ~ I ; I W I I _____ I
Buffer rail will be laid between two LWRs or between LWR and fish plated track consisting of rail of ' T ii I l .' T7
standard length or short welded rails. The actual Iocetionof the buffer rail shall b e proposed by the . 4:075 —w N «I _’
Divisional Engineer in consideration of the provision for permitted locations for LWR given in Chapter DETAILAT'X‘
mnoscnai
2 and subsequently to b e approved by Chief Engineer. mmmAI-Pnowmsoeam warms
2. Track structure
(i) At each location two bufier rails each 6.0/6.5 meter (one-half rail length) shall be laid a s shown in \ II mwmeteseam
Figures A410(c)-1and 2 for broad gauge and meter gauge. respectively. The rail section shallbe the
s a m e a s that of t h e LWR.
I ‘l I u II
I I I I
. _.. a” .._.....W_ _ _. an
. —l I ' .
._T__ _... __._-
'
I
I
I LI .lI II 'I ' j
L «a». “_. FL
_... _...|_...
__ ..
a
"I _____111 I I!|_ _____I, I
I
I
l
I
I301“
I g
$5 an sun so: 500 E sec 530 $5
J.
g
535
I ii I I jJ I I I I I i
P am .. . NOTE» 1
:
com: I
DETAI— AT 'X‘ WWW L‘ “J
mm
mmmmwm woooariéermsm
mcmmwteswmecrsm
stream—M
mesa I Figure A410(c)-2: Sleeper Spacing for 6.0 Meter Buffer Rails on Meter Gauge
. . . 2V . “Tm” 3. Laying of Buffer Rails
—+-—I I —l-<§"

»
l I I I _.AX (i) The work of laying buffer rails shall be done under a traffic block and under personal supenrision

.
I I I I l of the SSAEISAE(Way).

H
I I I I I
I I I I I (ii) The existing LWR at the site shall be first suitably cut at the fish-plated joint so as to create the

'
I I I I I

7
I I I I I necessary space to accommodate the buffer rail layout a s per the approved plan for LWR.

' I 4 " - 'A

—+-—I~--F--I——‘r,
I l l s l s l ' w n fl m u m u a m fl m s + m m s - (III) On completion of laying of butter rails the track will be opened to traffic at a speed restriction of
1 6 kmlhour.
II II II lI *II I "m ” I “m
we I (iv) The buffer rails and adjoining track shall be given second. third and fourthpacking on the 3rd. 6th

r--f 3:
"0'5 I
ALL and 13th day respectIvely and the speed restriction progressively relaxed to sectional speed.
hfiENmLIEI'HB ‘ wm-Iu . .- : a ' ’
us CAME) Breanne Puree AND an. census (v) Full ballast section shall be ensured and ballast in cribs and shoulders consolidated by manual
Figure A410(c)-1: Sleeper Spacing for 6.5 Meter Buffer Rails on Broad Gauge tamping.

. .I ‘
(i0 Standard fish~plates shall be used at the joints. 4 . Laying of LWR
Oil) The fish-plated joints of buffer rails shall-be accurately fabricated. In case pre-drilled rails and (i) The work of laying of LWR shall be commenced only after a minimum period of one week after

L
standard fishplates are used. the dimensions and square-nae of rail ends shall oonfonn to the the speed restriction is completely relaxed as above.
tolerances stipulated in the specifications for rails and fishplates. Holes drilled at site shall also (ii) Before commencement of the laying of LWR the buffer rails shall be given one more packing and

"
conform to the specifications for rails. All holes in buffer rails shall be chamfered. the ballast in the cribs and shoulders consolidated by manual tamping.
(Iv) Buffer rails may be laid on prestressed concrete sleepers with J-clips or on wooden (SAL)
(iii) On completion of the work of laying LWR the joint gaps at the buffer rails and corresponding rail
»
sleepers with mild steel canted bearing plate and rail screws. It should be noted that the rail-sleeper
temperatures shall be measured. These shall be recorded in the LWR register, in which separate
fastenings should allow horizontal movement of the butter rails. :
pages will be earmarked for each buffer railIayout. The date and time of laying. rail temperature. joint
(v) Creep anchors shall not be used on butter rails.
gaps shall be recorded therein under signature of SSAEISAE(Way).
(vi) A gap of 7.5 mm shallbe provided at each fish-plated joint of buffer rail assembly at the time of initial
.

laying or destreesing. 5 . Inspection o f Buffer Rails

(vii)mmsedwfiamilslaidbeMeenmnwnfiomlbadtaMLWR.mewnvmfimalhmkshaflbe Buffer rails shall be inspected at least once a week by SSAEISAE(Way) when the line. level. ballast
-

box-anchored for 3 rail lengths. section. tightness of fish-bolts and packing of sleepers shall be checked and deficiencies
promptly
(viii)The ballast section shall be with extra shoulder width of 100 mm. rectified. After packing of sleepers. the ballast in cribs and shoulders will also be consolidated by
.

manual tamping. ,
82
83

. I .-. ..:_.,..z:IIIi::I'-;;r;;:13fi
' : l i t ‘ d . V I ,
.‘t
6. Maintenance of Buffer Rails Table A410(c).1;Buffer Rails Maintenanm Record
(a) The alignment and level of track in the buffer rails are likely to be disturbed frequently. under the Left side Right side
action of thermal forces coupled with the passage of trains. Since the buffer rails are laid on wooden
sleepers Vin‘th joints at every 6.5 m or 6 rn. the packing under the buffer rail sleepers is not retained for E g 5 5
long. Special and prompt attention should be paid to restore the alignment and level at these places. % E g g g g
2
(b) Buffer rails shall be free of kinks and hogs. The inspecting officials shall examine the buffer rails % § E E _ g a 5 § §, ‘1 E
each time they pass over the same. 3 a 3'? g g a :53 g I: g g g g i ‘3 g a
c— s— - n O
(c) The adjoining breathing lengths of LWR or fish-plated track shallbe carefully watched for signs of E E E g i j; g .. ‘3 E 3 g g E g i? E g
creep. Normally. in the LWR there should be adequate creep resistance between rails and sleepers .1 ”S? 4° " " 8 8.42, § 5 3 g fig“ 8 E 5 E .1
and so there should be no relative movement between rails and sleepers in the breathing length. 1 2 3 i 4 5 s 7 e 9 10 11 ‘2 13 14
However, if any such relative movement is noticed. then the gap provided at the buffer rails would be ; _
adversely affected by such a movement. For this purpose, the elastic fastenings used in the LWRs p
especially in the breathing length should' be examined and replaced it required. it here is any creep.
it should be arrested by providing creep anchors. As mentioned earlier. no creep anchors shall b e "‘ ‘ '
Tm“
provided on the buffer rails. _f "m “‘Bum”Ra"1°"
(d) The fish-bolts shall be kept tight at all times. jg 5 E
“ a Q E E
13
(e) The individual gaps in the buffer rail portion may vary and no attempt to equalize them need be _‘ ‘2 g g a E
made. ; g 2 g - ‘g E '3
.. ~ 2 g a g ‘3 a 3
7. Measurements of mint gaps < ‘5 E E g E 5' '5 ‘6
a = E 2
(a) it is necessary that the magnitude of individual gaps at the buffer rail and the corresponding rail f % E E g g g 3
temperature are measured and recorded four times in a year (in January. April, July and October) in a 3‘ g g g g E ‘E g
specified pro forma (see Table below) in the sectional LWR register of SSAE(Way). in addition to ‘
1° 1° 2° 2‘
above schedule. the gaps shall also be carefully inspected during regular inspections. The gaps and ‘3 ‘5 ‘7 19
rail temperatures shall be recorded in the LWR Register. ii
(b) If all the gaps are found to closeoat a temperature lower than n+25°c and/or to fully open to 1 5 mm 3i ..... . _ . . _. .__
at a temperature higher than ta-SO°C. it indicates one or more of the following. ‘
8'
(i) Initial gaps have not been provided at the buffer rails correctly at 7.5mm .' ; Lubrication °f joints
(ii)turn
in lnadequa te packing
has increased inmovement
the breathing length
at thewhich
ends.is leading to reduced longitudinal resistance which (a) Thenuts in buffer rails shall be lubricated twice in a year once in Febmary and again in October
_ .3 when the rail temperature is between t¢+15"c and ti 45°C and when the average gap value is
iii) Relative movement of rail over sleepers in breathing lengths. which indicates that the creep between 3 mm and 12 mm.
resistance i f the fastenings in the breathing length portion is not adequate. whereby the rail is
allowed to expand and contract independent of the sleepers. and hence the longitudinal ballast
3 (b) The rail ends shall be examined at the time of.h1brication for any crack around bolt-holes.
resistance'is not mobilized '
(iv) Creep of LWR . §T (c) Bent fish-bolts. if any shall be replaced.
.

(c) Rectification shall be done by destressing the LWR and by restoring initial gaps of 7 5 mm. 1 ,
Breathinglengths shall be we" packed. Other remedial measures for proper functioning of LWR shall f (d) General methodology for lubricating fish-plated joints shall be the same as for fish-plated track as
also be taken. '3 per the procedure detailed in Chapter 15 of the Way and Works Manual.
(d) The above defects shall be investigated by SSAEISAE and immediately rectified. If necessary. 4
new buffer rails may be laid with correct joint gaps when the rail temperature is within 85"F to 100‘F
after taking the approval of Divisional Engineer. A record of the action taken shall be kept'in the UNR g3
Register. =
(e) Details of buffer rails and gap measurement of fish-plated joints shall be recorded at the time of 3
initiat laying/subsequent inspections as perfomiat givenin Table A410(c)-1below.

.," -:_-E 2 ‘31.}?

Fit-(5'53" -" . .
'2‘ : 5 5 ) . g “ . “1" ‘1‘"‘sLIRX ‘t'sfla‘a‘.
 Annexure 413(b)(i) (d) Planning for Deep Screening.
DEEP SCREENING OF BALLAST (i) Thetwork
Assistan Enginee
would
r (Way).
be done under the supervrsron
' ‘ of an officral
1. General ' not lower ‘in rank than the Sub
(a) it is essential that track is well drained for which screening of ballast should b e carried out
(ii) The daily outputshould be pre-determined de endin
periodically. Due to presence of bad formation. ballast attrition. excessive rainfall and coach and on h ' ' "
wagon droppings. ballast gets choked up and track drainage is impaired. In such situations. it and extent of ballastinglscreening to be done.l p ‘
g t etrme allowance. availability oflabor.
becomes necessary to screen the entire ballast right up to the formation/sub-ballast level. Screening (iii) Taking the_length to be deep _ screened daily. plannin g of speed restnctron
of ballast restores the resiliency and elasticity of the ballast bed. resulting in improved service quality necessary notice should be Issued to all concerned and speed ' ' should be done a
restriction boards put up. M
of track. Such screening is called ‘Deep screening'. as distinguished from the shallow screening.
the
(iv) traffic
It will on
b e double
desirablline.
e to proceed with the work of deep screenlng
which is done during overhauling ' In
‘ the dlrectlon
' ' opposrte
’ to that of
to) Deep screening should be carried out in the following situations by providing full ballast cushion
as per the requirements in this Manual: (e) Detailed
_ procedure of deep screening
_ -A._day's length will be deep screened
as per the rocedure
Ii)
Prior to complete track renewal. detailed below (sequen ce of the operations IS shown in Figure
A413(b) a t the end of this Aetnexure):
(ii)Prior to through sleeper renewal. (i) Stage I .
The ballast should be removed from space ‘A' and 'B' on ether
T down to final formation level and wooden blocks provided side of the slee e r
(iii) Where the caking of ballast has resulted in unsatisfactory n‘ding. to support the rail for passing trains.p
(iv) Before converting existing track. fish-plated or short welded rails into LWR or CWR: or before
?
level/su
(ii) Stagebballast
II level.
T h e ballast is removed from under sleeper ' 1 ' down
introduction of machine maintenance, unless the ballast was screened in recent past. to final formati ‘ on
(v) The entire track must b e deep screened at least once in 1 0 years. i then
(iii) Stage
be packed
ill The. ballast should then be screenedand placed back under sleeper
Notes: (1) The need for intermediate screening between track renewals may be decided by Chief l ' 1' which
' should
Engineer depending on the local conditions.
(2) In case of the b a d formation, formation treatment should be can-fed out along with the deep
3 (iv) Stage IV The wooden blocks from space 'A' should then be remove
d.
screening. (v) Stage
. V The ballast
‘ from' 'space 'C“ down to formation level should be r
screening. be placed emoved and alter
(3) The work of deep screening should b e canted out continuously from one and off the section to the Inspace A up to bottom of sleeper The balance may be taken outside the track
other. and screened. The rail In space ' 0 ' should b e supported with
wooden blocks.
2 . Procedure for Systematic Deep screening (vi) Stage VI The ballast should b e removed from under sleeper
'2' dovm to formation level.
The procedure for manual deep screening of conventional fish-plated track as detailed below shall (vii) Stage Vl1 Screened ballast should be provided under
also apply mutatis—mutandis to LWR track subject to the additional precautions outlined in the sleeper '2' and sleeper well packed.
sub-section below. .
(viii) Stage .
VIII The ballast . . space A down to formation level should b e remove
from
screening. b e placed in space B up to bottom of sleeper: d and after
(a) Survey the balance may b e taken outside the track
:ggcsecrgened. The wooden blocks should be removed
Before deep screening of a section is undertaken. it is necessary to survey the section. which shall from space '8' and placed to support the rail
involve the following operations:
(i) A longitudinal section of the track should be taken indicating the raillevels at every 30 meters. as (ix) Stage IX The ballast from under sleeper '3' should be removed
andso on till th
h l '
also at changes of the grades, obligatory points like culverts. bridges. above line structures. tunnels. is provided with screened ballast up to,level of the bottom
of sleepers. e w o e fa" length
level crossings. signal gantries. points and crossings and others. (x) Final Stage The track should be lifted to provide addition
al cushion wh r '
(it) In station yards. on through lines. cross sections at every 50 meters shall be taken and plotted should b e packed in the final position and then boxed.
e e requrred. The track
including platform levels, rail levels and clearance to underside of above line structures
(t) important points to b e kept in view during above work procedur
(iii) On the basis of longitudinal and cross sections, the final levels shall be decided by Divisional e:
Engineer keeping in view the depth of ballast cushion to be provided; relative implications of lifting or (i) No unscreened length should be left between screened lengths
of the track at the same time.
lowering of track; and the possibility of eliminating humps. sags, and unevenness in the existing (ii) it should be ensured. that when ballast is being removed
longitudinal section. in doing so it is not necessarily the intention that the original longitudinal section from a n slee r invariabl I
at least four fully supported sleepers between it and the next
of the line should be restored. sleeper workezeu'pon. y, there are
(b) Preparation of Estimates - The estimate for the work of deep screening and full ballasting should (iii) Lifting should be limited to 50 mm at a time.

....-..~.......... . . . t .
also include provision of survey as per Paragraph 6(a) above. the
(iv) day's
It should
work.
be ensured that packin9. cross levels and grade run ofi are satisfac
’ tory before closing
'
(c) Works Preliminary to Deep Screening , .
(i) Additional ballast required, should be unloaded/spread out opposite to the place where it is (v) The work should be done under a speed restriction of
required. When ballast is collected along the track. care should be taken to see that the new ballast is 20 kmlhour.
not mixed with the unscreened ballast. (vi) The speed should be gradual raised a s in Para ra h ' ' '
(ii) Cess should be brought up to correct level in relation to the final rail level.
the type of maintenance in the segtrxon. g p (9) below th wrll vary depending on
"

(iii) Pegs should be provided at intervals of 30 m to indicate the final rail levels. (9) Schedule of speedrestrictions to be observedduring deep screenin
g
(iv) Slewing of curves should be done in advance. _ (i) Wrth Manual Packing
(v) Sleeper renewal as necessary should be carried outjn advance.
.o mi s . . Z.. _

' >

86
87
-
mH
r " mm

.
‘.

.
r

.. i.."'“"--!fl-.’r.
-

..
L519; .f ,:.c ”(45.43. .ivii'» ”e'
r
t »e
 The details of the work to be carried out in stages on various days, alter the starting of the sc1rze3egin19
(h) Precautions to be taken on
operation and the speed restriction recommended to be imposed are shown In Tasbl: A4 ( )- . LWR tracks:
According to the above schedule normal sectional speed may b e restored on the 2 1 ay.
The deep screening of LWR track
shall be done with the following prec
TABLE A413(b)-1: SCHEDULE OF SPEED RESTRICTIONS FOR DEEP SCREENING autions:
(MANUAL PACKING) (i) Before deep screening. longer
LWR/CWR shall b e cut into lengt
temporary buffer rails 6.5 meter Ion hs of about 1 km with two
I Speed Restriction (km/hour) I
—I 9 using special fish-plates and
Details of Work Day of Work I Broad Gauge—II Meter Gauge speed restriction. screw clamps with appropriate

i, i
t Deep Screening and Initial packing Dayt 20 I (ii)Whenever rail renewals are bein
9 carried out, LWR may be converted
First Through Packing WWW P??? y H .... f 20 E screening done. into 3-rail panels and deep
second Throughpacking Day 3 .,
(iiD Temperature records of the secti
on where deep screening is to be unde
Eidinsyaslasksasresales!“ - £9fi5.9§___.§; 4o 30 for the previous and the current year
. The maximum and minimum rail temp
rtaken. shall be studied
i Third Through Packing Day 10 I 1 the period of deep screening erature attainable during
and during the period of cons
estimated. olidation (paragraph 123) shall
5 Picking up slacks as required_‘ Bays-11to. 1 9 - - 75 60 I be
Fourth firough'lidtinfm Day 20 . 7.
(iv) lf range of rail temperature falls
V Day 21 onwards Normal Normal within
cleaning may be done without cutti
I .5: Sanctioned Sanctioned f n
S __- _ -.§9§Eq__. , ._ _. ___=
(ii) With Machine Packing

' ' out in

f ork to be carried '
' stages on venous days alter_the _start of the screening
-
lggfiisagd the speed restriction recommenced to be imposed are given in Table A413(b) 2 . As (v) Constant monitoring of rail temp
per this schedule. normal sectional speed can b e resumed on the tenth day. erature shall be done during the prog
Should the temperature rise more ress of deep screening.
than 10°C above t, or the temporary
TABLE A413(b)-2:SCHEDULE OF SPEED RESTRICTIONS FOR DEEP SCREENING ON 36 adequate precautions shall be taken, destressing temperature.
including another round of temporary
destressing.
(WITH MACHINE TAMPING)
(vi) During theperiod of deep screeni
Dav ngif the minim um temperatureis likely to drop 30°C belo
Details of work “Wk Spefkd mmur)
Restriction the temporary destressing tem pera
ture. cold weather patro w Inor
lling should be introduced to keep watc
on rail fractures. h

Deep screening with initial packing D,“ (vii) Deep screening of LWR may be
1) = done frorn one end of LWR to the othe
20 r.
Reagan;packing Day2 _ _ _ __g (viii) Alter deep screening and consolida
tion. destressing of LWR shall be unde
‘.

. ~~~~———s;--~'m“”"
j, 3 . 7 - .
“""“'“§;[ rtaken.
'EPicking up slacks as recurred 7
Days 45 : (ix) Detailed planning of deep scre
ening including determinin
M

destressing and other safety aspects 9 temperature for temporary

fSecond machine packing Day 5 shall be done under the perso
nal guidance of Divisional
Engineer: Generally, it shall be poss
ible to carry out this work from start
.

of October to end March.

”

iPickino uo slacks as reouired Davs 798-8 75

.

EThirdmachinepacking ”3’ _ ._ .. ~ _ _,__._ ” w

3————--- ----------'~*‘ _,-._.__ ‘““‘ " " “ T
03915353“; Normal sectional Speed
yang-<-

Note- The periodmentionedin the schedules shown above is the minimum and may be suitably
increased to suit localcondition of the track “MW‘

88
89
.
.
s
7
 .
__
ANNEXURE 418(2)
HOT AND COLD WEATHER PATROLLING OF LWR

‘
1. Hot Weather Patrolling
2m (3) Period for hot weather patrolling shall be laid down by the Chief Engineer for each section and
«I '
.

I' patrol 'charts prepared where necessary. Patroiiing shall be organized by Senior Sub Assistant
g; r ‘~‘- ' ' 6’ .g Engineer (SSAE(Way)) accordingly. In addition. the SAE(Way) or Head Mate and the Gang Mate
shall be vigilant during summer and on hot days. Patrolling will also be introduced. when the rail

,
l ?
. 1 ' . : - 1? l /
.

temperature
rises above td+20°C. The Chief Engineer may issue detailed guidelines in accordance
‘31: 2:"?1 “fl1 "1"" ‘” m ‘3” with the general guidelines given below.

.
‘5"
..
E (I)
I: l
1“

1
i7“: ’. i

S
0 0

.
I. I ,. , < ~ ‘23 ; z (b) Hot weather patrolling will be carried out as follows:
(i) On single line or where only one road in a double line section is having LWR - One patrolman for

a
S 1: . I“> , — 5 3
'' N. t r L U
Z Z a. LU I N
I W I
.N u]
" .J .g“
,
0’
2 km.
u“
0 " 1c) o " '9 -- 0 < "

.
h: . . < (ii) On double line section whenLWR exist on both roads - One patrolman for 1 km length of UP and
I” - ,
1w< <I- U < ' m 2 3
}

II—
I! I— : :i =I— " - 0
a: ..
a <
a ; ' --... - ‘=0»—iw II. -
w *
a
<S
DN road. The beats of each hot weather patrolman will thus be restricted to 2 km.
(c) The hot weather patrolman should always carry the following equipments:HS Flags R e d - 2 Staff

m
in LLI 7- '3 : < S l- for Flags— 1 Detonators - 10, and Canne—a-boule- 1.

.
:2 . :
“! Q, c. < i; , r:
° 0 < I" ,‘I < I a2 (d) it Is the duty of hot weather patrolman to walk over his beat slowly over one rail in one direction
and on the other rail in the return direction. On double lines, he will repeat this procedure alternately
g 0 " ' a: on UP and D N tracks. He will be vigilant and look out for kinks in the rail especially during the hottest
s

part of the day. When a kink is observed. h e shall immediately examine at last 1 0 0 sleepers ahead
a LU :2

¢
and in the rear of the kink for any indication of floating condition of track. He should meticulously
: za" sound each and every sleeper, 100 sleepers on either side o f the kink. to determine any indication of

. n
'9- Lu .z
floating condition. The sounding will be done by dropping a canne-a-boule on each end of the sleeper
:3 :3 to determine the extent of void under the sleeper. Should the sounding reveal a floating condition.

.
E aI” E r...-
-.,.
r.a under which a buckle may be anticipated or the patrolman has detected actual buckling of track. he

v
‘6‘. :3
g

will take immediate steps to protect the affected portion by display of hand signals as per rules in '
o (D i.-
u force Afier protecting the track. the patrolman shall arrange to advise the Gang Mate. Head Mate.
u. UJ 3 SSAE(Way) of his apprehension of or actual buckling.
0 I 1' .s g;

-
In

.
0 '— ..‘,..E, u! (e) The gang mate on receipt of advice of a danger of buckling will proceed to the site quickly with all
available men On arrival at site he will first ensure protection of affected portion He should then

u
m
z o .
. ' : : l : m

'o inspect the condition of track 100 m on either side of this suspected zone and commence heaping of
:3 E 35‘ '3
G g o. In surplus ballast. if available. on the shoulders and up to the rail head and keep on compacting the
g

.
If}:
Lu ‘3
1341-»c V ballast with available tools. No attempt should be made to slew or align the track or disturb the
.. 0 . iii existing ballast section. The Gang Mate should continue to remain at site until the arrival of Head
3 I (D :5 g g:. , '-

l
Mate or SSAE(Way). The raflItemperature will also be noted by one of these olficials at the place of
n ,0“ 0, :
P I ,' H < 7: z the apprehended or actual buckte The rail facing the sun will be covered up to the level of rail head
2 _, :éiu .2 Ir
H, - ,‘ on the outside by ballast or leaves etc. to bring down the temperature of the rail.
2 0 — tea w *2; 2. Cold Weather Patroliing
a E : 1L"i e ni-" 0
a -‘ ‘ <° ’=< -
m . .-.lm
E

- g E tn_ _,l- (a) Cold weather patrolling shall be introduced when rail temperature is less than 14 — 30°C. Period
i
i
II. (D ' R ot- . ‘ 0 -.
'I and section where cold weather patrolling is to be done shall be laid down by the Chief Engineer and
.
f.— 20 2 1 b
g I“- a,“ 3::
l .
patrol charts prepared where necessary. Patrolting shall be organized by SSAE(Way) accordingly.
V<“'
'- 1 < 5:? 0
.'r '250
Following guidelines may be followed for issuing detailed guidelines by the Chief Engineer.
E Hz 2 'I» ~31
(b) Cold weather patrolling shall b e carried out a s follows:
.‘- 13'. .
_

2 $ ‘ z (i) On single line or where only one road in a double section is having LWR - One patrolman for 2 km.
s

2 f ' j I“!
: D
3"“. : 0 6i) On double line section when LWR are there on both roads - One patrolman for 1 km length of UP
.ml ..‘.H0 and Down road.
1". a mi? '5
.
.

9| ‘

v : ; . . _ . ,
' ; 7 v . . - I a ' : , , - ‘ a?"
, \ . ,_g , 1 , .. . ~ .

~, ”a; 9.1—; .23... a. w 51%;. a-JtixG-‘égp ,

L.
... so w W
 . may be
(iii) Changes in beat length and man power deployment as given above. if necessary ANNEXURE 603-1
the Chief Engineer depending on prevailing local conditions. frequency of train service.
decided by LONG WELDED RAIL REGISTER
weather conditions etc. DWOFL_.___,.-
_-.__-_*
in a tin case - 10.
(c) Cold weather patrolman should carry the following equipments: fog signals SSAEMEYLfl
- 2. match box — 1. red flags - 2 and green flag - 1. three-cell flash light.
tri-color hand signal lamps
staff - 1. and number plate — 1.
LWR
DETAILS OF
(d) It is the duty of cold weather patrolman to walk over his beat slowly along one
rail in one direction 1.
on‘
and on the other railin the return direction. On double line. he will repeat this procedure alternately

‘
notice the gaps
U P and Down tracks. H e will b e vigilant and look out for rail/weld failure. H e will also Vigggtweefl __n statgns

at SEJs ifthey fall in his beat. In case he notices a rail/weld failure or gap at SEJ becomes more than
protect the line.
the designed maximum gap. h e will take immediate action to suspend the traffic and Date of

.
Atter protecting the track the patrolman will arrange to report to Keyman/Gang Mate/Head 2. TRACK STRUCTURE
ly.
Mate/SSAE (Way). who shall arrange for making emergency repairs to pass the traffic immediate

. s
2.1 Rails
Sectional

a.
3. Mobile Watchman
mark

w
after
(a) Mobile watchman shall be posted. till period of compaction is over, on stretches where Year of
maintenance operation. rail temperature has exceeded MZO'C during the period of consolidation a s

~ ,
or asruled
the
stipulated in this'ManuaI. They would be withdrawn when the period of compaction is over and rah

-
'

4
track behaves satisfactorily. of

n
welded into at

.
p;- .
track
(b) Number of mobile watchman requimd to be posted would depend upon the length of Whether

slot7 .
labor or by tampers. Manually one mobile watchman would be sufficient for one
attended by manual

'
(ix) Thermit welding - in-situ/on case by ordinary alumlno-thennidquick
kilometer of track.

‘17?”“hsmn
-
2.2
and 2(c) as
(c) Mobile watchman shall be provided with all equipments as per paragraphs 1(c)

.
"
necessary. or No.

.
freshly packed T of
(d) Mobile watchman posted on these sites w0uld patrol the section. which has been

-".
out for incipient Rail if in use
and until the end of the period of compaction. He shall remain vigilant and will look
at switch
buckles and kinks in the rails. He will also look for rail/weld failures and observe the gaps of

.
' of track
expansion joints.

".
2 3 Ballast and Sub-Baltast
“ «7 e g - .
wnmif‘m

(e) When a kink is observed. he will take action as specified, in paragraph 1(d).

. z
Size
ct cushion
the designed
(0 lie raillweld failure is observed or gaps at switch expansion joints become more than

N...
.
Date of last of ballast
be taken.
maximum gap of the switch expansion joint, action as specified in paragraph 2(d) shall
L 4-‘ rlr‘l “3;-

2.4 SEJ

.
Location
,” Date of
Maximum
.
a

No.
Manufactured
Whether to LWR
«
,
 ..
ANNEXURE603-2
2.5 Girder Bridges ANNUAL RECORD OF LWR MAINTENANCE AND PERFORMANCE

L
i) Location and No. MaintenancelPerfomiance Parameter Year Year Year
ii) Lengths and spans of bridges with LWR 1. Maintenance Details

L
i) Method of packing at laying manual/mach ines
iii) Type of fastenings used

‘
ii) if by machine. type of machine/tam per used

4.,1.
I
Iv) Any other remarks iii) Packing during maintenance — manual/machines
2.6 Level Crossings: Location and No. iv) if by machines, type of machine/tamper used
v) Whether slack pick up or systematic through packing is

P
3. GRADES. ALIGNMENT AND FORMATION
done and if the latter. the period when it is done
i) Steepest gradient vi) Location requiring repeated maintenance. if any
vii) Quantity of ballast recouped

-
ii)Maximum degree of curvature '

3
2 . Climatic Details (Measuremen ts shall b e taken on representative UNR

e
iii) Formation (indicate type of soil)
only)

t
iv) Particulars of trouble with formation and treatment given. if any. at the time of laying. i) Maximum daily variation in temperature

(Sketch showing grades and curves with locations to be attached). ii) Max. rail temperature ' 0

a
iii) M a x ambient temperature 'C
iv) Minimum rail temperature ‘C
v)Minimum ambient temperature 'C

v
h
5
3. Details of Installation and Destressing.
items ( i ) to (iv) to b e entered soon after LWR is iaidldestressed-first time.
i) installation temperature
ii) Mean rail temperature for the locality

mm»;- { m v t ...
iii) Temperature at the time of destressing td
iv) Reasons for carrying out the destressing
v) Subsequent destressing done - temperature and date
4. Unusual Occunences
i) Rail fractures
ii) Buckling (Location and reasons for buckling)
iii) Replacement of components in SEJ assembly
a) Fastenings
b) Bolts
c) sleepers
d) Longitudinal ties
e) MS bracket
f) Chairs
9) Rubber pads
h) Tongue rails
i) Stock rails
iv) Deraiimenis and accidents on the LWR portion (give km)
v) Replacement of sleepers (give km and number of sleepers replaced and
fi

reasons)
vi) Replacement of rails (give length, km and reasons)
4

5 FORMATION '
i) Any trouble subsequent to laying (treatment given, if any)
u
‘
~

v er. Mifi“ it
,
 1‘. IE?-

hm.
“ E55141§E153
1-
3 - é-‘v

. 3 5 8 3
= 5 3 5
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o ; . s: a 2 5? n2 . 8:o 5n : 3 n9S 2
e %.=
co: 50 S
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3 8 m x a m z z <
. I:
. as... .
or .
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m
a =
8
B a :.5
9
29: m 8.9 nfi . 5
g
0
9 Eu
.E«
5
6
8
3 . 0
::0
n
2 5. :
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2
* e m
:0
E
u
c
3
£ c
c 8
. o
w a>
m
5 «
.5
c
cum—....
=
$320
{x 0 o .3
2
_
. 2. NF . 2 m . m -3 h
-:..:. 1a n
3 . v :
n N - F
o
»
m ..
;
. 0 9 . 3 . . .0
<
w.
m
u w a wu
a
... o N. 8 m. n. . m m. G W . a m
. w a
w
e J
w a m a
u u w w
m m W a
m m“
w m .
w
m
aa
w m
w w
-.
m w w. w .
a M
w M
m:
m e.
m. a -. w u. m m m... a -.
S
W .
fi
a
um N
..-
3
1
Em .“.3 wm
a
”«
m 2 .2
: : aa
"554 . ".0
0h 2 m 2 m > 0 2h u g -
mmaxm_22(
n -
 (c) The following points should be kept in view. while protecting the track in the cases
Annexure 606(9) mentioned in '
steps (a) and (b} above:
PROTECTION OF TRACK (0 On single line. the line must be so protected on both sides of the work.
<
_

Action when line i s unsafe o r i n the event of Accident (ii) At places where there are curves or falling gradients and at times of poor visibility the
distances
lard down in steps (a) and (b) above may be suitably increased wherever necessary
1. If a gang mate or keyman considers that the line is likely to be rendered unsafe. or that any train is and intermediate
n'

flagman posted to relay hand signals.

likely to b e endangered in consequence of any defect in the permanent way or works. or abnormal rain
or flood or any other occurrence. he shall take immediate steps to secure the safety of trains by using the (iii) The location of the banner flag. detonators and hand signals should be so selected
' ~;

prescribed signals to "Proceed with Caution" or to ‘Stop' as necessity may require. vide sub-paragraph as to avoid .
stopping of trains. as far as possible. on continuous steep rising gradients.
(c) below and shall. as soon as possible. report the circumstances to the nearest Station Master and
-r

the SSAE(Way). (rv) If in an emergency. it becomes necessary to carry out such works at night. the
provisions for
2. lo the event of a n accident. the gang mate. keyman and waymen should lookout for broken protection of line a s detailed in paragraphs 1 and 2 must b e complied with except
that red light must
:.

fittings of wagons and track components and see that these are not disturbed until they have been seen be exhibited in the direction of approaching trains in place of red hand signaling
flags and banner '
and recorded by a responsible official. flags.
‘
r
-

Works of short duration

.

(v) In an emergency. when it is necessary on considerations of safety. the SSAE(Way).

cit-
':

3. Protection in block section and procedure for passing o f trains. Before commencing any work
"

authorized railway servant may commence such work after protecting the line
before issuing notice to?
of such category the SSAE(Way) or authorized railway servant should issue a notice to the Station Master] the Signalman. if the work is likely to be prolonged he should notify the Signalman
as soon as .3:
~.n n

Block hut in-charge at each end of the Block section and obtain their acknowledgment. Depending as to possible. , ' i fA

r,
whether the train is to be passed through the work site. alter stopping or at a restricted speed, the line
should be protected in the following manner :- (d) Works to be carried out in stationlimits
.v g -

s
at.
(a) When the train is required to stop a t the site of work (in Block section) - (i) No work should be commenced on running line at a station without the written permission

a
of the I
:

(i) Post a flagman with hand signals at a distance of 3 0 meters in rear of the place of obstruction. to Station Master and until the relevant signals have been placed at 'ON'.
'

"
show stop hand signals. _
:.

(ii) Before commencing a work on a line which can be isolated from the other running
(i) Post a tlagman with hand signals and place a banner flag across the track at a distance of 400 m in lines. the
i

SSAE(Way) should ensure that the line has been isolated and retain the keys of locking
rear of the work. The flag man will show stop hand signals device in his
m
. . u .‘

possession. Where isolation is effected by the setting of points, they must be locked
(iii) Post a flagman with hand signals and detonators at a distance of 800 metersinrearof thework. The by means of
clamps or bolts and cotters.
u

mi. .
flagman shall tix three detonators on the line 1 0 meters apart and take stand at a place not less than 45
m

meters from the three detonators, from where he can obtain a clear view of the approaching train. He will (rm Before commencing work on a line which cannot be isolated from other running
'

lines the

warp.
show stop hand signals.
"-

SSAE(Way) should provide the prescribed hand signals. detonators and banner

r;
flags.
Note: In meter gauge. sections with trains running at a maximum speed ofmore than 75 kmlhour:

.
v

(iv) Works in Automatic Territory: In automatic territory, if the distance from

:

the distances (ii) and (iii) shall b e as specified under approved special instructions. the place of works
obstruction to the automatic signal controlling entry of a train into the signaling section

“
(iv) The manat the site of obstruction shall give proceedhand signal toindicate to the Driver. whenhe may is less than
800 meters m and the automatic signal is secured at 'ON' the banner flag and three detonators
.

resume normal speed after the train has been hand signaled past the obstruction. may
be provided at 90 and 180 meters. respectively.
(b) Whenrhe train canpass overthe mrirspotatrestrictedspeedinBiodrsectrbn- Keeping inviewthe
2;

provisions in General Rules the following protections shouldbe adoptedin the above cases:
0) Post a flagman exhibiting caution hand signals at a distance of 30 meters from the place of
obstruction.
00 Post a flagman exhibiting caution hand signals at a distance of 800 meters from the place of
obstruction. ..

(iii) Post a intermediate flagman with hand signals at a distance of 400 meters from the place of
,”

obstruction. H e will also place a banner flag across the track. The intermediate banner flag must be
n

kept across the line until the speed of the trainhasbeen reduced. alter which the banner flag shall be
a

removed and the train hand signaled forward.

0 n meter gauge sections with trains running at a maximum speed of more than 75 kmlhour the
:iWVv

distance in (ii) and (iii) shall be increased as specified under approved special instructions.
I

(iv) The railway servant at the site of work should give proceed hand signals to indicate to the driver
of the train that he may resume normal speed aftersthe trainhas been signaled past the site of work.
~
)

98'

"'1;;gi he .1. {AFN-'12:: ~

 -. -r_ . —.‘ . .- ‘ 4- _- .
-. w

Figure 204(b)(i i)-1: BALLAST PROFILE FOR SINGLE LINE TRACK (BROAD
,
¢

GAUGE) FIGURE 204(b)(ii)-2: BALLAST PROFILE FOR SINGLE LINE TRACK

(METER GAUGE)

'
1'
.
1900 _
i-"—--f
z
;
‘I
__ __'m mum
. ~
ma
. loucsr-ssmepemswu
--' 3- :900
is
,
"—'-
;' SLPPLEMENTARY BLASTlNG
“MEREWEASEDLATERAL
i LSTRENGTHISREOURED
g
1
1 i
— 1.. {up 5
.4? G _"' i . l
Q 2.,
’r ’3" “ in c 1*i100 :5
I ‘ _. . _ r ~c_.4- ......_” _Ls/ .r
...... “ if” _--A.S'_...;._-N=4211.4. ”{n
-; a *5 D 'E
' : 4’
_ K
x n‘
i '.".'.. K- g. _________9-____._.<.§.s... .. . ..._ __..‘! -r 2., P-“
.” ' “__‘i‘ "--—*1 g 1
/ AM— »— - «-ElE—°~Bm-——---—--———Wu§m§r \V" _
'D‘ , 1 ' b ‘ . - M1. ‘i~"~— ~ -‘mfi—------—-4w‘rwrlwl¥ a,
_ Gotmail
‘ L _flfofi mun ,.,_,_._.l V
’
‘ ~- l ' g ‘ ._
t____-.m.§u;w_sun__._m

G TYPEOF
GAUGE sussvaa A a 'c D 1:. F F1 H
STEEL 250 350 500 1790 1040 4000 4270 520
TROUG 300 350 500 1790 1940 4000 4270 570
A “WWW” 350 ' 500 1790 1040 4000 4270 520
1000 mus:
250 350 500 2025 2175 4000 4270 590
' PSC 300- 350 500 2025 2175 4000 4270 040
2000151215051»
350 500 2025 2175 4000 4270 590

Notes:
1. The minimum clean stone ballast cushion below bottom of sleeper
Notes:
1. The minimum clean stone ballast cushion below bottom of sleeper ie A = 250 mm.
i.e. A = 250 mm. 2. For routes where speeds are to be more than 100 km/hour. A = 300
2. * on outer side of curves only. ‘ mm or 200 mm along with 150 mm of’sub-baliast.
3. Suitable slope shall be given for side slope of ballast profile. _
3. * on outer side of curves only.
4. ‘ Dimens‘onsforformation width (F and F1) are given for'straight
portion only this should be suitably increased taking into account 4. Suitableslope shall be given for side slope of ballast profile.
extra ballast shoulder on outside of curves and for 5. , Dimensions for formation width (F and F1) are given for straight
super-elevation.
portion only this should be suitably increased taking into account extra
5. All dimensions are in millimeters.
ballast shoulder outside of curves and for super-elevation.
6. All dimensions are in millimeters.

10]

é’ii'mv.,
a
 FIGURE 204(b)Gi)-4:BALLAST PRO
FILE FOR DOUBLE LINE (METER GAU
GE)
FIGURE 204(b)(ii)-3: BALLAST PROFILE FOR DOUBLE LINE (BROAD
GAUGE) . 1'
I I i OF FORMATION
SUPPLEMWARY BALLAS‘flNG
é OFFORMATION , F—I WHERE INCREASEDLA TERM
lBALLASTPROFILE I STRENGTH IS REOURED
, —;wnENLWR ONcsr-s
l '_SLEEPER ISLAID *1 r—<tsoo QOFTRACII (for. x
,_ g 4900 tormck QOFTRAOK
z- r.
alsoo 3"" J -------- ~, 1 {x
--l + ISM
.. ( 7 “ , .
x - "V ‘*—D- ._,.__.E_.. " " ' 2
1‘ WWW — F1LFQR-QWLN91 ~ ~ — —--—-~:oo<soo quick I
__.._EKEOB§MS_;AM$M.EED...___.-1

ZNOVER 150

PSC
2000VER 150 Notes
2525 10210
1. The minimum clezh stone balla
st cushion below the bottom of slee
Note: mm per .e. A = 250 mm
“sum
2. For hst
rout es where speeds are to be
mo re than 100 kmlhour. A = 300
1. The minimum clean stone ballast cushion below bottom of sleeper mm or200 mm alongwith150
i.e. A=250 mm. . 3. * on outer side of curves only.
2. * o n outer side of curves only. 4. Suitable slope shall be given
for sideslope of ballast profile.
3 Suitable slope shall be given for side slope of ballast profile. 5. Dimensions for formation widt
h (F and F1) are given for straight
4. Dimensions for formation width ( F and F1) are given for straight suitably increased taking into acco portion only
this should be
unt‘ extra baliast shoulder outside
- . _ . , . . . _ . - _ ,. . . . . . ..

portion only this should be suitably increased taking into account super-elevation. of curv es and for
extra ballast shoulder on outside of curves and for super-elevation. I
6. All dimensions are in millimeters
5. All dimensions are in millimeters.

103
102
.

, J
-. P M riflfzmi'lmawl
1

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
BRIDGE RULES

:
..

(IN 8 | UNITS)
RULES SPECIFYING THE LOADS FQR DESIGN OF- SUPERsSTRUCTURE AND
m

SUBSTRU‘CTURE OF BRIDGES AND FOR ASSESSMENT OF THE STRENGTH

“.

. OF EXISTING BRIDGES -
.
6

_. Adopted 1941

.
_

Revised ~ 1964
Reprinted in 1989-
.!

(Incorporating CorrectiOn Sims 1 to 39)

7

Addendum a n d Corrlgendum Slip‘No. 45 dated 27.09.2013

. 1

. .
The existing para 2.8.2.4.3 may be replaced by the following para:
“

2.&.2.4.3: Forces due to continuation of LWRICWR- Till Such time the forces due to
.

o
continuation of LWRICWR on bridges‘In Indian conditions are finalized provisions of UIC
774-3R Oct'obeI' 2001 edition. with uptodate modifications should be provisionally used for
4!

design and checking of substructure on bridges located in tangent track only with the
5 .

following parameters: ‘

‘
(3) Actual longitudinal forces prevailing on the bridge as per loading standard! rolling
2~

stock to be operated shall be used

(b) It shall be ensured that the additional stresses in rail as per computations done
“
-

using provisions of UIC _774-SR do not exceed the values given in table below.
Rail Section Maximum additiohat 'ttAaximum additional
i

' Stresses in Stresses in Tension '

Compression
m.

.60
,." Kg 90UTS Rail 60 NIIIImz " " ' ' "i3 N731?” ' '
«

f _‘ 52Kg 90 UTS Rail“'" so N/mnT’ " ' " ”6‘5N/mnT"

.

(c) Span and sub structure arrangement shall be such that the various checks o n
rotation! deflection specified In UIC 77A-3R are satisfied.
. t Track Resistance In Baltasted Deck Bridges: For track structure minimum 52 kg
.

_ 90 UTS rails. and PRC sleepers at sleeper density 1540 nos/KM with elastic
fastenings the value of track resistance for computations as per UIC 774-3R shall
be taken as 25kN per meter of track"In unloaded condition and 50 kN per meter of
track In loaded condition. '
3

'_ J. (a) The compmations can be done either USII'IQ graphs or amplified approach or
' computer program as indicated‘In UIC 774-3R provided the conditions specified for
their adoption are satisfied. The. computer program shall be validated with
methodology given in UlC-774-3R before use.
V'
(f) Battasted deck bridges without bearings (slabs. box culverts and arches) need not
" be checked for forces/effects due to continuation of LWRICWR.

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 (9) if rail-free fas_ten_ipgs:are provided as pe’r prqwmons of Marital Of lngtruetioI-I's' Qn‘
Long WeldedRail; such that (hereis n9.interaébdn batman the rail! andthebridge.
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'the'n there is my need for ehegkmg for fetcesiafteets dLie tO' coaLIation of
. . . — . «.2

LWR/GWR ~‘ -

A pew para 2.82.4,4 may be Introduced as f<>llowsr - . ' ,.

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8 2.4 4: In case the. stipulations giiién in.para. 2.8.24.3 abOVé are.poi fulfilled; measures -
~ . . . . . —

such as provision of suitable expansmn joi'n't- Ora _ ' .

i‘déd
palmeular
rai bridge:- $hja'li be. aflqpted 8$:d.
. By
The para 28. 1 (d) kdpfi''IIi abeyance vide correctlon s'ltfiz-no .33is hereby reintroduced

BY QRDER: .

(A K Dadarya)
- ‘ - . ExacmiveDirector (8&8)
_ , r - - RD; S.0,, Ludk’r‘iow

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