TRACK MANUAL

Mumbai Metro Rail Line-7 & 2A

MUMBAI METROPOLITAN REGION DEVELOPMENT AUTHORITY

TRACK MANUAL
REV.04, DECEMBER 2021

For Operation & Maintenance

of

Mumbai Metro Line 7 & Line 2A

 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

TABLE OF CONTENTS

1. GENERAL ................................................................................................................................... 1
1.1 General Parameters .................................................................................................................... 4
1.2 Track structure description .......................................................................................................... 7

2. MAINTENANCE PHILOSOPHY ................................................................................................. 8

2.1 Preventive Measure .................................................................................................................... 9
2.2 Corrective Measure ..................................................................................................................... 9
2.3 Renewal Maintenance ................................................................................................................. 9
2.4 Inspection .................................................................................................................................. 10
2.5 Check ........................................................................................................................................ 10
2.6 Supervision................................................................................................................................ 10

3. TRACK: STRUCTURE & COMPONENTS ............................................................................... 11

3.1 Rails .......................................................................................................................................... 11
3.2 Ballastless Track & Fastenings ................................................................................................. 41

4. TRACK: PARAMETERS AND TOLERANCES ....................................................................... 48

4.1 General ...................................................................................................................................... 48
4.2 Threshold values...................................................................................................................... 48
4.3 For Ballastless Track ................................................................................................................. 49
4.4 For Ballasted Track ................................................................................................................... 50
4.5 Standards applicable to fastenings ........................................................................................... 52

5. CURVES AND REALIGNMENT ............................................................................................... 53

5.1 General ...................................................................................................................................... 53
5.2 Determination of radius ............................................................................................................. 53
5.3 Definitions .................................................................................................................................. 55
5.4 Determination of actual cant ..................................................................................................... 58
5.5 Determination of length of transition curves .............................................................................. 58
5.6 Turnouts on curves ................................................................................................................... 60
5.7 Vertical curves ........................................................................................................................... 63
5.8 Realignment of Curves .............................................................................................................. 64

6. TURNOUTS .............................................................................................................................. 77
6.1 General ...................................................................................................................................... 77
6.2 Constituents .............................................................................................................................. 77
6.3 Different Types of Turn outs and Cross overs: ......................................................................... 78
6.4 Standard turnouts ...................................................................................................................... 79
6.5 Salient features of turnouts used in Mumbai Metro Line 7 and Line 2A- .................................. 80
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

6.6 LWR/CWR through points and crossings- ................................................................................ 81

6.7 Points machine and locking arrangement ................................................................................. 81
6.8 Important dimensions of turn outs ............................................................................................. 81
6.9 Maintenance rules for turn outs from Vossloh: ......................................................................... 82
6.11 Maintenance rules for turn outs from VAE/VKN:....................................................................... 83
6.12 Preventive Maintenance ............................................................................................................ 84

7. WELDING OF JOINTS, LWR/CWR. ........................................................................................ 94

7.1 General ...................................................................................................................................... 94
7.2 Flash Butt welding ..................................................................................................................... 94
7.3 Alumino-Thermit welding of Rails............................................................................................ 105
7.4 Long Welded Rails/ Continuous Welded Rails ....................................................................... 122

8. BUFFER STOPS .................................................................................................................... 146

8.1 Introduction.............................................................................................................................. 146
8.2 Buffer Stop Design from M/s Oleo for Main Line of Metro Line-7 ........................................... 148
8.3 Specific Design Condition for the Mainline ............................................................................. 149
8.4 Manufacturer Details: .............................................................................................................. 149
8.5 Manufacturer’s Instructions and recommendations: ............................................................... 150
8.6 Buffer Stop Design from M/s Oleo for Main Line of Metro Line-2A......................................... 151
8.7 Specific Design Condition for the Mainline ............................................................................. 153

9. TRACK MAINTENANCE AND INSPECTIONS ...................................................................... 155

9.1 General .................................................................................................................................... 155
9.2 Organization ............................................................................................................................ 156
9.3 Duties of Manager (P WAY) or equivalent designation .......................................................... 156
9.4 Duties of Assistant Manager (P.WAY) or equivalent designation ........................................... 158
9.5 Duties of Senior Section Engineer (S.S.E) P.Way (in overall charges) .................................. 160
9.6 Duties of Section Engineer (P.Way) ....................................................................................... 162
9.7 Duties of Section Engineer (S.E/ P.Way Stores) .................................................................... 162
9.8 Duties of Technician P.WAY ................................................................................................... 162
9.9 Maintenance Planning – .......................................................................................................... 164
9.10 Application of R.A.M.S criteria in track maintenance General ................................................ 164
9.11 Setting up of database ............................................................................................................ 164
9.12 Service Life of Track Components .......................................................................................... 167
9.13 Maintenance Policy ................................................................................................................. 169
9.14 Maintenance Periodicities ....................................................................................................... 170
9.15 General Instructions ................................................................................................................ 177
9.16 Special Instructions to Staff Working In Traction Area – ........................................................ 179
9.17 Maintaining continuity of track – .............................................................................................. 181
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Mumbai Metro Rail Line-7 & 2A

9.18 Joint Inspection by P.WAY and Signalling Engineers ............................................................. 184

10. MAINTENANCE AND REPAIR OF TRACK PLINTHS .......................................................... 186

10.1 Introduction.............................................................................................................................. 186
10.2 Maintenance of concrete plinths ............................................................................................. 186
10.3 Mainline concrete plinth – plain line track ............................................................................... 187
10.4 Mainline concrete Plinth/Slab – Turnout track ........................................................................ 189
10.5 Concrete Defect Classification ................................................................................................ 190
10.6 Repair methods ....................................................................................................................... 191
10.7 Post Derailment Repairs ......................................................................................................... 194
10.8 Defect marking convention ...................................................................................................... 197

11. ACTIONS IN CASE OF EMERGENCIES AND NATURAL CALAMITIES ............................ 199

11.1 General .................................................................................................................................... 199
11.2 Duties of P.WAY Officials or Equivalent Officials during Accidents ........................................ 200
11.3 Unusual Occurrences Fire and smoke .................................................................................... 203
11.4 Flooding................................................................................................................................... 203
11.5 Earthquake .............................................................................................................................. 203
11.6 Obstruction found on track ...................................................................................................... 205
11.7 Train Pilots report on defects in track ..................................................................................... 205
11.8 Abnormal occurrences attributable to Rolling Stock ............................................................... 205
11.9 Other unsafe conditions .......................................................................................................... 205
11.10 Action to be taken on receipt of reports of any abnormality on track ...................................... 206

12. TRACK RECORDINGS .......................................................................................................... 207

12.1 General .................................................................................................................................... 207
12.2 Portable Accelerometers ......................................................................................................... 207
12.3 Operation................................................................................................................................. 207
12.4 Frequency of recording ........................................................................................................... 208
12.5 Recording of defects ............................................................................................................... 208
12.6 Classification of track .............................................................................................................. 208

13. SPEED RESTRICTIONS, SIGNAGES ................................................................................... 209

13.1 General .................................................................................................................................... 209
13.2 Works of short duration – ........................................................................................................ 210
13.3 Works of long duration – ......................................................................................................... 211
13.4 Types of track signs ................................................................................................................ 212

16.4 THRO UG H PACKING – ..................................................................................................... 230

14. Ballast......................................................................................................................218
14.1 General....................................................................................................................218
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

14.2 Type of Ballast..........................................................................................................218

14.3 Size..........................................................................................................................218

14.4 Specifications...........................................................................................................218

14.5 Ballast Profile/ Sections/Depth of Cushion...............................................................219

14.6 Bottom Ballast..........................................................................................................219

15 SLEEPERS AND FASTENINGS

15.1 General…………………………………………………………………………………….224

15.2 Types of Sleepers…………………………………………………………………………224

15.3 Concrete Sleepers………………………………………………………………………..224

16 Maintenance rules for Ballasted Track.................................................................226

16.1 General.....................................................................................................................226

16.2 Maintenance of Track Components.........................................................................226

16.3 Maintenance of concrete sleeper track....................................................................228

16.4 Through Packing......................................................................................................230

 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

LIST OF TABLES
Table 1.1: Project Details of Line 7 ….....................................................................................1
Table 1.2: Details of various stations lline 7............................................................................1
Table 1.3: Project Details of Line 2A…....................................................................................2
Table 1.4: Details of various stations lline 2A..........................................................................2
Table 1.5: General parameters................................................................................................4
Table 1.6: Details of Turnout...................................................................................................6
Table 3.1: Surface Hardness.................................................................................................12
Table 3.2: Rail Section...........................................................................................................12
Table 3.3: Actions taken w.r.t. defective rails ........................................................................40
Table 4.1: Threshold values of various track parameter tolerances......................................48
Table 4.2: Gauge with reference to 1435 mm for Standard Gauge.......................................49
Table 4.3: Cross Levels.........................................................................................................49
Table 4.4: Twist (On base 3 M)..............................................................................................49
Table 4.5: Alignment (On 20 M chord)...................................................................................49
Table 4.6: Vertical profile...................................................................................................... .50
Table 4.7: Gauge with reference to 1435 mm for Standard Gauge on ballasted track......... .50
Table 4.8: Cross Levels on ballasted track........................................................................... .50
Table 4.9: Twist (On base 3 M) on ballasted track............................................................... ..50
Table 4.10: Alignment (On 20 M chord)on ballasted track................................................... ..51
Table 4.11: Vertical profile................................................................................................ .....51
Table 5.1: Format to feed details of versines................................................................ .........65
Table 5.2: Example of statement showing versine difference..................................... ..........66
Table 5.3: Statement showing Cumulative Percentage: - total no. Of stations: 25................67
Table 6.1: types of Turnout & Crossovers..................................................................... .........80
Table 6.2: Design Speeds for Turnouts.......................................................................... .......80
Table 6.3: Important dimensions of Turnouts - Line 7...................................................... .......81
Table 6.4: Important dimensions of Turnouts – Line 2A................................................. ....... 82
Table 7.1: Permissible Vertical/Lateral wear of rail........................................................ ......100
Table 7.2: Tolerances for welding of New Rail............................................................... ......107
Table 7.3: Tolerances for welding of Second hand Rail............................................... ......108
Table 7.4: Uniform and Vertical gap between rails........................................................ ......108
Table 7.5: Welding team carrying out the welding work................................................ ......110
Table 7.6: Preheating time............................................................................................. ......113
Table 7.7: Marking...............................................................................................................120
Table 8.1: General Specification of Mumbai Metro Line-7 and Line 2A........................ ......148
Table 8.2: Buffer stop Documents & Drawing Attachments........................................... .....150
Table 8.3: General Specification of Mumbai Metro Line-2A (mainline)............................. .. 151
Table 8.4: General Specification of Mumbai Metro Line-2A (test track in Charkop depot) :.152
Table 8.5: General Specification of Mumbai Metro Line-2A (on stabling line in depot)...... .152
Table 8.6: General Specification of Mumbai Metro Line-2A (on stabling line in depot)… …153
Table 8.7: Buffer stop Documents & Drawing Attachments………………………………… ..154
Table 9.1: Maintenance Periodicities............................................................................. ......170
Table 9.2: Maintenance Plan.......................................................................................... .....173
Table 9.3: Seldom used tracks......................................................................................... ...183
Table 10.1: Summary of the details of defects and commensurate materials for repair. 192
Table 12.1: Classification of track................................................................................... .....208
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

LIST OF FIGURES
Figure 3.1 : Rail Profile UIC 60E1 ......................................................................................................... 12
Figure 3.2 : Check Rail.......................................................................................................................... 13
Figure 3.3: Rail Profile UIC 60E1A1 ..................................................................................................... 14
Figure 3.4 : Wheel burns on rail top ...................................................................................................... 16
Figure 3.5: Side wear ............................................................................................................................ 17
Figure 3.6: Vertical Wear ...................................................................................................................... 19
Figure 3.7: Advanced stage .................................................................................................................. 20
Figure 3.8: Typical Corrugations in rails ............................................................................................... 21
Figure 3.9: General Appearance of Rail fracture .................................................................................. 22
Figure 3.10: General Appearance of Bolt Hole Cracks ......................................................................... 24
Figure 3.11: General Appearance of Broken foot ................................................................................. 25
Figure 3.12: Flaked Rail ........................................................................................................................ 26
Figure 3.13: General Appearance of Head/Web Separation ................................................................ 27
Figure 3.14: Horizontal and vertical split head ...................................................................................... 28
Figure 3.15: General Appearance of Split Web .................................................................................... 28
Figure 3.16: General Appearance of Piped Rail ................................................................................... 29
Figure 3.17: Cross-sectional View of Piped Rail ................................................................................... 29
Figure 3.18: General Appearance of Crushed Head ............................................................................ 30
Figure 3.19: End battering of rails ......................................................................................................... 31
Figure 3.20: Squat rail defect ................................................................................................................ 33
Figure 3.21: LORAM Rail Grinding machine ......................................................................................... 34
Figure 3.22: Insulated Rail Joint ........................................................................................................... 35
Figure 3.23: Position of probe on flange ............................................................................................... 37
Figure 3.24: USFD Kit and Probes ....................................................................................................... 38
Figure 3.25: Pandrol DRBA 13145 with e-2007 Clip ............................................................................ 46
Figure 3.26: Vossloh Fastening System with SKL 12 ......................................................................... 47
Figure 5.1: Chord Length ...................................................................................................................... 53
Figure 5.2: Radius of Curve .................................................................................................................. 54
Figure 5.3: Equilibrium Cant.................................................................................................................. 55
Figure 5.4: Contrary flexure .................................................................................................................. 60
Figure 5.5: Turn outs with similar flexure .............................................................................................. 60
Figure 5.6: Similar flexure ..................................................................................................................... 61
Figure 5.7: Symmetrical split ................................................................................................................. 61
Figure 5.8: Vertical Curve ..................................................................................................................... 63
Figure 5.9: Cumulative Frequency Curve ............................................................................................. 70
Figure 5.10: Position of Bogie on the Curve ......................................................................................... 74
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Figure 5.11: vehicles lean toward the inner rail. ................................................................................... 75

Figure 6.1: Showing typical turnout constituents .................................................................................. 77
Figure 6.2: Crossover ............................................................................................................................ 78
Figure 6.3: Diamond crossing ............................................................................................................... 78
Figure 6.4: Scissors cross-over............................................................................................................. 79
Figure 6.5: Symmetrical split Turnouts ................................................................................................. 79
Figure 7.1: Mobile flash butt welding plant ............................................................................................ 95
Figure 7.2: Digital Ultrasonic Double Rail Tester of welded rails .......................................................... 96
Figure 7.3: Aligning ............................................................................................................................... 97
Figure 7.4: End Cleaning of Rails ......................................................................................................... 97
Figure 7.5: Stripping .............................................................................................................................. 98
Figure 7.6: Air quenching gadget .......................................................................................................... 99
Figure 7.7: Tolerances of Welds for Misalignment of New Rail .......................................................... 102
Figure 7.8: Tolerances of Welds for finishing top surface of New rail ................................................ 102
Figure 7.9: Tolerances of Welds for Misalignment of Old Rail ............................................................ 103
Figure 7.10: Tolerances of Welds for finishing top surface of Old rail ................................................ 103
Figure 7.11: Ultrasonic Testing Machine ............................................................................................ 104
Figure 7.12: Tolerances on the end bend in the vertical plane ........................................................... 107
Figure 7.13: Tolerances on the end bend in the horizontal plane....................................................... 107
Figure 7.14: Tolerances on the end bend in the horizontal plane....................................................... 107
Figure 7.15: Tolerances for lateral misalignment at end ..................................................................... 109
Figure 7.16: Tolerances for lateral misalignment at centre ................................................................. 109
Figure 7.17: Tolerances for vertical misalignment .............................................................................. 110
Figure 7.18: Checking vertical misalignment ...................................................................................... 110
Figure 7.19: Mould Shoes/jackets ....................................................................................................... 111
Figure 7.20: Fixing of mould................................................................................................................ 111
Figure 7.21: Centre line of the rail gap coincides with the centre line of the mould ........................... 112
Figure 7.22: Luting sand ..................................................................................................................... 112
Figure 7.23: Luting .............................................................................................................................. 113
Figure 7.24: Preheating of rails ends .................................................................................................. 113
Figure 7.25: Hydraulic weld trimmer ................................................................................................... 116
Figure 7.26: Trimming Operation ........................................................................................................ 116
Figure 7.27: Profile Grinding ............................................................................................................... 117
Figure 7.28: Tolerances for vertical misalignment for finished weld ................................................... 118
Figure 7.29: Tolerances for lateral misalignment for finished weld..................................................... 118
Figure 7.30: Tolerances for finished side of head surface of welded joint .......................................... 119
Figure 7.31: Tolerances for finished top table surface of welded joint ............................................... 119
Figure 7.32: Creep measurement ....................................................................................................... 133
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Mumbai Metro Rail Line-7 & 2A

Figure 7.33: Destressing of Rail .......................................................................................................... 137

Figure 7.34: Rollers for distressing ..................................................................................................... 138
Figure 7.35: Side roller ........................................................................................................................ 139
Figure 7.36: Destresssing with use of rail tensors .............................................................................. 140
Figure 7.37: Temporary and permanent repairs of rail fractures with use of rail tensors ................... 141
Figure 7.38: Destressing of LWR with the use of Rail Tensor is given below .................................... 144
Figure 8.1: Sliding Buffer Stop ............................................................................................................ 147
Figure 8.2: Sliding Buffer Stop (illustration) ........................................................................................ 147
Figure 8.3: Typical sketch of Buffer stop and friction shoe layout ...................................................... 148
Figure 9.1: Temporary Jumpering of Rails .......................................................................................... 182
Figure 10.1: Plinth track with base plates ........................................................................................... 187
Figure 10.2: Anchor bolts .................................................................................................................... 188
Figure 10.3: Non-shrink Epoxy grout layer ......................................................................................... 190
Figure 13.1: Km Marker& Hectometer Board ...................................................................................... 215
Figure 13.2: Vertical Curve Indicator Board ....................................................................................... 215
Figure 13.3: Horizontal Curve indicator board .................................................................................... 215
Figure 13.4: Turn out indicator board .................................................................................................. 216
Figure 13.5: Fouling point Marker board ............................................................................................. 216
Figure 13.6: Caution Indicator and Stop Indicator boards .................................................................. 216
Figure 13.7: Termination Indicator and Speed Indicator Boards ........................................................ 217
Figure 14.1: Ballast profile for S. G. Track ......................................................................................... 220
Figure 15.1: Standard Mono Block Concrete Sleeper for Standard Gauge .................................. 225A
Figure 15.2: Concrete Sleeper Assembly with Elastic Rail Clip Assembly .................................... 225B
Figure 15.3: Inspection Bay Cloumn Line ....................................................................................... 225C
Figure 15.4: Embedded Track.......................................................................................................... 225D
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

LIST OF ACRONYMS

1. MMRDA Mumbai Metropolitan Region Development Authority

MMMOCL
2. Maha Mumbai Metro (M3) Operation Corporation Ltd.
/ M3OCL

3. Authority MMRDA or Authorized Official of MMMOCL

SSE/SE (P Way), AM (P Way) or Manager (P Way) or any other

4. Engineer
authorized Official of the Authority.
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

LIST OF ANNEXURES
Annexure A: Drawings of Various components of Pandrol DRBA Fastening ..................... 234
Annexure B: Drawings of Various components of Vossloh 336 Fastening system ............ 235
Annexure C: Comfort and Safety Parameters on Turnouts used in Line 7………………….236

Annexure C1&C2: Comfort &Safety Parameters on Turnouts used in Line 2A………………237

Annexure D: Schedule of speed restriction for LWR/CWR ................................................ 238
Annexure E: Instruction of Handling 1080 Grade HH Rail ................................................. 240
Annexure F: Authorised level of supervision for working on LWR/CWR ............................ 243
Annexure G: Destressing of LWR/CWR ............................................................................ 246
Annexure H: Extension Table............................................................................................ 249
Annexure I: Hot Weather Patrolling ................................................................................... 251
Annexure J: Cold Weather Patrolling ................................................................................ 254
Annexure K : Performa for preparing register on LWR/CWR ............................................. 256
Annexure L: DO's and DON’Ts on LWR/CWR .................................................................. 260
Annexure M: Drawings of Buffer Stops of Line 7 and Line 2A ........................................... 263
Annexure N: Drawings showing location of Buffer Stops line 7 ......................................... 264
Annexure N1: Drawings showing location of Buffer Stops line 2A ..................................... 265
Annexure O: General arrangement drawing for concrete plinth ......................................... 266
Annexure P: Work instructions for repairing concrete plinth .............................................. 267
Annexure Q: Toe Load Measurement procedure .............................................................. 276
Annexure R: Inspection Format of Points and crossings ................................................... 277
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

CHAPTER - 1

1. General
Mumbai Metro Rail Project Line-7 i.e. Gundavali – Dahisar corridor is a dedicated
passenger rail link between Gundavali and Dahisar & Mumbai Metro Rail Project
Line-2A i.e Dahisar (E)- D.N. Nagar corridor is a dedicated passenger rail link
between Dahisar (E)- D.N. Nagar. This corridor is designed for a speed of 90 Kmph
(in straight) and 80 kmph (in curves up to Radius 300m) and it shall be operated with
maximum permissible speed of 90 kmph in straight track. Speed Restriction as per
radius of curves shall apply.
Project Details of Line 7
The mainline of Gundavali - Dahisar Mumbai Metro Rail Project Line 7 is on elevated
viaduct and the alignment predominantly runs over Western Express Highway.

Table 1.1:

Description Route Length (KM) No. of

Sr.No. At-Grade Elevated Total Stations

1 Gundavali- Dahisar - 15.972 15.972 13

There are 13 elevated stations with the platform length 185 meters for 8 car rakes.
The relevant details of various stations are as below –

Table 1.2: Details of various stations of Line7

Station Platform Platform Civil Structure Track structure

Chainage Chainage
DN UP
Gundavali -0+037.449 -0+037.261 Elevated Viaduct Ballastless Track
Plinth
Mogra 1+564.670 1+565.788 Elevated Viaduct Ballastless Track
Plinth
Jogeshwari 3+157.270 3+156.781 Elevated Viaduct Ballastless Track
East Plinth
Goregaon East 4+218.338 4+218.934 Elevated Viaduct Ballastless Track
Plinth
Aarey 6+118.273 6+119.174 Elevated Viaduct Ballastless Track
Plinth

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Mumbai Metro Rail Line-7 & 2A

Station Platform Platform Civil Structure Track structure

Chainage Chainage
DN UP
Dindoshi 7+272.551 7+273.631 Elevated Viaduct Ballastless Track
Plinth
Kurar 8+105.432 8+106.524 Elevated Viaduct Ballastless Track
Plinth
Akurli 9+375.936 9+376.064 Elevated Viaduct Ballastless Track
Plinth
Poisar 10+083.648 10+080.913 Elevated Viaduct Ballastless Track
Plinth
Magathane 11+759.568 11+762.199 Elevated Viaduct Ballastless Track
Plinth
Devipada 12+596.469 12+599.055 Elevated Viaduct Ballastless Track
Plinth
Rashtriya 13+760.256 13+761.347 Elevated Viaduct Ballastless Track
Udyan Plinth
Ovaripada 14+720.650 14+720.947 Elevated Viaduct Ballastless Track
Plinth

Project Details of Line 2A

The mainline of Dahisar (E)- D.N. Nagar Mumbai Metro Rail Project Line 2A is on
elevated viaduct and the alignment predominantly runs over New Link Road.
Table 1.3:

Sr. Description Route Length (KM) No. of

No. At-Grade Elevated Total Stations

1 Dahisar (E)- D.N. Nagar - 18.596 18.596 17

There are 17 elevated stations with the platform length 185 meters for 8 car rakes.
The relevant details of various stations are as below –

Table 1.4: Details of various stations of Line 2A

Platform
Platform
Station Chainage Civil Structure Track Structure
Chainage DN
UP
Start Chainage 0-414.348
Ballastless Track
Dahisar (E) 0-204.848 0-204.848 Elevated Viaduct
Plinth
Ballastless Track
Upper Dahisar 0+721.503 0+721.503 Elevated Viaduct
Plinth

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Mumbai Metro Rail Line-7 & 2A

Ballastless Track
Kandarpada 2+413.803 2+413.803 Elevated Viaduct
Plinth
Ballastless Track
Mandpeswar 3+378.847 3+378.847 Elevated Viaduct
Plinth
Ballastless Track
Eksar 4+452.838 4+452.838 Elevated Viaduct
Plinth
Ballastless Track
Boriwali (W) 5+532.356 5+532.356 Elevated Viaduct
Plinth
Ballastless Track
Pahadi Eksar 6+473.053 6+473.053 Elevated Viaduct
Plinth
Ballastless Track
Kandiwali (W) 7+570.969 7+570.969 Elevated Viaduct
Plinth
Ballastless Track
Dahanu Karwadi 8+495.590 8+495.590 Elevated Viaduct
Plinth
Ballastless Track
Valanai 9+528.99 9+528.99 Elevated Viaduct
Plinth
Ballastless Track
Malad (W) 10+842.003 10+842.003 Elevated Viaduct
Plinth
Ballastless Track
Lower Malad 12+235.320 12+235.320 Elevated Viaduct
Plinth
Ballastless Track
Pahadi Goregaon 13+432.377 13+432.377 Elevated Viaduct
Plinth
Ballastless Track
Goregaon (W) 14+454.106 14+454.106 Elevated Viaduct
Plinth
Ballastless Track
Oshiwara 15+462.405 15+462.405 Elevated Viaduct
Plinth
Ballastless Track
Lower Oshiwara 16+265.405 16+265.405 Elevated Viaduct
Plinth
Ballastless Track
D N Nagar 17+558.052 17+558.052 Elevated Viaduct
Plinth
End Chainage 18+182.074

State of the art Maintenance Depot is located at Charkop of Line 2A of Mumbai Metro,
from where trains shall be catered in Line 7 and Line 2A.
Line 7 is connected to Line 2A in the North direction which continues through Line 2B
to Mandale. There is also a diversion from Line 7 towards Line 9 towards Mira-
Bhayandar via Turnout just after Ovaripada Station. Line 7 extension towards
Chhatrapati Shivaji International Airport towards south direction is called Line 7A.
There is an interchange at D.N. Nagar of existing Line 1 and Line 2A.

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 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

The Stations on network are designed for handling 8 car rakes with a platform length
of 185m. The maximum permissible speed on the ballastless track is 90kmph.
25KVAC Traction system with flexible catenary has been provided on Mumbai Metro
Line 7 and Line 2A.
Line 7 track is provided with state-of-the-art ballastless track using Pandrol DRBA
13145 for main track & Vossloh Special Fastenings for Turnouts, Crossovers and
Scissors crossover. Line 2A track is provided with state-of-the-art ballastless track
using Pandrol DRBA 13145 and Vossloh 336 fastening system for main track &
Vossloh Special Fastenings for Turnouts, Crossovers and Scissors crossover. The
Elevated Structure generally runs along the roads with single column in the middle of
the road. The central column rests on pile cap supported over piles. The super
structure is of pre-stressed U girder of different lengths as required for the alignment
resting on Elastomeric Bearings at either ends.
1.1 General Parameters
The general parameters as well as track structure followed on Mumbai Metro Rail
Project Line7 and Line 2A is summarized as under –
Table 1.5: General parameters

Description Dimension
Gauge 1435mm
Maximum Operating Speed 85 kmph
Maximum Axle Load, Loaded Condition. 17 Ton
Allowable Maximum Track Gradient 4% (Compensated)
Max. Compensated Gradient applied 2.497% (Line2A)
3.268% (Line 7)
Min. Vertical curve radius 1500m
Min. Horizontal curve radius 122.485m (Main line Track) (Line 2A)
207.485m (Line 7)
Annual GMT of the section for each UP & 40 Annual GMT (i.e.8carsX4 axles X17 T
DOWN Track X197 services per dayX365 days)

The track on Mumbai Metro Rail Project Line 7 has been laid to the following
standards –

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 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Description Parameter - Ballastless

Rail – Main line UIC 60E1, 110 UTS
1080 Grade HH Head Hardened Rails
Bearers spacing
Straight Track & Curve radius upto 300m 650mm ± 5mm
Curve less than 300m radius Curve Track 600mm ± 5mm
No. of Bolts per Pandrol DRBA fastening > 02 Hole
Radius 700m
No. of Bolts per Pandrol DRBA fastening 04 Hole
≤Radius 700m
Standard Rail length - Main line 18m
Max. Cant Allowable 110 mm
Max. Cant Provided 80mm
Allowable Max. Cant Deficiency
Plain Line 85mm
Turnouts 85mm
Provided Max. Cant Deficiency
Plain Line 63mm
Turnouts 80mm
Allowable Cant Gradient
- Maximum 1 in 440
- Desirable 1 in 720
Provided steepest Cant Gradient 0.175% = 1 in 571
Allowable and Provided Rate of Change of Cant
/ Cant deficiency
- Maximum 40mm/sec
- Desirable 25mm/sec

The track on Mumbai Metro Rail Project Line 2A has been laid to the following
standards –

Description Parameter - Ballastless

Rail – Main line 60E1(UIC 60), 110 UTS
1080 Grade Head Hardened Rails
Rail- Depot UIC 60,90 UTS
880 Grade Non HH Rails
Bearers spacing (Ballastless) 600mm ± 5mm
Sleeper spacing in Depot
Ballasted 650mm± 5mm
Embedded track 1200mm± 5mm
Column line 1200mm± 5mm

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Description Parameter - Ballastless

No. of Bolts per Pandrol DRBA / Vossloh 336 02 Hole
fastening > Radius 1000m
No. of Bolts per Pandrol DRBA/Vossloh 336 04 Hole
fastening ≤Radius 1000m
Standard Rail length -Main line 18m
Standard Rail length -Depot 13m
Max. Cant Allowable 110 mm
Max. Cant Provided 110mm
Allowable Max. Cant Deficiency
Plain Line 85mm
Turnouts 85mm
Provided Max. Cant Deficiency
Plain Line 85mm
Turnouts 80mm
Allowable Cant Gradient
-Maximum 1 in 440
-Desirable 1 in 720
Provided steepest Cant Gradient 0.226% = 1 in 441
Allowable and Provided Rate of Change of Cant
/ Cant deficiency
- Maximum 40mm/sec
- Desirable 25mm/sec

The turn outs provided on Metro Line 7 and Line 2A with speed potential are as under-
Table 1.6: Details of Turnout
Line 7
Type Speed potential
Main Line On Straight Track On diverging track
1 in 9 Turnout Radius 300m 90 Kmph 45 kmph
1 in 9 Turnouts Radius 300m Scissors 90 kmph 45 kmph
Crossover with 5.030m track centres
Line 2A
Type Speed potential
Main Line On Straight Track On diverging track
1 in 9 Turnout Radius 300m 90 Kmph 45 kmph
1 in 7 Turnouts Radius 140m 90 kmph 25 kmph
Scissors Crossover with 5.030m
track centres 90 kmph 25kmph
1 in 7 Turnouts Radius 140m

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1.2 Track structure description

• The track is provided with UIC 60 (60E1) 1080 Grade HH 1080 rails at a gauge of
1435 mm. The track gauge is measured at 14mm below the rail top.

• The mainlines of Line 7 UP and DN lines consist of approximately 32.833 km of

ballast-less track laid on RCC concrete plinth with Pandrol DRBA 13145 fastenings
for plain Line Track and Vossloh 336 fastening system for lead portion of turnouts &
Vossloh Special Fastenings for Turnouts, Crossovers and scissors crossover.

• The mainlines of Line 2A UP and DN lines consist of approximately 37.192 km of

ballast-less track laid on RCC concrete plinth with Pandrol DRBA 13145 and Vossloh
336 fastenings for main Line Track and Vossloh 336 fastening system for lead portion
of turnouts & VAE/VKN Fastenings for Turnouts , Crossovers and scissors crossover.

• The rails are continuously welded throughout, and the flash butt welding has been
extensively used for welding the rails to have minimum number of AT welds.

• The rails are set at an inclination of 1:20 throughout the Mumbai Metro Line7 and 2A
including Turnouts.

• The rails on ballastless track are secured by using approved fastening system
Pandrol DRBA 13145 for plain Line Track for Line 7; both Pandrol DRBA 13145 and
Pandrol DRBA 13145 Vossloh 336 have been used for main line on Line 2A. Vossloh
336 fastening system for lead portion of Turnouts & VAE/VKN Fastenings for
Turnouts, Crossovers and scissors crossover. The ballast-less track on viaduct is
provided with derailment containment by the use of reinforced concrete derailment
guard.

• For Line 7, Friction type sliding buffer stops are provided at every track end on main
line. The main line friction type buffer stops are designed with 404 tons of train mass,
designed impact speed of 25 kmph, with sliding distance of 14.4m and total
occupancy length of 20 m.

• For Line 2A, Friction type sliding buffer stops are provided at every track end on main
line. The main line friction type buffer stops are designed with 376 tons of train mass,
designed impact speed of 25 kmph, with sliding distance of 20.33m and total
occupancy length of 23.48 m. For Depot, Buffer Stop with sliding distance 6.5m and
10m are being used for designed speed of 10kmph.

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CHAPTER – 2

2. Maintenance Philosophy
The overall aim of track maintenance should be to maintain the track in a cost-
effective manner such that passenger safety and comfort are not jeopardized.
Cosmetic maintenance is unnecessary and wastes scarce and valuable resources.
Work that significantly disturbs the track should only be performed when that track
has reached the limits of realistic maintenance intervention tolerances. Track with
such exceedance can then be maintained in order to return it as close as practicable
to the “as-built” condition without jeopardizing the future maintenance or current
behaviour of the abutting track lengths
An unambiguous system for the careful and diligent recording of data obtained
through regular track inspection and monitoring by experienced staff should be
devised and implemented. The data must be readily available and constantly
analyzed to find distinctive trends in the behaviour of the track at particular locations.
The analysis should allow reasonable prediction of when a maintenance intervention
level is likely to be exceeded. As more data is collected and entered into the system,
the predictions made using it will become more reliable. Over maintenance should be
avoided by developing the philosophy of maintaining when conditions require, and
not to a rigorous predetermined frequency. As observation, analysis and assessment
progress, the necessity for and value of certain types of inspections and maintenance
will emerge. Inspection and maintenance frequencies can be adjusted based on this
experience and an overall strategy will gradually develop.
The primary maintenance function will be the maintenance of the rails vertical and
lateral alignment and the condition of the running contact surfaces. Of particular
importance will be railhead imperfections and their removal by preventative grinding.
The grinding policy should be little and often to prevent gauge corner cracking, rolling
contact fatigue and corrugations propagating to a troublesome magnitude. The
condition of the vehicle wheel treads should also be monitored for at least the same
reasons and significant faults.
Maintenance means all activities intended to maintain an installation or restore it to a
given state or to give conditions of operating safety to perform a given function.

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A maintenance Philosophy should define the methods to be implemented to maintain

or upgrade the quality and substance level of the network to the required level. The
policy should strike a balance between maintenance and renewal in order to limit total
yearly expenses in the long run i.e., the sum of:

• Direct track maintenance costs including the cost of interest and depreciation of
the investment in the track.
• Indirect costs owing to track condition and the maintenance work on the railway
system.
• The maintenance Philosophy should take into account the following aspects as
well:
• The design and condition of the rolling stock and track.
• The Characteristics of the trains and operating requirements
• The ratio between the cost of labour and the cost of materials.
• The condition for a rational management of track installations with a view to their
utilization and reuse.
• Track availability for possessions and the efficacy of maintenance means and
methods.
• The experience in regard to the evolution of the maintenance policy and the
manner in which it affects track quality and expenditure.
• In practice, a maintenance policy is progressively optimized by applying the
lessons learnt from the past experience to future situations.
2.1 Preventive Measure
This aims to prevent the pre-mature occurrence of certain permanent distortion or
deterioration in the track components. It is scheduled on the considerations of savings
as well as safety.
2.2 Corrective Measure
This aims to restore track condition and bring it within permissible tolerances It
consists mainly of interventions in the track geometry to correct defects and in
addition, certain defects in materials are also set right. The aim is to return the track
to a condition where deterioration process is slowed down.
2.3 Renewal Maintenance
This is adopted when corrective maintenance is technically ineffective or
uneconomical. The renewals involve replacement of either rail pads and fastenings,

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or the rails and their fastening system. It is scheduled on consideration of savings

and safety visa-vis corrective maintenance.
2.4 Inspection
This is supervision carried out in the context of a given mission and is not necessarily
limited to a comparison with predefined data. This activity is performed by the user of
installation or by the maintenance staff. This action involving a detailed and
predefined examination of all or part of track section may involve maintenance
intervention which may be performed following the identification of anomalies during
the inspection.
2.5 Check

This is an action of measuring, inspecting, recording or testing one or several

parameters on an installation and of comparing it with the requirements in order to
establish or restore its conformity. This also includes checking conformity of the
characteristics of an installation with predefined data, possibly followed by an opinion.
This activity is performed for information purposes, for taking a decision for preventive
or corrective intervention or restricted use of the installation i.e. speed restriction etc.
2.6 Supervision
This action is manual or automatic, intended to investigate the condition of an
installation and its evolution. Automatic supervision may be via detectors placed in
the installation under supervision and connected to a computer, the programme of
which integrates the nominal values for the various detectors and can trigger the
necessary alarms and stoppages. Initially the supervision shall be manual and also
by means of video recording with adequate picture analysis.

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CHAPTER – 3

3. Track: Structure & Components

3.1 Rails
In railway track, rails provide:

• A continuous and smooth surface for the movement of trains

• Guide the wheels of vehicle along a fixed path, and
• Bear the loads imposed by the wheels and transfer them to a larger area of
formation, through sleepers and ballast in ballasted track or through special
concrete sleepers and concrete plinth in ballast-less tracks.
Rails are designated by their weight per unit length (in metric units by kilogram per
meter). Additionally, letters are used in some cases to indicate grade of rails, as for
example 60E1 1080 grade which denotes a rail weighing 60 Kg per meter of grade
1080 to IRS-T-12(Up to Correction Slip 3) specification. Indian Railways Standards
are denoted as IRS.
A rail section is designed to have optimum weight, consistent with maximum possible
stiffness, strength and durability. The weight of rails and profile of its section are
related to factors like axle load, maximum speed, traffic density and level of
maintenance efforts. The heavier the rails are, the more they are able to carry heavier
axle loads, and easy to maintain the track geometry to better standards and to reduce
the expenditure on maintenance of track.

3.1.1 Grade of Rail Steel

Rails are made of steel suitable for withstanding the stresses and abrasion of railway
traffic. Such steel, containing carbon, manganese and other metals to strict
specifications, is graded according to their ultimate tensile strength (UTS).
On Mumbai Metro Rail Project Line 7 and Line 2A, Grade A rails, with minimum UTS
of 110 N/mm2 HH rails, which is adopted all over, is used on mainline and in depot
90 UTS Non HH is used. The service life of HH rails is longer by about 35% compared
to that of 880 grade rails, as they have much superior resistance to wear.

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Following are the surface hardness (Brinell hardness) of standard rail sections in use.
Table 3.1: Surface Hardness

Grade Specification UTS (N/mm2) Surface

Hardness/ BHN
1080 Grade HH IRS-T-12((Upto 1080 340-390
Correction Slip 3)
880 Grade Non HH IRS-T-12 880 260
3.1.2 Standard Rail Sections
Following rail sections are in use on Mumbai Metro Rail Project Line 7 and Line 2A:

Table 3.2: Rail Section

Description Rail type Rail Profile

All running Rails on Main Line 1080 grade, Head Hardened 60E1 as per EN
IRS-T-12 (Up to Correction Slip 3) 13674
All turnouts 1080 grade, Head Hardened 60E1A1switch rails
IRS-T-12 (Up to Correction Slip 3)
UIC 33 check rails
In Depot 880 grade, Non HH IRS-T-12 60 E1 as per EN
13674

Figure 3.1 : Rail Profile UIC 60E1

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33C1 CHECK RAIL

ITEMS DISCRIPTION QTY UNIT

1 CROSS-SETIONAL AREA 42.02 cm²

2 MASS PER METER 32.99 Kg/m

3 MOMENT OF INERTIA X-X AXIS 297.0 cm4

4 SECTION MODULUS HEAD 83.7 cm3

5 SECTION MODULUS BASE 51.8 cm3

6 MOMENT OF INTRA Y-Y AXIS 218.8 cm4

7 SECTION MODULUS Y-Y AXIS LEFT 71.2 cm3

8 SECTION MODULUS Y-Y AXIS RIGHT 44.4 cm3

KEY:

1. 93 ± 1 TO INTERSECTION
2. 92.805 RAIL HEIGHT

Figure 3.2 : Check Rail

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CROSS SETIONAL AREA 92.95 cm²

MASS PER METER 72.97 Kg/m

MOMENT OF INERTIA X-X AXIS 1.726.9 cm4

SECTION MODULUS HEAD 229.7 cm3

SECTION MODULUS BASE 293.5 cm3

MOMENT OF INTRA Y-Y AXIS 741.2 cm4

SECTION MODULUS Y-Y AXIS LEFT 128.4 cm3

SECTION MODULUS Y-Y AXIS RIGHT 90.1 cm3

Indicative Dimensions A = 20.456

B = 52.053

Figure 3.3: Rail Profile UIC 60E1A1

Note: Check rails on curves of plain line track have not been applied on Mumbai Metro
Rail Project Line7, since minimum radius of Track is 207.485m which is flatter than
190m. However, check rail is provided in Line 2A as sharpest curve on this section have
radius of 122.485mand127.515. Check rails are required only when Radius of curves
are sharper than 190m in plain line track. Check rails are also provided on Turnouts near
crossing nose.
3.1.3 Rail Specifications
Rails are procured to specifications as laid down in EN standards/IRS-T-12 (Up to
Correction Slip 3). These specifications prescribe: -

• Quality of rails steel

• Dimensional tolerances
• Acceptance tests

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3.1.4 Standard length of rails

The Standard rail length of imported 60 E1 Head Hardened 1080 Grade HH rails is
18 meters. These rails are welded together either in a stationary flash butt welding
plant and transported to site in long welded panels or welded directly at site by the
mobile flash butt welding plant or gas pressure welding or alumino-thermit welding.
The rails on Mumbai Metro Line 7 and 2A are of 18m standard length and in Charkop
Depot standard rail having length 13m are used and have been welded together at
site by mobile flash butt welding plant. The numbers of AT welds have been kept to
minimum possible and AT welds are available at specific locations.
3.1.5 Inclination of rails

Rails are inclined (tilted inward) at a slope of 1 in 20, which is also the slope of wheel
tread/tyre. The inclination of the rail is necessary for proper guidance of wheels running
on the rail. The Cant is arranged by providing canted bearing plates on the plinths in
case of Ballastless track.
3.1.6 Rail Flaws
The wheel rail interface is the key mechanical interface on the rail system and the
failure of a rail will potentially lead to the most catastrophic failure of the system. As
such it is essential that both the wheel and rail components are maintained to the
highest standard and that any potential flaws or faults are rectified as soon as
possible.
The most common potential causes of damage to the rail are:

• Wheel burns
• Side wear
• Rail Crown wear
• Gauge corner cracking or checking
• Corrugations
• Rail Fracture
• Bolt Hole Crack
• Broken Foot
• Corrosion
• Flaking
• Head/Web Separation
• Split Head

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• Split Web
• Piped Rail
• Crushed Head
• End Batter
3.1.6.1 Wheel burns
Wheel burns are defects that form on the running surface of the rails. Small wheel
burns are very similar in appearance to small squats. However, unlike squats which
can form at discrete locations, wheel burns always occur in pairs directly opposite to
each other on the two rails. Severe wheel burns, which can be more than 50 mm in
length, exhibit what seem to be longitudinal gouging marks on their surface. Wheel
burns can also occur while the locomotives are in motion. In this case, the damaged
region can extend over a substantial length of the rail surface.
Causes: Wheel burn defects are caused by the continuous slipping of the locomotive
wheels on the rails. This occurs when the longitudinal creep reaches saturation. The
slipping action of the wheels increases the temperature near the surface of the rails
to very high values. The subsequent fast cooling causes the rail material to transform
to a hard and brittle phase, which in severe cases can extend to depths of 4-6mm
from the running surface.
The main factors that enhance wheel slip are:

• Excessive track grades.

• Poor train driving procedures, such as rapid acceleration.
• Insufficient locomotive power.
• Contamination of the running surface of the rails, which can reduce the friction to
undesirable levels (less than about 0.30-0.35). This may occur when the rail
lubrication is not applied efficiently. Adverse running surface contamination and
loss of traction may also occur when some light rain follows a long hot dry spell.

Figure 3.4 : Wheel burns on rail top

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Remedial Measures

If not too severe, these faults should be removed by localized grinding returning the
rail back to its design profile. In more severe cases where the surface damage is
beyond repair by grinding the damaged rail should be removed and replaced by new
rail.
3.1.6.2 Side wear
On the curves with lesser radius normally, less than 650 m, side wear of rails is
generally caused by unbalanced distribution of wheel loads. Intensive rail side wear
on curves is one of the most important problems for the organizations maintaining the
railway Infrastructure. Side wear of rails depends on many factors, such as road plain
and longitudinal profile, rolling-stock and technical conditions, steel quality of rails and
wheels, maintenance quality of rails and wheels, freight haulage intensity and axial
loads. It is very difficult to find an integrated solution for decrement of rail side wear.

Figure 3.5: Side wear

Measurement
Side wear can be checked by measurement of the rail head when compared to the
standard rail head width. Special gauges to check the profile of the rail head based
on the standard 60E1 profile should be used. The maximum allowable rail side wear
before the rail is changed should be 6 mm in the station areas and 8 mm on the plain
line outside the station areas. These values represent significant side wear and it will
take several years before these values are reached. (Ref. DMRC Manual)

Remedial Measures

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Minimising rail wear is most easily done by the introduction of lubricant at the wheel
flange and rail gauge face interface. However application of lubricant should be
closely monitored to ensure that the lubrication does not increase the risk of other
faults occurring such as wheel burns or exacerbated existing faults in the case of
Gauge Corner Cracking and Head Checking. The cause of excessive side wear
should also be investigated for long term solutions.
3.1.6.3 Rail Crown wear or vertical wear
Causes
Wear on head of rail is due to abrasion on moving rails. Rail crown wear occurs due
to the interaction between the wheel and the rail and is usually most prevalent in the
areas where trains break and accelerate particularly when entering and leaving
stations. When train starts or applies brakes, the wheel just slides on the rails causing
wear on the head. It can also occur more rapidly if there is a regular grinding which
may be implemented to control Gauge Corner Cracking. Another cause of wear at the
top of rail may be excessive loading. Load coming on to a track may exceed the
carrying capacity of the section thus causing the wear in the head of rail.
Measurement
Vertical wear is to be measured at the center of the rail either by measuring the height
of the worn-out rail by standard UIC/EN profile gauges or by callipers or by plotting
the profile. In the first case, the wear is the difference between the height of the new
rail and the height of the worn-out rails.
Remedial Measures
When the reduction of the depth of the rail head reaches a point beyond which there
is a risk of wheel flanges grazing the fish-plates, such rails should be renewed. Under
normal circumstances vertical head wear under 13 mm will be allowed before the
maintainer would normally consider changing a worn rail. (Ref. DMRC manual)
(Another 2-3mm allowance may be allowed under close observations as the track
structure is welded continuously.)

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Figure 3.6: Vertical Wear

3.1.6.4 Gauge corner cracking or checking

This is a surface condition that occurs mainly on the outer rails in sharper curves. The
cracks are initiated at or very close to the rail surface, typically occur at about 2-5 mm
intervals along the rail, and can grow to 2-5 mm in depth, at a downward angle of
about 10o-30o to the rail surface, gradually spreading across the rail head. Once this
occurs, they usually break out as small “wedges or spalls” Internal rail defect
propagated from gauge corner contact stresses.
These cracks may lead to rail failures if not detected in time, particularly in the case
of transverse defects. They can mask the ultrasonic signal during routine inspection
and hence prevent the detection of larger and deeper defects that may be present
within the rail head, including any such defects that may have developed from the
shallower initial cracks.
Identification
Head checking initially forms as a series of fine cracks in the rail either in the running
band or on the gauge corner. Whilst it is highly unlikely that head checking will occur
early in the life of the railway, because of the slow development of this phenomenon,
it should be noted that head checking has been found in rail which is less than a year
old. Figures show gauge corner checking in the early to moderate stages of its
development.

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Figure 3.7: Advanced stage

Remedial Measures
In the early stages of this phenomenon there is little danger to the track, however it is
essential that these defects are treated as early as possible by a rail grinding which
removes the rail metal to a point beyond the depth of the head cracks. Grinding is
easily carried out using a specialized track mounted grinding machine which grinds
the rail and produce the correct profile compatible with the train wheel.
In cases where remedial work has not been effective or where the problem is too
severe to treat by grinding, the only solution is the replacement of the affected rail.
3.1.6.5 Corrugations
Rail corrugations are generally vertical irregularities on the running surface of the
rails. Corrugations are of two main types:

• Short pitch - from about 30mm to 90mm in wavelength,

• Long pitch - about 300mm in wavelength
Short pitch corrugations generally develop under lighter axle load (< 20 tonnes)
passenger operations. The depth of these corrugations is usually less than 0.2-0.3mm
and long pitch corrugations generally develop under higher axle load (> 20 tonnes)
The depth of these corrugations can range from 0.1mm to above 2.0mm, and can be
variable
Causes
Short pitch corrugations are thought to form from the differential wear caused by a
repetitious longitudinal sliding action of the wheel on the rail, whether through
acceleration, braking or lateral motion across the rail.
Long pitch corrugations, on the other hand, develop because of the plastic flow of the
rail material, which is due to excessive wheel/rail contact stresses and the combined
vertical resonance of the wheel set unsprung mass and the track.

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The most obvious problem with corrugations is that they generate noise and vibration
in the vehicles, vibration in structures supporting the track and vibration and
secondary noise in buildings adjacent to the track. They also have the effect of
increasing localized contact stresses between the rail and the wheel which can initiate
other problems in the running surface of the rail.

Figure 3.8: Typical Corrugations in rails

Remedial Measures

As with most rail surface defects the most effective treatment is a timely remedial
grinding program which deals with the problem before it becomes too severe. The
type and frequency of the grinding will depend wholly on the type and severity of the
corrugations and how quickly they are being formed but if corrugations do occur in
specific areas an investigation should be carried out to establish the cause of the
problem.
3.1.6.6 Rail Fracture
Description: A complete transverse separation of the head, web, and base of the rail
in which there is no sign of a fissure and in which none of the other defects described
herein are found.
Appearance in Track: May appear as a hairline crack running completely around the
rail, usually accompanied by bleeding or a separation of the rail at the break with one
or both of the broken ends battered down.

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Figure 3.9: General Appearance of Rail fracture

Preventive Action:
Regular ultrasonic rail testing should be done for detecting the rail flaws before they
reach a critical stage, which may cause rail failure.
Corrective Action:
It is important that whenever a rail/weld fracture is noticed, immediate action is taken
to restore the traffic, if necessary, with restricted speed, with the least possible delay.

• As there is no Track maintainer during traffic hours, it is not possible to detect

rail/weld fractures during this period. Detection of fracture is noticed during this
period by train operator. Immediate action is to be taken to suspend traffic, "and
take track possession, for carrying out the needful repairs. Team Leader and Track
maintainer on call duty should be advised who shall arrange to take up the job of
emergency repairs by providing screw clamps / Joggled fish plates to pass the
traffic. If fracture is noticed during night working, emergency or temporary repairs
as explained below shall be carried out depending on availability of time.
Permanent repairs could be carried out subsequently by Team Leader.
a) Emergency Repairs
The Fractured rail/weld shall be joined by using screw clamps/Joggled fish plates.
The gap between rail due to fracture normally may not exceed 30 mm and would
not need insertion of any closure piece. If the gap is larger than 30 mm, a rail
closure piece of 30mm thickness shall be introduced to reduce the gap. The traffic
may then be resumed at 15 Km/h for the first train and 30 Km/h for subsequent
trains. This work shall be carried out under the supervision of a Team Leader
b) Temporary Repairs

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This repair is to be carried out during night after traffic hours. If a welding party is
not readily available, the fracture shall be repaired by using a cut rail (6m long) and
two pairs of fish plates as follows:
• The work should be preferably done at temperature tm and tm+ 10° C, if this is not
possible, then the work shall be completed, and distressing done later on.
• Two points on either side of the fracture shall be punched on the rail at a distance
equal to 6m+ two gaps required for welding plus 1.5 mm for each saw cut. The
fractured rail shall then be cut through at three points by saw simultaneously if
possible. The cut rail shall than be inserted and joined by two pairs of fish Plates
after drilling one hole on each side of cut after correctly adjusting the gaps. The
traffic shall then be resumed at 30 Kmph.
• The repair work shall be carried out under the personal supervision of Team
Leader.
c) Permanent Repairs
• This repair is to be carried out during night after traffic hours.
• The work should be preferably done at temp tm and tm+ 10° C. if this is not
possible then the work shall be completed, and distressing done later on.
• Additional cut piece (min 6m long) and rail cutting equipment should be available
at site to adjust the joint gaps in case they are disturbed in the intervening period.
The fish plate joint at one end of the cut rail shall be welded (welding procedure
and handling of rails is given in annexure-II and annexure-I respectively). The
Fastening are then loosened for a distance of 100m or either side of the second
fish plate joint and the rails are tapped to allow free movement to take place. The
Second Joint of the cut rail shall be then welded, and the fastening tightened.
Permanent repairs and de-stressing shall be done under' the personal supervision
of Team Leader.
d) Rail Closures
The following instructions regarding use of rail closures should be observed:
• Permanent closures in running lines should not be less than 6.5meter in length.
• Use of closures should be limited and reduced to the minimum possible.
• Closures should not be located near each other in the same portion of track or in
proximity to points and crossings.
• Closures should be obtained by hacksaw/disc cutting and not by gas cutting.
• Closures should not be opposite to each other - rather should be staggered.

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3.1.6.7 Bolt Hole Crack (No Bolted connections provided in Line 2A & Line7 of Mumbai
Metro)
Description: A progressive fracture originating at a bolt hole of a fish plated joint
Appearance in Track: Bolt hole cracks are not visible until a bolt or fish plate has
been removed unless the defect has progressed beyond the bar. They may be
recognized by a hairline crack extending from the bolt hole.

Figure 3.10: General Appearance of Bolt Hole Cracks

Preventive Action:
1. Regular ultrasonic rail testing should be done for detecting the rail flaws before
they reach a critical stage, which may cause rail failure.

2. Chamfering of fish bolt holes to be done at the time of drilling holes.

Corrective Action:
1. Replace the defective rail part with same section defect free new rail of minimum
6m length and join the rail either by fish plated joint or by the welding as per site
condition.
2. For detailed instructions refer to Permanent repairs mentioned above in rail
fracture.

3.1.6.8 Broken foot

Description: Any break in the foot of the rail.

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Appearance in Track: Generally appears as a half-moon crack break in the rail

base. Figure below illustrates three different appearances of broken bases.

Figure 3.11: General Appearance of Broken foot

Preventive action:
Regular ultrasonic rail testing should be done (as per annexure-II) for detecting the
rail flaws before they reach a critical size, which may cause rail failure.
Corrective action:
1. Replace the broken rail part with same section defect free new rail of minimum
6m length and join the rail either by fish plated joint or by the welding as per site
condition.
2. For detailed instructions refer to Permanent repairs mentioned above in rail
fracture.
3.1.6.9 Corrosion
Description: The decaying or corroding of the metal in the web or base of the rail.
Appearance in Track: Pits or cavities in the upper base or the web of the rail. In
advanced stages, a significant loss of material is evident.
Preventive action:
1. Anti-corrosive painting of rails should be carried out in locations which are prone
to corrosion.
2. Periodical cleaning of rubbish should be got done.
3. Water stagnation shall not be allowed at any cost.
4. Viaducts and Station areas shall always be kept clean free of garbage, dirt, dust
and other solid waste materials which may choke the drains.
Corrective action:
1. In the case of rails that are already laid in track and subject to corrosion, the rails
should be given the treatment in the track itself. The rust and scales are first
removed by wire brushes and thereafter painted with- One coat of Red oxide zinc

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chromate primer to IS: 2074. Two coats of Bituminous emulsion to IRSP- 30-1996
to a dry film thickness of 350 microns (each coat to a minimum thickness of 175
microns).
2. While carrying out renewals in these areas, anti-corrosive treatment should be
given before the rails are laid in the track. The rust is removed and scales are
loosened by wire brushing/scraping. Thereafter rails are painted with – One coat
of Red oxide zinc chromate primer to IS: 2074.Two coats of bituminous emulsion
to IRS-P-30-1996 to a dry film thickness of 350 microns (each coat to a minimum
thickness of 175 microns).
3. Corrosion beyond 1.5mm in the web and foot may be taken as the criterion for
wear due to corrosion. Existence of the localized corrosion such as corrosion pits,
especially on the underside of the foot, acting as stress raisers from the origin of
fatigue cracks, would necessitate renewals
3.1.6.10 Flaking
Characteristic appearance
Thin flakes break away from the running surface as a result of manufacturing defects
which appear after the running surface has been worn.

Figure 3.12: Flaked Rail

Preventive action:
1. Rail Grinding to be done regularly
Corrective action:
The measures taken during preventive maintenance is sufficient to take care of this
defect.

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3.1.6.11 Head/Web Separation

Description: A progressive fracture separating the head and web of the rail at the
head fillet area.
Appearance in Track: Can be recognized by one or more of the following
characteristics
(a) In earlier stages, wavy lines appearing along the fillet under the head.
(b) As the condition develops, a small crack will appear along the fillet on either side,
progressing longitudinally with slight irregular turns upward and downward.
(c) In advanced stages, bleeding cracks will extend downward from the longitudinal
separation through the web and may extend through the base.

Figure 3.13: General Appearance of Head/Web Separation

Preventive action:
Regular ultrasonic rail testing should be done for detecting the rail flaws before they
reach a critical size, which may cause rail failure.
Corrective action:
Replace the damaged rail part (Permanent repairs mentioned above in rail
fracture) with same section defect free new rail of minimum 6.5m length and joint
the rail either by fish plated joint or by the welding as per site condition.
3.1.6.12 Split Head

Description: A progressive longitudinal fracture in the rail head parallel to the running
surface, usually 0.25 inch or more below the running surface.
Appearance in Track:
(a) Before cracking out, a moderate size horizontal split head will appear as a flat spot
on the running surface, often accompanied by a slight widening or dropping of the
rail head. The flat spot will be visible as a dark spot on the bright running surface.

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(b) After cracking out, the horizontal split head will appear as a hairline crack on either
side or both sides of the rail head, usually 0.25 inch or more below the top of the
rail head.

Figure 3.14: Horizontal and vertical split head

Preventive action:
Regular ultrasonic rail testing procedures must be capable of detecting the horizontal
split heads before they reach a critical size, which may cause rail failure.
Corrective action:
Action to be taken:

1. Grinding the rails, so that the wheel loading is concentrated near the centre of the
running surface.
2. Replace the defective rail part (Permanent repairs mentioned above in rail
fracture) with same section defect free new rail of minimum 6m length and join
the rail either by fish plated joint or by the welding as per site condition.
3.1.6.13 Split Web
Description: A progressive fracture through the web in a longitudinal and/or
transverse direction.
Appearance in Track: Horizontal and/or vertical bleeding cracks in the web.

Figure 3.15: General Appearance of Split Web

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Preventive action:

Regular ultrasonic rail testing should be done for detecting the rail flaws before they
reach a critical size, which may cause rail failure.
Corrective action:
Replace the defective rail part (Permanent repairs mentioned above in rail
fracture) with same section defect free new rail of minimum 6m length and joint the
rail either by fish plated joint or by the welding as per site condition.
3.1.6.14 Piped Rail
Description: A progressive longitudinal fracture in the web of the rail with a vertical
separation or seam, forming a cavity in the advanced stages of development.

Appearance in Track:
(a) A bulging of the web on either or both sides. Shallow cracks due to distortion may
be found in the bulging surface.
(b) A slight sinking of the rail head may exist above the pipe (Figures 10 and 11).

Figure 3.16: General Appearance of Piped Rail

Figure 3.17: Cross-sectional View of Piped Rail

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Preventive action:

Regular ultrasonic rail testing should be done for detecting the rail flaws before they
reach a critical size, which may cause rail failure.
Corrective action:
Replace the defective rail part (Permanent repairs mentioned above in rail
fracture) with same section defect free new rail of minimum 6m length and join the
rail either by fish plated joint or by the welding as per site condition.
3.1.6.15 Crushed Head
Description: The flattening of several inches of the rail head is generally caused by
a soft spot in the steel. A crushed head is usually accompanied by a crushing down
of the metal but with no signs of cracking in the fillet under the head. The origin of a
crushed head is usually a soft spot in the steel of the head, which gives way under
heavy wheel loads.
Appearance in Track: Generally appears as
(a) Flattening and widening of the head for several inches with the entire head
sagging.
(b) Small cracks in a depression on the running surface.
(c) In advanced stages, a bleeding crack may be present at the fillet under the head.

Figure 3.18: General Appearance of Crushed Head

Preventive action:
Ultrasonic rail testing should be done for detecting the rail flaws before they reach a
critical size, which may cause rail failure.

Frequency of USFD testing:

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After the initial testing of rails in rail manufacturing plant, the first retesting need not
normally be done until the rails have undergone 25% of the service life in GMT. After
that testing shall be need based preferably every year.
Corrective action:
Replace the defective rail part (Permanent repairs mentioned above in rail
fracture) with same section defect free new rail of minimum 6m length and join the
rail either by fish plated joint or by the welding as per site condition.
3.1.6.16 End Batter (for information only – not applicable to this project)
Description: Damage caused by wheels striking the rail ends of a fish plated joint.
Appearance in Track: Appears as damage to or a depression in the top surface of
the rail head at the ends of the rail (Figure 15).

Figure 3.19: End battering of rails

Preventive action:
Required gap is to be maintained between rails at fish plated joints as given below.

Rail temperature at
tm-22.5 tm-17.5 tm-12.5 tm-7.5 tm-2.4 tm+2.6
the time of
to to to to to to
installation (ti)
tm-17.6 tm-12.6 tm-7.6 tm-2.5 tm+2.5 tm+7.5
(in ˚C)
Initial laying gaps
12mm 10mm 8mm 6mm 4mm 2mm
in mm
Corrective action:
1. Grinding of rails, so that the wheel loading is concentrated near the centre of the
running surface.
2. Replace the defective rail part (Permanent repairs mentioned above in rail
fracture) with same section, defect free new rail of minimum 6m length and join
the rail either by fish plated joint or by the welding as per site condition.

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3.1.7 Rail Grinding

The use of rail grinding with the help of heavy on-track machine is widely adopted to
extend the life of rail. In service rails are ground to rectify the rail profile which
improves the wheel rail interaction and thus reduces the wear of rail, surface defects,
risk of rail failures and deterioration of track.
The wheel and the rail interface is the most critical interface in the railway system.
Any failure at this interface is of extreme importance as it can lead to catastrophic
results. The stresses at the wheel rail interface are extremely high and concentrated
into a very small area. As a result, it is imperative that this interface is kept as free
from defects as possible because any defect in the wheel or the rail surface will
concentrate these stresses further increasing the risk of failure in either component.
The wheels are regularly maintained as part of their maintenance programme carried
out at the main depot. During this time, any damage or faults in the wheel can be
rectified through re-profiling. With the rail, the situation is different in that both the
inspection and the remedial measure have to be carried out in the field in not always
ideal conditions; as a result, extra vigilance is imperative when carrying out visual
inspections of the rail.
It is always imperative to intervene timely on identification of rail defect. Once
identified the most effective remedial treatment is grinding the rail surface to remove
the defect initiators such as micro cracking and head damage and to restore the
optimum profile to mitigate against further progressive damage.
The track maintenance staff shall collect information and analyse the practices being
adopted in other similar metros of India to effectively deal with rail grinding at timely
and regular intervals. The proven rail grinding technology will be adopted to grind the
rails on MMRDA Line 7 and Line 2A track.
Unfortunately, as with many maintenance practices it is extremely difficult to
determine the likely frequency of periodic grinding. It is however not logical or practical
to grind all the rails in a system continuously as most rails will not suffer from the
problems described previously.
Grinding all rails in the system on a regular basis as part of a maintenance regime
would not only be unnecessary, it would also serve to accelerate the need to replace
them, as the grinding would wear them far more than the normal passage of
operational traffic.

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3.1.7.1 Rail grinding process

A. General
Grinding of rails can be classified into
a) Preventive grinding which is carried out at initial stages of rail installation.
b) Curative grinding which is carried out when defects appear after the rail has been
put to use.
B. Preventive grinding
Certain rails surface defects, both inherent and of accidental origin, appear in the rail
wheel contact area soon after new rails are installed. A squat or black spot is a
progressive cracking of the visible running surface of the rail which in final stages
develops into transverse cracking ultimately leading to rail fracture. Limitations exist
in the ultra-sonic flaw detection of such faults. Besides squat, Rail fatigue can lead to
shelling and head chipping (more common on outer rail of a curve). Although rail
grinding may not be effective in removing these defects altogether, it does remove
the surface layer of the new rail head whose mechanical qualities are not as high as
those of the rail deeper layers. This phenomenon is due to surface Decarburization
of the rail head in its active part, as it leaves the rolling mill. Decarburization promotes
the squat faults and by removing the surface layer of the rail to a depth of approx. 0.3
mm, the appearance of squats is discouraged. Preventive grinding thus removes a
zone of congenital weakness from the rails morphology and thus results in prolonging
its life span and improves the geometric quality of the track. Grinding of Rail top also
helps in reduction of Noise & Vibration attenuation.

Figure 3.20: Squat rail defect

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C. Curative grinding

Curative grinding achieves the purpose of

a) Re-establishing the longitudinal rail section by removing rail corrugation.
b) Re-establishing the cross section to guarantee wide rail wheel contact to maintain
the usual condition of conical tread and prevent too great surface DF stresses
which appear in a rail where there is a very close contact.
c) Remove superficial defects like flatness of the running surface, crusting and
scaling etc.
D. Broad features of the Rail Grinding Machine
a) The machine will work in traffic block, but no power block is required during the
grinding operation.
b) Grinding can be done in either direction without the need for reversing the
machine.
c) The machine can grind plain as well as curved track (without check rails), track in
tunnels, track on bridges (guard rails on bridges are not an obstruction), fish-plated
joints. However, level crossings, points & crossings, and axle counters create
obstructions and are to be skipped by raising the grinding stones while grinding. It
has also been observed that joggled fish plates provided on high rail of sharp
curves also create an obstruction and should be removed before grinding as far
as possible.
d) Technical features of a basic model Rail Grinding Machine is included with a view
that the machine engaged shall have bare minimum facilities/features as
described.

Figure 3.21: LORAM Rail Grinding machine

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3.1.8 Insulated rail joints (IRJ)

Note: In Mumbai Metro Rail Project line 7 and Line 2A Insulated Rail Joint has not
been applied because CBTC (Communication based Train Control) signalling system
does not require IRJ. However, for awareness, a photograph of Insulated Rail Joint
is depicted below.

Figure 3.22: Insulated Rail Joint

3.1.9.1 Ultra-Sonic Testing of Rails
Any defect in the rail or any material which may ultimately lead to fracture or breakage
is called a flaw. The development of flaws in the rails is inevitable because of inherent
defects in the rails and fatigue of rails due to passage of traffic. With the moving axle
loads and the speed of the trains, the rail stresses increase day by day which in turn
results in high defect generation rate in the rails.
When a particular object is subjected to stresses and strains, it becomes necessary
that detection of flaw is carried out in advance so that the timely action is taken to
avoid in- service breakage. This is very important in case of rails where the
consequences of in-service failures may be disastrous.
The rails on MMRDA Line 7 and Line 2A project are tested ultrasonically in rail
manufacturing plant and in field after installation.
In-service USFD testing will be carried out as per RDSO Manual for Ultrasonic testing
of rails and welds: Revised-2012& RDSO Specifications.
3.1.9.2 Ultrasonic testing of AT/FB welds
All the welds (AT/FB) on MMRDA Line 7 and Line 2A project have successfully
undergone USFD testing and frequency of in-service testing shall be guided by
Manual for Ultrasonic Testing of Rails and Welds: Revised-2012& RDSO
Specifications.

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3.1.9.3 Ultrasonic Flaw Detection (USFD) Testing Procedure

Probes:
The following probes shall be used for Ultrasonic testing of Alumino-thermic joints.
a) Normal ( 0° ) 2MHz,18 mm. Double crystal.
b) 45°/ 2 MHz, 20mm.dia. or 20mm.x20 mm. (square) crystal size, Single crystal –2
no.
c) 70°/2 MHz, 20mm.dia. or 20mm.x20 mm. (square) crystal size, Single crystal -1
no.
Cables: Co-axial cable for each probe shall be used. The length shall not be more
than 2.0 metre.

Couplant: Soft grease/oil/distilled water shall be used as couplant.

General Condition: After execution of AT weld, welded zone shall be dressed properly
to facilitate placement of probes and to avoid incidence of spurious signal on the
screen. The top of rail head surface shall be dressed to obtain reasonably flat and
smooth surface. The flange of the weld up to a distance of 200 mm. on either side of
the weld collar shall be thoroughly cleaned with a wire brush to ensure freedom from
dust, dirt, surface unevenness etc.
Subsequent USFD testing of A.T. welds shall be done as per the provisions given in
Manual for Ultrasonic Testing of Rails and welds, Revised-2012.

0°/2 MHz, Double crystal Normal Probe:

This scanning is used to detect Porosity, Blow hole, Slag inclusion in head and up-to
mid-web of the AT welded joint. The probe shall be placed on the head of the AT
welded joint ensuring proper acoustic coupling. The probe shall be moved on the weld
centre to scan the weld area.
70°/ 2 MHz (Head scanning):
This scanning is used to detect lack of fusion, porosity, blow hole, slag inclusion,
cracks in head of AT welded joint. Place the probe on the rail head on one side of the
AT welded reinforcement and move toward the weld in zig-zag manner. This exercise
shall be repeated 2-3 times. The same shall be carried out from both sides of the
weld.
45º / 2MHz probe:
This scan is used to inspect the bottom of weld foot to detect half-moon shaped
defect. The probe (450/2MHz probe /single crystal) shall be placed on the rail head

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at a distance equal to height of the rail from the centre of AT weld (Probe index
marking) under test with same sensitivity as per para 8.7.2 of USFD Manual. This
testing technique will scan the bottom of the weld in the central zone. The probe shall
be moved 20 mm on either side of the probe index marking. The scanning shall also
be repeated from other side of weld with beam directing towards the foot region of
the weld.
70º/2MHz size (8mm x 8mm) probe:
70º probe shall be placed on the upper zone of the flange at a suitable distance
(100mm approx.) with beam directing towards web-foot junction. This exercise shall
be carried from all the four sides of rail flange on top and also the bottom of rail flange
on both sides of weld collar. Any moving signal on the screen shall be recorded. This
method is not capable of detecting all half-moon defects due to its position of probing.
Flange testing by 70°/2 MHz, 20 mm x 20 mm single crystal probe:
This scanning is done for detecting lack of fusion, porosity, blow hole, slag inclusion
in flange of AT weld. 70° probe shall be placed on the flange at a suitable distance
180mm corresponding to position ‘L’in Fig. 1 such that ultrasonic waves are directed
towards the weld. The probe shall thereafter be moved slowly in a zig-zag manner
towards the weld. Similar testing shall be carried out from ‘C’ and ‘U’ region as shown
in Fig. 1

Figure 3.23: Position of probe on flange

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Figure 3.24: USFD Kit and Probes

3.1.9.4 Classification of rail weld defects for need based concept of USFD
a. Rail Defects

Probe Nature of defect Oscillograph pattern Classification

used
Normal probe Within fish plated area:
4MHz (i) Any defect connected with
(sensitivity the rail end in any location No back echo Flaw echo
set with 5mm (head, web, foot junctions) of with or without multiples IMR
dia. standardthe rail end covering both the OR
hole at rail bolt hole length or covering first Drop in back echo with flaw
web foot
bolt hole echo with or without
junction) (ii)Any defect connecting both multiples
bolt
Holes
(iii) Any defect originating from No back echo with or
bolt holes and extended upto without flaw echo
head web junctions or web/ foot
junctions
Normal probe Outside fish plated area:

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Probe Nature of defect Oscillograph pattern Classification

used
4MHz A) Any horizontal defect No back echo and Shifting
(sensitivity progressing at an angle in flaw echo with normal
set with 5mm vertical plane in the rail head at probes OR IMR
dia. standard the following locations: No back echo and no flaw
hole at rail 1.In holes In the vicinity of weld. echo
web foot
B) Any horizontal defect No back echo with or
junction) progressing transversely in the without Shifting flaw echo OBS
rail head at any other location.
70°probe 2 A) Any transverse defects the Flaw echo of 50%
MHz rail head at one location within horizontal scale movement IMR
(sensitivity 1m of fish plated joint or at more and 60% of full-scale
set with than one location less than 4m height or more.
12mm dia. apart in length beyond fish
Standard plated joint.
hole at rail B) Any transverses defect in Flaw echo of 30%
head 25mm the rail head at the following horizontal scale movement IMR
from rail top) locations: and 20% of full-scale
I) In holes in the vicinity of weld height or more.
C) Any transverse defect in the Flaw echo of 30% to 50%
rail head at any other location horizontal scale movement OBS
and 20% to 60% of full
height.

b. Weld Defects
Probe used Nature of Oscillogram pattern Classification
defect
Normal probe 4MHz Any horizontal No back echo with
(sensitivity set with 5mm Defect progressing shifting flaw echo.
dia. standard hole at rail transversely in the OBSW
web foot junction) rail head
70°probe2MHz (sensitivity A) Any transverse Flaw echo of 50%
set with 12mmdia. defects the rail horizontal scale IMRW
Standard hole at rail head head movement and 60% of
25mm from rail top) full-scale height or more.
B) Any transverse Flaw echo of 30% to 50%
defects the rail Horizontal scale
head movement and 20% to OBSW
60% of full height.
Note: Not withstanding above, any stricter conditions imposed by RB/RDSO shall be followed.

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3.1.9.5 Action to be taken after detection of defects:

Following action shall be taken in respect of defective rails and welds:

Table 3.3: Actions taken w.r.t. defective rails

S. Classification Marking on Action To Be Taken Interim Action

No Both Faces
of Rails
1 IMR IMRW 3 cross with The flawed portion Manager/Assistant Manager
red paint should be replaced by a shall impose speed restriction
sound tested rail piece of of 30kmph or stricter
not less than 6m length immediately and to be
within 3days of detection. continued till flawed rail/weld
is replaced. The flawed
location should be clamped
with joggled/ordinary fish
plate within 24hrs.
2 OBS OBSW 1 cross with Rail/weld to be provided Assistant manager/technician
red paint with clamped joggled fish shall ensure that flawed
plate within 3 days. location is clamped with
Assistant Manager joggled/ordinary fish plate
/technician shall within 24hrs.
specifically record the
observation of the
location in his register in
subsequent rounds of
testing.
Action to be taken for defects in AT welds shall be same as above and in addition, following shall
be applicable for weld foot defects:
Interim Action
Defective with Weld 1.25 Two Defective weld to be
70°, MHz probe Cross with red paint replaced within 15 days
3.1.9.6 Limitations of ultrasonic testing
The existence of flaw in a region which is not penetrated by the incident ultrasonic
beam remains undetected. Consequently, defects in the flange of the rail are not
detected.
The orientation of flaw being unfavourable to the incident ultrasonic beam, e.g.,
Vertical longitudinal flaws, remnant of piping, bolt hole cracks unfavourably placed
near joints, etc. remain undetected. Flaw size less than the detectable limit of the
chosen frequency cannot be detected. Defects within 4mm from the top of the rail
surface cannot be detected as this is the dead zone of the probe. If the top table of

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the rails has scabs, wheel burns, battering, hogging of rail ends, etc., detection
becomes difficult and unreliable because of improper contact.
3.2 Ballastless Track & Fastenings
3.2.1 General
In Ballastless track, also called slab track, rails are fixed directly to the concrete slab
without any sleeper or ballast, with the help of specially designed elastic fastenings.
In conventional track, the impact forces of running trains are absorbed by way of a
change in the composite contact relationship among the ballast particles. This change
is cumulative in nature. The major part of work in track maintenance, therefore,
consists of correcting the surface geometry by re-building the deformed ballast.
Unless ballast is replaced by some other material having true elastic properties, no
tangible reduction in track maintenance cost can be visualized. In ballastless track,
the elastic characteristics of ballasted track are simulated by providing suitable
designed track assemblies in which rubber plays an important role.
On Mumbai Metro Rail Project Line 7 and Line 2A, Ballastless track has been adopted
on main line elevated track on viaduct. The components of Ballastless system are:

• Support structure
• Shear connector
• Reinforced concrete plinth
• Elastic fastenings (Pandrol DRBA 13145 and Vossloh 336 fastenings for main Line
Track and Vossloh 336 fastening system for lead portion of Turnouts & Vossloh
Special Fastenings for Turnouts, Crossovers and scissors crossover)
3.2.2 Reinforced Concrete Plinth
On Mumbai Metro Line 7 and Line 2A, Ballastless track has been laid with reinforced
concrete plinth resting on viaduct spans/ supporting structure. The reinforced
concrete plinth is connected with supporting structure through shear connectors,
which are in laid in position during casting of pre-stressed ‘U’ girder and before
concreting of the plinth. The ballastless track has been constructed by top down
method of construction in which rails and fittings are held in position before plinth is
cast. The height of the plinth at each location takes into account the designed rail
level and provision for cant and vertical curve. In Line 7, Reinforced concrete plinths
have been laid in lengths of 4.4m in curves flatter than radius 300m and straight track,
4.2m on curves equal to and sharper than radius 300m. Only at station ends for
certain stations (All Stations excluding AAREY, DINDOSHI, KURAR, AKURLI and

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POISAR), for facilitating evacuation path, 850 mm approx. length plinths are cast
Intervening gap between the plinths is 150mm both in straight alignment and curved
track except where it is required to correspond with span joints. In Line 2A, standard
plinth length of 4.2m centre to centre is adopted with 150mm gap between plinths for
different utilities. Derailment upstands are on the inside of the track for main line and
on the outside of the track in turnouts, crossover and scissor crossover.
Elastic fastenings – Pandrol DRBA 13145 and Vossloh 336 fastenings for main Line
Track and Vossloh 336 fastening system & Vossloh Special Fastenings for Turnouts,
Crossovers and Scissors Crossover.
Rail fastening system for Ballastless track ensures an effective reduction in vibration
emissions by means of elastically supported rails.
Pandrol DRBA
The rails rest on the base plate with a rail pad in between. It is held down elastically
by e-2007 rail clips and an insulator (similar to a liner in ballasted track) between the
rail clip & rail foot. The base plate is supported by a baseplate pad & a conforming
pad which is fixed with anchor studs and compression springs in the concrete.
Details of various components of Pandrol DRBA system are:
- Base Plate
- Rail Pad
- Base Plate Pad/Construction Shim
- Conforming Pad
- Eccentric Bush
- Compression Spring
- Plastic collar Washer
- M27 Nyloc nut
- M27 Anchor Studs
- e2007 Pandrol clip
- Insulator
System 336
The rails rest on the base plate with a rail pad in between. It is held down elastically
by two spring arms of the tension clamps, which are tensioned by means of T-head
bolts, nuts and washers. The base plate is supported by an elastomeric pad which is
fixed with anchor bolts and helical springs in the concrete.
Details of various components of fastening system 336 are:

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- Anchor bolt
- Intermediate Pad
- Elastic Pad
- Ribbed Base Plate
- Insulating Bush
- Helical Spring
- Collard washer for anchor bolt
- Tension Clamp
- T head Bolt with washer & Nut
- Hexagon nut
- Washer
- Rail Pad
Fastening System 336 has been used with SKL 12 tension clamp having the toe load
per clip as 10.5 KN± 1.5 KN and the static creep resistance of one rail seat assembly
of the fastening system is not less than 9 KN for UIC 60 kg rails. In this configuration,
SKL 12 tension clamps have been used with an approximate deflection of 14 mm.
In line 7 main line track, The fastening system Pandrol DRBA fastening system with
2 Anchor bolts have been used on straight and curves with radius greater than 700m.
4 Anchor bolts have been used on curves sharper than 700m radius.In line 2A main
line track, The fastening system Pandrol DRBA and Vossloh 336 fastening system
with 2 Anchor bolts have been used on straight and curves with radius greater than
1000m. 4 Anchor bolts have been used on curves sharper than 1000m radius.
For system 336, At the time of installation, normal bushes are used but wherever
gauge adjustment is required, eccentric bushes with permissible lateral adjustment of
±4 mm per support (i.e.±8 mm for gauge) are used. So far as Rail level adjustments
are concerned, rail level adjustment of 15 mm is feasible during service by using
shims.
For Pandrol DRBA, Height adjustment + 12 mm is feasible using shims and +/- 5mm
lateral adjustment per rail seat is feasible by eccentric bushes.
Elastomeric Components
Rail pad plays a vital role in regard to passenger comfort and protection of the
concrete and protection of the concrete plinth by dampening the rail vibrations. It
performs the following essential function.
- Absorbs the effect of vertical loads

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- Behave as a longitudinal spring by absorbing the effect of braking loads.

- Provides resistance in preventing rail creep.
- Helps in reduction in noise caused by rail wheel interaction.
Because of the various essential functions outlined above, quality of rail pads need
special attention, UIC specification for rubber pads is UIC-864-5. The pads
manufactured by M/s Pandrol UK Ltd. have been used in plain line track of Line 7 and
Line 2A and M/s Getzner Workstoffe Austria in Turnouts of Line 7 and Line 2A.
Rail fastening system for ballastless track ensures an effective reduction in vibration
by means of an elastically supported rail. The rails rest on the base plate with a rail
pad in between. It is held down elastically by e-2007 rail clips and an insulator (similar
to a liner in ballasted track) between the rail clip & rail foot.
The base plate is supported by a baseplate pad & a conforming pad which is fixed
with anchor studs and compression springs in the concrete.
The Pandrol DRBA13145 and Vossloh 336 as per details below have been used on
Mumbai Metro Rail Project Line 7 and Line 2A.
The clamping force shall be measured on Pandrol Brand e2007 rail clips. Toe load
shall be carried out using suitable equipment capable of measuring to an accuracy of
10kg.The toe load per rail seat of Vossloh 336 is between 18KN to 28KN.
Each Resilient Baseplate Assembly of Pandrol fastening system consists of the
following components.

# Drawing Description Qty Remarks

1 13146 Cast Iron Baseplate 1
2 14613 Rubber Baseplate Pad 1
3 14614 EVA Rail Pad 2
4 2759 e2007 Pandrol eClip 2
5 5720 8mm HVN Insulator 2
5a 8605 6mm HVN Insulator Only used for Lateral
5b 8604 10mm HVN Insulator adjustment
6 12683 Eccentric Nylon Bush 2/4
7 10108 Compression Spring 2/4
8 12740 Plastic Collared 2/4
Washer
9 12791 M27 Nylock Nut 2/4
10 12717 M27 Anchor Stud 2/4
Notes:

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1. This assembly incorporates ±3mm of horizontal adjustment using the eccentric

bushes.
2. All of these components are easily maintainable, with spare parts being readily
available direct from Pandrol.
The Pandrol 13145, Issue C Resilient Baseplate Assembly is a modular rail Baseplate
assembly, suitable for situations where the mitigation of ground-bourne noise and/or
vibration is required. The low vertical stiffness of the assembly works with the mass
of both the track and vehicles to reduce the transmission of noise, vibration and
impact forces to the supporting structure. The Pandrol 13145, Issue C Resilient
Baseplate Assembly is supplied as standard as a full toe-load assembly, complete
with all parts required. The assembly is designed for long life and can be fully
dismantled for inspection and maintenance purposes, with fully replaceable
components.
Standard Maintenance Features of Pandrol fastening system

• Lateral adjustment (up to +/- 3 mm) without component change

• Total lateral Adjustment of +/- 5 mm per rail seat o Height adjustment + 12 mm o
Eccentric bush - positive lock increments in 1 mm steps.
• Self-tensioned Rail Fastening without threaded elements.
• High quality precision casting manufacture High Electrical Insulation (>5 k Ohm)
per Baseplate.
Technical Details for Pandrol Fastening system

• Static Stiffness 20-30 kNmm-1 in the range 5-80kN

• Clamping Force > 18kN per rail seat
• Longitudinal Restraint > 7kN per rail seat
• Electrical Resistance > 5kΩ Std
• Horizontal Adjustability ± 5mm per rail seat, (±10mm Total Gauge Adjustment)
• Std Vertical Adjustability +12mm per assembly
• Std Fixing 2 or 4 x M27 Cast in Anchor Studs
• Rail Inclination 1 in 20, applied by the Baseplate
The toe load measurement device, measurement procedure and frequency is at
Annexure U.

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Figure 3.25: Pandrol DRBA 13145 with e-2007 Clip

The drawings of the various components of Pandrol DRBA fastenings are attached
as Annexure A.
Each Vossloh 336 fastening system consists of the following components.

# Drawing Description Qty Remarks

1 1.3867 Anchor Bolt 2/4
2 1.3712 Intermediate Pad Zwp 392/160/5 1
2a 1.3868 Intermediate Pad Zwp 1
392/160/5/2
3 1.3873 Elastic pad Zwp 186-10/4 1
3a 1.3869 Elastic pad Zwp 186-10/.. 1
4 1.366B Ribbed cast iron plate 1
5 1.2925 Insulating bush 2/4
6 1.2922 Helical Spring 2/4
7 1.2927 Collared Washer 2/4
8 1.3873 Rail pad 1
9 1.1139 T Head Bolt 2
10 1.1979 Tension Clamp SKL 12 2
11 1.1138 Washer 2/4

Standard Maintenance Features of Vossloh fastening system

• Lateral adjustment (up to +/- 3 mm) without component change

• Total lateral Adjustment of +/- 10 mm per rail seat o Height adjustment + 20 mm
o Eccentric bush - positive lock increments in 1 mm steps.
• Rail Fastening with threaded elements.

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• High quality precision casting manufacture High Electrical Insulation (>5 k Ohm)
per Baseplate.

Technical Details for Vossloh Fastening system

• Static Stiffness 22.5 kNmm-1
• Clamping Force >18kN per rail seat
• Longitudinal Restraint >9kN per rail seat
• Electrical Resistance > 5kΩ Std
• Horizontal Adjustability ± 10mm per rail seat
• Std Vertical Adjustability +20mm per assembly
• Std Fixing 2 or 4 x M27 Cast in Anchor Studs
• Rail Inclination 1 in 20, applied by the Baseplate

Figure 3.26: Vossloh Fastening system with SKL 12

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CHAPTER – 4

4. Track: Parameters and Tolerances

4.1 General
For the safe, smooth and comfortable running of vehicles over the track, it is
necessary that track irregularities are kept to the bare minimum. The track
parameters which have significant contribution in this respect are gauge, cross levels,
alignment, twist and unevenness.
Even with the best system of the track construction and maintenance, it is practically
impossible to ensure that all track parameters remain absolutely true to their
requirements at all times. The variations which can be permitted to these parameters
are termed as track tolerances. These are of various type and are designed to
facilitate the decision-making process in regard to steps to be taken.
4.2 Threshold values
The principle of threshold values of various track parameter tolerances could be
described as under:
Table 4.1: Threshold values of various track parameter tolerances

Comfort TV Level (Target Values) Status desired after renewal Or

threshold scheduled maintenance
Safety threshold AV Level (Action Values) Quality becoming mediocre Correction
required shortly
SRV Level (Speed Normal running no longer permitted.
restriction values)
For each geometric parameter, safety values have been defined which are called speed
restriction values (SRV) and if these are exceeded, speed restriction must be imposed for the
trains. In order to preserve track performance and to guarantee safety, maintenance
intervention must be launched before the SRV threshold is reached.
Threshold value AV (action value) makes it imperative to intervene within a relatively short
period to avoid reaching the restriction value.
At the time of intervention or at laying, a level of quality following intervention is sought; that is
the target value (TV)
Standards applicable to track geometry (DMRC manual taken as reference and RDSO safety
certification manual taken as reference for maintenance tolerances).

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4.3 For Ballastless Track

4.3.1 Gauge:
Table 4.2: Gauge with reference to 1435 mm for Standard Gauge

Description TV TV AV SRV
(Target Value) (Target Value) (Action Value) at (Speed Restriction
at the time of at the time of the time of Value) at the time of
laying Maintenance maintenance maintenance
Straight +2mm/-2mm +4mm/-2mm TV<AV<SRV +15mm/-10mm
Curve +2mm/-2mm +4mm/-2mm TV<AV<SRV +15mm/-10mm

4.3.2 Cross levels

Table 4.3: Cross Levels

Description TV TV AV SRV
(Target Value) (Target Value) (Action Value) at the (Speed
at the time of at the time of time of maintenance Restriction Value)
laying Maintenance Values in between at the time of
TV & SRV maintenance
Straight +2mm/-2mm ±5 mm TV<AV<SRV ±8 mm
Curve +2mm/-2mm ±5 mm TV<AV<SRV ±5 mm

4.3.3 Twist (On base 3 M)

Table 4.4: Twist (On base 3 M)

Description TV TV AV SRV Isolated

(Target (Target (Action Value) (Speed
Value) at Value) at the at the time of Restriction
the time of time of maintenance Value) at the
laying Maintenance time of
maintenance
Straight & 1 mm/m 2 mm/m TV<AV<SRV 5 mm/m 3.5 mm/m
Curve
Transition 0.5 mm/m 1 mm/m TV<AV<SRV 3 mm/m 2.1 mm/m

4.3.4 Alignment (On 20 M chord)

Table 4.5: Alignment (On 20 M chord)
Description TV TV AV SRV
(Target Value) (Target Value) at (Action Value) at (Speed
at the time of the time of the time of Restriction
laying Maintenance maintenance Value) at the time
of maintenance
Straight + 2 mm ±6 mm TV<AV<SRV ±8 mm

Curve + 2 mm ±5 mm TV<AV<SRV ±7 mm

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4.3.5 Vertical profile

Table 4.6: Vertical profile
Description TV TV AV SRV
(Target Value) (Target Value) at (Action Value) at (Speed
at the time of the time of the time of Restriction
laying Maintenance maintenance Value) at the
time of
maintenance
Straight ±2 mm ±6 mm TV<AV<SRV ±10 mm

Curve ±2 mm ±6 mm TV<AV<SRV ±10 mm

4.4 For Ballasted Track

4.4.1 Gauge:
Table 4.7: Gauge with reference to 1435 mm for Standard Gauge
Description TV TV AV SRV
(Target (Target Value) (Action Value) at (Speed Restriction
Value) at the at the time of the time of Value) at the time
time of Maintenance maintenance of maintenance
laying
Straight +2mm/-2mm +6mm/-6mm TV<AV<SRV +20mm/-10mm
Curve +2mm/-2mm +6mm/-6mm TV<AV<SRV +20mm/-10mm

4.4.2 Cross levels

Table 4.8: Cross Levels
Description TV TV AV SRV
(Target (Target Value) (Action Value) at the (Speed
Value) at the at the time of time of maintenance Restriction
time of laying Maintenance Values in between Value) at the
TV & SRV time of
maintenance
Straight 3mm(restricted 3mm(restricted TV<AV<SRV 25mm
to 5mm) to 5mm)
Curve 3mm(restricted 3mm(restricted TV<AV<SRV 25mm
to 5mm) to 5mm)

4.4.3 Twist (On base 3 M)

Table 4.9: Twist (On base 3 M)
Description TV TV AV SRV Isolated
(Target (Target (Action Value) (Speed
Value) at Value) at the at the time of Restriction
the time of time of maintenance Value) at the time
laying Maintenance of maintenance
Straight & 2 mm/m 2 mm/m TV<AV<SRV 5 mm/m 3.5 mm/m
curve
Transition 1 mm/m 1 mm/m TV<AV<SRV 3 mm/m 2.1 mm/m

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4.4.4 Alignment (On 20 M chord)

Table 4.10: Alignment (On 20 M chord)
Description TV TV AV SRV
(Target Value) (Target Value) at (Action Value) at (Speed
at the time of the time of the time of Restriction
laying Maintenance maintenance Value) at the time
of maintenance
Straight + 5mm ±5 mm TV<AV<SRV ±10 mm

Curve + 5 mm ±5 mm TV<AV<SRV ±10 mm

4.4.5 Vertical profile

Table 4.11: Vertical profile

Description TV TV AV SRV
(Target Value) (Target Value) at (Action Value) at (Speed
at the time of the time of the time of Restriction
laying Maintenance maintenance Value) at the
time of
maintenance
Straight ±2 mm ±6 mm TV<AV<SRV ±10 mm

Curve ±2 mm ±6 mm TV<AV<SRV ±10 mm

Specific standards applicable to turnouts: Shall be as per the supplier’s OEM

maintenance manual. However, the recommendations are briefly described below.
4.4.6 Values for Maintenance of Turnouts
Types of values defined for control of maintenance are

• Target values: Values to be reached either during laying or maintenance

operations
• Warning Values: Values from which it is necessary to programmed one or more
interventions aimed at re-establishing target values within a time period
• Action Values: Values from which it is imperative to take action rapidly in order
not to be detrimental to the regularity of traffic movements.
TV, WV and AV values are recommended by the Turnout Supplier for Track Gauge,
Intermediate and lead Rails, Check rails and supports, half switch and common
crossing, squaring of toe, positioning of switch rail in relation to stock rail, replacement
of metallic parts, ordinates offset, switch stops, application of switch rails-gap at
switches, minimum switch flangeway, adjustment of check rails and crossing
protection and lateral misalignment of running edges.

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4.5 Standards applicable to fastenings

Renewal of fastenings – Renewal of fastenings shall be done in accordance with the

provisions of the L.W.R. /C.W.R. maintenance rules and largescale replacement of
fastenings must be done under the supervision of a Maintenance In-charge. The
cause for large scale development of defects must be investigated by the
Maintenance In-charge.
Periodicity of measurement of performance of elastic fastening components shall be
based on Samples, size and testing Frequency. Detailed Maintenance
recommendations shall be referred at OEM manuals of Pandrol & Vossloh
Fastenings.

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CHAPTER – 5

5. Curves and Realignment

5.1 General
Following type of curves are provided in railway track.

• Simple circular curve having a constant radius.

• Compound curve having two or more curves of different radius with Common
Tangents / Non-Common Tangents.

• Reverse curves of same or different radii.

• Transition curve provided between the straight (tangent) and a circular curve or
between curves of different radii.
5.2 Determination of radius
The radius of a curve is determined by measuring the versine on a chord of known
length, from the equation,
R = 125C²/V
Where,
R = radius in metres
C = Chord Length in metres
V = Versine in millimetres.

Figure 5.1: Chord Length

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Figure 5.2: Radius of Curve

Curves can be designated by the radius in metres or by its degree. The angle
subtended at the centre by an arc length of 30.5 metres (or 100 feet), is the degree
of the Curve.
360 𝑥 30.5 1750
A 1° curve is = 2π
= 1750 metres, 2°curve is = 2
= 875 m and so on.

1750
Similarly, Radius R = 𝐷

For measuring versines of a curve, 20/10 metre overlapping chords should normally
be used with stations at 10/5 metres intervals. For checking the versine of turnout
and turn-in curves, overlapping chords 6 metres long shall be used to measure
versines stations 3m apart. Versine shall be measured by stretching nylon chord or
piano wire on gauge face of outer rail between two stations 20m (or 3m for T/outs)
apart leaving one station in between and versine being measured at the middle
station with the help of measuring scale.

Reference rail: The level of inner rail of any curve is taken as reference level. Super
elevation is provided by raising the outer rail. However, for reverse curves, level of
inner rail of track is maintained throughout for both opposite hand of curves.

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5.3 Definitions

Super elevation or Cant: The outer rail in the curve is raised over the inner rail to
counteract the effect of centrifugal force experienced by speeding vehicle on the
curved track. The amount by which the outer rail is raised over inner rail is called
super elevation or Cant.
Generally, when the outer rail is raised above the level of the inner rail in curve, the
super elevation is termed as positive. But in case of a turnout taking off from the
outside of curve, the inner rail of the turnout curve has higher level compared to outer
rail of turn out curve. In this case, the super elevation or cant for the turnout track will
be negative, the inner rail being higher than the outer rail.

− Cant is computed by the formula

C= GV²/127 R
Where,
C= Cant in mm
G= Dynamic gauge or distance between centre of rails in mm
(Gauge + one width of rail head)
V= Speed in Kmph
R= Radius of curve in metres
5.3.1 Equilibrium condition

Where the speed on a canted curve is such that the resultant of the weight of the
vehicle and the centrifugal force is perpendicular to the plane connecting two rails of
track, equilibrium conditions are obtained and there is no unbalanced centrifugal
force. The speed and cant under these conditions are known as the 'equilibrium
speed' and cant, an 'equilibrium cant'.

Figure 5.3: Equilibrium Cant

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5.3.2 Equilibrium speed

It is the speed at which centrifugal force developed due to the movement of a vehicle
on curved track is exactly balanced by the cant provided.
5.3.3 Cant- deficiency
Cant deficiency occurs when the speed of a vehicle on curved track is higher than
the equilibrium speed. It is the difference between the equilibrium cant necessary for
such higher speed and the cant actually provided. In Mumbai Metro Line 7 and Line
2A, maximum cant deficiency adopted is 85 mm.
5.3.4 Cant excess
It is the difference between the cant actually provided and equilibrium cant required
for a train moving at a speed lower than the equilibrium speed on the curve. In
Mumbai metro Line 7 and Line 2A, the actual maximum cant excess adopted is 80
mm for stationary train.
5.3.5 Transition curve
A transition curve is one on which the radius changes uniformly throughout its length,
thus providing a gradual change of curvature (from a value of 0 at the tangent point
to the curvature of circular curve) and contributes to smooth entry and exit to and
from the curve for fast moving vehicle. The transition curve in Mumbai Metro Line 7
and 2A is provided in the shape of clothoid spiral at either end of a circular curve.

5.3.6 Cant gradient

It is the amount by which cant is increased or decreased in a given length of a
transition curve. It is expressed as a ratio. e.g. Cant gradient of 1 in 2000 means 1
mm cant is gained or lost in 2000 mm of transition length. In Mumbai Metro Line 7
and Line 2A, maximum cant gradient is 2.27 mm/m i.e. 1:440.
5.3.7 Cant deficiency gradient
It is the rate at which cant deficiency is gained or lost in a given length of transition.
It is expressed as a ratio. In Mumbai Metro Line 7 and Line 2A, maximum cant
gradient is 2.27mm/m i.e. 1:440.

5.3.8 Rate of change of cant / cant deficiency

It is the rate at which cant / cant deficiency is gained or lost per second at the
maximum permissible speed of the vehicle passing over the transition curve. It is
expressed in mm per second and computed for the speed at which the vehicle travels
on the transition curve. e.g. rate of change of cant/cant deficiency of 25 mm. per

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second means that a vehicle when traveling at a maximum speed permitted will
experience a change in cant or deficiency of cant of 25mm. in each second of travel
over the transition length. In Mumbai Metro Line 7 and Line 2A, maximum rate of
change of cant/ cant deficiency is 40 mm/s.
5.3.9 Maximum permissible speed
Maximum permissible speed on a curve is the highest speed which can be permitted
on the curve, considering it’s

• Radius of curve
• cant actual
• cant deficiency
• cant excess
• rate of change of cant/cant deficiency
• Length of transition curve
In case, the maximum speed on curve is less than max. sectional speed, suitable
permanent speed restriction will have to be provided.
5.3.10 Safe speed on curves for fully transitioned curves
The maximum permissible speed on curves of different degrees of curvature,
provided with transition curves at either end on the following formula:
Standard gauge V= 0.29 √[R (Ca + Cd)]

(This is based on the assumption that centre to centre distance between rail heads
is 1510mm for Standard Gauge)
Where,
V = permissible speed in kmph
R = radius of curve in metres
Ca = actual cant provided in mm
Cd = permissible cant deficiency in mm
5.3.11 Curves with inadequate or no transition
Where curves have been laid with inadequate length of transition or without transition,
the safe speed shall be computed on the basis of limiting values of gradient at which
Cant/Cant deficiency is gained or lost and on the basis of the rate of change of
cant/cant deficiency per second, subject to the maximum permissible speed not being
exceeded. The speed so obtained should not exceed the maximum permissible
speed of the section.

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There is no curve in Line7 and Line 2A of Mumbai metro with inadequate transition.

5.4 Determination of actual cant

On a curve where most of the trains run at about the same speed, cant shall be
provided for this speed, subject to limits for cant, cant deficiency.
On Mumbai Metro Line 7 and Line 2A, where average station distance is 1 Km, the
speed of the train at a particular curve would depend upon its location. Curve close
to station would have trains running at lower speed compared to a curve of the same
radius located in the mid-section. This would therefore result in provision of different
cant for the curves of same degree of curvature due to their location. For adopting
this principle, speed of the train, distance of curves, traction characteristics, rolling
stock etc are required to be considered.
5.4.1 Reverse Curves
Consecutive simple curves of opposing directions with a short straight track in
between or no straight track in between are called reverse curves. Preferably, the
radii of the consecutive curves & their transition lengths shall be same. However, in
case the same is not achievable, rate of change of cant during run in of the preceding
curve shall be approximately the same of the succeeding curve.
5.4.2 Compound Curves
Consecutive simple curves of opposing directions with a short straight track in
between or no straight track in between are called reverse curves. The transition
length between the compound curves shall be a common transition preferably.
However, in case the same is not achievable, non-common transitions may be
provided.
In Mumbai Metro Line 7, non-common transitions have been used for compound
curves. Since the calculated Cant is same for both the successive circular curves, to
avoid a roller-coaster effect, non-common pair of transitions in between the circular
curves have also been canted to the designed super-elevation as the circular curve
within the particular compound curve.

5.5 Determination of length of transition curves

Transition curve shall be designed as spiral with length L in metres, being the
maximum of the following three values –
I. L = 0.72 Ca
II. L = Ca X Vm /90

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III. L = Cd X Vm/90
Where,
Ca is the actual cant in mm. Cd is the cant deficiency and
Vm is the maximum permissible speed in Kmph.
The formula (i) is based on the maximum cant gradient of 1 in 720 while formula (ii)
and are based on the rate of cant and of cant deficiency as 25 mm / sec.
In exceptional cases where room is not available for providing sufficient length of
transitions in accordance with formulae above, with the maximum cant gradient of 1
in 440, and rate of change of cant and cant deficiency of 40 mm/s, the length of
transition shall be taken as maximum of the following three:

I. L = 0.40 Ca
II. L = Ca X Vm /144
III. L = Cd X Vm/144
At locations where full length of transition cannot be provided due to space
constraints even after above two considerations, speed on curve to be restricted
accordingly.
5.5.1 Shift
A transition curve is laid out as a spiral and to accommodate this, the main circular
arc is moved inwards by an amount called the "Shift". Shift is calculated by formula –

S = 4.2 L²/R
Where,
S = Shift in centimeters,
L = Length of transition in metres and R = Radius of curve in metres.
5.5.2 Clothoid Spiral

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5.5.3 Running out of cant

On curves with transitions, cant should be run out on the transition uniformly
throughout its length. The cant is gradually increased over the length of transition so
that the cant is acquired from 0 at the start of transition curve and full value of cant is
achieved at the start of circular curve.
5.6 Turnouts on curves
When a turnout takes off a curve, it is denoted as of 'similar flexure' if it curves in the
same direction as the main line curve, and as of 'contrary flexure' if it curves in a
direction opposite to that of the main line curve. These are illustrated in following
photographs.

Figure 5.4: Contrary flexure

Figure 5.5: Turn outs with similar flexure

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Figure 5.6: Similar flexure

Figure 5.7: Symmetrical split

In the case of similar flexure, the curvature of the turnout will be the sum of the
curvature of the main line curve and nominal curvature of the turnout. In case of
contrary flexure, the turnout curvature will be reduced by the curvature of the main
line curve.
On curve from which a curve of 'Contrary flexure' takes off, the cant on the main line
(which is the negative super elevation on the turn out) should be calculated by
subtracting the equilibrium cant for the permissible speed for the turn out from the
maximum permissible cant deficiency. The allowable speed on the mainline shall be
then determined from the permissible cant deficiency and the cant on the main line.
The speed so determined shall be subject to limitations governed by the standard of
inter-locking and the sectional speed.

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On the main line curve from which a turnout of 'similar flexure' takes off, not followed
immediately by reverse curve, the turn out curve shall have the same cant as the
main line curve which should be within limits of cant excess for turn out.
On the main line curve from which a turnout of 'similar flexure' takes off followed by
a reverse curve, a change of cant on the turnout may be permitted starting behind
the crossing and being run out at the maximum of 1 mm in 440mm.
The permissible speed on the main line is then determined from the allowable cant-
deficiency and subject to limitations governed by the standard of interlocking and the
safe speed limit.
There shall be no change of cant between point 18 metres outside the toe of the
switch and the nose of the crossing. In exceptional cases, where turnouts have
unavoidably to be taken off the transition portion of the main line curves, specific
approval shall be obtained from the head of the track division. In Mumbai Metro Line
7 and Line 2A, the turn outs of similar/contrary flexure or symmetrical splits are not
provided.
Permissible speeds on turnouts calculated with reference to the proposed turn out
structure on Mumbai Metro Line 7 and Line 2A is mentioned in chapter 6.
5.6.1 Cross over on curves on main lines
The entire layout of cross over shall be in one plane. The cant for the layout and
consequently the speed on both lines is determined on the basis of the design
calculations. Normally the speed for the line with turnout in contrary flexure will be
less and will be the governing factor.
In cases where it is not possible to have the whole layout in one plane, no cant shall
be provided, and speed being restricted to value as if there is no cant provided for
curve. In Mumbai Metro Line7, all the turn outs and cross-overs are in one plane.
5.6.2 Diamond Crossings on curve
Diamond crossing shall not be laid on curves without the specified approval of Head
of the P. Way division. In such cases, there shall be no cant for a distance of 18
metres on either side of the heel of the acute crossing, cant being run out beyond this
distance.
In such cases, speed on the approaches shall be restricted to a maximum of 45 kmph
on Standard Gauge or the speed determined on the basis of curvature, cant
deficiency and lack of transition whichever is lower.

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5.7 Vertical curves

When the track on a gradient meets track on level or a different gradient, summits or
sags are formed. To avoid rough ride at junction points, these summits and sags are
required to be eased off by suitably designed vertical curves.

Figure 5.8: Vertical Curve

At the junction of two gradients with algebraic difference in grades being 4 mm per
metre or more (0.4% or more), a vertical curve shall be provided. For example if a 1
in 100 (10mm/m) rising grade meets a rising grade of 1 in 200(5 mm/m) rising grade,
the algebraic difference is 5 mm, (10-5mm) since this is more than 4 mm per metre,
a vertical curve shall be provided.
The minimum radius of the vertical curve shall be 1500 metres. The vertical curves
are measured for the rail top levels with the level instrument and levels are compared
with the designed levels.
5.7.1 Wear of rails on curves
The outer rails on curves tend to develop side wear on the gauge face where as the
inner rails tend to have their heads flattened. The limits of vertical and lateral wear at
which rails have to be renewed shall be as per the limits already prescribed in the
chapter 3.
Wear on the outer rail can be controlled by lubrication of the gauge face. Correct
geometry and super elevation will help to reduce wear on both rails. Manual
lubrication of gauge face of rails can be carried out at the curves to reduce the side
wear. Alternatively, rail lubricators could be installed either on the rolling stock, which
become activated when approaching a curve or installed at the approach of the curve
on the rails. Manual lubrication of rails is also planned in the Mumbai Metro Line 7
and Line 2A.

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5.7.2 Indicators on curves

At the tangent point at the either end of a curve, a 'curve board' shall be provided on
inside/outside of the curve, indicating curve no; chainage, degree of curve, radius of
the curve, total length, length of transitions and the cant provided on the circular
portion.
On the inside of the curve, posts shall be erected to indicate the beginning and end
of transition.
The value of cant shall be painted on the inside face of the web of the outer rail at
every versine station. The station numbers are painted on inside face of the outer rail
web at every 10 m starting from station number ‘-2’ up to ‘+2’ station of the curve.

5.8 Realignment of Curves

5.8.1 General
When running on a curve is unsatisfactory, the curves have to be surveyed and
realigned either in part or on its whole length.
5.8.2 Criteria for Realignment
For Smooth and Satisfactory running on curves.

• There should be no abrupt alteration of curvature and/or super elevation (Cant),

and
• The super elevation should be appropriate to the curvature at each point
It is thus necessary to ensure that:

• The variations in curvature from station to station (as measured by the versines)
do not exceed the prescribed value.
• The measured versines do not vary from the designed ones by more than the
prescribed limits and
• The super elevation matches with the curvature.
5.8.3 String lining Operation
The work or realigning and transitioning curves consist of the following three main
operations

• Survey of the existing curve by measurement of versines.

• Determination of the revised alignment and computation of slews, including
provisions of correct super elevation.
• Slewing of the curve to the revised alignment.

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Chord length of 20 metres should be used for recording versines. The stations should
be at 10 meters interval and versines recorded at these stations with overlapping
chord of 20 metres. Versines reading shall be taken along the gauge face of the outer
rail.
In order to ensure that the point of commencement of the curve is included, mark is
made on the gauge face of the outer rail at a distance of about three half chord lengths
behind the apparent tangent point and numbered zero. From this point, half chord
distances are measured with a tape along the gauge face of the outer rail over the
whole length of the curves and numbered serially 1,2,3,4 and so on and carried up to
about three half chord lengths beyond the apparent tangent point With fishing chord
or wire stretched over the whole length of the curve, versines are measured to 1 mm
accuracy. Features which restrict showing of the track either inwards or outwards
should be recorded, maintaining the maximum extent, inwards and outwards to which
slewing is possible.
The record obtained shall be entered in the format in the table.
Table 5.1: Format to feed details of versines

Result of the survey shall be scrutinized, and decision taken whether the curve should
be rectified in full or part of it adjusted.
5.8.4 Guidelines for Deciding Realignment
Variation from the designed versine
Versine at stations 10 m apart shall not vary by more than 10 mm
5.8.5 Cumulative Frequency Diagram
A method for deciding the need for curve realignment is by drawing a cumulative
frequency diagram. The variation between actual versines and designed versines is
worked out for each station and a cumulative frequency (indicated as percentage) of

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occurrence of stations for various range of versine variations is arrived at. A graph is
then drawn showing versines difference and cumulative percentage. The following
guide lines may be adopted for the need to realign a curve by this method.

• The versine variation shall be limited up to 5 mm from the designed versions.

• Realignment is carried out if cumulative percentage of stations having versine
variations up to 5 mm is less than 80 %
5.8.6 Example
An Example is given below for illustration. Statement showing versine difference.
Table 5.2: Example of statement showing versine difference.

Stations Measured Versine Theoretical Difference

(1) (2) Versine (3) (4)
1 0 1 1
2 3 2 1
3 7 4 3
4 5 6 1
5 6 8 2
6 7 10 3
7 6 12 6
8 11 14 3
9 14 16 2
10 15 18 3
11 19 18 1
12 24 18 6
13 24 18 6
14 24 18 6
15 20 18 2
16 12 18 6
17 22 16 6
18 12 14 2
19 12 12 0
20 10 10 0
21 10 8 2
22 5 6 1
23 3 4 1
24 1 2 1
25 0 1 1

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STATEMENT SHOWING CUMMULATIVE PERCENTAGE: - Total no. of Stations: 25

Table 5.3: Statement showing Cumulative Percentage: - total no. of stations: 25

Difference in No. of Stations Percentage of no. of Cumulative

Versine (mm) (mm) Stations in col 2 to percentage
(1) (2) total no. of stations (4)
(3)
0 2 8 8
1 8 32 40
2 5 20 60
3 4 16 76
4 0 0 76
5 0 0 76
6 6 24 100

A cumulative frequency curve is drawn from the above table and is shown in
Appendix-1. It will be seen that the cumulative percentage of stations with versines
varying from the designed versine is 76, therefore the curve needs realignment. After
realignment, the curve should be approximately equal to the position indicated, by
dotted lines.
5.8.7 Extent of Realignment
A decision on whether to adjust or realign the whole curve or a part of it shall be on
the basis as to how 'bad' the stations are distributed along the curve. If they are
concentrated in one part of the curve, only that part shall be adjusted
5.8.8 Adjustment Procedure:
Sequence of work
The curve adjustment procedure consists of

• Survey
• Calculation of Slews
• Slewing and packing
• Checking of adjusted curve.
Survey
The interval between survey and slewing shall be as short as possible, preferably
one week. On double line, each line shall be adjusted independently.
Calculation of Slews
The basic principles in adjustment of curves are:

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• The sum of versine on the curve before and after slews shall be same.
• The slews at the beginning and end stations shall be 'nil'.
• A slew at one station 'throws' the curve such that versines at the adjacent stations
are affected by half the slew in the opposite direction.
An example of calculation of slews is worked out at Appendix 2. This calculation has
been done manually but with the available software (Eg, Bentley Rail Track) in the
market, this job gets simplified to a great extent.
Slewing and Packing
Slewing and packing is best by lining and tamping machine. In cases where slews
are more than the limits for the lining machine (usually 50 mm), ballast has to be
opened out and the track slewed in successive runs.
The operations shall be as follows:

• Erect peg alongside each station, such that the slewed track will be at a fixed
distance from the peg.

• Open the track when the temperature is below the stress free temperature

• Slew the track to the correct distance from the peg.

• Tamp the track by on track tamping machine followed by Dynamic track stabilizer.

• Carryout destressing of track wherever required.

• Speed restrictions may be imposed/relaxed depending upon the condition of track

Checking the Adjustment of Curve
Check the distance to the pegs and if any major discrepancies are noticed, the
procedure for realignment of the curve shall be repeated.
Widening of gauge on Curves - In passing over curved track, the car wheels bind
hard against the outside rail at the curve. The reason for this is that the difference
between the gauge of the track and the gauge of the wheels is taken up by the wheel
base, which forms a chord to the curve of the track, instead of being parallel to the
rails, as is the case on a straight line. To lessen this friction, the gauge is usually
widened on curves to the specified values. The necessity for widening the gauge on
sharp curves is still more important.
When the gauge is not widened, a wide-gauged car is liable to mount the rail,
especially if the flanges of the wheels are badly worn and sharp. The effect of all
curvature is to increase the train resistance, and on sharp curves, this resistance,
due to friction, becomes so great as to largely reduce the train load.

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Similarly, the wide gauge as above is also provided on the main line curves on
viaduct.
Extra Gauge tolerance provided on curves sharper than 1000M radius.

• Extra Gauge tolerance of 9mm for curves with Radius sharper than 500m and
• Extra Gauge tolerance of 5mm for curves with Radius of 500m to less than 1000m
sharper
Inspection of curves: The gauge, versines and super elevation on each curve must
be checked as per the inspection schedule prescribed in this manual. Such checks
should also be carried out whenever the running over curves is found to be
unsatisfactory. The versines, super elevation and gauge should be recorded by the
inspecting Engineer* in the curve register as per the pro forma given below. Curve
registers should also be provided with cumulative frequency diagrams for each curve
to get a graphic idea about the condition of geometry of curve.

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Appendix- 1

Figure 5.9: Cumulative Frequency Curve

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Appendix 2

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Record for Final Track Parameter of Ballast-LessTrack Work(Main Line-Curve)

PROJECT: Mumbai Metropolitan Region Development Authority
(MMRDA / MMMOCL)
Date of Inspection:
Time of Recording:
Rail Temperature:
Officials Name:
CURVENO:
Chainage of TS Track centre Radius(m.)
Chainage of SC Radius of outer rail inner face(m)
Chainage of CS Chord Length(m)
Chainage of ST Versine(mm)
Total Length of Super elevation/Cant(mm)
Curve(m)
Transition Gauge widening(mm)
Length(m.)1
Transition Per mtr Gauge widening
Length(m.)2
Curve Direction(m.) Measurement Interval(m)
Stn. Chainage Versine Superelevation(mm) Gauge(mm) Remarks
No (±2 mm) (±2 mm) (±2mm)
Designed Achieved Difference Designed Achieved Difference Designed Achieved Difference

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Mumbai Metropolitan Region Development Authority (MMRDA / MMMOCL): (Gauge, Cross Level, Cross Level Variation, Twist, Horizontal Alignment, Vertical Alignment, Rail Inclination

Date of Inspection:
Time of Recording:
Rail Temperature:
Officials Name:
Line Chainag Plinth Base Gauge to be measured at every SE / Cross-level (mm) to be Baseplate to Twist @ 3m Horizontal Alignment (Versine in Vertical Alignment (versine in mm), on a chord of Rail Remarks
e (km) No Plate Baseplate measured at every Baseplate/3m baseplate interval mm), on a chord of 20m half over 9 to13.65m(+/-2mm) Inclination(1i
No. (±2mm) (±2mm) Cross level (st/clr1mm/m; lapping n20)
Variation Transltion (±2mm)
(±1mm) 0.5mm / move
and above
Designe Achieved Difference Designed Achieved Difference design value Designed Achieved Difference Designe Achieved Diff. Designe Achieve LH RH
d d (LH) (LH) (LH) d (RH) d (RH)

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5.8.9 Extra clearances on curves

To ensure that vehicles may travel with the same degree of safety all over the system
of a particular structure gauge, certain minimum lateral clearances have been laid
down in the Schedule of dimensions. On curves, the centre line of the vehicles moves
away from the centre line track thereby necessitating extra clearances for structures.
This is because the track is in curve and the Viaduct in most cases is straight. There
is also leaning of vehicle on account of superelevation and swaying on account of
speed.
5.8.10 End-throw and over-throw
Figure below gives the position of a bogie on a curve of radius R. L is the end-to-end
length of the vehicle and C is the centre-to-centre distance between two bogies.
1. Over-throw or extra clearance needed at the centre:
Mid throw ( in mm ) V = (125 x C2) /R= 28500/R
Where 'C' is the distance between bogie centers = 14.750+0.350=15.100m OR
14.750 - 0.350=14.400 m. The worst case will be with C=15.100m
R is the radius of curve in metres.
Mid throw (in mm) V = (125 x C2) /R= 28500/R
2. End-throw or extra clearance needed at the ends:
End throw (in mm) V = (125 x C2) /R= 34635/R

Where 'C' is the distance between bogie centers = 14.750+0.350=15.100m OR

14.750 - 0.350=14.400 m. The worst case will be with C=14.400m
C1' is length of coach in meters = 22.010 m and 'R' is radius of curve in meters.
C1'=22.282*(22010-21740) +21740
C1' = 27756

Figure 5.10: Position of Bogie on the Curve

On account of superelevation, vehicles lean toward the inner rail as shown in fig.

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Figure 5.11: vehicles lean toward the inner rail.

Since Lθ is equal in the two triangles abc and xyz, effect of lean = (h x S)/G
Where,
h = height of the vehicle,
S = superelevation
G = gauge
5.8.11 Additional Lurch or Sway inside the Curve
Additional lurch or sway on the curves will depend upon the unbalanced centrifugal
forces and how the vehicle suspension system reacts to such forces. These lurches
add to the effect of lean inside a curve. For present day speeds and vehicles, the
extra clearance on account of sway has been empirically laid down as 1/4 th of extra
clearance required on account of lean as worked out earlier.
Lateral clearance on curves
i. Total extra lateral clearances inside the curve are:
(E1 +T1) Minimum clearance to the structure from centre line of track on inside of
curve (for outer track)
Where,
E1 is the horizontal distance from vertical axis of centre line of track to canted
Structure Gauge on inside of curve for a given cant,
T1 is extra lateral allowance due to curvature on inside of curve and
ii. Total extra lateral clearances outside the curve are:
(F1 +T2) Minimum clearance to the structure from centre line of track on outside
of curve (for inner track)
Where,
F1 is the horizontal distance from vertical axis of centre line of track to canted
Structure Gauge on outside of curve for a given cant,

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T2 is extra lateral allowance due to curvature on outside of curve

For getting the result in mm, all dimensions are taken in mm.
Allowance due to gauge widening on curves inside of curve.
Lateral shift of 32 mm for Standard Gauge due to nosing included in Kinematic
Envelope for tangent track (and as a result included in structure gauge as well), is
subtracted from the total extra allowance worked above in case the value of mid throw
is equal to or greater than 32 mm for SG. In case, the value of mid throw is less than
32 mm for SG, the curvature effect shall be due to widening of the gauge only.
Allowance due to gauge widening on curves outside of curve
Extra Nosing due to extra gauge tolerance shall be added to arrive at extra
horizontal allowance at curve.
Note: Realignment of curve.
The realignment principles given in this document is essentially for ballasted track.
However, for ballastless track, since track is rigid and bolts are cast into the concrete
track bed, minor slews can be accommodated by use of eccentric bushes to the
extent possible.Only when realignment is not possible by using eccentric bushes,
major renewal realignment shall be done. However for major renewal realignment,
bolts have to be re-grouted in new positions of track bed which is tedious and
impractical for the purpose of maintenance of slab track.

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CHAPTER – 6

6. Turnouts
6.1 General
Turnout is an arrangement (of a pair of switches and crossing) by means of which
rolling stock may be diverted from one track to another to facilitate the operational
requirement of the system.
6.2 Constituents
The main constituents of a turnout are:

• A pair of stock rails and switch rails with necessary connections, termed as a pair
of switches.
• A crossing consisting of two wings with a nose in between.
• Lead rail or intermediate rails connecting the switches and the crossing.
• Check rails fixed opposite the nose of crossing to guide wheels through the proper
path over the crossing.

Figure 6.1: Showing typical turnout constituents

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6.3 Different Types of Turn outs and Cross overs:

6.3.1 Simple Cross Over

A crossover is a pair of switches that connects two parallel rail tracks, allowing a train
on one track to cross over to the other.

Figure 6.2: Crossover

6.3.2 Diamond Crossing
When one track crosses another at an angle, a diamond is formed comprising two
acute and two obtuse crossing.

Figure 6.3: Diamond crossing

6.3.3 Scissors Crossover
When two crossovers overlap exactly opposite to each other, a scissors crossover
is formed, it consists of four turnouts and a diamond crossing. Thus, there are four
pairs of switches, six acute crossings and two obtuse crossings.

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Figure 6.4: Scissors cross-over

6.3.4 Symmetrical Split Turnouts
In this layout, the straight track is diverted in two opposite directions using the same
radius for both the tracks of the turnouts. This is contrary flexure layout in which the
degree of the turnout curve becomes half, and the radius doubles up. Lead of the
turnout remains the same.

Figure 6.5: Symmetrical split Turnouts

6.4 Standard turnouts

The smooth passage of rolling stock from one track to another depends inter-alia on
the angle of crossing which is kept as small as possible for high-speed traffic on the
running lines. In Mumbai Metro Line 7 and Line 2A, following angles of common
crossing on Standard Gauge Corridors are used –

• 1 in 9 Radius 300m
Following types of turnouts and diamond crossing are used on the main line of
Mumbai Metro Line 7 and Line 2A.

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Table 6.1: types of Turnout & Crossovers

Description Remarks
1 in 9 turnouts For Ballastless Tracks
Scissor Crossover of 1 in 9 consisting of 4 For Ballastless track
turnouts and 1 diamond crossing.
Following types of turnout and diamond crossing are used in Charkop Depot in Line 2A:

Description Remarks
1 in 7 turnouts (R=140m) For Ballasted Tracks
Scissor Crossover of 1 in 7 (R=140m) For Ballastless track (on depot entry/exit line)
consisting of 4 turnouts and 1 diamond
crossing.

6.5 Salient features of turnouts used in Mumbai Metro Line 7 and Line 2A-
Following are the salient features of turnouts in ballastless tracks:
• The basic geometry of diamond crossing in the scissors cross over is as per EN
design for corresponding track centre.
• Turnouts are provided with rail inclination of 1 in 20 throughout its length which
makes it compatible with approach track. The rail seat inclination is provided with
canted bearing plates on ballastless track.
• Design speeds of the turnouts are as given in table below.
Table 6.2: Design Speeds for Turnouts

Type Speed potential

Main Line On Straight Track On diverging track
1 in 9 90 Kmph 45 kmph
1 in 9 Scissors Crossover 90 kmph 45 kmph
• All the turnouts are compatible to be continued with LWR/CWR.
• All switch rail/ tongue rails are in one piece with no joint within switch rail length
and is forged at the end to enable its connection with the lead rail.
• Switch rail and stock rail are both made from head hardened rails.
• CMS crossings are weldable with welded leg extension of hardened steel. This
has been done by Thermit welding by SKV process of buffer transition rail piece
of suitable thickness to CMS crossing.
• The switch portion & lead portions are having SKL 12 Vossloh clips.
• Slide chairs are having special coating of nickel chromium coating to reduce the
point operating force and to eliminate the requirement of lubrication of sliding
surface during service.

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• Check rails of UIC Section 33 are provided on check rail support.

6.6 LWR/CWR through points and crossings-

• Turnouts on main lines are suitable to take LWR through turnouts. For transfer of
LWR forces, the anti-creep arrangement is provided.

• SKL 12 Vossloh clip in switch portion is provided to guarantee the balance of

forces in the turnouts integrated with LWR.
6.7 Points machine and locking arrangement

• Main line point machines are non-trailable. These point machines are used in
conjunction with external mechanical lock. These point machines are capable of
operating points with curved/thick web section. Nominal switch opening at toe is
160mm.

• Locking detection is provided to detect the locked position before authorizing train
movement over the points. This ensures –
➢ The operation and locking of the closed switch blade with the stock rail.
➢ The operation and wedging of the open switch blade.
6.8 Important dimensions of turn outs
Following are the important dimensions of turnouts in use of Mumbai Metro Line 7:
Table 6.3: Important dimensions of Turnouts - Line 7

Turnouts & Switches

SN Components / Items 1 2
1 Type of turnout, scissors Turnouts 1 in 9 Scissors Crossover with 1
crossovers (crossing angle) in 9 turnouts
Diamond angle 1 in 4.444
2 Canted or un canted Canted 1 in 20 Canted 1 in 20
3 Radius Radius 300m Radius 300m
4 Length of switch 14.390 m 14.390 m
5 Stock Rail Joint
(S.R.J.) to Actual toe of switch 1.350m 1.350m
(A.T.S)
6 A.T.S to Theoretical Nose of 28.533m 28.533m
Crossing (TNC)
7 Theoretical Nose of Crossing 4.850m 4.850m
(TNC) to Back of Crossing
(BOC)
8 Overall Length 34.733m 79.581m
(SRJ to BOC) (SRJ to SRJ)

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Turnouts & Switches

SN Components / Items 1 2
9 Type of Switch (Thick web or Thick web Thick web
otherwise)
10 Switch entry angle 0° 9' 15" 0° 9' 15"
11 Speed potential 45 Kmph 45 Kmph
12 Location of Use (Main line or Mainline Mainline
Depot)
13 Rail Section used for switch For Switch Rail: For Switch Rail:
60E1A1(ZU1-60) 60E1A1(ZU1-60)
For Stock Rail: 60E1 For Stock Rail: 60E1
14 Second drive provided Yes Yes
(iii) Crossing:
SN Components / Items Provisions / Reference
1. Crossing: Curved or Straight Curved
2. Crossing: Canted or uncanted Canted on top
3. Length of Weldable leg extension 1.2m minimum
4. Check Rail section UIC 33 (33 C1)
5. Height of Check rail above the rail plane 25 mm
6. Check Rail clearance at the middle 36-42mm
(with Gauge tolerance of
+2mm/-2mm)
7. Check Rail clearance at the end 60-75mm
6.9 Maintenance rules for turn outs from Vossloh:
The maintenance rules from supplier are as per the maintenance manual from Vossloh
Cogifer. The Comfort and safety parameters for turnouts are also attached at Annexure C.
6.10 Following are the important dimensions of turnouts in use of Mumbai Metro
Line 2A:
Table 6.4: Important dimensions of Turnouts – Line 2A

Turnouts & Switches

SN Components / Items 1 2 3
1 Type of turnout, Turnouts 1 in 9 Turnout 1 in 7 Scissors
scissors crossovers Crossover with 1 in
(crossing angle) 7 turnouts
Diamond angle 1
in 4.444
2 Canted or uncanted Canted 1 in 20 Canted 1 in 20 Canted 1 in 20
3 Radius Radius 300m Radius 140m Radius 140m
4 Length of switch 13.390m 12.050m 12.050m

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Turnouts & Switches

SN Components / Items 1 2 3
5 Stock Rail Joint
(S.R.J.) to Actual toe 1.570m 1.4m 1.4m
of switch (A.T.S)
6 A.T.S to Theoretical 27.772m 18.645m 20.045m
Nose of Crossing
(TNC)
7 Theoretical Nose of 4.065m 4.045m 5.149m
Crossing (TNC) to
Heel of Crossing
8 Overall Length 34.261m 23.450m 55.109m
9 Type of Switch (Thick Thick web Thick web Thick web
web or otherwise)
10 Switch entry angle 0° 8' 12" 0° 19’32.65" 0° 19’32.65"
11 Speed potential 45 Kmph 25Kmph 25 Kmph
12 Location of Use (Main Mainline Depot Depot
line or Depot)
13 Rail Section used for For Switch Rail: For Switch Rail: For Switch Rail:
switch 60E1A1(ZU1- 60E1A1(ZU1-60) 60E1A1(ZU1-60)
60) For Stock Rail: For Stock Rail:
For Stock Rail: 60E1 60E1
60E1
14 Second drive provided Yes No No
(iii) Crossing:
SN Components / Items Provisions /
Reference
1. Crossing: Curved or Straight Curved
2. Crossing: Canted or uncanted Canted on top
3. Length of Weldable leg extension 1.2m minimum
4. Check Rail section UIC 33 (33 C1)
5. Height of Check rail above the rail 25 mm
plane
6. Check Rail clearance at the middle 36-42mm
(with Gauge
tolerance of +2mm/-
2mm)
7. Check Rail clearance at the end 60-75mm
6.11 Maintenance rules for turn outs from VAE/VKN:
The maintenance rules from supplier are as per the maintenance manual from VAE/VNK. The
Comfort and safety parameters for turnouts are also attached at Annexure C1.

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6.12 Preventive Maintenance

ID Part Component check Criterion Limits Action Interval Remark

1 Switch Device — Preventive Maintenance

General Track
1.0.1 Geometry check (Gauge, Visual detectable irregularities Information to Engineer/track, to Interval of
Condition get information if corrective Quarterly different
position, and level of the track, of straightness or curves,
horizontal and vertical) resp. height maintenance has to be done. component/value
check to be done
Geometry check (Gauge, Check with measuring train, Information to track Team leader, as per Supplier’s
position, and level of the track, limits acc. to permissible to get information if corrective Manual.
General Track
1.0.2 horizontal and vertical) tolerances mentioned in MSS maintenance has to be done. 6 months
Condition

• Contact surface
Contact surface • In the drive rod axis a
condition between
switch blade/stock max gap of 0.5mm • Readjustment of point
stock rail and switch
rail or housing of must not be machine
1.0.3 blade Quarterly
stock rail and tongue exceeded • Debris must be removed
• Debris between switch
rail
and stock rail
Contact surface Detection of burrs larger than
1.0.4 switch blade/stock Burr formation 2mm Grinding of affected areas Quarterly
rail
Switch Stops or Visual check of connection to Existence of parts and bolts Missing parts to be replaced,
1.0.5 Tongue rail the stock rail, check of bolts lose bolts to be tightened Quarterly
fasteners
Switch Stops or
Check if switch rail is in contact Maximum gap of blade and Readjustment of blade, cleaning
Tongue rail
1.0.6 with switch stops switch stop: 2mm of slide chairs Quarterly
fasteners

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ID Part Component check Criterion Limits Action Interval Remark

Visual check of position and Interval of
connection to the rails, visual Existence of parts and Missing parts to be replaced, different
1.0.7 Anti-creep device Quarterly
inspection of gap bolts lose bolts to be tightened component/value
between check to be done
as per Supplier’s
fork and pin
Manual.
Rail and plate Existence of parts and Missing parts to be replaced,
1.0.8 Bolts, nuts, washers etc. Quarterly
fastening material bolts lose bolts to be tightened

1.0.9 Switchblades/stock Clearance check Min 60mm Cleaning of sliding chairs, Quarterly
rails readjustment of blades
1.0.10 Switch Rail Opening of switch Min 160 mm Joint action by S&T and Track Quarterly
Max 165 mm
Corrective measures to be taken
1.0.11 Spread gauge Check for the gauge spread 1435 +/-2 with the help of track team Quarterly
leader.
If failure occurs successive over
a few sleepers information to the
track Team leader if a height
Blades-contact area Gap between switchblade foot
1.0.12 Max. 2rnm readjustment of the sleepers has Quarterly
slide chairs and slide chair
to be done, resp. the half set of
switches has to be replaced
1.1 Stock Rails — Preventive Maintenance
Visual check for surface As per Supplier’s Burrs to be grinded as soon as
defects, cracks, burrs or other Maintenance Manual. possible
1.1.1 Running surface Quarterly
irregularities

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ID Part Component check Criterion Limits Action Interval Remark

Defects in the rail body to be As per Supplier’s As per Supplier’s Maintenance Interval of different
detected by ultrasonic tests Maintenance Manual. Manual.
1.1.2 Rails 6 months component/value
(measuring car) check to be done as
1.1.3 Welding joints Visual inspection of joints Running surface defects, As per Supplier’s Maintenance Quarterly per Supplier’s
cracks Manual. Manual.
1.2 Switch rails — Preventive Maintenance
Visual check for surface As per Supplier’s Burrs to be ground as soon as
defects, cracks, burrs or other Maintenance Manual. possible
1.2.1 Running surface Quarterly
irregularities
Visual check of
irregularities, if necessary,
Wear of height and running
check with track gauges to As per Supplier’s Maintenance
surface, surface defects,
1.2.2 Running surface determine derailment Manual. Quarterly
breakouts
safety Interval of different
component/value
Running surface and running Check with track gauges
check to be done as
edge (wheel contact area) in to determine As per Supplier’s Maintenance
1.2.3 Running surface 6 months per Supplier’s
switch blade. derailment safety. Manual. Manual.
Defects in the rail body to be As per Supplier’s As per Supplier’s Maintenance
1.2.4 Rail body detected by ultrasonic tests Maintenance Manual. Manual. 6 months
(measuring car)
1.2.4 Welding joints Visual inspection of joints Running surface defects, As per Supplier’s Maintenance Quarterly
cracks
Manual.

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ID Part Component check Criterion Limits Action Interval Remark

1.3 Slide Plates — Preventive Maintenance
1.3.1 Whole plate Visual check Cracks Replacement of broken parts Quarterly Interval of different
component/value
Leaf spring of I-fast Visual check of correct check to be done as
1.3.2 plates position of leaf spring Parts to be readjusted Quarterly per Supplier’s
Manual.
Visual check regarding Extremely polluted chairs have
1.3.3 Sliding surface excessive wear or heavy to be cleaned (increased setting Quarterly
pollution forces). Extremely worn plates to
be replaced
Check of correct position of Pi
1.3.4 PI roller Parts to be readjusted Quarterly
roller with feeler gauge.
SKL Clip to be
Vossloh clips SKL 12 Visual check of correct seat, Assembled acc. to Vossloh Readjustment of clips, broken or
1.3.5 Quarterly
check if parts are not lost missing parts to be replaced
recommendations

Max inclination of bolt 10

Visual check of correct seat, degree Bolts to be readjusted, missing
1.3.6 T-bolts / nuts check if part are not lost parts to be replaced Quarterly

1.3.7 Rail pads and base Visual check Heavy deformation or Broken or extremely deformed Quarterly
plate pads Cracks parts to be replaced

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ID Part Component check Criterion Limits Action Interval Remark

1.4 General Base plates — Preventive Maintenance
1.4.1 Base plate Visual check Cracks Replacement of broken parts Quarterly Interval of different
Vossloh clips SKL 12 Visual check of correct seat, SKL Clip to be assembled Readjustment of clips, broken component/value
1.4.2 Quarterly check to be done as
check if parts are not lost acc.to Vossloh or missing parts to be replaced
per Supplier’s
recommendations Manual.
See chapter 5 of this work
instructions, max inclination
1.4.3 T-bolts / nuts Visual check of correct seat, Bolts to be readjusted, missing Quarterly
of bolt 10 degree
check if part are not lost parts to be replaced
Rail pads and base Heavy deformation or Broken or extremely deformed
1.4.4 Visual check Quarterly
pads cracks parts to be replaced

2 Intermediate Rails — Preventive Maintenance

Geometry check (Gauge, Visual detectable Information to track Team Interval of
General Track position and level of the irregularities of straightness leader, to get information if different
2.0.1 Quarterly component/value
Condition track, horizontal and or curves, resp. height corrective maintenance has to
vertical) be done. check to be done
as per Supplier’s
Geometry check (Gauge, Check with measuring train, Information to track Team Manual.
General Track position and level of the limits acc. to permissible leader, to get information if
2.0.2 corrective maintenance has to be 6 months
Condition track, horizontal and tolerances mentioned in MSS
done.
vertical)
Visual check for surface Refer Chapter 3 of this part. Burrs to be ground as soon as
2.0.3 Running surface defects, cracks, burrs or possible Quarterly
other irregularities

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ID Part Component check Criterion Limits Action Interval Remark

2.1 Insulating Joints — Preventive Maintenance

Visual inspection of rail end Burrs or heavy deformations Interval of different
2.1.1 Running surface regarding deformations to be removed Quarterly component/value
check to be done as
2.2.2 Insulating joint Electrical resistance Check of resistance Quarterly per Supplier’s
Manual.
2.2 General Base plates — Preventive Maintenance
2.2.1 Base plate Visual check Cracks Replacement of broken parts Quarterly Interval of different
SKL Clip to be assembled component/value
Vossloh clips SKL 12 Visual check of correct seat, Readjustment of clips, broken
check to be done as
2.2.2 check if parts are not lost acc.to Vossloh or missing parts to be replaced Quarterly
per Supplier’s
recommendations Manual.
See chapter 5 of this work
2.2.3 Quarterly
instructions, max
T-bolts / nuts Visual check of correct seat, Bolts to be readjusted, missing
inclination of bolt 10
check if parts are not lost parts to be replaced
degree
2.2.4 Rail pads and base Visual check Heavy deformation or Broken or extremely deformed Quarterly
plate pads cracks parts to be replaced

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ID Part Component check Criterion Limits Action Interval Remark

3 Crossing Area — Preventive Maintenance
3.0.1 General Track Geometry check Visual detectable Information to track Team Interval of
Condition position and level (Gauge, irregularities of leader, to get information if different
track, horizontal of the straightness or curves, corrective maintenance has to be component/value
and resp. height done. Quarterly check to be done
vertical)
as per Supplier’s
Sleepers under switches shall be Manual.
kept well packed.
Geometry check (Gauge, As per Supplier’s Information to track Team
3.0.2 General Track position and level of the Maintenance Manual. leader, to get information if 6 months
Condition track, horizontal and corrective maintenance has to be
vertical) done.
Visual check for surface Burrs to be ground as soon as
3.0.3 Running surface defects, cracks, burrs or Abnormal operation possible Quarterly
other irregularities
Defects in the rail body to be As per Supplier’s As per Supplier’s Maintenance
3.0.4 Rails detected by ultrasonic tests Maintenance Manual. 6 months
Manual.
(measuring car)

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ID Part Component check Criterion Limits Action Interval Remark

3.1 Cast Manganese Crossing — Preventive Maintenance

Visual check for surface As per Supplier’s Burrs to be ground as soon as
3.1.1 Running surface defects, cracks, burrs or Maintenance Manual. possible Quarterly
other irregularities

Visual check of
Wear of height and running irregularities, if necessary,
surface, surface defects, check with track gauges to As per Supplier’s Maintenance
3.1.2 Running surface Quarterly
breakouts determine derailment safety Manual.

Rails (Not cast Defects in the rail body to be As per Supplier’s As per Supplier’s Maintenance
3.1.3 manganese part of detected by ultrasonic tests Maintenance Manual. Manual. 6 months
crossing!) (measuring car)
For corrugations and other
surface defects grinding is to be
Running surface defects,
3.1.4 Welding joints Visual inspection of joints done as early as possible. Quarterly
cracks

Welding joints —
3.1.5 Cast manganese Visual inspection of joints Cracks Replacement of crossing Quarterly
body
Breakouts /cracks Visual check of running Breakouts /heavy Action according to repair
3.1.6 Cast manganese surface deformation welding Quarterly
body

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ID Part Component check Criterion Limits Action Interval Remarks

3.2 Check Rail — Preventive Maintenance

Visual inspection of check Visual check for surface Burrs to be ground as soon as Interval of different
3.2.1 Check face defects, cracks, wear burrs Quarterly
face. possible component/value check
or other irregularities to be done as per
Limits shown on turnout dwg. Supplier’s Manual.
or check rail arrangement
Distance check face Inspection of distances acc.
3.2.2 for each turnout Readjustment with shims Quarterly
running edge to VAE layout

3.3 General Base plates — Preventive Maintenance

3.3.1 Base plates Visual check Cracks Replacement of broken parts Quarterly
Interval of specific
Vossloh clips SKL 12 Visual check of correct seat, SKL Clip to be assembled Readjustment of clips, broken part check to be
check if parts are not lost acc. To Vossloh recommendations or missing parts to be replaced done as per
3.3.2 Quarterly
Supplier’s Manual.
max inclination of bolt 10 degree

3.3.3 T-bolts / nuts Visual check of correct seat, Bolts to be readjusted, missing Quarterly
check if part are not lost parts to be replaced
3.3.4 Rail pads and base Visual check Heavy Broken or extremely deformed Quarterly
plate pads deformation parts to be replaced
or cracks

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ID Part Component Check Criterion Limits Action Interval Remarks

3.4 Check rail plates (fastening of check rail) — Preventive Maintenance
3.4.1 Check rail plate Visual check Cracks Replacement of broken parts Quarterly
3.4.2 Rail pads and base Visual check Heavy Broken or extremely deformed Quarterly
plate pads deformation parts to be replaced
or cracks

Missing parts to be replaced,

3.4.3 Fastening material Bolts, nuts, washers etc. Existence of parts and bolts lose bolts to be tightened Quarterly

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 TURNOUT INSPECTION REPORT
TURNOUT INSPECTION REPORT
Rail Main Line: UIC 60E1, 1080 grade Head Hardened rails conforming to IRS - T - 12 - 2009
Rail Depot: UIC 60, grade 880 (IRS-T-12-2009) Gauge 1435mm (SG)
Details of turnout 1 in 9 (Turnout) 1 in 9 Scissors Crossover
1 in 7 (Turnout) 1 in 7 Scissor Crossover
Point No: Type: MCEM91/IRS S24 Date of inspection
location Angle of crossing: Laid on: ballast/slab
Throw of switch LH: RH:
clearance at JOH (Junction of Heads) LH: RH:
Clearance of wing rail opposite ANC and up to 450mm toward heel end LH: RH:
Gauge & cross level (At every 5th sleeper) and curvature to be checked on 6m chord
Versine Main Line Side Diverging Side
Observations
Designed Actual Gauge Cross level Gauge cross level
At SRJ
At 450mm before ATS
150mm behind ATS
At TTS
At heel of switch
Station no: 1
station no: 2
station no: 3
station no: 4
station no: 5
station no: 6
station no: 7
station no: 8
station no: 9
station no: 10
1000mm before of ANC
150mm after ANC
1000mmAfter ANC
At heel of Crossing (BOC)
Cross level 300mm ahead of toe load switch:
150mm behind ANC of acute crossing-1 in scissor
150mm behind ANC of acute crossing-2 in scissor
Wear of CMS crossing: Check Clearance - Check/Wing Rail
a) Noise of Crossing 100mm from actual nose: (41mm to 44mm) Sr. No. LH RH
b) Wing rail: 1000mm before nose 1
Free wheel passage Dimension between contact faces of wing 150mm behind nose 2
rail in scissor crossover (in mm) 1000mm behind nose 3

Manual Entry by inspecting official LH: RH:

1. condition of switch Rail:
2. condition of stock Rail:
3. Divergence at heel block:
4. creep at the toe of switch:
5. Packing under the switch assembly:
6. Condition of Fittings of switches
7. Ensure the switch housing b/w tongue rail & stock rail
8. clearance between open switch and stock rail
9. Condition of fastening: Ok/Not Ok
Condition of crossing : Condition of sleepers/slab
a) Sign of propagation of crack if: Condition of ballast and drainage
b) Burning on top surface of noise: Availability of ballast in shoulders and cnbs
SRJ Stock Rail Joint
JOH Junction of Heads
ATS Actual Toe of Switch
ANC Actual Nose of Crossing signature of the inspecting official with date
TTS Theoretical Toe of switch
BOC Back of Crossing
CMS Cast Manganese Steel Name & Emp no.
 TRACK MANUAL
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CHAPTER – 7

7. Welding of joints, LWR/CWR.

7.1 General
A rail joint is the weakest link in a track structure. Due to the impact of the moving loads on the
joint, the track geometry gets affected in addition to other maintenance difficulties thereby
requiring frequent attention. Other adverse effects of rail joints include:

• Decrease in service life of track and rolling stock components.

• Excessive noise level.

• Inferior ride comfort.

Welding of rail joints has, therefore, been resorted to both for ballasted as well as ballast less
track.
The welding of rail joints is carried out by flash butt welding process and by Thermit welding
process. The flash butt welding can be done using stationary plants or by mobile plants. Mobile
Flash butt welding plant is now-a- days used in new construction sites and depending upon
availability of track possession and other site conditions, these can also be used for welding of
joints on running line.
Rails are welded by flash butt welding process either by stationery plant or mobile plant up to
any length depending upon facilities for handling, transporting and site requirements.
The thermit welding process is normally used for converting fish plated track (either single rails
or welded panels) into long welded rails/continuous welded rails and also for rectifying rail and
weld failures during service.
7.2 Flash Butt welding
The Flash Butt welding process is a method of joining rails in which the heat generated for
forging the joints is created by the resistance of the rails to the passage of an electric current.
Thus, parent metal is actually consumed during the welding cycle to an extent of 25 mm per
weld.
7.2.1 Welding process:
Procedure of Flash Butt Welding

• In the actual welding process, the two rail ends to be welded are firmly held by the clamps
of the machine.
• One rail end is stationary while the other end can move.
• The rail ends are brought close to each other, till they almost touch.

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• Electricity is switched on; and made to pass through the interface of the two rails.
• Heat is generated and flashing takes place.
• The moving end is then moved away; however, brought back after some time.
• This process continues for specified number of cycles as per pre-determined sequence and
rate.
• When the temperature rises to fusion limit, the rail ends are pressed together with application
of force which leads to the welding of the rail ends.

Figure 7.1: Mobile flash butt welding plant

1. Basic Components of the Flash-Butt welding Machine

− A clamping mechanism is to hold the rail being welded firmly in position.
− A forging mechanism is a mechanism which has a dual function to:
− Bring the rails into contact under low force during the initial heating stages of the weld cycle;
and
− Apply a high force to the rail interfaces on completion of the welding cycle to extrude all
contaminations and consolidate the weld joint.
− A transformer is a device which will reduce the mains supply voltage from 400/500 Volts to
a suitable welding voltage between 4 and 12 Volts and make available sufficient current to
heat the components being welded.
− The welding current required varies between 30,000 amps to 80,000 amps depending on
cross sectional area of the rail being welded.
2. Preparation of rails to be welded.

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− Rail ends are presented for welding within the tolerances specified.
− Rails which do not meet geometrical standards, have to be straightened before welding,
using a pre-straightening machine.
− To ensure proper electrical contact between electrodes of the welding machine and the rail
section, the rail end should be thoroughly cleaned to remove all loose scales, paint and rust
this is achieved in practice by brushing and shot blasting/grinding.
− Cleaning of rail bottom should be ensured by placing a mirror and watching the cleaned
surface.
− Oil and grease, if present, should be removed by Carbon Tetrachloride or Benzene
3. Flash Butt Welding Process
The welding process involves the following operations:
4. Ultrasonic testing of rails to be welded.
To ensure that no internal flaws is present within the rails to be welded.

Figure 7.2: Digital Ultrasonic Double Rail Tester of welded rails

5. Aligning
The running surfaces of rails at interface should be aligned carefully, to avoid any ‘step’ defect
on one side of the rail.

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Figure 7.3: Aligning

6. Initial Burn off

During the initial part of the welding cycle, irregularities of the component interfaces are burnt
off, to make the end surfaces smooth and parallel, so that, when pre-heating takes place,
the weld current can flow over the complete weld interface.
7. Pre-Straightening of rails
The rails ends are required to be straightened with the help of hydraulic rams before welding
so as to get good alignment of the welded rail.
8. End cleaning of rails
The rail ends shall be cleaned using grinders to get clean surface.

Figure 7.4: End Cleaning of Rails

9. Pre-heating
The rail ends are brought into contact to allow a low voltage high amperage current flow which
preheats the rail ends. Lower voltages are preferred to minimize crater damage on the rail ends.
The movable rail is alternatively moved backward and forward producing a series of electrical

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contacts with the fixed rail end. The objective is to heat the rail faces uniformly by flashes up to
the red hot stage. The rail ends are brought in and out of contact for certain duration a number
of times depending on the specifications of the welding plant, the section and the metallurgy of
the rail. This pre- heating cycle is executed in a fully controlled automatic mode once the
parameters are selected.
10. Flashing
Flashing involves, moving the rail, in continuous manner, initially at a uniform speed; However
during the last few seconds, at an accelerated rate. The flashing speed is so arranged, that the
rail ends burn-off, without short circuiting or giving rise, to an open circuit condition.
11. Forging (upsetting)
Immediately following flashing, the pattern movement is accelerated so that the rail ends are
butted together to a stage of fusion under a heavy butting force whose magnitude depends on
the make of the welding plant. The welding current automatically gets cut off during the later
part of the forging operation. The joint should be left undisturbed in clamped position for ten
seconds after the welding cycle.
12. Stripping
As soon the rails are welded, a stripping unit installed inside the holding arrangement, is made
to work so that the extra metal called upsets is chipped off. The removal of metal by stripping
is so good that except the head no other portion requires any finishing.

Figure 7.5: Stripping

13. Spray Cooling / Air quenching

Average hardness of the heat affected zone of the rails becomes considerably less than that of
parent rail. This low hardness is due to transformation of rail steel occurring at cooling rate
much lower than that achieved during the original head hardening operation. Such hardness
difference can lead to differential plastic deformation which may cause localized cupping on the
welds. Head hardened rails must, therefore, be subjected to controlled cooling treatment to

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improve the hardness in heat affected zone. A fabricated air quenching gadget as shown in Fig.
below shall be used for enhanced cooling of the rail joints made with head hardened rails.

Figure 7.6: Air quenching gadget

The length of this gadget is approx 250 mm and width 190 mm there are a series of drilled holes
of 3 mm in the gadget and their positions is shown in the figure. The gap maintained between
the inner faces of the gadget is approx 120 mm which will enable gap of approximate 25 mm
between the rail head side surfaces and the gadget. This will result in efficient application of air
quenching jet. Within one minute of welding, air quenching should be carried out while the rail
surface temperature is in the region 900- 950 °C. The air pressure should be approximate 2
kg/cm2 and duration of application should be about 1 minute.
14. Profiling
The rail table and gauge face of the joints thus welded, are finally ground to correct rail profile,
by means of a trolley grinder for the rail table and by pneumatic grinders for other portions.
15. Ultra-sonic inspection
The welded rails are then ultrasonically tested with normal, 70° and 45° probes.
16. Selection of Rails to be welded.
17. As far as possible, be without fish bolt holes.
18. It shall be ensured that, the outer edge of the hole nearest to the rail end, is at least 40mm
away from the end to be welded, to avoid the heat affected zone of the weld extending up to
the edge of the hole.
19. Ends of old rails with fish bolt holes/bond wire holes shall be cropped by a minimum length
of 450mm before welding.
20. New as well as released but serviceable rails of same type (section and metallurgy) shall
only be welded together. Welding of rails of different sections metallurgy shall not be
attempted.
21. Permissible vertical wear/Lateral Wear of rails to be welded.

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Table 7.1: Permissible Vertical/Lateral wear of rail

Rail Section Standard height of the Minimum height of worn
new rail rail
60kg 172.00 mm 164 mm
Standard width of the head of the new rail
Rail Section Standard width of the Minimum width of the
new rail head of old rail
60kg 72.00 mm 66 mm 72.00 mm 66 mm
22. Tolerances In Height/Width Of Rail Ends To Be Welded
23. Difference in Height ≤ 1.2 mm to be kept at bottom at flange.
24. Difference in Head Width ≤ 1.0 mm New Rails
≤ 2.0 mm for Old Rails
To be kept at non gauge face side.
25. Finishing of Flash-Butt weld
26. The top, side and bottom surfaces of the rail head are ground smooth, so that the weld
surface is flush with parent rail surfaces.
27. Care should be taken, to ensure that, the grinding does not burn or notch the rail surfaces.
28. Grinding should be done, preferably using a profile grinding trolley.
29. After grinding the top table and sides of the rail, head should comply with the laid down
geometric tolerances.
30. Marking of Flash-Butt weld
31. Every joint should have distinctive mark indicating the weld number, month & year of welding
and the code of the welding plant/ welding agency.
32. The joint is given a alpha-numeric marking XXXX MM YY AAA
33. XXXX indicate the weld number starting from 0001 for first weld of every month.
34. MM indicate month of welding followed by YY the year.
35. AAA being the code of the welding plant/ welding agency.
36. Testing of Flash Butt Weld
Different types test is done on Flash-Butt welding.
37. Visual inspection
38. After grinding we need to do visual inspection of the weld and check for:
• possible cracks
• lack of fusion
• surface defects like notching
• damage in heat affected zone.

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I. Dimensional tolerance check:

By 1m steel scale and 10 cm straight edges and feeler gauges dimensional checking is to
be done.
FINISHING TOLERANCES FOR WELDS
A. Welds with new rails
i. Vertical misalignment: +0.3mm/-0.0mm at the center of 1m straight edge.
ii. Lateral misalignment: ±0.3mm at the center of a 1m straight edge
iii. Head finishing (in width): Side of the rail head should be finished to ±0.25mm on gauge
side at the center of 10cm straight edge.
iv. Finishing of top table surface: +0.2mm/-0.0mm at the center of 10cm straight edge; -
0.0mm
v. Web zone (under side of head, web, top of base, both fillet each side):+3.0/-0.0 mm of
the parent contour.
vi. Upper sides, under surfaces and edges of rail foot shall be ground smooth. The edges of
foot should be rounded and bottom of rail foot ground smooth without any minus
tolerances to ensure proper seating on sleepers, unhindered movement of welded panels
on end unloading rakes, avoid damage to elastic rail pads and eliminate stress riser.
vii. NOTE: Tolerances for BSP rail rolled as per Explanatory Note to IRST12/2009 shall be
as under: -
a. Vertical misalignment- + 0.4 mm at the centre of 1m – 0.0 mm straight edge.
b. Lateral misalignment - +0.4 & -0.4 mm at the centre of 1m straight edge
B. Welds with old rails:
i. Vertical misalignment: ±0.5mm at the centre of a 1m straight edge.
ii. Lateral misalignment: ± 0.5 mm at the centre of a 1m straight edge.
iii. Head finishing (on sides): ±0.3 mm on the gauge side at the centre of a 10 cm straight
edge.
iv. Head finishing (on top ±0.2 mm on the gauge side table surface) : at the centre of a 10cm
straight edge.
v. Web zone (under side of + 3.0 mm of parent head, web, top of base – 0.0 mm contour
and both fillets on each side):
vi. Upper sides, under surfaces and edges of rail foot shall be ground smooth. The edges
of foot should be rounded and bottom of rail foot ground smooth without any minus
tolerances to ensure proper seating on sleepers, unhindered movement of welded panels
on end unloading rakes, avoid damage to elastic rail pads and eliminate stress riser.
vii. The above tolerances are finished tolerances of welds inclusive of tolerances of rail.

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Figure 7.7: Tolerances of Welds for Misalignment of New Rail

Figure 7.8: Tolerances of Welds for finishing top surface of New rail

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Figure 7.9: Tolerances of Welds for Misalignment of Old Rail

Figure 7.10: Tolerances of Welds for finishing top surface of Old rail

39. Ultrasonic test

Examination of flash butt welded joints is performed separately for the rail head, web & foot. In
case of scanning of weld at rail head, two single crystal 45 degree high angle probes of 2 MHz
shall be used, one of which shall act as transmitter and the other as receiver. A 70 degree
single crystal high angle probe of 2 MHz frequency shall be employed for examining the welds
at web and foot. All the above probes have index marks on their housing to denote the point at
which the central beam emerges.

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Figure 7.11: Ultrasonic Testing Machine

40. Hardness Test of weld
BHN test should be conducted, before conducting transverse load test. The hardness value
should not vary from the hardness of parent rail by more than 20 BHN.
41. Transverse Test
The finished test weld samples, not less than 1.5 meters long, with the weld at the centre, shall
be subjected to transverse load test in a transverse testing machine.
42. Macro examination
One test joint for every 1000 joint is subjected to macro examination when mobile flash butt
welding plant is used. The examination aims at detecting cracks, lack of fusion, oxide inclusion
and extent of heat affected zone.
43. Precautions to avoid defects in Flash-Butt welded rail joints
Following precautions shall be taken to avoid defects in the welded joints:
44. Oxide inclusion
The rail end faces and the adjoining surface of the rail profile to a width of about 25mm allround
shall be cleaned properly by portable grinders or blushing machine or shot blasting to remove
loose scale, rust, scabs, dust, paint etc. Oil and grease, if present shall be removed by Carbon
Tetrachloride or Benzene.
45. Lack of fusion
Preheating cycle and time, flashing and butting stroke as standardized shall be strictly
maintained during welding to avoid this defect.
46. Poor joints due to defect in rails
Rail ends having cracks and other visible rolling defects should be cropped before welding.
47. Notches and chisel marks adjacent to the weld joints
During stripping by chiseling and finishing by grinding, care should be taken that notches, dents
or chisel marks are not formed on the rail surface as such flaws may act as stress raisers in
service leading to premature failure.

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48. Copper penetration/arcing on rail foot bottom surface

During flash butt welding, the two copper blocks (electrodes) below the rails get worn out and
grooved/ dented due to rail movement. Besides this, after the flashing/burning off operations,
lot of loose oxides of metal are deposited on the copper blocks. Due to the above reasons,
current flow between the rail foot surfaces and the copper block is not continuous resulting in
arcing 'and formation of local melting/denting and even copper penetration at the rail foot
surface. Such affected area results in premature fracture. Therefore, after each operation loose
oxide/metal shall be cleaned by brushing the copper block surfaces and the copper blocks shall
be periodically reconditioned or replaced with new ones.
49. Use of treated water for cooling system
The pipes/ tubes for circulation of water for cooling purpose are, generally, of small diameter.
Due to presence of impurities in water, scaling on the inner side of the pipe takes place resulting
in less circulation of cooling water and consequent problems.
Therefore, suitably treated water should be used for cooling system. The welding plant should
not be operated if the cooling system is nonfunctional.
50. Records of welds
Record of all joints shall be maintained in a register along with records produced by the
Automatic weld recorder. Automatic weld recorder is a standard accessory both with stationary
as well as mobile flash butt welding plants. Charts of automatic weld recorder shall be analyzed
everyday with respect to voltage, current, upsetting force and pattern travel for each weld and
parameter not conforming to the standards should be set right. The chart shall also be
preserved in addition to the register to facilitate investigations in case of defective joints and
joints failing in service.
7.3 Alumino-Thermit welding of Rails

Thermit welding process is a method of joining the rails in which the exothermic reaction of
igniting a mixture of iron oxide and finely divided aluminum is utilized to obtain molten steel for
welding the rails ends. Alumino-Thermic welding with short pre heating process by using high
silica sand mould (CO2 dried) is used. AT welding is required to be done to convert the Flash-
Butt welding panels into long panels and for repair of fractures. Alumino thermic welding is a
process that causes fusion of metals by heating them with superheated molten metal from an
alumino thermic reaction between a metal oxide and aluminium. The preheating of the rail ends
for AT welding is carried out any of the following three methods,
1. By Air-patrol mixture.
2. By Oxy-LPG mixture and
3. By compressed Air- petrol fuel mixture.

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Most commonly Oxy-LPG and compressed Air-Patrol fuel mixture are used as these techniques
take less time for pre heating the rails to desired temperature resulting in saving the Track
possession time and reducing the welding time.
7.3.1 Advantages of AT welding
1. It is possible to do it at site under field constraints with reasonable quality.
2. It is used to weld flash butt panels into long panels.

3. Most suitable for taking up repair work of fractures and isolated welding.
4. No pressure application is required and needs normal surface preparation compared to other
types of welding.
7.3.2 Thermic Reaction
1. Alumino-thermic process is based on chemical reaction of iron oxide with aluminium. The
reaction is ‘exothermic’ and is associated with heat generation.
2. After exothermic reaction lasting for few seconds, approximately equal volumes of molten
steel and liquid Al2O3 are separated at a temperature of about 2400OC.
3. Al2O3 (slag), being lighter, floats on top of the molten metal.
4. Ferromanganese is added to the mixture together with pieces of mild steel to control
exothermic reaction to match wear resistance of thermit steel to that of the various grades
of rail steel to be welded.
5. Fe2O3 + 2Al = Al2O3 + 2Fe (2960OC, 181.5 Kcal)
7.3.3 Process of welding
1. The alumino thermic welding is used for joining two pieces of rail, end to end, by casting
molten ‘steel’ into a refractory mould that has been placed around the spacing between the
two rails.
2. The ends of the rail must be straight and the correct welding gap established.

3. The rails must be properly aligned with faces free of rust, dirt & grease.
4. The rails must then be preheated sufficiently to provide conditions for complete fusion
between molten steel and the base metal of rails to be welded.
5. Prefabricated moulds are fixed, and joints are filled with luting sand.
6. The thermit reaction is carried out in a conical metallic shell lined with magnesite, called
‘crucible’, prior to tapping into the moulds.
7. The weld must then be cooled (controlled cooling) prior to allowing any traffic.

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7.3.4 Selection of rails to be welded End bend

For both new as well as secondhand rails, before welding, it should be ensured that the end
bends of the rails are within + 0.5mm, in vertical and ±0.5mm in lateral direction, when checked
with 1 metre straight edge as shown in Fig. 6.1(a), (b) & (c).

Figure 7.12: Tolerances on the end bend in the vertical plane

Figure 7.13: Tolerances on the end bend in the horizontal plane

Figure 7.14: Tolerances on the end bend in the horizontal plane

7.3.5 New Rail

New rails to be welded shall conform to the tolerances as stated below-
Table 7.2: Tolerances for welding of New Rail

Grade of Rail Rail Section Head width Height Flange width Thickness of web

Grade 1080 (Head 60 kg ± 0.5 mm +0.8 mm +1.2 mm +1.0 mm

Hardened) -0.4 mm -1.0 mm -0.5 mm

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Second-hand Rail
Second-hand rails to be welded shall conform to the tolerances as stated below-
Table 7.3: Tolerances for welding of Second hand Rail

Rail Section Normal height of Min. Height of Width of head of Min. Width of
new rail old rail new rail head of old rail
60 kg 172 mm 163 mm 72 mm 66 mm

The following precautions shall be taken when welding of old rails is carried out by thermit
process –
1. Rail shall have a residual life of 10 years.
2. Maximum wear in the rail head shall not exceed 6 mm for vertical wear and 4 mm for lateral
wear.

3. Rails with battered/ hogged ends shall be cropped before welding

4. Rails shall be ultrasonically tested before welding.
5. Rail of the same quality (UTS) shall only be welded together.
7.3.6 Preparation of rail ends to be welded
The rail end face and adjacent sides at foot (top & bottom) , web and head upto 50mm shall be
thoroughly cleaned using kerosene oil and brushing with wire brush to remove all dirt, grease
and rust before welding. Any burrs at the rail ends shall be removed by chiselling or grinding.
7.3.7 Gap between rails
The two rail ends to be welded shall be held in position with a uniform and vertical gap as per
gap specified below. The uniformity and verticality of the gap shall be measured by a gauge
prior to welding.
For head hardened rails air quenching is required.
Table 7.4: Uniform and Vertical gap between rails

S. No. Welding Gap (in Preheating Reaction time Weight of Post weld heat
technique mm) time (in min) (in sec) portion treatment
(in kg) ± 2%
1 60kg (110 UTS) 25±1 4.5 20±3 13.4 8 mins
HH

7.3.8 Preliminary works prior to welding

At the time of welding rail, fastenings for at least five bearers on either side of the proposed
weld shall be loosened. The bearers adjacent to the joint to be welded shall be shifted to obtain
a clear working space of 250 mm on either side to accommodate the moulds, clamps,
preheating equipment, etc. The rails shall then be properly aligned, both horizontally and
vertically.

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7.3.9 Alignment of the rail ends before welding

The rail ends to be welded shall be aligned in horizontal and vertical planes to the dimensional
limits indicated below:-
Lateral alignment
The two rail ends, after alignment shall be within ±0.5 mm when checked with a 1.0m straight
edge at rail ends (Fig 6.2 a & b). Any difference in the widths of rail heads shall always be fully
kept on the non- gauge side, correctly aligning the rail ends on the gauge face.

Figure 7.15: Tolerances for lateral misalignment at end

Figure 7.16: Tolerances for lateral misalignment at centre

Vertical Alignment
The joint shall be kept higher by 3 to 4mm for 72 UTS rails and 2 to 2.4 mm for higher UTS rails
when measured at the end of 1m straight edge (as a compensation against sagging caused by
differential shrinkage on cooling) (Fig 6.3) . This shall be achieved by wedges applied on the
rail supporting, blocks on both sides of the joint.

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Figure 7.17: Tolerances for vertical misalignment

7.3.10 Composition of thermit welding team
The welding team carrying out the welding work will comprise of the following members for
effectively executing the welding work.

Table 7.5: Welding team carrying out the welding work

Designation Numbers
RDSO certified Welder 1
Skilled Artisan 1
Skilled Helper 2
Labour As per workload

Figure 7.18: Checking vertical misalignment

7.3.11 Fixing of mould

Only prefabricated moulds shall be used for welding. These are to be made by mixing high silica
sand with sodium silicate to the required consistency, followed by passage of CO2 gas. These
prefabricated moulds shall have adequate permeability for escape of mould gases and
adequate reinforcement, to avoid mould crushing during transportation and welding.
Before mounting on the rail ends to be welded, each pair of moulds shall be examined for
defects, cracks, blocked vents etc. and defective moulds discarded. The prefabricated moulds
shall be handled with due care as they are fragile and liable to breakage.

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During fixing the moulds, it shall be ensured that the centre line of the rail gap coincides with
the centre line of the mould to avoid cross joint. The mould jackets/shoes holding the pre-
fabricated mould in a snug fit condition, after fixing, shall be tightened by the application of
adequate pressure. Excessive pressure may cause breakage of mould and dropping of sand
inside the mould cavity. Care shall be taken during application of adequate pressure. It is
essential for the moulds to fit flush to each other across ' the bottom of the rail flange which can
be checked by feeling with fingers across the junction of the two halves of the moulds and by
looking down the riser aperture. The moulds should touch the bottom of rail foot to ensure
proper size of collar at the bottom. After fixing the moulds, the gap between mould and the rail
shall be packed firmly with luting sand to prevent leakage of liquid weld metal.

Figure 7.19: Mould Shoes/jackets

Figure 7.20: Fixing of mould

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Figure 7.21: Centre line of the rail gap coincides with the centre line of the mould
7.3.12 Luting
Luting is nothing but to fill the gap after fixing the mould on rail by using luting sand to avoid the
escaping of heat generated and to avoid the leakage of molten metal during the welding. To
avoid any sand particle dropping into the mould, a luting cover may be placed over mould
aperture.

Figure 7.22: Luting sand

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Figure 7.23: Luting

Improper luting may result in leakage of weld metal. It may lead to formation of a ‘fin’ at the
underside of flange which may lead to development of half-moon crack under repetitive loading
and may cause failure of the weld.
7.3.13 Preheating

Figure 7.24: Preheating of rails ends

After fixing the mould and after luting the rails end shall be heated by using Air-Patrol mixture
for a particular time. The flame shall be properly adjusted to achieve the desired rail
temperature. The pre- heating shall be done from the top of the mould box for stipulated period
for welding, so as to achieve a temperature of around 600±20oC.
Table 7.6: Preheating time
Pre-heating Equipment Compressed Air Petrol Blower
Pre-heating Time 4.5 minutes
Pre-heating Temperature: 600º±20º C
Compressed air and petrol pressure 0.2 to 0.3kg/cm2
1. Pre-heating is done to remove moisture from surface of rails using torches.

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2. The rail ends shall be uniformly pre-heated throughout the rail section with specially
designed compressed air petrol preheating device.
3. The burner shall be properly adjusted during preheating to ensure that the head, web and
foot of both the rail ends are heated uniformly to the desired rail temperature.
4. The pre-heating shall be done from the top of the mould box for stipulated period for
welding technique adopted, so as to achieve a temperature of around 6000±20oC. Higher
temperature will cause metallurgical transformation and therefore should be avoided.
5. The pre-heating torches should not be bent or damaged or their holes blocked.
6. Positioning of the pre-heating torch in the mould box must be carefully adjusted because it
affects the quality of pre-heating.
7. Recommended pressure should be ensured while pre-heating.
8. Control over heating time: By stop watch or by temperature measuring devices like optical
pyrometer, contact type pyrometer or temperature indicating crayons may be used for
measuring rail end temperature.
Preheating equipment
1. Air Petrol Burner
2. Compressed Air petrol blower
3. Oxy-LPG heating system
Control over heating time
By stopwatch or by temperature measuring devices like optical pyrometer, contact type
pyrometer or temperature indicating crayons may be used for measuring rail end temperature.

7.3.14 Maintenance of Crucible

1. The crucible lined with refractory material should be preheated from inside to remove
moisture with the preheating torch before making the first weld.
2. Preheating should be done from top to bottom.
3. Slag shall be cleaned from the crucible after each reaction, if necessary. During cleaning,
care shall be taken not to damage the refractory crucible lining.
4. Proper seating of the thimble is very important. Improper seating of the thimble or application
of the plugging material may cause premature tapping of the molten weld metal, due to a
bypass of the thimble or in the event the thimble being cracked.
5. The crucible should be located in a proper position such that the tapping hole is central to
the pouring gate of the mould and at a height of 50mm from the top of the pouring gate.
6. The tap hole in the crucible should then be covered with a closing pin, the head of which
should be covered with asbestos pulp and alumina slag. This heat seal enables the welder
to tap the molten metal at the precise time he desires.

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7.3.15 Execution of welding Ignition and reaction

1. After the pre-heating, the preheating torch is removed and the dried sand core placed in the
central pouring apparatus of the mould.
2. The crucible is then swung into position centrally above the sand core, care being taken not
to disturb the tapping pin.
3. The crucible cap is removed. The portion in the crucible is then ignited using sparkler by
placing the sparkler slowly and firmly into the centre of portion & crucible cap replaced.
4. The molten metal is then tapped into the mould by pushing up the closing pin with the tool
provided for the purpose. The crucible should not move during tapping and no turbulence
should occur while pouring.
5. Off center pours will cause defective welds due to slag inclusion.
6. Welding staff shall wear welding gloves and welding goggles.
7.3.16 Taping time
1. Taping time is defined as the total time, from the time the portion is ignited, till the molten
weld metal begins to pour into the mould cavity.
2. Tapping time is very important for the final weld quality. Premature tapping can cause high
aluminum content in the weld metal with possibility of slag inclusion too while delayed
tapping, on the other hand, causes loss of heat from the molten metal with the risk of lack of
fusion.
3. The optimum tapping time is 20-23 sec which is Reaction time + Waiting time (For slag to
rise on molten metal).
7.3.17 Mould waiting time
It is the time the molten metal shall be allowed to cool and solidify after pouring with mould
intact for the stipulated time.

It depends upon the rail section and ambient temperature. The mould waiting time is generally
4-6 minutes for 25 mm gap joints
7.3.18 Chipping of weld metal
1. On completion of pouring, the crucible is lifted off and slag bowls removed from the mould
shoes.
2. After the mould waiting time has elapsed, the trimming should be done by using weld trimmer
of suitable and approved design without knocking out the mould.

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Figure 7.25: Hydraulic weld trimmer

3. In the eventuality of sudden failure of weld trimmer, manual chipping may be resorted to.
4. In case of welding of old rails, if it is not possible to use weld trimmer due to flow of metal at
rail head, manual chipping may be done but care should be taken that the chipping does not
damage the weld and rail geometry.

Figure 7.26: Trimming Operation

5. During the trimming operation, it shall be ensured that the wedges used in aligning are in
their proper places without loosening, and they are not removed for at least 20 minutes after
stripping.
6. With the use of hydraulic weld trimmer, mould from the top and sides are removed leaving
at least 1mm excess metal on the rail table for removal during final grinding.
7. The runner and riser must not be removed until cold and that too only by knocking towards
the rail.

7.3.19 Grinding
1. Finish grinding of rail top and sides should be carried out by profile grinders.
2. Grinding should commence only after removing the wedge kept for joint alignment and
putting back the fastenings.

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3. Final grinding should be done to the original profile of the rail as per the dimensional
tolerances prescribed in this Manual below. The accuracy of grinding shall be checked by
using 10 cm straight edge.
4. While grinding, only light pressure should be applied and grinding wheel should be moved
to and fro to avoid local overheating.
5. The best finish grinding on the running surface of the rail head can be achieved when the
weld has completely cooled to ambient temperature.
6. No welding shall be carried out if it is raining. In case, the rains start while the joint is under
execution, immediate arrangements to adequately cover the site shall be made.

Figure 7.27: Profile Grinding

7.3.20 Precautions for newly welded joints

1. Before the passage of traffic, the wedges used for aligning should be removed and joint
sleepers (In case of ballasted track) which were shifted to obtain the clear gap of 250mm on
either side shall be re-shifted to the original location and repacked.
2. The newly weld need to be tested by USFD at the earliest.

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3. Till tested as good by USFD, the weld done in situ shall be joggle fish plated with two clamps.
4. Painting of weld collar should be done on all welds to protect them against corrosion
immediately after the welding.

7.3.21 Tolerances on finished weld

All the finished joints shall be checked to ensure that the joint geometry is within the following
tolerances:
1. Vertical alignment: 'Variation not more than +1.0mm, -0 mm measured at the end of one
meter straight.
2. Lateral alignment: Variation not more than ±0.5mm measured at centre of one-meter straight
edge.
3. Finishing of top surface: + 0.4 mm, -0 mm measured at the end of 10 cm straight edge.
4. Head finishing on sides: ±0.3mm over gauge side of the rail head measured at the centre of
10 cm straight edge.

Figure 7.28: Tolerances for vertical misalignment for finished weld

Figure 7.29: Tolerances for lateral misalignment for finished weld

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Figure 7.30: Tolerances for finished side of head surface of welded joint

Figure 7.31: Tolerances for finished top table surface of welded joint

7.3.22 Sample testing of joint

1. One out of every 100 joints welded shall be selected at random and should be got tested
within one month of welding for its hardness, transverse load/deflection tests and porosity.
2. If the sample test joint fails to satisfy any of the requirements of specification two more
randomly selected joints from the same lot of 100 joints shall be subjected to retests and
both the joints should clear the tests.
3. If this report is also not satisfactory, further welding of joints shall be suspended until the
firm’s welding technique has been examined certified by RDSO.

7.3.23 Guarantee
1. Rail joints welded by a firm shall be guaranteed against failure for a period of two years from
the date of welding the joints in track or from the date such welded joints made in cess are
inserted in the track. Any such welded joint which fails within the guarantee period shall be
re-welded free of cost by firm.
2. In case of failure of sample test joint, the period of guarantee for 100 joints represented by
the sample joint shall be extended for a further period of one year. In case of failure of joints
or joints exhibiting signs of failure by cracking within extended period of guarantee, the joints
shall be re-welded free of cost by the supplier.
3. The welded joints with the extended period of guarantee shall be marked 'X' with Yellow
paint on the outer side of the web of the rail near the joint. Such marked joints shall be kept
under careful observation by the purchaser.

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7.3.24 Precautions

While carrying out welding at site, the following precautions shall be observed: -
1. Welding shall be supervised by trained welding Supervisor and carried out by trained welder
having valid competency certificate from RDSO/ TPP, NR, Lucknow in their possession.
2. It should be ensured that the portion being used should match with type and chemistry of
rail,
3. Rail ends should be square,
4. Alignment of rail ends should be perfect as checked by straight edge,
5. Rail ends should be properly cleaned with kerosene oil and wire brushes.
6. Stopwatch should be provided to the welding supervisor at each welding site,
7. Pressure in the tanks/cylinder should be properly maintained during pre-heating.
8. Correct gap between rail ends at head, web and foot shall be ensured.
9. Correct preheating time for rail ends shall be ensured.
10. Tightness of clips fitted with hose connections to compressor tank and burner shall be
checked before commencing preheating,
11. Nozzles of burners shall be cleaned periodically to avoid back-fire.
12. The compressor tank shall be kept at least 2 to 3 meters away from the burner to prevent
fire hazard.
13. The tapping shall be done within the time specified for that particular technique.
14. Arrangements for giving first aid shall be available at site.
15. Welders should be provided with gloves and colored glasses.
16. Boiling portion shall be out tapped.
17. No moist portion / portion bag shall be used for welding.
18. Dampness in moulds can lead to porosity and early fatigue failure of welds.
19. Many weld failures show evidence of badly cut rail ends. The evenness and verticality of
20. A rail cut depends solely upon the skill of the welder. With portable disk cutters, very Little
skill is required to produce good cut.

7.3.25 Marking

Each joint shall have a distinctive mark indicating: month, year, Agency, welder's code and weld
number of the welded joint in the following manner:
Table 7.7: Marking
** ** *** *** ***
Month Last two digits of Agency Specific person Weld No.
year. number
This should be done by punching on an Aluminum strip of suitable thickness and dimension of 30 mm x
100 mm which should be fixed to the web of the rail with epoxy adhesive at approximately 300 mm from

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the joint. The welded joints shall be serially numbered in a kilometer. Repair welds/additional welds done
at a later date may be given continuing weld number in that kilometer. For example, the last thermit weld
number in a particular kilometer was 88 and subsequently a thermit weld has been executed, it shall be
numbered 89, irrespective of its location in that kilometer. P.WAY division shall maintain Thermit Weld
Register. No punch marking should, be done on the rail.
The Weld Register shall be prepared with the details on following points-

1. Sr no.-
2. Date of welding-
3. Location in chainage and KM/Electric mast no.-
4. Line UP/DN
5. Rail Left/Right
6. Bolt hole distance if any in mm
7. Welding Portion –
a. Agency-
b. Batch no-
c. Portion no.-
d. Date of manufacture-
8. Welding details –
a. Agency-
b. Process used-
c. Supervisor
d. Welder--
9. Weld no.-
10. Time of welding-
11. Date of grinding-
12. Dimensional check on joint-
a. On 1m st. edge –
i. Lateral-
ii. Vertical-
b. On 10 cm st. edge
i. Top-
ii. Side-
13. USFD test after welding
a. Date of testing-
b. Result of testing-

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14. In service failure details-

a. Failure date-
b. Type of failure-
c. Date joint removed-
15. Replacement details-
a. Weld 1 –
i. Sr no.-
ii. Date-
b. Weld 2 –
i. Sr no.-
ii. Date-
16. Signature of the Engineer/ Ast. Manager/P.Way-
17. Results of test joint-
a. Date of testing-
b. Hardness-
c. Transverse load (T)-
d. Deflection (mm) –
e. Porosity (%)
7.4 Long Welded Rails/ Continuous Welded Rails
A long-welded rails (LWR) is defined as a panel of welded rails of which the central part does
not undergo any longitudinal movement with the variation in temperature.
Following are some of the definitions related with theory of LWR/CWR –
Anchor/Anchor Length – is a length in the track which when fastened is sufficient to resist the
longitudinal forces of pulling from or pushing through during the operations of destressing.

ATW – is Alumino-thermic Weld / Welding, which is the process of joining 2 rails using a casting
method and molten weld material.
Continuously Welded Rail (CWR) - is where LWR’s are welded into a single continuously
welded rail and de-stressing of which may require to be carried out in parts.
Mean Rail Temperature (tm) for a section is the average of the maximum and minimum rail
temperatures recorded for the section.
De-stressing - (Alternatively known as Stressing) the operation undertaken with or without rail
tensor to secure stress-free conditions in the LWR/CWR at the desired/specified rail
temperature.
Destressing Temperature (td) is the average rail temperature during the period of fastening the
rails to the sleepers after destressing LWR without the use of rail tensor. If rail tensor is used,

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td for all practical purposes is equal to to as defined under. Range of td or to shall be within the
limits of rail temperature shown below: -
For UIC60 kg/m rail section - Destressing temp. Range = tm+5oC to tm+10oC
Prevailing Rail Temperature (tp) is the rail temperature prevailing at the time when any operation
connected with destressing is carried out.
Destressing Rollers - are devices used to support LWR clear of the fastenings so as to allow its
free longitudinal movement during stressing.
Intermediate Reference Points (IRP) - are marks on each rail in line with a suitable reference
mark on an adjacent unclipped fastening or on the concrete every 100m measured from the
inner tell-tale, in order to ensure that the calculated extension is obtained uniformly throughout
the length of free rail being stressed. If “L” is shorter than 100m no reference points are required.
Natural Stressing - where the rail is left to stand (in its free state with no friction) until it is within
the required SFT range, at which time it is welded to fix its length and fastened down.
Main Reference Point (MRP) - are marks on each rail adjacent to the pulling point at which point
the full extension of each rail is observed.
Rail Tensor - a hydraulic device for extending LWR during destressing. A set of tensors refers
to sufficient equipment to tension both rails at the same time. Tensors must be operated only
by authorized persons (suitably trained and experienced).
Stress-Free Temperature or Neutral Temperature (to) is the temperature of rail at which the rail
is free of thermal stress. When tensors are utilised for the destressing operation, the work has
to be carried out at tp, which shall be lower than stress-free temperature. The extension to be
applied by the tensor shall be calculated from the following formula: -
Extension = L α (to - tp)
Where,
‘L’ is the length of segment of the rail to which the extension is applied
‘α’ is the coefficient of linear expansion of rail steel.
Hot Weather Patrol is the patrol carried out when the rail temperature exceeds t d + 20oC.
Cold Weather Patrol is the patrol carried out during cold months of the year in the sections as
per instructions of Director - Maintenance.
Tell-Tales - are marks made on each rail in line with a suitable reference mark on an adjacent
unclipped fastening or support concrete, in order to monitor the effectiveness of the anchor
length. A tell-tale is required at each end of each anchor. The tell-tale adjoining the free rail is
the Inner Tell-Tale (ITT), the tell-tale at the end of the other end of the anchor length is the Outer
Tell-Tale (OTT).

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7.4.1 Track structure for LWR/CWR - Ballastless track

Rails are supported on the reinforced plinth slab with the help of elastic fastenings with rubber
pads providing the cushioning effect between the rail and the concrete surface. On the elevated
corridors, plinth slabs are generally 4400 long with 250 mm gap and rails are supported at 600
mm interval on curves having radius < 300 and 650 mm interval on straight and on curves
having radius ≥ 300m. Ballastless track has been provided on the viaduct and ramp of the
elevated corridor.
7.4.2 Miscellaneous
Continuity of track structure
Wherever LWR/CWR is followed by fishplate track/SWR, the same track structure as that of
LWR/CWR shall be continued for three rails beyond CWR.
Glued Joints: There are no Glued Joints in Mumbai Metro Line 7 and Line 2A since CBTC
Signalling system is in use.
Points and Crossing
All turn outs fitted in the main line shall be integrated in the CWR with suitable design approved
by the Competent Authority.
Location of REJ / SEJ
REJs / SEJs are not required on Mumbai Metro Line 7 and Line 2A based on the conclusion of
Rail Structure Interaction report. REJs are not provided anywhere on Mumbai Metro Line 7 and
Line 2A.
Temperature Records
Record of daily rail temperature shall be maintained by the Maintenance Department. The mean
rail temperature (tm) is used to
1. Assess the availability of desired temperature range for track maintenance works during
different parts of the year.
2. Plan de-stressing operations.
3. Review the de-stressing temperature(td)
The mean rail temperature shall be arrived at on the basis of maximum and minimum
Temperature recorded.
The rail temperature records shall be built up using preferably a well calibrated continuous
recording type thermometer. The maximum and minimum rail temperature for a continuous
period of at least 5 years shall be ascertained and the mean rail temperature (tm) for the region
arrived at. These temperature records shall be analysed to assess the probable availability of
time periods during different seasons of the year for track maintenance, de-stressing operations

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and requirements of hot/cold weather patrolling etc The distressing temperature (td) shall be
kept as tm +5°C to tm+10°C.
If rail temperature records of preceding five years are not available, the mean and range of rail
temperatures shown in the ‘Map of India showing Rail Temperature Zones’, shall be adopted.
7.4.3 Measurement of rail temperature Thermometer
The following are the types of approved thermometers for measuring rail temperature:-

i. Embedded type - This is an ordinary thermometer inserted in a cavity formed in a piece of

rail-head, the cavity filled with mercury and sealed. The rail piece is exposed to the same
conditions as the rail inside the track. This type of thermometer takes 25 to 30 minutes for
attaining temperature of the rail.
ii. Dial type - This is a bi-metallic type thermometer, which is provided with magnet for attaching
it to the rail. The thermometer is attached on the shady side of the web of the rail. A steady
recording of the rail temperature is reached within 8 minutes.
iii. Continuous recording type - It consists of a graduated chart mounted on a disc which gets
rotated by a winding mechanism at a constant speed to complete one revolution in 24 hours
or 7 days as applicable giving a continuous record of rail temperature. The sensing element
is attached to the web of the rail and connected to the recording pen, through a capillary tube
which is filled with mercury.
Thermal forces in LWR/CWR: Temperature changes cause movement of the ends of
LWR/CWR in the breathing lengths but the central portion of LWR/CWR does not
expand/contract. This results in building up of thermal forces in the central portion. The thermal
force (P) calculated below, is to be resisted by suitable track structure.
P=EAαt
Where,
P = Thermal force in the rail (kg)
E = Modulus of elasticity of rail steel, (2.15 x 106 kg/sq.cm)
α = Coefficient of linear expansion of steel, (1.152 x 10-5/0C)
A = Area of cross section of the rail (sq.cm) (For 60 kg/m A=76.70 cm 2) t =
Variation of rail temperature from td /to (oC) [maxi variation 40 oC]
Toe load per rail seat (ideal condition) =1800kg
[Breathing length=26.4m say 35m]
Toe load per rail seat (worst condition) =800kg
[Breathing length=59.4m say 65m]

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7.4.4 Destressing of LWR General

i. The work of destressing shall be done under personal supervision of an engineer as laid
down in the given procedure.
Sequence of operations
The procedure to be adopted for destressing consists of the following steps: -
1. Remove impediments to free movement of rail such as rail anchors, guard rails, check rails
etc.
2. Create gap of about 1 meter at the Centre of LWR during a track possession and insert a
closure rail there at a restricted speed.
3. Mark anchor lengths at either end of the proposed LWR.
Notes:
a) Anchor length shall be determined on the basis of the lowest value of tp at which destressing
is likely to be carried out.
b) Anchor length shall be increased suitably if the fastenings, rubber pads, liners or ballast
conditions are poor.
4. Erect marker pillars at the ends of anchor lengths on either side and at 100 meter intervals
thereafter.
5. Obtain a PTW and track possession when tp is less than the desired installation temperature
(to), remove the closure rail at the centre and unfasten the full length of rails leaving only the
anchor lengths at either end. Mount the rails on the rollers.
6. Note: Side rollers shall also be used while undertaking destressing on curved track. Side
supports on the inside of curve should be spaced at every nth sleeper,
where, n = Radius of curve (R) x No. of sleepers per rail length
50 x (to - tp)
Outside supports shall be used in addition at the rate of one for every three inside supports.
7. Fix rail tensor across the gap at the Centre and apply tension so as to get the required
amount of extension as provided in Annexure G.
8. Re-fasten the rails starting from the anchor lengths at either end after removing the rollers
progressively and adjusting tension at the rail tensor to make sure that the required extension
has been achieved at each marker pillar.
9. Put paint marks on either side of the gap at the Centre, spanning over the gap at a distance
of 6.5 meter. Insert a closure rail of a length equal to (6.5 meter - 2 gaps for welding + 1 mm
for saw cut ends) and clamp the joints.
10. Release and remove the rail tensor.
11. During another PTW, weld both the joints of the closure rail at the Centre.
12. Equalize stress at the Centre and at the anchor lengths.

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7.4.5 Reference marks

Reference marks shall be fixed at the centre of LWR/CWR, on the reference pillars erected for
this purpose. While the reference marks on the reference pillars shall be saw marks,
corresponding marks on the running rails shall be paint marks on the non-gauge face of the rail.
In no case, a saw mark shall be made on the running rail. Reference marks are required to be
fixed immediately after destressing of LWR/CWR and shall not be shifted or tampered with
thereafter.
Additional reference marks in fixed portion and breathing length may be provided to know the
behavior of LWR/CWR.
7.4.6 Maintenance of LWR / CWR
An important prerequisite for proper functioning of LWR/CWR is its initial laying to a high
standard and its subsequent maintenance by trained personnel possessing valid competency
certificates and proper level of authorization.
7.4.7 Regular track maintenance
Regular track maintenance in LWR/CWR includes following operations for ballastless tracks:-
1. Lifting
2. Aligning including minor realignment of curves
3. Renewal of fastenings requiring lifting
4. Maintenance of buffer rails
General
• Track structure consisting of ballastless track in LWR/CWR - The regular track maintenance
in LWR/CWR shall be confined to hours when rail temperature is between td +10°C and td-
30°C and shall be completed well before onset of summer.
• Special attention shall be paid to maintenance of track at following locations:
− REJs/breathing lengths
− Approaches of points & crossings
− Horizontal and vertical curves
• Special attention shall be paid to maintenance of fastenings in LWR/CWR
• All fastenings shall be complete and well secured.
Lifting of track:
Though there shall be no need of lifting of track for ballastless structure, lifting where needed,
should not be carried out in excess of 12 mm.
Renewal of fastenings not requiring lifting:
The work of renewal of fastenings shall be carried out when rail temperature is within the limits
specified. Fastenings not requiring lifting of rails shall be renewed on not more than one sleeper

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at a time. In case fastenings of more than one sleeper are required to be renewed at a time,
then at least 15 sleepers in between shall be kept intact. Work shall be done under supervision
of Technician.
Renewal of fastenings requiring lifting.
At no time, not more than 30 baseplates spaces in a continuous stretch shall be opened for any
maintenance work with at least 30 fully intact spaces left in between adjacent openings.
Maintenance of in between lengths shall not be undertaken till passage of traffic for at least 24
hours.
In exceptional circumstances when more than 30 baseplate spaces have to be opened for any
specific work, during the period of the year when minimum daily rail temperature is not below
td-30°C or maximum does not go beyond td+10°C, up to 100 sleeper spaces may be opened
under the direct supervision of Maintenance Engineer. It should, however, be ensured that rail
fastenings on the entire length of LWR are functioning satisfactorily.
Aligning including minor realignment of curves and adjustment of gauge
For correction of gauge/alignment, the opening of the fastenings shall be restricted to the
minimum extent necessary and that too, only for the minimum required stretch.
Renewal of defective rails/welds Equipment required
1. Special 1 meter long fishplates with screw clamps and joggled fishplates with bolted clamps
(for fractures at welded joints).
2. Steel tape capable of reading up to one mm
3. Alumino-thermic welding and finishing equipment
4. Equipment for destressing
5. 6-meter-long sawn rail cut piece of the same section as LWR duly tested by USFD.
6. Rail closures of suitable lengths
7. Equipment for protection of track
8. Equipment for night working
7.4.8 Procedure for repairs
If any defective rail or weld is required to be replaced or rail/weld fracture takes place on
LWR/CWR, immediate action shall be taken by the official who detected the fracture to suspend
the traffic and to protect the line. He shall report the defect/fracture to the Maintenance division,
who shall arrange for making emergency repairs to pass the traffic immediately. Repairs shall
be carried out in four stages as described below: -
1. Emergency repairs to pass the traffic immediately
2. Temporary repairs
3. Permanent repairs

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4. Destressing
Emergency repairs
The fractured rails shall be joined by using the clamps. If the gap at fracture does not exceed
30 mm, insertion of any closure rail piece is not necessary. The traffic may then be resumed at
a speed of stop dead and 15 km/h for the first train and 30 km/h for subsequent trains.
Temporary repairs

If a welding party is not readily available, the fracture shall be repaired by using a cut rail (not
less than 6 metre long) and clamped/bolted as per laid down arrangement.
i) A PTW shall be taken as soon as possible preferably when the rail temperature is within the
range specified for td.
ii a) Two points on either side of the defect/fracture shall be marked on the rail such that the
length of closure rail (not less than 6 meter) to be inserted is equal to the total length of the rail
pieces removed from the track minus allowances for two welds and saw cut (normally 51 mm).
ii b) Alternately two points on either side of the fracture shall be marked on the rail at a distance
equal to the length of the available closure rail. The length of closure rail should not become
less than 6 meter at the time of permanent repairs.
The rails shall then be cut through at these points simultaneously, if possible. The closure rail
shall then be inserted and joined. After joining, the traffic shall then be resumed at restricted
speed. In case closure rail as per para (ii) (a) above is inserted, one of the joints may have to
be provided with closure piece of adequate width and joined by one meter fishplate and clamps.
Permanent Repairs
1. If the fracture is such that, wide gap AT welding can be adopted, then the total length of
fractured ends to be cut shall be equal to the gap required for wide gap welding. Once the
two ends are cut, a gap required for wide gap welding will be created by using rail tensors
and joint welded by wide gap AT welding technique.
2. In case rail closure as per para (ii)(a) has been provided for temporary repairs, one joint of
the closure rail shall be welded without rail tensor after setting correct gap for welding.
However, to ensure correct gap during welding of the other joint, tensor shall be used.
3. In case rail closure as per para (ii)(b) has been provided at the time of temporary repairs, the
rail closure shall be suitably cut such that the length of the rail to be finally inserted in track
is equal to length of rail removed from track after fracture minus allowances for two welds
i.e. 50 mm. Once the closure rail is cut, the closure rail will be welded as given in para above.
4. After welding of joints, a length of track equal to breathing length or about 125 meters on
either side be unfastened and tapped to ensure equalization of stress and then refastened.

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7.4.9 Special maintenance works through fittings renewal

Whenever it is decided to carry out through renewal of fittings so as to ensure proper functioning
of LWR, the LWR shall be destressed along with the through fittings renewal.
Destressing during maintenance
Abnormal behaviour of LWR/CWR whenever gets manifested in one or more of the following,
destressing shall be undertaken as per procedure laid down.

i) After special maintenance operations mentioned as above.

ii) After restoration of track following an unusual occurrence as mentioned below.
iii) If number of locations where temporary repairs have been done exceed three per km.
Destressing of CWR shall be done by cutting it into LWRs of about 1 km length which shall be
joined after destressing.
7.4.10 Special equipment for maintenance of LWR/CWR
Staff responsible for maintenance of LWR/CWR shall be trained in using and equipped with
additional equipment detailed below: -
Additional equipment with the Gangs for LWR/CWR
i) A pair of joggled fishplates with bolted clamps
ii) Rail thermometer with markings for temperature ranges for maintenance
iii) Adequate no’s of special 1-metre-long fishplates with screw clamps
iv) Rail closure pieces.
7.4.11 List of unusual occurrences
Unusual occurrences in LWR/CWR comprise of the following: -
i) Rail fractures or replacement of defective rail
ii) Buckling or tendency towards buckling
iii) Factors causing disturbance to LWR/CWR such as accidents, breaches etc.
Rectification of rail fractures
The procedure for attending rail fracture/ replacement of defective rail has already been given
above.
Buckling of track General
Buckling or a tendency towards buckling may occur, among others, in the following
circumstances: -
i) Failure to adhere to the temperature ranges specified for operation on LWR/CWR
ii) Use of ineffective fastenings or missing fastenings resulting in loss of creep resistance and
torsional resistance.

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Buckling and its investigation

i) Tendency towards buckling will usually manifest itself through kinks in track. Kinks may also
arise from incorrect slewing or lifting operations.
ii) As soon as the tendency for buckling is detected, the traffic shall be suspended and the track
protected. The track shall then be stabilised by either pouring water on the rails or by
providing cover on the rail with the help of tree branches or similar means to reduce the rail
temperature. Thereafter full investigation shall be carried out to find out the cause of the
tendency for buckling.
iii) Each case or buckling shall be investigated by Manager/P.Way soon after its occurrence
and a detailed report submitted to GM Maintenance/ Director maintenance.
Repairs to buckled track.
i) When the track actually buckles, the traffic shall be suspended and the cause of buckling
ascertained. The methods for rectification are explained below -
ii) The rectification shall normally be carried out in the following stages under the supervision
of Assistant Manager/P.Way -
a) Emergency repairs
b) Permanent repairs
c) Destressing.
Emergency repairs
The buckled rails shall preferably be gas cut adequately apart not less than 6.5 metre. The track
shall then be slewed to the correct alignment and cut rails of the required lengths shall be
inserted to close the gaps making due provision for welding of joints on both sides. The cut rails
shall then be connected by use of special 1m long fishplates and screw clamps and after
providing the full fastenings properly, the line opened to traffic with speed restriction of 10 kmph.

Permanent repairs
i) As soon as possible the clamped joints shall be welded. Additional pair of cut rails and rail
cutting equipment shall also be required to adjust the gaps in case they have been disturbed
in the intervening period. The speed restriction shall be removed after welding.
ii) The entire panel shall be destressed as soon as possible.
Damages, temporary girders and natural calamities
1. The affected portion shall be isolated by insertion of buffer rails preferably within the
temperature range specified for td. The track thus isolated shall be replaced by fish-plated
track.
2. In the damaged sections for ballasted track, where the formation is constructed, the
formation shall be fully consolidated before laying LWR/CWR again.

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3. LWR/CWR panels in the affected portion shall be destressed immediately after the
LWR/CWR is restored.
7.4.12 Inspection and records
Inspection: -
While requiring less maintenance, LWR/CWR necessitate intensive inspection at engineer’s
level.

1. The full and effective fastenings on the track shall always be available. This should be
checked, especially at curves, approaches of level crossings, points and crossings and
bridges. Replenishment of fastenings if any shall be completed before the onset of summer.
2. Inspection shall be more frequent in the afternoons during summer months. During
inspections, look out shall be kept for kinks, incipient buckles.
3. Knowledge of staff in regard to prescribed maintenance practices shall be periodically
checked and it shall be ensured that the work is done accordingly.
4. Ultrasonic examination of rails should not be in arrears. Defective rails/welds should be
replaced expeditiously.
5. Inspections of creep/movement at Centre of LWR/CWR by Permanent Way officials would
be done as per following schedule: -
a) Every fortnight during the two coldest and two hottest months of the year at about minimum
and maximum temperatures alternately by Engineer.
b) Alternately once in two months during other months of the year.
6. It is necessary to know how much the creep in the particular time period is. According to that
we can plan for the adjustment of rail. So, to measure the creep, at particular location there
is a creep post provided aside of the track. In which a string is provided which passes below
both rails as shown in figure below. We just mark on the rail flange by paint adjacent to the
string. Now at the time of the periodic maintenance if there is a creep the rail will move from
the particular location and so the paint mark. We can now easily measure the creep by
measuring the distance between the paint mark and the string location at the flange of the
rail.

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String Creep
indicator

Rail Post

Sleeper

Creep

Creep Post Sleeper

Figure 7.32: Creep measurement

Records
1. Record of LWR/CWR, as per the proforma at Annexure K, shall be maintained by the
equivalent division in a permanent register called the LWR/CWR Register. The equivalent
division shall be responsible for keeping this register up to date.
2. The entries regarding the date of destressing, destressing temperature td/ to and length of
LWR/CWR.
3. Observations of creep/movement in fixed portion of LWR/CWR shall be recorded by the
equivalent Engineer as per Annexure K.
4. When creep in fixed portion of LWR/CWR exceeds 20 mm, full investigation shall be carried
out and remedial measures undertaken.
5. Manager, Asst. Manager will analyze the observation of each LWR/CWR and give a
certificate at the end of LWR/CWR register before onset of summer regarding satisfactory
behavior of all LWR/CWRs.

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7.4.13 Duties, Responsibilities & Training of Staff

Duties and responsibilities: - The following are the special duties and responsibilities with
reference to LWR/CWR: -
Technician- Track Inspection
i) He shall replace missing fastenings not requiring lifting or slewing of track as per the
instructions and tighten the loose fittings.
ii) He shall ensure that all creep anchors, where provided, butt against the base plates and in
case of large-scale displacement of anchors, shall report the matter to equivalent Engineer
iii) He shall watch for unusual features and on noticing any buckling tendency or damage to
track, shall take necessary action to protect the track and report the same immediately to on
duty Engineer/ Manager.
iv) He shall keep a sharp look out on winter mornings for any rail fractures during his on-foot
inspections. On noticing a rail fracture, he shall take prompt action to protect track and carry
out emergency repairs to permit the restoration of traffic promptly and report to on duty
Engineer/ Manager.
Engineer
i) They shall carry out maintenance work under their personal supervision only if they are in
possession of valid competency certificate issued by competency recommendation
committee to work on LWR/CWR section.
ii) They shall undertake only those works of track maintenance for which they are authorised.
iii) They shall maintain additional/special equipment issued to them in good condition and
bring to the notice of equivalent Manager defective equipment requiring repairs.
iv) They shall carry out cab riding inspection of LWR/CWR frequently during hot weather. They
shall be vigilant during hot weather and take necessary precautions if the temperature is
likely to reach td+20oC and report to their superiors any unusual occurrences which take
place on the LWR/CWR in the section.
v) They shall take prompt action to protect the track in case of rail/weld fractures and carry
out emergency repairs to permit the restoration of traffic promptly and report to superiors
immediately.
vi) They shall take immediate steps to secure the safety of the trains, if they consider that track
is likely to be rendered unsafe.
vii) They shall ensure that all maintenance staff under them is fully aware of their duties and
responsibilities at all times with regard to maintenance of LWR/CWR.
viii) They shall ensure carry out cold weather patrolling during night-time when instructed by
their Superiors.

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ix) They shall be in possession of Manual of Instructions on LWR/ CWR posted up to date at
all times. They shall have a thorough knowledge of important pre-requisites for proper
functioning of LWR/CWR and the limitations and precautions laid down for work on
LWR/CWR. They shall ensure that the maintenance instructions are strictly followed by all
the staff under him dealing with maintenance of LWR/CWR.
x) They shall supervise all track maintenance work for which they are responsible.
xi) They shall be responsible: -
a) For inspection of creep/movement at centre of LWR/ CWR and recording observations of
each LWR/CWR as per Annexure K in a register.
b) For making arrangements for patrolling of track in hot and cold weather.
c) For repairs and restoration of traffic in case of accident, derailment, buckling, rail fracture
etc.
d) For carrying out destressing, welding and other maintenance operation correctly and
complete them within the PTW period.
xii) They shall record rail temperatures, destressing temperature, minimum and maximum rail
temperatures and also periodically check the rail thermometers used far recording rail
temperature with reference to standard thermometer.
xiii) They shall impose necessary speed restriction; in case the temperature exceeds td + 20oC
after the maintenance work has been completed on LWR/ CWR during the period of gaining
complete strength of plinth concrete after restoration if any.
xiv) They shall be responsible for the procurement of the permanent way materials and the
equipment required for the maintenance of LWR/ CWR for all the staff working under them.
They shall ensure that the materials are properly distributed and kept in good order and
shall recoup the materials well in time.
xv) They shall maintain a permanent record of each LWR/CWR as per the proforma laid down
as per annexure O. They shall be responsible for keeping this register up to date.
Assistant Manager
i) He/she shall inspect the movement at centre of LWR/CWR as per the schedule and record
his observation in the LWR/CWR register.
ii) He/she will scrutinise/analyse LWR/CWR register to investigate the reasons of
unsatisfactory performance of LWR/CWR if any and shall give directions to his staff to take
remedial action, if any.
iii) He/she shall bring to the notice of the Divisional Manager / GM Maintenance, any work
pertaining to LWR/CWR, which is beyond his capacity to deal with and any other item which
he considers necessary for safe functioning of LWR/CWR.

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iv) He shall ensure that the staff working under him is fully conversant with their respective
responsibilities in regard to laying and maintenance of LWR/CWR.
v) He shall ensure that all remedial actions for LWR/CWR showing unsatisfactory behaviour
are taken in time.
vi) He shall give certificate that all the LWR/CWR in his jurisdiction are behaving satisfactorily.
He would arrange to send the LWR/CWR register for scrutiny of Divisional Manager / GM
Maintenance once in a year before summer.
Manager
i) He shall be responsible for ensuring that Managers and Engineers/ Technicians working
under him are fully conversant and comply with provisions in this manual and such other
supplementary instructions issued from time to time.
ii) He shall ensure that proper arrangements are made for training of staff working on
LWR/CWR sections and posts for LWR/CWR sections are manned by qualified staff at all
times.
iii) He shall make arrangements for sufficient quantity of ballast required for LWR/CWR
sections for ballasted track if any.
iv) He shall scrutinise LWR/CWR registers of the jurisdiction every year in the month of
February and record his certificate about satisfactory behaviour of LWR/CWR in his
jurisdiction. He shall refer the details of all LWR/CWR to GM – Maintenance / Director -
Maintenance where he requires his orders/ decision.
v) He shall specify the coldest and hottest months in which fortnightly observations of
movement of LWR/CWR in fixed portion are done.
Training
Arrangements for training of all Permanent Way Staff working on LWR/CWR sections shall be
made by GM - Maintenance by holding special/regular courses.
Only staff trained in laying and maintenance of LWR/CWR shall be utilised on LWR/CWR
sections. Only such staff that possess valid competency certificate issued by competency
recommendation committee shall be posted on LWR/CWR section.
The competency certificate shall be valid for three years from the date of issue.
7.4.14 ‘‘DO’S’’ AND ‘‘DONT’S’’
For the guidance of the staff involved in maintenance of LWR/CWR, important do’s and don’ts
have been listed at Annexure L.

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Figure 7.33: Destressing of Rail

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Figure 7.34: Rollers for distressing

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Figure 7.35: Side roller

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Figure 7.36: Destresssing with use of rail tensors

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Figure 7.37: Temporary and permanent repairs of rail fractures with use of rail tensors

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7.4.15 De-Stressing Operation of LWR/CWR with the use of the Rail Tensor
For de-stressing of LWR with the use of rail tensor, the following procedure shall be
adopted:

i. During the first track possession, create a gap of 1 meter at location B, i.e. centre of
LWR (fig 7.38). Introduce rail closure as required and fasten with special fishplates
and clamps. Allow traffic at restricted speed.
ii. Mark the anchor length A1-A2 and C1C2 each equal to “la” at either end of the length
A2-C2 to be de-stressed, fig .7.38(a).
Note: The anchor length ‘la' should be determined on the basis of the lowest value of
tp at which the de-stressing is likely to be carried out.
iii. Mark W0 W1 etc., on each of the length A2 B and C2B. Transfer the marks W0 onto
the rail foot (fig .7.38(a))
Note: The distances W0W1, W1W2 etc. shall be marked at about 100-meter intervals,
the distance from the previous marker and the last marker WB may be less than 100
meter.
iv. During the second traffic block, when tp is less than the desired to, fig.7.38(b) de-
stressing operation shall be carried out for the lengths A2B and C2B as described
below:
a) Remove the closure rail from location B. Unfasten and mount on rollers the portion
from A2-C2.
b) Fix the rail tensor across the gap at B and apply tension so as to obtain some
movement W0 to remove any kinks or misalignment and to minimize the friction
in the rollers etc.
Release the tension and note the movement YO at W0
c) Transfer marks W1, W2, onto the rail foot and note temperature tp.
d) Calculate the required movement at W1 as under:
Movement at W1 =Yo + elongation of length W0 W1 (L) due to temperature
difference (to - tp) = Yo+ Lα (to -tp)
• Calculate the required movement at W2 as under:
• Movement at W2=Movement at W1 + elongation of length W1W2(L) due to
temperature difference (to-tp)
• Similarly, calculate the required movements successively at each of the
remaining points:
• Mark the above calculated extensions with respect to the transferred marks
referred at (C) above on the rail foot on the side away from the tensor.
• Apply the tension by means of rail tensor till the mark of required. Extension
comes.
opposite to the mark on the marker atW1. Fasten down the segment W0W1
• Then check at W2 bring the mark of required extension at this location opposite

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to the mark on the marker at W2, by adjusting the tension either by reducing or
increasing tension and fasten down the segment W1W2.
• Similarly, check the remaining marks, adjust the tension as required and fasten
down each segment before proceeding to the next.
Note:
i. Annexure G gives the value of Lα (to-tp) for different values of L and (to-tp).
ii. Only one value of tp has to be taken at the time of marking W1-W2 etc. on the
rail foot. The values of tp are not required to be taken thereafter. The variation
of temperature, if any, during the de-stressing operation shall automatically be
taken care of by reducing or increasing the tensile force from the tensor, while
coinciding the reference mark on rail with the corresponding mark on pillars.
iii. If for any reason, both the lengths A2B and C2B cannot be fastened down
simultaneously, the final adjustment in pull and fastening down of the individual
segments may be done in series, first from A2 to B and then from C2to B.
e) After the fastening down of the last length A2B and C2B is completed, make a paint
mark near the free end of one rail at a distance of (6.5 meter + 2 x 25 mm -1 mm),
measured from the end of the other ail across the gap spanned by the rail tensor.
f) Remove the tensor, close the 1meter gap temporarily and allow traffic at restricted
speed, fig. 7.38(c).
v. During another track possession, cut the rail at the paint mark, insert a rail closure
of length exactly equal to 6.5 meter and weld one end thereof, fig .7.38(d). If the gap
at the other end is also 25 mm, it can be welded in the same block. Otherwise, fasten
with special fishplates and clamps and allow traffic at restricted speed. In the latter
case, during a subsequent track possession when td is not greater than to, release
rail fastenings on either side to the required extent and pull the rails with rail tensor
to get the desired gap of 25 mm, fig.7.38 (e): refasten the rail and weld the joint.
Release the tensor after a lapse of a minimum of 20 minutes after pouring of the
weld metal.
vi. During a subsequent traffic block, when tp is less than td, equalize the forces in the
rail by releasing the fastenings over a length of 100 meter on either side of location
B and tapping with wooden mallets etc., fig .7.38(f). Fasten down the rail and allow
traffic.
vii. In case rail temperature at the time of de-stressing is within the range specified,
detailed procedure as given in Annexure G without using rail tensor may be adopted.

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Figure 7.38: Destressing of LWR with the use of Rail Tensor is given below

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CHAPTER – 8

8. Buffer Stops
8.1 Introduction
8.1.1 Basic Principles of Buffer Stops
The Buffer Stops are located at each track end with their basic function being to
prevent a rail mounted vehicle passing beyond the designated track area where, as
a result, it could cause damage to property or injury to individuals. The type of buffer
stop selected and is fundamentally dictated by three main factors:
− The type of vehicle to be stopped.
− The speed at which the vehicle will be travelling.
− The distance available
Historically buffer stops were designed merely to arrest a vehicle and stop it leaving
the track and took no account of the effect on the vehicle or passengers. This was
done by fixing an immoveable object at the ends of the track which acted directly onto
the vehicle chassis resulting in most cases to instantaneous deceleration if a vehicle
collided with it. Modern Buffer stop design, particularly where passengers are likely
to be onboard the vehicles, seeks to arrest the train in such a way that controls the
deceleration of the vehicle minimizing injuries to passengers and damage to the
vehicle. This is done by allowing the buffer stop to absorb the energy from the vehicle
dispersing the energy over a greater time period and thus reducing the deceleration
of the vehicle.
8.1.2 Sliding Buffer Stop Operation
The kinetic energy of the vehicle impacting the buffer stop designed to be transferred
to the buffer face which is connected to a frame mounted on a sled. The sled is
connected to the track by clamps which guide the sled frame following an impact. The
frame then acts on a series of clamps fixed to the rail which contain friction elements
designed to offer a specific resistance to the retreating sled. Upon impact the sled
slides along the track but being arrested by the friction elements until the full braking
capacity required to stop the impacting train has been reached. The energy is
converted to heat transferring it to the rail bringing the train safely to a standstill.
In some instances, the sled on which the buffer is mounted is insufficiently large to
accommodate the necessary number of friction elements to arrest a train. In these

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circumstances additional friction elements are mounted on the track at the rear of the
buffer stop adding additional resistance progressively as the buffer is pushed
backwards toward the end of the track. Because of the control offered by the
Automatic train control system operated on the Mumbai Metro Line 7 and Line 2A
and the failsafe braking condition built into the passenger trains it is considered
impossible for a train in normal service to impact a buffer stop.

Figure 8.1: Sliding Buffer Stop

Figure 8.2: Sliding Buffer Stop (illustration)

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However, there is the possibility in a failure mode when trains are being controlled at
low speed manually that a train could impact a buffer stop and this is the condition
for which the buffers in the Mumbai metro Line 7 and Line 2A system have been
designed.
The impact speeds on the mainline are at 25km/h. Secondly that passengers may be
on board the mainline trains, although unless unavoidable, passengers should be
disembarked from a failed train at the earliest opportunity. There is therefore a
fundamental difference in the design of the retardation for the buffer stops used on
the main line compared to those used in the depot.
8.1.3 Typical Details of Friction Buffer Stops Components

Buffer Stop Frame which acts as the sled has fixed to it a buffing head which the
buffer on the train initially makes contact with. On the front of this buffer head is a
rubber covered impact plate. Guide Claws which are fixed to the buffer frame and are
required to guide the Buffer Stop in case of impact. Friction Shoes/Elements whose
function is to transfer the energy into the rail during the sliding operation after a
vehicle impacting the buffer stop.
Figure shows the indicative buffer stop.

Figure 8.3: Typical sketch of Buffer stop and friction shoe layout
8.2 Buffer Stop Design from M/s Oleo for Main Line of Metro Line-7
Table 8.1: General Specification of Mumbai Metro Line-7

General Specifications Details

Quantity (Nos.) 5
Type Pure Friction
Mass (tonne) 404
Velocity (kmph) 25
Factor of Safety (%) 25
Rail Type 60E1 (UIC60)]

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General Specifications Details

Track gauge (mm) 1,435
Inclination 1:20
Impacting Type Centre Coupler
Impacting Height (mm) 810
Oleo Buffer Stop PFI-C[750-850]-850
Maximum installation length (m) 20
Maximum average deceleration (m/s/s) 2.2
Total construction length of Buffer Stop (mm) 2530 (approx.)
Total weight of Buffer Stop (kg) 1850(approx.)
8.2.1 Buffer stop Configuration for Main Line of Metro Line-7
The pure friction sliding buffer stop (PFI-C[750-850]-850) having 19 pairs of friction
shoe has been considered. The buffer stop is fitted with rubber pads as impacting
interface.

The nominal braking force of friction shoe element is 50kN/pair.

Nominal sliding force with friction shoe elements = 19 × 50 = 950kN
8.3 Specific Design Condition for the Mainline
The Buffer Stops type Pure Friction Sliding (PFI-C[750-850]-850) for the Mainline
have been designed to be capable of stopping a train with a mass of 404T ton, which
equate to the various loading conditions likely, at a speed of 25km/h within a distance
20m between the front of the Buffer Stops and the end of the rail. Sliding distance is
limited to 15m. The reaction force is limited to 850 kN to minimize vehicle coupler
damage.

8.4 Manufacturer Details:

OLEO BUFFERS INDIA PRIVATE LIMITED,
Plot No. 32 and 33, KIADB Hi-Tech Hardware Park,
7th Main Road, Mahadevakodigehalli, Bengaluru, Karnataka - 562149, INDIA
8.4.1 Documents and Drawings attached:
The Buffer Stops type and manufacturer’s drawings are as follows: Type for the
Mainline

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Table 8.2: Buffer stop Documents & Drawing Attachments

Sn. Description Doc/Drawing ref. no. Attached as:

1. Drawings of the buffer stop Drg. no.: - PFI-C [750-850]-850- Annexure M
QAD 445 (R2)
2. Drawings showing Location Drg. No.: - Annexure N
of Buffer Stop ITDC/MMRD/ALG/GAD-001
3. Installation and Maintenance Doc. no.: - 9 37402 1 OLEO OEM
manual for Friction Shoe Manual
4. Installation and Maintenance Doc. no.: - 9 38329 1 OLEO OEM
manual Buffer Stop Manual
8.5 Manufacturer’s Instructions and recommendations:
This section includes the details for the installation, resetting, inspection and
maintenance for the Buffer Stops from the manufacturer.
8.5.1 Friction Shoe Assembly
A. Installation
The installation procedure is given in reference document of M/s Oleo “Installation
and maintenance manual”.
B. Maintenance
It is recommended that even in the event that the fiction shoe has seen no impacts,
the following inspection procedures needs to be carried out.
i). Routine Check:
ii). After Impact Check:
The recommendation for maintenance is given reference document of M/s Oleo
“Installation and maintenance manual”.
8.5.2 Buffer Stop Assembly
A. Installation
The installation procedure is given in reference document of M/s Oleo “Installation
and maintenance manual”.
B. Maintenance
It is recommended that even in the event that the frame has seen no impacts, the
following inspection procedures needs to be carried out.
i). Routine Check:
ii). After Impact Check:

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iii). Re-Setting the Buffer Stop after Impact:

It is recommended that even in the event that the friction shoe has seen no impacts,
the following inspection procedures needs to be carried out.
i). Routine Check:
ii). After Impact Check:
The recommendation for maintenance is given reference document of M/s Oleo
“Installation and maintenance manual”.
8.6 Buffer Stop Design from M/s Oleo for Main Line of Metro Line-2A.
There are 4 types of buffer stops used in Line 2A. Buffer stop with 25kmph impact
speed and 25 metre sliding distance used in mainline and 25 kmph buffer stop is
used in depot on both the ends of test track. Buffer stop of 10m sliding distance and
6.5m sliding distance are used over stabling lines based on the length available. The
technical specification of all the 4 types of buffer stop are tabulated as below:
Table 8.3: General Specification of Mumbai Metro Line-2A (mainline):

General Specifications Details

Quantity (Nos.) 4
Type Pure Friction
Mass (tonne) 376
Velocity (kmph) 25
Factor of Safety (%) 25
Rail Type 60E1 (UIC60)]
Track gauge (mm) 1,435
Inclination 1:20
Impacting Type Centre Coupler
Impacting Height (mm) 810
Oleo Buffer Stop PFI-C[750-850]-550
Maximum installation length (m) 25
Maximum average deceleration (m/s/s) 2.2
Total construction length of Buffer Stop (mm) 2200+/-5 (approx.)
Total weight of Buffer Stop (kg) 1700

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Table 8.4: General Specification of Mumbai Metro Line-2A

(on test track in Charkop depot):

General Specifications Details

Quantity (Nos.) 2
Type Pure Friction
Mass (tonne) 376
Velocity (kmph) 25
Factor of Safety (%) 25
Rail Type 60E1 (UIC60)]
Track gauge (mm) 1,435
Inclination 1:20
Impacting Type Centre Coupler
Impacting Height (mm) 810
Oleo Buffer Stop PFI-C[750-850]-600
Maximum installation length (m) 25
Maximum average deceleration (m/s/s) 2.2
Total construction length of Buffer Stop (mm) 2200+/-5 (approx.)
Total weight of Buffer Stop (kg) 1482.32

Table 8.5: General Specification of Mumbai Metro Line-2A (on stabling line in depot)

General Specifications Details

Quantity (Nos.) () 13
Type Pure Friction
Mass (tonne) 246
Velocity (kmph) 10
Factor of Safety (%) 25
Rail Type 60E1 (UIC60)]
Track gauge (mm) 1,435
Inclination 1:20
Impacting Type Centre Coupler
Impacting Height (mm) 810
Oleo Buffer Stop PFI-C[750-850]-300
Maximum installation length (m) 10
Maximum average deceleration (m/s/s) 2.2
Total construction length of Buffer Stop (mm) 1904
Total weight of Buffer Stop (kg) 902.25(approx.)

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Table 8.6: General Specification of Mumbai Metro Line-2A (on stabling line in depot)

General Specifications Details

Quantity (Nos.) 11
Type Pure Friction
Mass (tonne) 246
Velocity (kmph) 10
Factor of Safety (%) 25
Rail Type 60E1 (UIC60)]
Track gauge (mm) 1,435
Inclination 1:20
Impacting Type Centre Coupler
Impacting Height (mm) 810
Oleo Buffer Stop PFI-C[750-850]-300
Maximum installation length (m) 6.5
Maximum average deceleration (m/s/s) 2.2
Total construction length of Buffer Stop (mm) 1904
Total weight of Buffer Stop (kg) 936.88(approx.)
8.6.1 Buffer stop Configuration for Main Line of Metro Line-2A
On mainline The pure friction sliding buffer stop PFI-C[750-850]-550having 12 pairs
of friction shoe has been considered. The buffer stop is fitted with rubber pads as
impacting interface.
The nominal braking force of friction shoe element is 50kN/pair.
Nominal sliding force with friction shoe elements = 12 × 50 = 600kN
8.7 Specific Design Condition for the Mainline
The Buffer Stops type Pure Friction Sliding (PFI-C[750-850]-550) for the Mainline
have been designed to be capable of stopping a train with a mass of 376T ton, which
equate to the various loading conditions likely, at a speed of 25km/h within a distance
25m between the front of the Buffer Stops and the end of the rail. Sliding distance is
limited to 20.33m. The reaction force is limited to 850 kN to minimize vehicle coupler
damage. The buffer stop manufacturer is same for Line 7 and Line 2A.

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Table 8.7: Buffer stop Documents & Drawing Attachments:

Sn. Description Doc/Drawing ref. no. Attached as:

1. Drawings of the buffer stop Drg. no.: - PFI-C[750-850]-600 Annexure M
Drg. no.: -PFI-C[750-850]-550
Drg. no.: -PFI-C[750-850]-300
Drg. no.: -PFI-C[750-850]-300
2. Installation and Maintenance Doc. no.: - 9 37402 1 OLEO OEM
manual for Friction Shoe Manual
3. Installation and Maintenance Doc. no.: - 9 38329 1 OLEO OEM
manual Buffer Stop Manual

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CHAPTER – 9

9. Track Maintenance and Inspections

9.1 General
The organization for maintenance for Mumbai Metro Line 7 and Line 2A has to be in
line with the traffic and operating conditions, site imperatives and environment of the
specific network. Following factors are kept in view while formulating maintenance
organization:
• Maintenance on a Mumbai Metro Line 7 and Line 2A network can only take place
during the non-service hours that is for 3 to 5 hours each night. This short period
of time renders it to have limitations on the regular recourse to heavy machinery
which requires much longer time to be put into operation.
• During service hours, the emergency maintenance can only be undertaken by
stopping the services and restoration of traffic after carrying out the repairs. (For
example, fish plating of a broken weld etc.)
• Majority of maintenance activities should be condition based. Condition based
maintenance calls for high standards of track geometry recording and analysis of
track parameters with precision in locating the faults, USFD testing and
accelerometer recording. On foot inspections during non-service hours and cab
ride inspections during service hours are to be done more frequently to identity
defects in time.
• To be an efficient and economical organization, staff is kept to the minimum level.
To achieve this without affecting quality of track geometry, the system of inspection
has been evolved that identifies the track defects well in advance to facilitate
maintenance staff to perform corrective maintenance so as to restore track
geometry within prescribed limits.
• Based on these recordings and inspections, condition of track is analyzed and job
work for field staff is generated, prioritization of corrective maintenance is planned,
and resources mobilized accordingly.
• Regular inspections and attending to emergencies is essential for proper up-keep
of the permanent way and smooth as well as safe running of traffic. This job has
been assigned to in-house maintenance team and all such jobs which are labor
intensive are to be outsourced.

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9.2 Organization

The organization of Permanent way maintenance is headed by Manager (P.Way) or

equivalent designation and supported by Assistant Manager- P.Way or equivalent
designation and Technician –Track Inspection or equivalent designation in the field.
The field work is to be done by Manager or equivalent designation and an Engineer
or equivalent designation. The maintenance team shall be carrying out the inspections
of the track units which can be accessible during daytime and will also look after the
track maintenance in the depot if applicable and attend to emergencies on the main
line. As maintenance of the main line will be done during night only, Manager/P.Way
or equivalent designation and AM P.Way or equivalent designation will be in-charge
of works to be done.
The Manager, AM P.Way and Technician P.Way or equivalent designations shall be
attending the duties in shifts in rotation on round the clock basis and shall look after
the track inspection and maintenance activities.
9.3 Duties of Manager (P WAY) or equivalent designation
The duties of the Manager (P.Way) or equivalent designation could be described as
under:
9.3.1 Inspection of Permanent Way
The Manager/P.Way shall carry out the inspections of track parameters and track
structures as much as possible along with the inspection carried out by Assistant
Manager/P.Way as per the schedule of inspections. He shall record his observations
along with the actions required for rectification of defects if any.
9.3.2 Knowledge of Rules and regulations
He shall be conversant with the rules and procedures related to the track maintenance
and operations and shall keep him aware of all the orders and circulars issued from
time to time relating to his duties. He shall ensure that all the staff under him is
acquainted with the relevant rules and working methods connected with their duties
and that they perform their allotted duties as per the rules and regulations in force.

9.3.3 Co-ordination with Officials of other Departments

Manager-P.Way or equivalent designation should co-operate effectively with officers
and staff of other departments in matters that warrant co-ordination.

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9.3.4 Execution of works

He should ensure that all works are carried out according to plans and specifications
laid down and completed within the time specified.
9.3.5 Action in case of emergencies
In the case of an incident affecting train running, he shall proceed to take charge of
work at site and arrange for relief equipment/material as necessary. He shall take all
possible measures to restore the traffic quickly. He shall maintain effective
coordination with signalling, rolling stock and PST (OHE) staff while carrying out
works involving restoration of traffic.
9.3.6 Inspection of stores

He shall carry out inspection of P. Way store at least twice a year. While checking
stores, he should pay particular attention to spare, and material required for
emergencies. The necessary action to replenish the spares and material shall be
taken by him whenever the spares and material is utilized for track maintenance work.
9.3.7 Staff matters
The Manager- P.Way or equivalent designation shall ensure that.
• Strict discipline is maintained in the staff within the framework of the rules.
• Representations are dealt with promptly.
• Selection for the various posts is made in time and the posts promptly filled.
• All the staff working under him receives proper training in maintenance practices,
safety and protection rules at the appropriate stage.
The general duties of the Manager/P.Wayor Equivalent Designation shall be as under
in addition to those described above -
• Plan and implement preventive and corrective maintenance of trackF.
• Manage and control the outsourcing activities / subcontracts.
• Validate and manage shift work schedule of track maintenance team.
• Assist the Director and GM -Maintenance or Equivalent Designations in providing
strategic direction, planning and managing the availability of track system with
safety, maximizing reliability and providing adequate protection for employees,
facilities and equipment’s.
• Manage the maintenance of track and civil equipment’s and facilities.
• Manage and validate the track repair works, supervision after services of
suppliers/subcontractors.
• Inspection of track and set up the operation regulations.

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• Review and manage status of supply & demand of track equipment’s or spare
parts.
• Review, analyze and follow up on results of various flaw details and working out
solutions and implement them.
• Validate the updated information and data through the facility maintenance
program / MIS.
• Identify training needs and accordingly plan and conduct the same for employees.
• Validate the preparation of preventive maintenance schedule for track.
• Validate and review daily, weekly and monthly reports of track maintenance
activities.
• Ensure that staff under his control is aware of their responsibilities, latest
procedures, manuals and policy.
• Initiate, recommend or provide solutions to issues relating to the track
maintenance procedures.
• Coordinate with external agencies regarding track issues.
• Plan and manage standby staff arrangement to cater in case of emergency.
9.4 Duties of Assistant Manager (P.Way) or equivalent designation
All the duties which are the responsibilities of Manager/P.Way or Equivalent
Designation, apply to the Assistant Manager/P.Way or Equivalent Designation and
he shall carry out the same works as assigned to Manager/P.Way or Equivalent
Designation which are as under-
9.4.1 Inspection of Permanent Way
The Assistant Manager/P.Way or equivalent designation shall carry out the
inspections of track parameters and track structures along with the Technician or
equivalent designation as per the schedule of inspections.
9.4.2 Knowledge of Rules and regulations
He shall be conversant with the rules and procedures related to the track maintenance
and operations and shall keep him aware of all the orders and circulars issued from
time to time relating to his duties. He shall ensure that all the staff under him is
acquainted with the relevant rules and working methods connected with their duties
and that they perform their allotted duties as per the rules and regulations in force.
9.4.3 Co-ordination with Officials of other Departments
Assistant Manager-P.WAY or equivalent designation should co-operate effectively
with officers and staff of other departments in matters that warrant co-ordination.

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9.4.4 Execution of works

He should ensure that all works are carried out according to plans and specifications
laid down and completed within the time specified.
9.4.5 Action in case of emergencies
In the case of an incident affecting train running, he shall proceed to take charge of
work at site and arrange for relief equipment/material as necessary. He shall take all
possible measures to restore the traffic quickly. He shall maintain effective
coordination with signalling, rolling stock and PST (OHE) staff while carrying out
works involving restoration of traffic.
9.4.6 Inspection of stores

He shall carry out inspection of P. Way store regularly preferably once a month. While
checking stores, he should pay particular attention to spare, and material required for
emergencies. The necessary action to replenish the spares and material shall be
taken by him whenever the spares and material is utilized for track maintenance work.
9.4.7 Staff matters
The Assistant Manager- P.WAYor Equivalent Designation shall ensure that.
• Strict discipline is maintained in the staff within the framework of the rules.
• Representations are dealt with promptly.
• Selection for the various posts of is made in time and the posts promptly filled.
• All the staff working under him receives proper training in maintenance practices,
safety and protection rules at the appropriate stage.
The general duties and responsibilities of Assistant Manager/P.Way or
equivalent designation shall be as under-.
• Effective functioning of P.WAY Division and assist the Maintenance Director and
General Manager-Maintenance and Manager (P.WAY) or Equivalent Designations
to take decisions in the areas of track maintenance.
• Implement preventive and corrective maintenance of track.
• Periodic inspection of track as per schedule prescribed and accordingly plan the
repair/ maintenance work with resources.
• Keep related equipment’s and facilities in working condition.
• Monitor and control the outsourcing parts / subcontractor.
• Prepare and execute shift work schedule of track team and civil maintenance team.
• Assist the Manager (P.WAY) or Equivalent Designation in providing strategic
direction, planning and managing the availability of civil and track work safety,

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maximizing reliability and providing adequate protection for employees, facilities

and equipment.
• Execute the maintenance of track and civil equipment and facilities.
• Manage the repair works, supervision and after services from
suppliers/subcontractors.
• Review and manage status of supply & demand of civil and track equipment and
spare parts.
• Develop database and monitor the updated information and data through the
facility maintenance program / MIS.
• Identify training needs and accordingly plan and conduct the same for employees.
• Prepare preventive maintenance schedule for track.
• Monitor and review daily, weekly and monthly reports of track maintenance
activities.
9.5 Duties of Senior Section Engineer (S.S.E) P.Way (in overall charges)
9.5.1 S.S.E (P.Way) is generally responsible for the maintenance and inspection of track in
a satisfactory and safe condition for traffic and efficiently execute all works incidental
to track maintenance, renewals etc. He shall keep in his possession up to date copies
of the following manuals with latest correction slips. He shall not only be conversant
with these manuals but also keep his staff acquainted with them.

• Track Manual
• Works Manual
• Schedule of Dimensions
• General Rules
• Circular issued by higher authorities
9.5.2 Inspection of Permanent Way
The important inspection to be carried out by S.S.E/S.E/JE (P.Way) are summarized
below:

Foot Inspection
The entire main line section shall be inspected on foot once a month. During his
inspection, he should check the work done or being done by maintenance gang along
with compliance of prescribed inspections.

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Cab Inspection

The entire main line section should be covered by train operator’s cab as frequently as
possible but not less than once a week to observe the condition of track and
communicate freely with train operators about point needing attention by P.Way staff
Checking of Curves
He should check the curves by verifying its versine’s and super-elevation during his
foot inspection. This should be organized in such a manner that all curves on
Ballastless track are covered once in 6 months and on ballasted track, once in 3
months. He shall also measure the wear of Rails during the inspections of curves.
Checking of points and crossings

• He should inspect once in 6 months, all the points and crossings on ballastless
track, once in three months in ballasted track on main line and once a year in
the depot.
• Joint inspection of points and crossings with signaling department will be
carried out once in six months.
• He should inspect the REJs in the LWR/CWR track once every 3 months. He
shall check the creep records of LWRs/CWRs regularly.
9.5.3 Safety of Track
The SSE (P. Way) is directly responsible for the safety of the track. He shall be vigilant
to locate faults in the permanent way and promptly remedy them. Track defects which
are beyond his powers should be immediately brought to the notice of Asst.
Manager/Manager (P. Way).
9.5.4 Execution of Works Affecting Track
Before execution of any work affecting track, the SSE(P.Way) shall ensure that
SE(P.Way) and his staff have all the necessary materials and tools and all needful
precautions have been taken by proper co-ordination with OHE and signalling staff
and exhibition of Engineering signals.
He should do frequent checks on quality and quantity of work done either by the in-
house staff or through the agency of the Contractor.
9.5.5 Action in Case of Emergency
In case of any incident affecting during train running, he should proceed to take
charge of work at site and make arrangement for relief equipment/material as per

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necessity. He should take all possible measures for the restoration of traffic quickly
maintaining close co-ordination with signalling/OHE staff.
9.5.6 Measurement of Ballast
The SSE(P.Way) will measure the ballast if so directed by Asst. Manager/Manager
(P.Way). He shall keep proper record of supply and spreading of ballast.
9.5.7 Misc. Duties
SE(P.Way Stores) will directly responsible for receipt/issue of P.Way material under
SSE(P.Way). SSE (P Way) should, however, keep a special watch over imprest store
required during emergencies.
SSE (P.Way) shall have a small establishment in his office to take care of the
correspondence with other inspectors and higher officials.
9.6 Duties of Section Engineer (P.Way)
S.E ( P.Way) is responsible for maintenance of track in a satisfactory and safe
condition for traffic and efficiently execute all works incidental to track maintenance,
renewals etc. He shall carry out track jobs assigned to him by SSE(P.Way) who on
the basis of inspections carried out shall give needful instructions.
9.7 Duties of Section Engineer (S.E/ P.Way Stores)
He will be directly responsible for indenting, safe custody and accountable of all the
P. Way stores. In addition to these duties, he shall carry out such other duties as may
be assigned by SSE ( P.Way)
In addition to normal stores, he shall pay special attention to the imprest stores and its
distribution, Engineering indicators, protection equipment and other important items
9.8 Duties of Technician P.WAY
• He shall carry out maintenance of Track system which includes following
equipment’s:
− Ballastless track, elevated viaduct and other structures.
− Track and other structures, tools and equipment’s.
− Water supply, roads, drainage, sanitation and horticulture etc. related to civic
facilities.
• He shall be conversant with the safety rules pertaining to his work and be capable
of independently attending to major /minor repair and adjustment work in track
maintenance area. For this purpose, he shall carry his toolbox, telephone etc. with
him wherever needed.

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• He shall carry out Maintenance and repair of track in an emergency under

instructions from the Engineer Track.
• He shall look for the common types of defects on track when deputed for on foot
inspection work and report on defects noticed during such inspections to the
Engineer.
• He shall carry out maintenance of installations in accordance with the prescribed
schedules, to keep them fully serviceable and in a state of good repair.
• He shall carry out repair in the event of breakdowns so as to restore traffic as
quickly as possible and deal with repairs necessary for all types of break-downs of
Track and water supply
• He shall carry out detailed inspection of Track on foot as per the standard
procedures and look for the defects and shall submit the report to the Engineer
P.WAY.
• He shall keep himself always available and in constant readiness to act promptly
and expedite restoration in cases of breakdowns or emergency situations both
during on duty and off duty hours.
• He shall follow correct methods of maintenance with special reference to safety of
track system.
• He shall ensure that special testing instruments, tools and equipment including the
breakdown vehicles, provided for maintenance of track is properly cared for and
maintained in good condition.
• He shall inform Engineer in advance about spares required for maintenance of
various equipment’s whenever he notices such requirements.
• He shall ensure proper accounting and periodical verification of the tools under his
charge.
• He shall keep his superior officers duly informed of each and every important
development related to his job and shall seek their guidance whenever required.
• He shall carry out such other duties as may be allotted to him by his superior
officers.
• He shall prepare the list of resources required for various maintenance activities
well in advance and arrange for the same for carrying out the maintenance
activities.
• He shall take active part in developing the database and ensure regular entries in
MMIS and monitor the achievement through MMIS (Maintenance Management
Information System)

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• He shall monitor and supervise the works carried out through outsourced process
and ensure proper execution as per the requirements and prepare the reports of
the same on regular basis.
• He shall perform his duties with responsibility. He shall maintain strict discipline
within the organization and shall obey the orders of his seniors.
9.9 Maintenance Planning –
A perspective track maintenance plan of complete Mumbai Metro Line 7 and Line 2A
shall include, apart from normal inspection, inspection of point and crossings, curves,
measurement of creep, casual renewal, welding of joints, destressing of long welded
rails etc. so that optimum utilization of time and labour resources is possible. It shall
also be ensured that arrangements are made for adequate materials, tools etc. Most
of the works required to be carried out with labour shall be out sourced with effective
and intensive supervision.
9.10 Application of R.A.M.S criteria in track maintenance General
Application of R.A.M.S i.e. Reliability, Availability, Maintainability, Safety shall be kept
in view while planning processes and procedures for effective and economical track
maintenance. The foremost management tool in this direction is a database. A
software tool developed for this purpose provides maintenance managers with
powerful tools to Consult data on –

− Infrastructure.
− Repair and maintenance work.
− Quality of track geometry.
− Monitor actions undertaken to correct track geometry.
− Plan future operations.
− Study ageing of track and its components.
9.11 Setting up of database
A multi-station server is to be linked to different user workstations via channels of the
fibre optic transmission system. The workstations are P.C. compatible computers
used either in terminal mode (Data base) or local mode to execute different operations
by the user. Using his workstation, the supervisor is able to update base elements for
which he is responsible.
Data base contents shall include:
Typical features

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− Physical Layout diagrams, Index plan and sections, Speed, Tonnage

Capability, specific points, position of electronic detectors.
− Administrative and Jurisdictional limits
− Infrastructure Characteristics of track bed structures, description of Civil
Structures.
− Rails Defects and Withdrawals
− Turnouts General Characteristics, defects and withdrawals
− Sliding Friction Type Buffer Stops
9.11.1 Processing data base
According to the type of data, the features are marked for the tracks.

− Or in relation to time scale,

− In days, months, year for all data concerning work done on track geometry and
installation, grinding etc. in months and years for all data concerning track
geometry.
9.11.2 Criteria review
Reliability – The essential function of the track during its whole service life is to
enable trains to run at their maximum commercial speed in the conditions of comfort
and safety.
The characteristic parameters for the reliability of track fall in two categories: First,
Geometrical parameters and, second, mechanical resistance parameters. These
have to be kept within prescribed limits at the least possible maintenance cost.
Maintenance may be either preventive or renewal in regard to safety while for comfort,
it may be corrective maintenance. While maintaining overall economic
considerations, an adequate safety margin has to be kept.
Availability - The imperatives associated with optimum track availability require that
maintenance staff be available at all time, to intervene at the shortest notice in the
event of an incident on the line, irrespective of its nature, maintenance has to be
organized along two fold principles: on call duty and night work.

The availability ration of the track during the normal operating hours of the line should
be at least 99% and this can be achieved by effective supervision, stringent
maintenance based on a tried and tested prescribed limits and required track
possessions.
Maintainability-Track includes a number of vulnerable points where maintenance is
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− Turnouts
− Sliding Friction Buffer Stops
− Transition curves
− Sharp curves
The objectives to be achieved by maintenance are:
In regard to track geometry
• Very long life (without the need of rework on the transverse and vertical levels of
the track)
• Maintenance of the correct running surface condition of the rail.
• No transverse acceleration requiring urgent interventions or speed restrictions.
• Absence of repetitive subsidence in transitional zones: track laid on plinth.
• Selective and non-systematic treatment of turnouts.
• No major incident for 50 years (abnormal shocks, differential subsidence of
bearing, structure etc.)
In regard to track components:
• Pandrol DRBA 13145
− No missing fastenings (e-Clip)
− Proper behavior of the baseplate.
− No insulation defects (eccentric bush and insulator)
− No loosening of insulator
− No loosening of the system assembly.
• Type 336 System
− No missing fastenings (Tension Clamp)
− Proper behavior of the ribbed plate.
− No insulation defects (Insulating bush)
− No loosening of the system assembly.
• Rails
− Prevent lateral wear on sharp curves by rail lubrication.
− Prevent surface defects (pitch corrugation) by grinding where and when
required.
• Turnouts
− Proper behavior of the Crossings and switches
− Prevent lateral wear of switch rails and stock rails.
− Ensure that correct sliding of switch rails on slide chairs.

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− Conformity and effectiveness of fastening systems over the entire turnout.

− Ensure the effectiveness of the stock rail resilient fastening system.
− Proper grinding of Turnouts.
− Ensure the correct tightening of various assembly bolts of turnouts.
− Proper behavior of Anti-clamp device.
• Buffer Stops
− No damage to front box fixings.
− No damage to the impact pad and main frame.
− No damage to the insulation plate and insulation fixings.
− Check if friction shoe bolts have lost the torque
− Check if the main frame has moved from its initial position.
− Check if the trailing friction shoes have moved from its initial position.
− Check for visible signs of degradation in the rubber impact pad.
9.12 Service Life of Track Components
Rails, Fastenings including rail pads and elastomeric pads, turn outs and supporting
plinths/slab constitute the components of ballastless track.
(i) Rails
Rails have a long service life. The service life of rail generally depend upon the
quantum of traffic carried. The rail grinding improves rail wheel contact resulting in
longer service life of the rail. During service, rails develop defects. These defects are
Fatigue defects:
Rail ageing is mostly caused by the cumulative tonnage carried by the rail which
results in the multiplication of internal defects. The maximum tonnage associated with
service life of 60 kg UIC rail is roughly 800 GMT. Head hardening further increases
the rail life.
Surface defects:
Rail ageing is made worse by defects like slipping/skidding marks caused by Rolling
Stock, pitch corrugation etc, and these cause internal defects. Part of these defects
can be removed by grinding. Use of head hardened rails helps in reduction of such
defects.
Lateral wear:
Wear on rails at sharp curves, due to cant deficiency/excess and flange contact with
outer rail can reduce rail life up to 50% under certain conditions compared to rails on

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straight section. This is an important factor in Metro Railways where a good

percentage of alignment is on curves.

(ii) Reinforced concrete plinth

Their service life is estimated between 50 and 60 years. The plinths are more akin to
the structures which carries them than to concrete sleepers. The damage caused to
plinth is in the form of

‐ Cracks only

‐ Concrete laminations only

‐ Concrete laminations and uncovering of reinforcement

Ageing is speeded up by
‐ Rail surface defects in heavy density traffic areas

‐ Poor tracks surfacing

‐ Insufficient cant on sharp curves

‐ Rubber pad wear and loss of elasticity

‐ Derailment

(iii) Pandrol DRBA/ Fastening systems 336

a. Given their elasticity, the tension clamps and T-head bolts may last at least two
rail lives.
b. The Rail pads service life depends to a great extent on its quality which is expected
to be 300 GMT traffic or 15 years whichever is less.
c. Elastic pads for the base plates for the Fastening system- DRBA and 336 may last
a service life of 300 GMT traffic or 15 years whichever is less.
However , Vossloh gives a general service life of 20 years for system 336

(iv) Turnouts
The replacement of major components in points and crossing can be considered after
150-200 GMT of traffic has passed over it.

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9.13 Maintenance Policy

The overall aim of track maintenance shall be to maintain the track in a cost-effective
manner such that passenger safety and comfort are not jeopardized.
Work that significantly disturbs the track shall only be performed when that track has
reached the limits of realistic maintenance intervention tolerances as described in the
Chapter 3 on track parameters and track tolerances. Track with such exceedance can
then be maintained in order to return it as close as practicable to the “as-built”
condition without jeopardizing the future maintenance or current behaviour of the
abutting track lengths
The primary maintenance function will be the maintenance of the vertical and lateral
alignment of track, maintenance of track and turn out parameters, and the condition
of the running contact surfaces. The grinding shall also be considered to prevent
gauge corner cracking, rolling contact fatigue and corrugations propagating to a
troublesome magnitude. The condition of the vehicle wheel treads shall also be
monitored for at least the same reasons and significant faults.
Maintenance means all activities intended to maintain an installation or restore it to a
given state or to given conditions of operating safety to perform a given function.
A maintenance policy should define the methods to be implemented to maintain or
upgrade the quality and substance level of the network to the required level. The
policy should strike a balance between maintenance and renewal in order to limit total
yearly expenses in the long run i.e. the sum of:
− Direct track maintenance costs including the cost of interest and depreciation of
the investment in the track.
− Indirect costs owing to track condition and the maintenance work on the railway
system.
In practice, a maintenance policy is progressively optimized by applying the lessons
learnt from the past experience to future situations.
9.13.1 Preventive Measure

This aims to prevent the pre-mature occurrence of certain permanent distortion or

deterioration in the track components. It is scheduled on the considerations of savings
as well as safety. The regular inspections of track components and giving periodic
attention to the track structure can be termed as the preventive maintenance
activities.

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9.13.2 Corrective Measure

This aims to restore track condition and bring it within permissible tolerances when
the same has crossed the limits of tolerances. It consists mainly of interventions in
the track geometry to correct defects and in addition, certain defects in materials are
also put right. The aim is to return the track to a condition where deterioration process
is slowed down.
9.13.3 Renewal Maintenance
This is adopted when corrective maintenance is technically ineffective or
uneconomical. The renewals may involve replacement of fastening system,
replacement of railsetc depending on the condition of track structure components. It
is scheduled on consideration of savings and safety.
9.13.4 Inspection
This is the monitoring and supervision carried out in the context of a given mission.
The inspection involves a detailed and predefined examination of all or part of track
section and may include maintenance intervention which may be performed following
the identification of anomalies during the inspection.
This is an action of measuring, inspecting, recording or testing one or several
parameters on an installation and of comparing it with the requirements in order to
establish or restore its conformity.

This also includes checking conformity of the characteristics of an installation with

predefined data, possibly followed by an opinion. This activity is performed for getting
information on the condition of installation, for taking a decision for preventive or
corrective intervention or restricted use of the installation i.e. speed restriction etc.
Inspection periodicities for track system on Mumbai Metro Line7 and Line 2A-
The following periodicities shall be followed for track maintenance on Mumbai Metro
Line7 and Line 2A-
9.14 Maintenance Periodicities
Table 9.1: Maintenance Periodicities

Preventive Annual
Maintenance Schedule Frequency
TRACK
1. Track on mainline
1.0 Pre-monsoon inspection Yearly
1.1 Foot to foot inspection of track Yearly

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Preventive Annual
Maintenance Schedule Frequency
1.2 Cab ride inspection of track Weekly/Quarterly
1.3 Ultrasonic testing of rail As per RDSO manual
1.4 Straight track Quarterly
1.5 Inspection of straight track:
1.5.1 Gauge Quarterly
1.5.2 Cross levels Quarterly
1.5.3 Alignment Quarterly
1.6 Curved track Quarterly
Inspection of curved track: Quarterly
1.6.1 Gauge
1.6.2 Alignment Quarterly
1.6.3 Cross level Quarterly
1.7 Turnout
Inspection and maintenance of turnouts: - Inspection and As per supplier’s manual
preventive maintenance of turnout- As per supplier’s
recommendations. inspection format for points and crossings
is included at Annexure V
Inspection of turnouts: - Joint inspection with S&T division Half Yearly
1.7.1 Gauge As per supplier’s
Manual
1.7.2 Alignment -do-
1.7.3 Cross levels -do-
1.8 Measurement of creep Half yearly
1.9 Buffer stop Quarterly
Inspection of buffer stops– As per supplier’s As per supplier’s
recommendations Manual
Every four months lubrication of fish plate: - Lubrication of fish Every 4 months
plate (if applicable)
1.11 Rail
1.11.1 Ultrasonic testing of flash butt weld/ AT weld joints As per RDSO manual& RDSO
Specifications
1.11.2 Destressing of long welded rail/ continuous welded rail: As perLWR/CWR Manual&
Indian Railway Permanent Way
Manual
1.11.3 Anticorrosive painting of rails: Every 2 years
1.11.4 Lubrication of gauge face on tracks Fortnightly
The frequency can be modified based on the actual
requirement at site.
1.12 Long Welded rails/ Continuous Welded Rail Fortnightly/ Bimonthly
Fortnightly inspection of welded rails: - Inspection of rail joints Fortnightly/ Bimonthly

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Preventive Annual
Maintenance Schedule Frequency
- Inspection of movements of Long Welded rail /continuous Fortnightly/
welded rail Bimonthly
(Ref. DMRC Manual and Indian Railway Permanent Way Manual)

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Table 9.2: Maintenance Plan

Items to be
S. No Work instructions Personnel category Periodicity
Inspected
I BALLASTLESS TRACKS
1 Inspection of Track
Pre monsoon Inspection SSE/SE with 2 Tech Yearly
Visual Examination SSE/SE with 2 Tech Monthly
Detailed examination of track to check
for maintenance of track clearances at SSE/SE with 2 Tech Yearly
structures and platforms
Detailed examination of track to check
for maintenance of track clearances SSE/SE with 2 Tech Yearly
between adjacent tracks
1A Foot Inspection Detailed examination of rails for
SSE/SE with 2 Tech Yearly
evidence of rail wear and deterioration
During his inspection, he should check
the work done or being done by
SSE/SE with 2 Tech Daily
maintenance gangs along with
compliance of prescribed inspections
Measurement of Creep SSE/SE with 2 Tech Half Yearly
Monitoring of condition of
SSE/SE with 2 Tech 2 Year
Anticorrosive Painting of Rails
The entire mainline section should be
SSE/SE/P.Way Weekly
covered by train operator's cab as
frequently as possible but not less than
once a week to observe the condition of
Manager/Assistant
the track and communicate freely with Quarterly
Manager
train operators about points needing
1B Cab Inspection attention by P. Way staff
The entire mainline section should be
covered by train operator's cab once in SSE/SE/P.Way Weekly
a fortnight to observe the condition of
the track and communicate freely with
Manager/Assistant
train operators about points needing Quarterly
Manager
attention by P. Way staff
Accompanying Record all the parameters given below, Manager/Assistant
Track recording Left rail - Unevenness, Gauge, Twist, Manager
1C run (Track Curvature/alignment. Right rail - accompanied by 1 Quarterly
Master/Track Unevenness, Gauge, Twist, SSE/SE/P.Way and 2
recording car) Curvature/alignment. technicians.

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2 Inspection of Points and crossing

Visual Inspection by Monitoring
SSE/SE with 2 Tech Monthly
Round on foot
On special
Special Monitoring round on foot SSE/SE instruction of
manager
Record all the parameters given
below,
Gauge, Twist, Versine, JOH gap, SSE/SE with 2 Tech Quarterly
Check rail clearances, Offset
distances, etc.
Detailed examination of turnouts for
SSE/SE with 2 Tech Quarterly
Detailed evidence of deterioration
2A
Inspection Examination of crossings for evidence
SSE/SE with 2 Tech Quarterly
of deterioration and rail flow
Detailed examination of switches for
SSE/SE with 2 Tech Quarterly
evidence of deterioration
During his inspection, he should
check the work done or being done
SSE/SE with 2 Tech Quarterly
by maintenance gangs along with
compliance of prescribed inspections
Geometry Recording (self-propeller or
SSE/SE with 2 Tech Yearly
recording car)
Verification of safety preservation and Manager/Assistant
Half Yearly
safety dimensions. Manager
Check the conditions of points and
2B Jointly with S&T crossings as per the requirement of SSE/SE with 2 Tech
Half Yearly
Signalling personnel.
He should check the curves, by SSE/SE with 2 Tech
verifying its versines and super Note:- Out of total
elevation during his scheduled curve available
Inspection of
3 inspection. This should be organized Manager/Assistant Quarterly
Curves
in such a manner that all curves are Manager may check
covered once in 6 months randomly 20% of
curve

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Visual Examination Technician Weekly

Detailed visual examination of the
track to assess Plinth and
derailment condition like plinth Technician Weekly
cracks and any damages for plinth
and derailment guard
Track Patrolling by
4 Detailed examination of track and
Technician
right of way to check condition and
Technician Weekly
effectiveness of surface and sub-
surface drainage systems
Replacement of missing
fastenings not requiring lifting or Technicians Weekly
slewing of track
Greasing of Outer rail Greasing to be done on gauge face
5 of curves sharper of the outer rail Technicians Fortnightly
than 550mt Radius
Detailed inspections of buffer stops
6 Buffer stops SSE/SE with 2 Tech Quarterly
and as per the Vendor document
All unwanted material on the track Technician
Clearing and cleaning
7 to be cleaned to avoid blockage of accompanied by 2 Half Yearly
of debris
the drainage. workmen.
Twice in every
month of
Inspection of coldest &
8 SSE/SE with 2 Tech
Movement of CWR hottest season
and balance
once in months
II USFD Testing
Test rail using non- USFD Trained personnel (RDSO
USFD Testing of
1 destructive testing Certified person) accompanied As per GMT
Rails
equipment (USFD) with 2 assistants
USFD Trained personnel (RDSO
USFD Testing of USFD Testing of Flash-
2 Certified person) accompanied As per GMT
Flash-Butt Welds Butt Welds
with 2 assistants
USFD Trained personnel (RDSO
USFD Testing of AT USFD Testing of AT
3 Certified person) accompanied As per GMT
Welds Welds
with 2 assistants
Replacement of Replacement of failed
4 SSE/SE with Tech As required
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Rectification of Rectification of Rail

5 SSE/SE with Tech As required
Rail Fracture Fracture
Replacement of Replacement of Switch
6 SSE/SE with Tech As required
Switch portion portion
Replacement of Replacement of Crossing
7 SSE/SE with Tech As required
Crossing Portion Portion
Restoring of
Restoring of
8 Hit/Displaced SSE/SE with Tech As required
Hit/Displaced buffer stop
buffer stop

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Precautions to be taken during maintenance in Electrified Areas

9.15 General Instructions

• General Knowledge of maintenance staff-
− Every employee of P.WAY division or Equivalent Division working in electrical
traction area shall be acquainted with the Traction Power Distribution system
pertaining to P.WAY division and ensure that staff working under him are also
acquainted with the rules. He shall ensure that rules pertaining to carrying out
maintenance works are strictly observed.
− All electrical equipment’s, every power line or cable shall be regarded as being
'live' at all times. No work shall be commenced adjacent to any electrical equipment
except on authority issued in writing by a competent official of the PST division to
the effect that the equipment has been made dead and earthed.

9.15.1 General Instruction for Overhead Equipment:-

Defects or breakdowns in the overhead equipment including track and structure

bonds noticed by the P.WAY staff or Equivalent Staff shall be reported immediately
to the Traction Power Controller or Equivalent Designation.
• In electrified areas the return current fully or partially flows through the rail. To
ensure a reliable electrical circuit continuity and also to ensure proper earthing in
case of leakage of current, various types of traction bonds as described below are
provided at suitable places and are Maintained by the PST division.
• Complete Mumbai Metro Line-7 and Line 2A Corridor from Dahisar (E ) to Andheri
( E ) and Dahisar (E) to D.N. Nagar alignment is on the elevated via duct. The
viaduct is made of cement concrete segments reinforced through steel bars. The
viaduct segments are supported on piers. In this arrangement reinforcement steel
bars are surrounded by cement concrete and are naturally insulated.
• Special measures have been taken to avoid high impedance path between rail and
ground. All the metallic reinforcement steel bars of via duct, piers and parapet is
connected to common grounding conductor known as Buried Earth Conductor
(BEC).
• In the case of 25 kV AC 50 Hz. single phase traction system, the traction current
is drawn from the overhead equipment by the electric rolling stock, operating in a
section and passes through the traction rail. The return current flows mostly
through the rails return cable conductor and partially through BEC. Two tracks are

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finally connected to traction substation through impedance bonds provided by

signal department. There is no deliberate connection to earth in the track rails in
double rail signaling, while impedance bond is not used in single rail track signaling.
• Following measures have been adopted to maintain low impedance return path on
viaduct:
➢ Earth conductors and connections
a. Earth conductors are provided as part of the OHE. Overhead protection
conductor (OPC) is made of ACSR conductor, having a cross section of 93.3
sq.mm. The overall diameter of the conductor is 12.5 mm an ACSR conductor,
consist of 7 steel wires each of 2.5 mm diameter and 12 aluminum wires also of
2.5 mm diameter each. The ACSR conductor conforms to Bureau of Indian
Standard specification IS: 398 (Part II)-latest revision.
b. The BEC serves an additional purpose of providing instant earth to OHE if the
Insulator fails as well as shields the OHE and via-duct from lightning strikes.
Buried Earth Conductor (BEC) is made of ACSR conductor, consist of 7 steel
wires each of 2.5 mm diameter and 12 aluminum wires also of 2.5 mm diameter
each having a cross section of 93.3 sq.mm. The ACSR conductor conforms to
Bureau of Indian Standard specification IS: 398 (Part II)-latest revision. The BEC
serves an additional purpose of providing instant earth to OHE if the Insulator
fails as well as shields the OHE and via-duct from lightning strikes.
c. Reinforcement steel bars of plinth are interconnected and then in turn connected
to Buried Earth Cable (BEC) ACSR-93.3 sq.mm
d. Connecting reinforcement steel bar of one segment of viaduct to the
reinforcement steel bar of adjacent segment.
e. Connecting reinforcement steel bars of via duct to the common grounding bar at
an interval of 100 to 200 m.
f. Connecting reinforcement steel bars of via duct to the reinforcement steel bars of
piers.
g. Provision of earthing plate at both ends of viaduct span (Up and Dn).
h. Track Bonding - Traction Bonds at turnouts/crossovers, between 2 tracks/rails.
i. Impedance bonds have also been provided wherever required.
• Integral Transversal Link” (ITL)
It is interconnection of Down line OPC, BEC and Up line OPC, BEC. This shall be
provided at an interval of 1 Km and less. ITL is adopted wherever Impedance Bond
is not provided.

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• Main Earth Terminal (MET)

“Main Earth Terminal” (MET) is the interconnection of OPC, TEW, RC and other
metallic parts in the Tunnel. In the Station area, the MET is bonded with Station
Earth mat.
• Overhead Protection Conductor (OPC)
“Overhead Protection Conductor” (OPC) means an aerial earth conductor, which
runs on top of traction masts or structures or supports and clamped to their metallic
parts/supports, and connected to earth (i.e. BEC or rail) at regular intervals,
provides earthing to mast/support.
• Rail length
“Rail length” means a continuous length of rail with or without welded joints but with
no fish plate joints.
• Structure bond
“Structure bond” means a bond connecting for non-current carrying metallic parts
of a traction mast or structure or support to the rail.
• Welded bond
“Welded bond” means a bond, which is made of standard copper conductor 70
sq.mm. with M.S. ferrules at either end, pressed on the conductor and bent to
shape.

9.16 Special Instructions to Staff Working In Traction Area –

Need for Precautions - Precautions are required to be taken on account of following:

(a) Proximity of a Live Conductor-The risk of direct contact with live O.H.E. is ever
present while working in electrified sections such as inspections of steel work of
bridges and platform sheds by climbing at heights till Viaduct rail.
(b) Build-up of potential due to return current in rails. - The return current in the rails
may cause a potential difference –
− Between rail and the surrounding mass of earth.
− Between two ends of a fractured rail,
− Between earth and any other metallic mass.

The following precautions should, therefore, be taken while working in traction areas:-
(a) No work shall be done within a distance of two metres from the live parts of the
O.H.E. without a 'permit-to-work'.

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(b) For work adjacent to overhead equipment the P.WAY division shall plan the work
in advance and shall submit the plan to PTW committee.
The Traction Power Controller will arrange to isolate and earth the section
concerned on the date and at the time specified in consultation with the OCC/
Depot Controller as the case may be. He shall then issue 'permit-to-work' to the
Assistant Manager-P.WAY. On completion of the work the 'Permit-to-work' shall
be cancelled, and Traction Power Controller advised who will then arrange to
remove the earth and restore power supply.
(c) "No part of the tree shall be nearer than 4 metres from the nearest live conductor.
Any tree or branches, if any, likely to fall on the live conductor should be cut or
trimmed periodically to maintain the safety clearances. The responsibility for
cutting/trimming of the trees will rest with the PST division. The regular trimming
of the tree branches, wherever required, to maintain the 4 m safety clearances
from OHE shall be done by the authorized PST staff and Supervisors.
(d) No fallen wire or wires shall be touched unless power is switched off and the wire
or wires suitably earthed. In case the wires drop at a location, the first staff seeing
the same, shall immediately make arrangements to stop all traffic.
(e) Work on Station roofs and Signal Gantries. - Staff working on station roofs and
signal gantries and similar structures adjacent to Live Overhead Equipment shall
not use any measuring tapes, tools and materials when there is a possibility of
their being dropped or carried by wind on to the live overhead equipment.
(f) Earth work in depot area - For excavation work adjacent to tracks, the following
action shall be taken: -
(i) In traction areas, intimation should be given to the PTW committee and
traction Power Controller/ E&M division and also S&T Department, since all
the S&T and Electrical lines are cabled on account of Electrical Induction.
(ii) In all traction areas, cable markers showing location of cables are provided
by the PST division. In addition, the cables are protected by tiles and bricks,
and during excavation if workmen come across such tiles or bricks in an
arranged manner, they should at once report the matter to the higher officials.
Any further excavation should be carried out only in the presence of the
authorized staff of Electrical Traction and or S&T division as the case may
be.
(g) Alteration to Tracks - The relative alignments of the centre line of the track with
respect to the alignment of the contact wire must be maintained within the specified
tolerances. This applies to both horizontal and vertical clearances. Slewing or lifting
of track must not be done outside the agreed maintenance limits, unless the
position of the contact wire is altered at the same time. Adjustment of cant has a

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magnified effect of the horizontal displacement of the centre line of the track with
respect to the alignment of the contact wire.
Horizontal clearances to structures within the limits laid down in the Schedule of
Dimensions must be maintained. For Slewing or alterations to track involving
adjustment of contact wire (outside the agreed maintenance limits) sufficient notice
should be given to the traction staff so that they arrange to adjust the overhead
equipment.
OHE Contractor has to take care of the Signaling equipment installed on track like
Axle counters etc.
(h) Alterations to Track bonding: - The traction bonds shall not be removed by
maintenance staff on their own. If removal of bond is necessary for any
maintenance activity, the PST division shall be informed and shall be removed by
authorized staff of PST and again replaced after completion of work.
(i) Working of Cranes: - No crane shall be worked except on the authorized 'permit-
to-work'. In every case of working of a crane, arrangement should be made for the
presence of authorized overhead equipment staff to ensure that all safety
precautions are taken.
(j) Steel tapes or metallic tapes with woven metal reinforcement should not be used
in electrified tracks. Linen tapes are safer and, therefore, should be used even
though they are not accurate.
(k) The top foundation blocks in electrified structures should be kept clear of all
materials.
(l) Build-up of potential due to induction in metallic bodies situated close to O.H.E. - It
is important to note that dangerous voltages may be induced in metallic masses
such as fencing posts in the vicinity of traction conductors. To avoid possibility of
shock due to such voltages, the metallic structures are bonded together and
earthed.
(m) Permanent way staff is advised to keep clear of the tracks and avoid contact with
the rails when an electrically hauled train is within 250 m.

9.17 Maintaining continuity of track –

(1) During maintenance or renewal of track, continuity of the rails shall invariably be
maintained. For bridging gaps which may be caused during removal of fish-plates
or rails, temporary metallic jumpers of approved design shall be provided as under.
The necessary jumper will be provided by the PST division on requisition.

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(2) In case of rail fracture, the two ends of the fractured rail shall be first temporarily
connected by a temporary metallic jumper of approved design (as shown in the
sketch below). In any case of discontinuity of rails, the two parts of the rail shall not
be touched with bare hands; Gloves of approved quality shall be used. This
arrangement shall also be used In case of defective or broken rail bonds.

Figure 9.1: Temporary Jumpering of Rails

Fire in electrified areas - The maintenance staff noticing a fire likely to result in loss of
life or cause damage to property shall take all possible steps to prevent it from
spreading and to extinguish it. In case the fire is adjacent to any electrified equipment,
the maintenance staff shall make no attempt to extinguish the fire but shall report the
occurrence of fire to the Station Controller or OCC controller by most expeditious
means who in turn shall inform the concerned staff and take other precautions.
Treatment of persons suffering from Electric shock - When persons receive electric
shock, practically in every case they can be revived with prompt application of First
Aid.
Method of Resuscitation - The method of resuscitation resorted to should be that
known as artificial respiration.
Continuity of Treatment-The efforts to restore breathing must be continued regularly
and with perseverance and must not be discontinued until a Doctor has taken charge
of the case.
9.17.1 Maintenance of Track in Track Circuited Area

• There is no Track Circuited Area in Mumbai Metro Line 7 and Line 2A. (Axle
counter does the same purpose. Maintenance for the Axle counter is not required.).
• During the maintenance vehicle checking, ensure the safety of the wheel sensors.

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9.17.2 Maintenance of Interlocked Switches

Point layouts shall be regularly inspected to ensure that:

• Track maintenance in the Turnout area to be done under signaling presence.

• Wear and tear in fittings/fastenings do not exceed such limits as to cause failure of
interlocking when tested (by Signal staff) with a 5 mm test piece between the switch
and the stock rail.
• Creep of track in the vicinity of switches does not exceed 25 mm.
• For ballasted track in depot, sleepers under switches of interlocked points shall be
kept well packed, packing of sleepers being undertaken in the presence of Signal
staff, to avoid damage to interlocking installation and failure of interlocking.
• Special care shall be taken to ensure that, during maintenance operations, no
obstructions like
• Ballast, dirt, replaced nut/bolt or other fitting is left either between stock and switch
rails; such obstructions result in failure of switches and signals.
• All bolts and nuts in the track fixtures on switches and crossing shall be tightened.
• Proper drainage shall be ensured, all drains being kept clear to avoid flooding.
• On receipt of advice of track defects from signal staff, the same shall be promptly
rectified by track maintenance staff.
Maintenance of seldom used tracks: The seldom used tracks shall be cleaned
cyclically in regular time interval of 2 months to make the rails free from rust, grease,
oil etc. The seldom used tracks are identified as under:
Table 9.3: Seldom used tracks
S.No. Location
1
2
3
9.17.3 Visibility of Interlocked Signals
Trees and bushes that interfere or tend to interfere with the view of a Train Operator
or Station controller in sighting signals shall be cut and branches trimmed to ensure
clear visibility particularly in depot areas. When trees are cut, it shall be ensured that
they do not foul the track.
OHE Mast placement should not be in front of Signal.
Road signal/ Street Lights should not come in the visibility of Signal.

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9.17.4 Track Side Signalling Installation

When working in close proximity to signalling installation, the Engineer/ Technician-
P.WAY shall ensure the following:
− If any bond is damaged inadvertently by the maintenance activities, immediate
report to Signal staff shall be made.
− Proper drainage has to be ensured to avoid damage to signaling installation due
to flooding of track during rains.
− While carrying out spot welding (e.g. for repairs of wheel burns on rail table),
suitable precautions for the safety of the signaling installations shall be taken in
consultation with signal staff.
9.18 Joint Inspection by P.WAY and Signalling Engineers
Joint inspections by Engineer P.WAY and Engineer- Signalling shall be conducted
once in three months for identifying problems at site especially in the interlocked
switches. At least one such joint inspection shall be carried out before the onset of
rainy season.
Following aspects should be checked in switch portion during the joint inspection –
− Condition of switch rail, its housing, burr on stock rail and observations recorded.
− Creep and squareness of stock rail joint and toe of switches.
− Condition of motor supporting sleepers/ rail seats and its fittings.
− Condition of packing under switch assembly for ballasted t/outs.
− Gauge to be checked at toe of switch.
− Condition of drainage in turn out and around the area.
− Any other track item which is affecting efficient functioning of signaling/interlocking
gear.
− Working of points, motor and locking system by operating the point. Setting of
locking and housing of points to be checked.
− Clearance of signal rod from foot of rail and alignment of rodding with respect to
track should be checked.
− The condition of insulating materials, insulation in stretcher barsetc should be
checked.
− The point is checked with test piece of 5 mm such that with test piece, it should not
get locked and point detector should not indicate point setting.
− Any other item from signaling connections which is affecting proper functioning of
points.

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The defects or the areas need to be looked into, should be recorded, attended and
rectified at the earliest jointly so that the possibility of failures can be minimized.
Whenever, there is planning to attend the track parameters on switches, S&T division
to be informed in advance, so that the signalling items can be attended
simultaneously.

Check list for Joint Inspection of Track and Signaling

STATION: SECTION:
CHECKLIST STATUS REMARKS
Check for positioning of sleepers / chair plates and locations of
switch and stock rail holes as per VAE drawings
Track is at correct level and properly aligned. Track parameters
like gauge, level, etc. to be checked
Turnout plinths are fully casted along with the grouting material
below chair plates (for ballastless turnout).
Turnout is properly packed so that no chances of any lateral or
longitudinal movement is possible (for ballasted turnouts).
Dowels are available at desired location in respective sleepers
(2nd & 3rd for IRS, 2nd, 3rd & 4th for Mainline point machine
respectively)
Recess in Track plinth for Point Machine installation are available
as per recess & drilling drawing (for ballastless turnout)
Switch rails are housed and packed with stock rail such that they
can be thrown both ways with ease and remain there when the
pressure is removed.
Free position of each switch-blade:
Gap at the level of the toe on either side (More than 100mm)
Flange-way on either side (minimum 60 mm)
Closed Position of each switch-blade:
Gap at the level of the toe on either side (max 1 mm) Gap at the
level of the heel on either side (max 2 mm)
Check the cross-cable ducts (pipes) - Cable ducts (pipes) are
installed correctly and free of waste, coverings (at pipe ends so
that no blockage is there) are available (if applicable)
Check list for Joint Inspection of Track and Signaling
STATION: SECTION:
CHECKLIST STATUS REMARKS
Rails should be completely welded
Rails are clean and free from any
debris
Contractor Track Signalling
Checked (date)
Name
Signature
Status: A-Available, N- Not Available, P- Work in Progress, N/A- Not Applicable

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CHAPTER – 10

10. Maintenance and Repair of Track Plinths

10.1 Introduction
The supporting structure of the track system used on the Mumbai metro Line 7 and
Line 2A consists of following design types:
a. A reinforced Concrete plinth installed on the viaduct connecting the track structure
to the support structure. See drawings in Annexure P.
b. A Concrete slab in case of turn outs as track support system.
The design life for this concrete support systems is 80 years however it is possible
that they may be subject to defects and failures in the service life of the railway, and
it is therefore essential that their condition is monitored to identify these defects or
failures and that these are dealt with quickly and effectively.
The main issues likely to give rise to the need for remedial works are:
1. Defects under Track Baseplate Bearing Area and around Anchor Bolts/Studs such
as cracks and voids.
2. Crack Defects in Plinth or slab outside of Baseplate Bearing Area.
3. Bolt Failure in the plinth or slab
The defects are classified as Minor, Moderate and Major. The details of defect
classification, repair methods, material types, and verification ways that may be
required to sections of the Main Line concrete plinth and Turnout slab areas are
covered in the following sections. But any work under the baseplate will obviously
require the removal and replacement of the track support system, the rail and
potentially the restoration of stress in the rail when the work is finished shall also be
concerned and solved accordingly.
10.2 Maintenance of concrete plinths
For each Concrete support type there are two types of maintenance activity: Planned
and Remedial.
Planned maintenance will consist of a Visual Inspection of the concrete structure and
fixation used – this visual inspection will be an integral part of the regular track
inspection activity.

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If any site defect found during visual inspection, then relating remedial work shall be
proposed and fulfilled, the same will be carried out to verify in line with the
methodology prescribed.
10.3 Mainline concrete plinth – plain line track
Visual inspection is carried out to identify failures and damage in the plinth supporting
the mainline plain track. Defects likely to be present in the concrete are identified and
quantified in clause 9.3 of this Chapter. Clearly any significant defect will need to be
dealt with to prevent further deterioration of the structure.
The concrete type (or any reputed repair products), the design mix and applied
methodology should not give rise to significant deterioration or the development of
flaws in the exposed concrete plinth.
It is also not anticipated that there will be failures at the point of fixation between the
plinth and the track fastening system bolt, however two potential failures have been
identified as follows:
A. Bolt embedment failure
B. Failure of the Anchor Bolt

Figure 10.1: Plinth track with base plates

A. Bolt embedment failure
There is the potential for the bond between the concrete and the track support anchor
stud to fail.
In the worst case this could result in the loosening of the baseplate anchor studs in
the plinth concrete, which, if not rectified, will be followed by loosening of the
baseplate or successive baseplates and could eventually lead to gauge widening, or
misalignment of the track.

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It is unlikely that the stud would fail completely in these instances as the stud is
anchored mechanically into the concrete. In any event any bolt which might become
loose should be rectified as soon as possible and would normally be classified as a
Category 3 maintenance requirement.
This type of failure is likely to be visible by evidence of cracking around the bolt,
however, as the anchor stud/concrete interface is covered by the baseplate this
evidence will be difficult to see unless the cracking is severe and extends beyond the
baseplate edge. It is therefore recommended that as part of the general visual
inspection on the track random bolts should be checked by hand to ensure their fixity,
the aforesaid visual inspection taken place on site, related records shall be well
maintained for traceability.

Figure 10.2: Anchor bolts

A secondary visual indication of this problem may be evidence of movement of the
track fastening system on the concrete surface.
In the case of the loose bolt, successive assemblies should be checked to determine
whether the failure is widespread or an isolated case.
It should be noted that in all cases with the track fastening system, the failure of a
single fastener should not be the cause for immediate alarm as there is significant
redundancy built into the system which means that up to 6 or 7 assemblies would
need to fail before there was a need to implement a speed restriction.
Despite this redundancy in the track system, the loosening of one assembly will put
additional stresses on the adjacent assemblies, which could affect them adversely,
therefore any remedial action should be carried out as soon as is practical.

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The repair method for remedial repairs to the bolts and to neighbour concrete repairs
can be found in clause 9.5 of this Chapter.
B. Anchor Bolt failure
In some cases because of an inherent fault in the anchor stud material, not detected
in the manufacturing process, coupled with the high lateral loads imposed upon the
fastening assembly during service could lead to the bolt shearing.
If this type of failure occurs it may not be immediately apparent as the baseplate
obscures the bolt/concrete interface, however it may be possible to identify this failure
due to the decompression of the bolt spring if the bolt fails in this way. The failed bolt
is likely to be higher than the surrounding bolts on either side. Another indication of a
problem again may be signs of the baseplates movement on the concrete surface.
Finally checking by hand will confirm this failure.
Once again when such a failure has been identified remedial works should be carried
out immediately. The remedial works will be carried out in accordance with clause 9.5
of this chapter.
As this failure will almost certainly be due to a defect in the bolt it is unlikely tha
adjacent to the failure will suffer from the same problem, however bolts either side of
the failure should be checked as a precaution.
10.4 Mainline concrete Plinth/Slab – Turnout track
In addition to the plain tracks in the mainline the concrete plinth/Slab on which the
turnouts are mounted should also be inspected regularly.
The turnouts in the mainline are mounted on a plinth as with the plain track but they
also have a Non-shrink Epoxy grout layer underneath the baseplate. The concrete
failure modes expected in mainline turnouts are identical to those in the other track
forms and can be classified as follows:
Plinth concrete/bolt embedment failure: This failure is the same as for the plain track
details of which can be found as detailed above in clause 9.2.1 A.
i. Anchor Bolt failure: This failure is the same as for the plain line mainline track
details of which can be found in clause 9.2.1 B.
ii. Non-shrink Epoxy grout layer failure:
The turnout fastening system is mounted on an Non-shrink Epoxy grout layer
therefore this pad will be subject to all the forces from the vehicles passing over
the track and despite the fact that the Non-shrink Epoxy grout layer are

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significantly stronger than the concrete on which they sit, it should be considered
that some of these Non-shrink Epoxy grout layer may fail. The following two types
of failure are envisaged.
(a) Cracking of the Non-shrink Epoxy grout layer
(b) De-lamination between the grout and the underlying concrete slab

Figure 10.3: Non-shrink Epoxy grout layer

In both cases this failure will be immediately apparent from visual inspection and in
both cases the remedial action should be the replacement of the grout pad as
described in section 5 of this chapter.
10.5 Concrete Defect Classification
The defects which may occur in the concrete plinth can be classified as Minor,
Moderate and Major and should be assessed in respect to their location as obviously
a defect in or adjacent to the bearing area of a support baseplate is generally more
serious than one that is not.
10.5.1 Minor Defects
Minor defects are defined as below-

• Minor uneven surface, depth d. (0mm ≤ d < 10mm);

• Minor sand streak / grout loss, depth d. (0mm ≤ d < 10mm);
• Minor hollow, honeycomb and air hole in plinth side, depth d. (0mm ≤ d < 10mm);
• Concrete surface “Scaling” or “Flaking”, depth d. (0mm ≤ d < 2mm);
• Void under Track Baseplate, diameter = dia. (25mm ≤ dia < 100mm) & depth d.
(0mm ≤ d < 5mm);
• Total Void % > 15% under Track Baseplate Bearing Area, void diameter = dia.
(2mm ≤ dia < 25mm);

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• Bearing area flatness (1.5 ≤ Gap < 3mm) under straight edge across diagonal
• Anchor Bolt that feels loose when Human force is applied;
• Void up > 5mm deep adjacent to Anchor Bolt (bolt is not loose to human force);
• Fthrough Anchor Bolt location, Width Wc. (0.25mm ≤ Wc < 0.5mm);
• Crack in Plinth Horizontal Surface, Width Wc. (0.25mm ≤ Wc < 0.5mm);
10.5.2 Moderate Defects
Moderate defects are defined as below but are of greater concern.

• Moderate uneven surface, depth d. (10mm ≤ d < 50mm);

• Moderate sand streak / grout loss, depth d. (10mm ≤ d < 50mm);
• Moderate hollow, honeycomb and air hole in plinth side, depth d. (10mm ≤ d <
50mm);
• Concrete surface “Scaling” or “Flaking”, depth d. (2mm ≤ d < 5mm);
• Void under Track Baseplate, diameter = dia. (100 ≤ dia < 250mm) &/or depth d.
(5mm ≤ d < 40mm);
• Crack through Anchor Bolt location, Width Wc. (0.5mm ≤ Wc < 1mm);
• Crack in Plinth Horizontal Surface (not full depth), Width Wc. (0.5mm ≤ Wc <
1mm);
• Anchor Bolt with Verticality <88o
10.5.3 Major Defects
Major defects are defined as any defects that are not considered minor or moderate.
Such defects include:-

• Structural Cracks through Plinth

• Cracks > 1mm in Width
• Plinth Misalignment
• Any Defects / Voids /Honeycomb > 50mm Deep or with exposed Rebar, etc.
10.6 Repair methods
The type of repair method for any concrete defect is based on type, size, and depth
of defects. The remedial measures carried out and materials used are detailed in the
following sections and should be adhered to when undertaking this type of repair.
10.6.1 Minor & Moderate Repairs
Generally, defects of this type are repaired using a standard repair preparation such
as:-

• Surface Grinding;

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• Re-profiling;
• Certain void repairs;
• Certain crack repairs (by Gravity Feed);
• Core Drilling & repair;
• Application of Material to Concrete surface;
• Roughening;
• Removal of loose materials / thin layers of damage concrete or cleaning of
concrete surface & contaminants.
Other surface preparation procedures and according repairs workflow shall also be
carried out as required by the manufacturer / supplier when using their products. See
Table 10.1 later in this Chapter for information of recommended materials for use in
preparation and repair.
10.6.2 Major Repairs
Repair work for these defects shall be carried out as per the material manufacturer’s
recommendation including the surface preparation, formwork, material mix
proportion, casting process, finishing as required. Details of this can be found in
Tables later in this Chapter.
With regards to approved repair materials, application shall be in strict compliance
with the manufacturer’s recommendation.
The workmanship shall maintain the required contour of the structure in all aspects,
i.e. strength and finish standards of the plinths to which works will be carried out.
Details of repair shall be recorded together with evidence. Repair materials are
compatible with the substrate since they are cementitious and have low water/cement
ratio providing low permeability.
However, the ultimate performance of the repair depends on the application of the
product. The critical factors are surface preparation, priming (where specified),
compaction, bond to substrate and curing. The requirements on the data sheets must
be strictly adhered to.
Table 10.1: Summary of the details of defects and commensurate materials for repair.

No Type of Defects in Size of Defect Material to Material to Use

Plinth. Defect Type Use from from Sika
Fosroc
1 Uneven Surface / 0mm ≤ d < Minor Renderoc FC Sikadur-31 IN
Imperfections 10mm or similar 0mm ≤ d < 5mm

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No Type of Defects in Size of Defect Material to Material to Use

Plinth. Defect Type Use from from Sika
Fosroc
10mm ≤ d < Moderate Renderoc- Sika MonoTop-
50mm LAXtra 122 F 5mm ≤ d <
50mm vertically,
5mm ≤ d <
15mm over head
d ≥ 50mm Major Re Renderoc- SikaRep
LAXtra Microcrete-4
2 Sand Streak / Grout 0mm ≤ d < Minor Renderoc FC, Sikadur-31 IN
Loss 10mm 0mm ≤ d < 5mm
10mm ≤ d < Moderate Renderoc- Sika MonoTop-
50mm HSXtra,. 122 F 5mm ≤ d <
50mm vertically,
5mm ≤ d <
15mm over head
d ≥ 50mm Major Renderoc- SikaRep
LAXtra, Microcrete-4
3 Hollow / Honeycomb / 0mm ≤ d < Minor Renderoc FC, Sikadur-31 IN
Void 10mm or similar 0mm ≤ d < 5mm
10 ≤ d < Moderate Renderoc- Sika MonoTop-
50mm HSXtra, 122 F 5mm ≤ d <
50mm vertically,
5mm ≤ d <
15mm over head
d ≥ 50mm Major Renderoc- SikaRep
LAXtra, Microcrete-4
4 Concrete Surface “ 0mm ≤ d < Minor Renderoc FC Sikadur-31 IN
SCALING” or 2mm or similar
“FLAKING” 2mm ≤ d < Moderate - Sikadur-31 IN
5mm
5 Voids under Track 25mm ≤ dia Minor CONBEXTRA Sikadur-52 (IN)
Baseplates < 100mm EP10 or SLV Mortar
&depth d. similar.
0mm ≤ d <
5mm
5mm ≤ d < Moderate CONBEXTRA -
40mm & / EP10 or
or similar.
25mm ≤ dia
< 100mm

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No Type of Defects in Size of Defect Material to Material to Use

Plinth. Defect Type Use from from Sika
Fosroc
d ≥ 40mm Major CONBEXTRA -
EP10 or
similar.
6 Total Void % in Track Void Area > Minor CONBEXTRA Sikadur-52 (IN)
Baseplate Bearing 15% & EP10 or SLV Mortar
Area 2mm ≤ dia similar.
< 25mm
7 Baseplate Bearing (1.5 ≤ Gap Minor Grinding and if Sikadur-52 (IN)
Area < 3mm) repair required SLV Mortar
Flatness use
Item 6
materials.
8 Defect with Exposed Any depth Major CONBEXTRA -
Reinforcement (Under EP10 or
Baseplate) similar.
9 Defect with Exposed Any depth Major Renderoc- SikaRep
Reinforcement (Other) LAXtra Microcrete-4
10 Void Under CRS 25mm ≤ dia Minor CONBEXTRA Sikadur-52 (IN)
(Conductor Rail <100mm & EP10 or SLV – Mortar
support) Baseplate depth d. similar.
0mm ≤ d <
5mm
5mm ≤ d < Moderate NITOFILL Sikadur-52 (IN)
40mm & / EPLV, SLV – Mortar
or
25mm ≤ dia
< 100mm
11 Anchor Bolt which N/A Minor - -
“feels”
10.7 Post Derailment Repairs
The repair & maintenance of RCC plinth post derailment shall be initiated after careful
examination of the extent of damages of the RCC structure and selection of
appropriate materials, working procedures for the repair/replacement as necessary.
During selection of repair materials and finalisation of repair procedure, all efforts
shall be made to restore the services at the earliest possible opportunity. In general,
the damages caused by derailment may be categorised as Minor / Major and
accordingly general guidelines are being provided for the end users. However, the
repair materials and associated procedure for repair / replacement shall depend upon

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the exact nature and the extent of damages actually occurred after due assessment
or evaluation by the competent authority.
Minor Damage: Minor damages to the RCC plinth may occur due to derailment at
lower speed. The damages under this category should include broken corners,
spalling & minor cracks (0.2 mm < width < 2 mm). Under this category, thickness of
repairs shall not exceed 75 mm and damages should not be visible at too many
places in any plinth block of 4 meter length.

Recommendations for Repairs (Category - Minor):

Concrete Repairs: Re-building of broken concrete plinth can be done using high
early strength resinous grout Conbextra EP 75/ Sikadur 42MP (IN) or approved
equivalent material which has excellent durability in terms of high compressive and
tensile strength property.
The repair mortar for the localised repair is subject to a maximum thickness of 75
mm. The broken areas shall be cleaned properly removing all loose materials.
Surface preparations, mixing and applications of mortar shall be done strictly as per
manufacturer’s instructions and related practices. If required, leakproof formwork
arrangement shall be made for the vertical surface repairs. After pouring of mortar,
finishing can be done by a trowel. The mortar hardens quickly and gains high
compressive strength in one day. No curing is required. Any dynamic loading is
recommended after one day considering the development of mechanical properties
which is relatively slower.
Crack Sealing: For sealing of minor cracks as specified above, a low viscous
injectable epoxy resinous grout (Master Inject 1315/ Sikadur52 (IN) SLV or
approved equivalent material) may be used as per manufacturer recommendations.
The grout shall be injected through nozzles by a suitable injection pump which can
exert uniform pressure.
The injection shall be carried out by proposed pressure indicated in gauge till the
grout from the adjacent outlet nozzles flows out and stopped. The nozzles may be
removed on the next day and holes sealed with Conbextra EP75. Any dynamic
loading is recommended after one day on completion of epoxy injection works.
Major Damage: Severe damages in RCC plinth which should include combination of
wider cracks, big spalling/damages at several locations in any plinth block (size 4000
x 830 x 380 mm). Such cases may warrant re-casting (partly or fully) of the plinth
block, when the overall structural integrity can’t be ensured following localised repairs

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at several places within the same plinth block in the opinion of the competent authority
doing the assessment or evaluation.
Recommendations for Repairs (Category: Major):
Re-casting of the plinth block (partly or fully) involves pouring of concrete/grout in a
larger area in higher volume and thickness. Under such circumstances, looking only
at the high early strength for the repair material in view of urgency to resume services
may result in a compromise of long-term durability issues like thermal stresses or
creeps due to higher exothermic activities (e.g. epoxy resins) as the case may be.
Hence it is recommended that, all efforts shall be made to balance both downtime
and structural requirements while selecting any option for re-building of plinth block
under unusual condition (e.g. derailment causing major damage).
In the above backdrop, several options for re-building of plinth block are being
provided in order of preference (i.e. Option-I is most preferred and so on) for end
users.
Option-I (Re-casting of Plinth Block with High Strength Normal Concrete)
The damaged plinth concrete shall be chipped off up to the top of “U“ girder. Any old
concrete in Contact with rebar shall be removed. Normally no damage to
reinforcement is expected. After removal of old/broken concrete, reinforcement cage
shall be properly re-aligned in position.
However, in case of any damage (beyond repair) in main reinforcement bars, the
appropriate length shall be added by welding with an overlap length of 15D min
(where D is the dia. of bar).
In case of any damaged (beyond repair) link, same shall be replaced by a new one.
Reinforced area shall be cleaned by air blower. Erect formwork in position with all
requisite supports. Concrete of Grade M70 as per approved mix design shall be
placed in layers not exceeding 300 mm per layer & compacted as per standard
procedure with needle vibrator. Curing shall be done by curing compound (Concure
WB /CICO Curefree-MWP or approved equivalent material) after 3-4 hrs. Usually
Concrete of Grade M70 attains a compressive strength more than 45 MPa in 3 days
with the addition of micro fines. Any dynamic loading is recommended on achieving
compressive strength of 48 MPa or 3 days whichever occurs later.
Option-II ( Re-casting of Plinth Block with High Strength Cementitious Grout )
High Strength Cementitious Grout like Conbextra GP2/Sikagrout VHS or approved
equivalent material with addition of 100% of 10 mm (max) size aggregates may be

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used for the casting of plinth. The preparatory arrangement before pouring of grout ,
like dismantling of old concrete etc. shall remain the same as explained under Option-
I . Mixing & placement of grout shall be done strictly as per guidelines provided in
technical data sheet, related procedure and practices. Placement shall be done in
two layers at an interval of 3-4 hrs to complete the overall thickness of 400 mm to
minimise the impact of exothermic activities. Curing compound (Concure WB/CICO
Curefree-MWP or approved equivalent material) shall be applied on hardened
surface after 3-4 hrs. The grout normally attains comp strength > 45 MPa in 3 days.
Any dynamic loading is recommended after achieving a compressive strength of 48
MPa of the representative sample or 3 days whichever occurs later.
Note 1: Concrete Grade M70 necessarily mean the compressive strength of cubes
@ 28 days shall be between 78-80 MPa under laboratory testing condition. This shall
require addition of micro fines in addition to normal OPC in the mix proportions.
Note 2: In case of partial casting of a plinth block (under the category ”Major
Damage”) , the vertical surface of the old concrete shall be applied with an Epoxy
Resin concrete bonding agent like Nitobond EP or approved equivalent material for
better bonding between old concrete and new concrete/grout material .
Note 3: For repairs under the category “Major” which may warrant re-casting of entire
plinth block, Epoxy Resin is not considered as an option due to limitations related to
higher thickness, surface area and volume of grout needed in single pour.
Note 4: In case of any derailment, anchor bolt(s) may get damaged which need to be
extracted through core drilling and subsequently new anchor(s) needs to be installed.
The details of this procedure are covered in the earlier part of this chapter under
clause 1.3 B.
10.8 Defect marking convention
Defects under around anchor bolts and under base plates are of particular importance
to trackwork.
Tools and Equipment
Generally the following tools and equipment of an acceptable quality and purchased
from approved manufacturers are to be used by the Maintainer:-

• Mixing vessel
• 1 KW slow speed drill, 400 or 500 rpm
• Mixing Paddle
• Disc Cutter

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• Concrete Grinding Disks

• Handheld hammer drill
• Electric/pneumatic breaker, needle gun or hammer and chisel
• Wire brush
• Marker chalk or pen
• Measuring jug
• Roller, brush or knapsack type spray equipment
• Hand trowel
• Wooden/steel/plastic float and finishing sponge
• Injection equipment
All the above mentioned proposed equivalent material and the associated working
procedures which recommended by the manufacturer / supplier shall be subject to
approval prior to commencement of repair activity.
The Mock-Up and/or First Article Inspection shall be conducted to verify the quality
of remedial repair, all participants include workers, foreman, superintendent,
supervisor, site engineer shall be very well familiar with the material quality and
working procedures.
The authority to conduct the necessary assessment or evaluation shall be obtained
the approval prior to the same activity.
All the repair works shall be well recorded upon approved template, the according
quality documents shall be maintained for traceability.

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CHAPTER – 11

11. Actions in case of emergencies and natural calamities

11.1 General
11.1.1 Observance of General Rules-
An “accident” means any occurrence which causes or has the potential to cause
death or injury to staff, passengers or other persons or cause damage to the property
of the, Mumbai Metro Line 7 passengers or other persons.
An “incident” means any occurrence which causes delay or disruption to passenger
services.
All the incidents and accidents shall be reported by Mumbai Metro Line 7 and Line
2A employee concerned or any other person who notices it, with utmost expediency
to the OCC Controller or the nearest Station Controller as soon as practicable. On
receipt of a report, the Station Controller shall inform the OCC Controller and vice
versa.
Staff must deal with accidents and emergencies expeditiously and with the following
priorities:

• Save life, prevent further injury, and alleviate suffering.

• Protect Mumbai Metro property and equipment.
• Take steps for preservation of clues.
• Inform the public of the effect on train services and the availability of alternative
transport facilities.
• Restore the safe operation of the train services as quickly as practicable.
• Restore normal services.
In case of accidents, arrangements for medical aid, evacuation of sick, injured
passengers, access for ambulance, staff and vehicles shall be made and included as
per the provisions specified in special instructions.
In the event of serious accident, the Chief OCC Controller may, in consultation with
senior management declare the situation an ‘emergency’, as per the provision
specified in special instructions.
A senior member of the management shall be appointed as an emergency officer and
shall set up an emergency control either at operation control centre or at the site
depending on the nature of the occurrence.

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The emergency officer shall be in over all charge of all the Mumbai Metro resources
of staff and materials for the handling of the emergency and the coordination between
the Mumbai Metro7 and external emergency agencies such as Fire Service,
Ambulance, Mumbai Police, Municipal Corporation of Greater Mumbai and other
Government Departments.
Report of Accident to Mumbai Metro Emergency Officer
The following information shall be submitted to Emergency Officer in case of
incidents:

• Date and time of the Incident.

• Station at or stations between which the accident has occurred.

• Location at which the accident has occurred.

• Number and description of the train or trains involved.

• Particulars of loss of life and injuries to passengers and staff.

• Nature and cause, of accident, if known.

• Damage to track, Works, Bridges, Overhead equipment, signal and interlocking

gear, Rolling Stock if any.

• Probable duration the line may be blocked.

• Whether evacuation is required

• Assistance required (if any) such as Medical assistance, break down train etc.
11.2 Duties of P.WAY Officials or Equivalent Officials during Accidents
11.2.1 Proceed to site-

• On receipt of information of the occurrence of an accident resulting in damage to

any part of the track/viaduct and affecting the free passage of trains, the concerned
Manager / Asst. Manager (P.WAY), and Engineer (P.WAY) or any equivalent
designations, respectively, to proceed to the site of accident with the available staff
of Technicians and labor, by the quickest available means. On their way, they
should collect information about the extent of damage to track / viaduct and
arrange for movement of any additional resources required for restoration.
• Make a quick survey of the entire site including the track over which the train has
passed before incident/accident. Note down any unusual features observed.

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• Render First Aid to injured persons and take action to save lives with the
assistance of the available staff, and/or volunteers available on the train or near
the site of accident.
• Convey information through the quickest possible means giving details of the
accident and the nature of assistance required to the Controller/Stations on either
side. The information shall be updated to OCC controller / Station controller from
time to time.
• Preserve and Safe-guard all clues of probable cause of accident.
• Until such time as relief and assistance arrive, and he is replaced by more senior
official, the senior most official present must take charge. He must ensure that the
accident has been reported properly to the OCC Controller or the Station
Controller and relief, if required, is asked for and shall arrange to:-
(1) Collect all the available men and volunteers at the site;
(2) Allot duties to each as best as possible under the prevailing circumstances;
(3) Allot duties to Police and the Security staff, and
(4) Organize relief with the assistance of volunteers/available staff.
11.2.2 Preliminary clearing operation –
In all instances in which the means taken for the restoration of communication are
likely to obliterate marks on the rail and other evidence needed at a joint inquiry, the
senior official who arrives first on the spots should carefully examine the track, train
or vehicle and as soon as possible make notes, sketches, take snaps etc. and hand
over the same to his superior or produce them at the inquiry.
11.2.3 Attendance of Mumbai Police at Site-
The role of Mumbai Police will be governed by a separate document of Disaster
Management of the Maintenance Organisation.
11.2.4 Accidents due to Sabotage
In all cases of accidents, the cause of which might be due to sabotage, it is essential
that the clearance and restoration operations are not commenced till the Mumbai
police officials arrive at the site and intimate their agreement to the commencement
of clearance and restoration work, after making thorough investigations. A factual
note of the conditions obtaining at the site prior to restoration work should be
prepared and signed jointly by the senior most officer of Mumbai Police and
respective Mumbai Metro officials at the site. In the event of any difference of opinion
between the Mumbai Police and Mumbai Metro officials at the site, such difference

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of opinion may be recorded on the joint factual note. This should not, however be
allowed to interfere with rendering of first aid to the injured, which is the first essential
in all accidents.
Recording of details and advice regarding restoration time: Incident Engineer should
arrange to record the details of the accident and prepare notes on any special
features bearing on its cause, which may be of help in the Inquiry. He should examine
the records to ascertain the date when track was last attended to.

11.2.5 Preservation of Clues

He should arrange to preserve all clues to enable reconstruction of the scene of the
accident. Photographs showing the details of damage to track and Rolling stock at
the site of accident should be taken wherever necessary; in case of suspected
sabotage, the photographs of the site of the accident showing the damage and
possible clues should invariably be taken.
In case of derailment/ accident, following operating particulars should also be
recorded wherever relevant Speed - The actual speed at the time of derailment from
the speedometer graph, the brake power of the train, particulars of Caution Order
issued to the train pilots etc.
11.2.6 Report to the GM Maintenance or any equivalent Designation
The Incident Engineer at the site of the accident shall after initiating measures for
restoring traffic, submit a brief report to the GM Maintenance or any equivalent
Designation with a copy to the GM Operations or any equivalent Designation which
will include the following particulars:

• Nature of the cause of accident, if known.

• Particulars of loss of life and injuries to passengers and staff.
• Extent of damage to track, Works and Viaducts.
• Probable time of restoration, when normal working is likely to be resumed.
A sketch showing important dimensions, positions of vehicles, tracks made by
derailed vehicles, marks on rail, particulars of condition of track for an adequate
distance in the rear of the point of derailment and any other information likely to be of
use in elucidating the cause of accident should accompany the report.
The Mumbai Metro Emergency Officer is responsible for the stand down of the major
incident which is a declaration of being safe to resume passenger service after a
major incident.
Before the stand down, the Mumbai Metro Emergency Officer must:

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− obtain the consent from the Mumbai Fire Service Liaison Officer and Mumbai
Police Incident Officer as appropriate,
− reach an agreement with the Responsible Engineer after ensuring the incident
area is ready to resume the traffic operation,
− obtain a Service Restoration Certificate from the Responsible Engineer ,
− inform the Chief OCC Controller.
11.3 Unusual Occurrences Fire and smoke

All Mumbai Metro Line 7 and Line 2A employees shall be conversant with the location
and use of fire alarms and fire-fighting equipment at their place of work.
All Mumbai Metro employees observing the smoke of fire shall raise the alarm by
means of the equipment provided or by informing the Station Controller and OCC
Controller as may be most appropriate and expeditious.
11.4 Flooding
Any train operator or Station Controller or the other member of the staff who observes
water accumulating on the track shall report to the OCC Controller giving as much
detail as possible with respect to location, distance of track affected, and level of
water with respect to the rail. The OCC Controller shall inform all trains required to
pass through the area and shall ask train pilots to give report about the state of the
water level and if the water level is below the level of rail fastenings, the Train
Operator shall reduce the speed of train as per instructions from Traffic controller,
when passing through the affected area.
If the water level rises above rail fastenings, passenger train service shall only be
permitted under special instructions.
11.5 Earthquake
Whilst it is considered unlikely that a severe earthquake will affect the railway during
its design life the coastal area of Mumbai may get affected by small earthquakes,
therefore a possibility of a minor to severe earthquake affecting the railway cannot be
totally discounted. As a result the maintenance and inspection criteria for such an
event have been included below.
11.5.1 Operation Requirement Due to Earthquake
As soon as the earthquake is reported to or felt by the OCC control centre, following
steps should be ensured –
(1) Stop train operation when earthquake is reported or felt.

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(2) The information shall be given to all the concerned divisional heads to carry out
the thorough inspection of the tracks and other track side installations.
(3) After confirmation of condition of tracks, structures, OHE and other installations by
emergency patrol, re-start the train operation with patrol inspection riding if
necessary, and speed up as per OCC instructions. The re-start speed shall
normally be 40km/h, but shall be lowered under one of the following cases:
− rainfall ≥120mm during last 24-hours
− rail temperature RT ≥55°C
(4) After re-starting of train operation, the train riding inspection results shall be
reported to OCC and higher authorities for decision on further speed relaxations.
11.5.2 Patrol Inspection Requirement in case of Earthquake
The patrolling inspection after earthquake shall be carried out by walking on the line
and visually inspecting the track structure and other track side installations. The
points to be seen during the inspection are as under –
− The general condition of track viz-a-viz alignment, levels- longitudinal as well as
cross levels, settlement of track if any, leaning of OHE masts, breakage of OHE
wires, any visible cracks in the deck slab structure or concrete plinth and such
other aspects shall be looked into.
− The viaduct piers and their visible foundations shall be checked to see if there is
any visual sign of settlement or lean. Also the structure shall be checked for cracks
if any. The girder seat shall also be checked for any visual signs of displacement
if any. For this inspection, a separate team shall be deputed from under the tracks.
− The adjacent structures near viaduct and track alignment like high-rise residential
buildings, commercial/ industrial buildings shall also be visually observed for any
abnormalities. The information on any collapse or leaning or cracks etc on such
buildings shall be gathered from the surroundings and also from local agencies to
ensure safety from these buildings.
− The station and depot buildings shall also be thoroughly checked for any visual
signs of abnormalities. The roofs, walls, steel structures, glass facades, plumbing
installations, fire fighting systems, important equipments and installations etc shall
be checked for any abnormal conditions.
− The observations shall be recorded along with the inspection and shall be
submitted to the higher authorities for scrutiny and further decision on train
operations and also for detailed investigation of structures by specialists.

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11.6 Obstruction found on track

When obstruction is found on the track, the information to that effect shall be given to
OCC controller and/or Station controller immediately by the person detecting it. OCC
controller/ Station controller shall immediately stop the train operations at the affected
location and arrangement for clearing the obstruction shall be initiated. The train
operations shall be started after ensuring the clearing of the obstruction.
11.7 Train Pilots report on defects in track

When a train pilot observes any defect or irregularities or unsafe condition in the track,
he shall report about the same to the OCC Controller immediately. The OCC
Controller shall assess the condition and shall block the section concerned and inform
P.WAY division or equivalent division. No train shall be admitted on the section
concerned, until the location is inspected and certified by the P.WAY official not below
the rank of Engineer that the section is safe for the passage of trains, specifying the
speed restriction, if necessary.
11.8 Abnormal occurrences attributable to Rolling Stock
Whenever distortion of track or any other abnormal occurrence attributable to rolling
stock is noticed, the P.WAY official shall:

• Immediately report the matter to the OCC Controller and impose speed restriction
if necessary.
• Make a careful examination of the affected track with a view to finding out if any
inherent weakness or defects in the track which might have contributed to the '
abnormal occurrence', Particulars of defects should be noted in detail.
• Attend to defects as necessary and having done this, remove or modify the
restriction as necessary.
• Submit a detailed report.
11.9 Other unsafe conditions
All Mumbai Metro Line 7 and Line 2A Maintenance employees in general and in
particular, Train Pilots and Station Controllers shall keep a look out for unsafe
conditions on or in the vicinity of the railway track which may be as follows:-

• damaged or dislodged fixed equipment within the metro railway right of way,

• broken or buckled rails;

• displaced or damaged overhead traction power conductors; construction activities

adjacent to the track including use of cranes which can swing over the track;

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• road accidents which might cause or have caused damage to viaducts;

• road accidents which might cause or have caused vehicles or their loads to
encroach on the metro railway right of way; and

• Any other obstruction on the track.

11.10 Action to be taken on receipt of reports of any abnormality on track

The P.WAY official or any equivalent official on receipt of such information shall
proceed as quickly as possible to site, carry out the inspection of the length of track
reported on and record particulars in detail. He shall then arrange to rectify the
abnormality in the track, if any, and impose speed restriction if required or modify the
restriction if already imposed, as found necessary and submit a detailed report.
11.10.1 Repairs to Damaged Track

Repairs to the track should in the first instance, be kept to the minimum necessary to
restore traffic with the least possible delay, the required materials being expeditiously
arranged for. During non-service hours, the track should be restored to its proper
standard.
11.10.2 Records of Accidents / Unusual Occurrences
Apart from individual case files, details of all important incidents i.e. accidents,
breaches, washouts and subsidence of track etc. shall be carefully recorded with
complete particulars in the Section Register by Engineer P.WAY or any equivalent
official.

Records of all the accidents should be maintained systematically in the office of

Manager (P.Way) or equivalent designation, so as to facilitate supply of statistical
and other information as may be required.
11.10.3 Materials for Emergencies
Arrangements should be made to stock sufficient quantities of rails, sleepers,
fastenings, turn out components and other essential materials in the store. These
materials shall be stored as an emergency stock and shall not be used except in an
emergency. In case of its use in emergencies, the material used, should be recouped
at the earliest.

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CHAPTER – 12

12. Track Recordings

12.1 General
Inspection by foot trolleys, motor cars and rear vehicles enables the permanent way
staff to carry out assessment of the quality of track. These inspections, though
important, are qualitative and enable assessment based on individual experience.
Objective assessment of track is done by recording cars, portable accelerometers
etc.
12.2 Portable Accelerometers
The portable accelerometers are convenient and handy to record the vertical and
lateral accelerations and can also be used for measuring the vertical and lateral ride
indices. Portable accelerometers use transducer converting the oscillations to
electrical signals which can be recorded electronically and processed on a computer.
12.3 Operation
The OMS Accelerometer is kept in the cabin of locomotive or on the coach floor, as
close to the bogie pivots as possible. It is preferable that same coach and the same
vehicular position are used in successive runs. The accelerations recorded are
transferred to electronic recorder and are readable on the LCD display on real time
basis. The stored data can be downloaded on TMS Computer for maintenance
planning.
Locomotive: A locomotive or engine is a rail transport vehicle that provides the motive
power for a train. A motor coach is akin to a locomotive in metro trains.
Coach: A coach or train car is a rail vehicle. Coaches are of two types, Motor Coach
or Trailer Coach.
This equipment measures the Track Performance by measurement of vehicle
response in terms of vertical and lateral accelerations. The real time output of the
equipment is in the form of value of peaks exceeding the limiting value, their location
and Ride Index. These values are available for both vertical and lateral accelerations.
OMS-2000 is Micro-processor-based system for measurement of speeds, vertical
and lateral accelerations on loco floor or coach floor as well as sperling riding index.
These three parameters are monitored in real time and results are produced in the
form of a printout on a numeric printer. Whenever any of the above parameters

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exceeds a preset limit, complete exception report is printed out and an audible alarm
is given. The speed of the train is measured using a tachometer, which is driven by
a flexible shaft connected to the wheel. In case it is not possible to connect a
tachometer, the average speed in a kilometer is calculated by considering the time
taken in travel for a kilometer. The vertical and lateral acceleration levels on the coach
floor are monitored using the two accelerometers mounted in transducer assembly.
There is built-in instrumentation amplifier to condition the accelerometer signals. The
ride index is calculated according to the Sperling formula. The values of Speed,
acceleration peaks above specified limit and the vertical and lateral ride indices above
specified limit are printed on the numeric printer. Any two parameters may also be
displayed during the run. The reports generated by OMS-2000 can be used for
directing the track maintenance efforts to the exact spots where high dynamic, activity
has been noticed.
12.4 Frequency of recording
Once every 6 months
12.5 Recording of defects
To assess the track quality, vertical and lateral acceleration peaks exceeding the
values as per laid down standard are to be considered. In this regard, Indian Railway
Permanent Way Manual is to be referred.
12.6 Classification of track
To classify a continuous section’s track quality, the following criteria is to be used
(average total number of peaks/km)

Table 12.1: Classification of track

Very good <1

Good 1 to 2
Average >3

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CHAPTER – 13

13. Speed restrictions, Signages

13.1 General
In the case of emergencies and for carrying out the maintenance works, when the
requirements of safety warrant the commencement of the work, the P.WAY division
shall ensure that the works are carried out with the appropriate speed restrictions and
by erecting proper signals in the form of signages/ indicators at specified distances
according to rules, before commencing the work.
Precautions before commencing maintenance works - No person shall commence
any maintenance work without obtaining the permission to work form the OCC
controller. In addition, the employee shall also ensure that the necessary stop signals
like marker boards and hand signal flags/ lamps have also been placed/exhibited at
the prescribed locations.
Categories of maintenance works – Permanent way maintenance works can be
broadly divided into three categories –
(1) Category 1 -Works of routine maintenance, requiring no speed restriction and
involving no danger to trains or traffic.
These include works of routine maintenance such as through packing, picking
up slacks and overhauling of track etc. for ballasted tracks and casual and
isolated renewal of fastenings, lubrication of rails and likewise for ballastless
track.
(2) Category 2 - Works of short duration –
Works such as casual renewals of rails and sleepers, adjustment of creep and
lubrication of rail joints which are completed within the stipulated time duration
for routine maintenance and no restriction of speed thereafter is required, are
termed "works of short duration".
Hand-signal and banner flags, marker boards etc. shall be used at specified
distances to take care of safety to trains.
(3) Category 3 - Works of long duration –
Works such as renewal of track components in long stretch, any repair works for
viaduct structures or strengthening work of damaged concrete plinths and other
such works which extend over a few days, or weeks during which period a

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continuous restriction of speed is required to be in force, are termed as "works

of long duration".
Temporary fixed signals/ indicators shall be used at specified distances to afford
protection to trains. These works shall be carried out to a planned programme, about
which all concerned will be advised in advance.
Works under Category 1- When the works of category 1 are to be carried out, the
train movement, if any, can be allowed. Such works shall be carried out under (Permit
to Work) PTW on viaducts during non-revenue hours at night. The following
procedure shall be adopted in such cases for passing of trains-
(a) The stop marker board/ banner flag shall be placed at a distance of 30 m from
the place of working towards the direction from where the train movement is
expected. The stop marker board/ banner flag shall be placed on either side if
the movement is likely to occur from either direction.
(b) When the train movement is required to be carried out, the person carrying the
hand signal flag/ lamp shall first wait till the train stops at the stop marker
board/banner flag, and then shall remove the marker board/ banner flag from
across the track and shall signal the train pilot to proceed cautiously.
13.2 Works of short duration –
(1) Protection during PTW - Before commencing any work of such category the
Engineer P.WAY or authorized P.WAY employee or equivalent designation shall
obtain the PTW required for the work as per the process of PTW. The line, on
which the work is to be carried out, shall be protected in the following manner:-
(a) A stop marker board/ banner flag shall be placed at a distance of 30 metres
on either side of the place of obstruction, to show stop signals.
(b) The stop marker board shall not be removed from the track until completion
of the work and until the instructions are received from the Engineer P.WAY
or Equivalent Designation to do so. No train movement shall be allowed under
any circumstances.
(2) When the train can pass over the work spot at restricted speed during PTW, the
following protections should be adopted:-
(a) Signalman shall exhibit caution hand lamp/ signals at a distance of 30 metres
from the place of obstruction (if required, on either sides of work location). He
will also place a stop marker board/banner flag across the track at a distance
of 30m. When the train movement is required to be carried out, the person,
when instructed to do so by Engineer P.WAY or Equivalent Designation,

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carrying the hand signal flag/ lamp shall first wait till the train stops at the stop
marker board/banner flag, and then shall remove the marker board/ banner
flag from across the track and shall signal the train pilot to proceed cautiously.
(b) If the train movement is expected from other direction also (Which may be the
planned movement under PTW), the stop marker board/banner flag shall be
placed at a distance of 30m on other side of the work obstruction.
(c) The signalman shall again give signal to train pilot to proceed with normal
speed when train has passed the site of work completely.
(d) The train movement in these cases shall only be planned under PTW and
shall be at the discretion of the Engineer P.WAY on the understanding that
the nature of work to be carried out allows such movement during the course
of PTW.
It is more related to operational methods during maintenance rather than
maintenance itself.
13.3 Works of long duration –
(1) Preliminary arrangements –
(a) For doing such works the P.WAY division or Equivalent Division will arrange to
plan the work in consultation with the Operation direction and for arrangements
of required PTWs as per the requirement of work.
(b) The P.WAY Division or Equivalent Division shall be responsible for the Safety
precautions wherever necessary and sending Safety Certificate on completion
of such works.
(c ) The Engineer P WAY or Equivalent Engineer shall obtain permission to
commence work from GM -Maintenance or Equivalent Designation and shall
arrange to commence the work when work is proposed to be done under PTW
on the day of block and issue a notice to the Station Controllers on either side
of the work location.
(d) Caution orders will be issued by OCC Controller/ Depot Controller/ Station
Controller concerned as necessary.
(e) The necessary temporary fixed signals/ Indicators as prescribed shall be
provided.
(f) In an emergency, when it is necessary on considerations of safety, the Engineer
P.WAY, or Authorised Metro employee may commence such work before
issuing the notice, under the protection of hand signals and banner flags. As

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soon as possible, he should issue the notice and replace the hand signals and
banner flags by temporary fixed signals/ indicators.
(2) Protection of line at work location -

(a) In case where stop dead restriction is to be imposed when restriction is to last
for more than a day, the following temporary indicators shall be exhibited at the
appropriate distance :-

(i) Caution indicator.

(ii) Stop indicator.

(iii) Termination Indicator

(b) In case where the train is not required to stop (non-stop restriction) and the
restriction is likely to last for more than a day the following temporary indicators
shall be exhibited at the appropriate distances:-

(i) Caution indicator,

(ii) Speed indicator,

(iii) Termination indicators.

Note:

(i) The details of Indicators and their appropriate distances are detailed in the
following section.

(ii) When during the course of the work, on consideration of safety it is not
desirable to pass trains over the site of work for the time being, the track
shall be further protected by hand signals and marker boards/banner flags,
by the authorised P.WAY employee.
(3) Track Signs/ Indicators General
Track signs are provided by the side of the track to convey information about various
track features for the guidance of train operators, inspecting officials and other staff.
Besides pin pointing specific locations, they also help in maintenance operations as
an aid to metro staff in the discharge of their duties.
13.4 Types of track signs
Track signs can be classified into:

• Signs or Indicators depicting physical features

• Signs or Indicators for speed restrictions.

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13.4.1 Indicators Depicting Physical Features

1. Kilometer Markers:
These markers shall be provided at every kilometer. All such markers shall be erected
as shown in Fig- 13.1. On the rail corridor, these should be installed along the parapet
wall of viaduct for ballastless track and on the cess for ballasted track.
2. Curve Reference Markers for Vertical Curves:
These markers shall be provided at every change of gradient of track and vertical
curve as per Fig. 13.2 to indicate the details of gradients and vertical curves.
3. Curve Reference Markers for Horizontal Curves and Cant Indicators

• Markers shall be provided on each approach of the curve to indicate the beginning
and the end of the transition and circular curve. Fig 13.3 shows the details of curve
indicator.
• Super elevation or cant shall be indicated by painting its value on the inside face
of the web of the outer rail at every versine station.
4. Turnout Identification Markers:
These markers shall be provided at every turnout in depot and mainlines. The
markers shall give the details of turn out like Turn out no; angle of crossing, LH/RH,
radius of turn out etc. The typical turn out marker is shown in figure no 13.4.
5. Fouling Point Marker
Fouling point marker shall be provided between main line and diversion line or
between to diversion lines at a scissor crossover. These markers shall be placed
where the track spacing, i.e. distance between centre lines of two tracks, starts
reducing and becomes less than the stipulated minimum centre to centre distance
between two tracks. The typical fouling point marker is shown in fig no 13.5.
13.4.2 Indicators for speed restrictions
Whenever cautious driving at restricted speed is necessary as a temporary measure
for various reasons, like emergency repairs, planned repairs to track and allied
structures etc; the temporary indicators giving information to train pilots about the
details of speed restrictions to be observed shall be displayed along the track side by
the permanent way staff. These temporary indicators shall be exhibited in such a way
that the train pilots will get to know about the location with speed restriction in advance
so that they can act appropriately at the actual location of speed restriction.

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‘Caution indicator’ shall be provided at 200 meters before the location of actual speed
restriction to caution the train pilot about the speed restriction ahead. Figure 13.6
shows the typical caution indicator board.
‘Stop indicator’ shall be provided in case trains are required to stop dead and then
proceed with desired speed. In such cases, the stop indicator shall be provided at a
distance of 30 m before the actual location of speed restriction. The caution order
issued to train pilots shall specifically mention whether train pilots are required to stop
dead before negotiating the speed restriction zone for this purpose. Figure 13.6
shows typical stop indicator.
‘Speed Indicator’ shall be provided at the location where train pilots shall be required
to observe the speed restriction. The indicator board shall be placed 30m ahead of
the location and shall be painted with the number indicating the speed in KMPH
required to be observed by the train pilots. Figure no 13.7 shows the typical speed
indicator board.
‘Termination Indicator’ shall be provided at the end of the speed restriction zone to
indicate the train pilot about the resumption of normal speed. The termination
indicator shall be provided at a distance equal to one train length ahead of the speed
restriction zone such that the last coach of the train shall have crossed the location
of speed restriction when train pilot resumes the normal speed. Figure 13.7 shows
typical termination indicator.
All the indicator boards shall be provided along the track in such a way that they shall
not infringe the track kinematic envelop and shall be secured well with the rigid
structure so that they cannot be easily removed or get loosened due to wind flow or
vibrations of passing trains. All these signs shall be of retro-reflective type, which shall
be distinctly visible to train pilots during night time also.
Permanent speed restriction indicators-
(a) Permanent speed restrictions on section are notified in working timetables. The
speed indicators are erected to indicate to the train pilot the speed restrictions to
be observed due to some or the other reasons like weaker/non-standard track/
bridges, restrictions on curves, grades and points and crossings etc.
(b) The indicators to be used are similar to those used for temporary restrictions,
namely, caution indicator, speed/stop indicators and termination indicators. The
details of the indicators and the distance at which they are to be fixed are the
same as in case of temporary indicators.

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Board indicating speed over points-

Wherever the speed over the points, is less than the maximum permissible speed, a
permanent speed indicator should be fixed at the points.

Figure 13.1: Km Marker& Hectometer Board

Figure 13.2: Vertical Curve Indicator Board

Figure 13.3: Horizontal Curve indicator board

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Figure 13.4: Turn out indicator board

Figure 13.5: Fouling point Marker board

Figure 13.6: Caution Indicator and Stop Indicator boards

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Figure 13.7: Termination Indicator and Speed Indicator Boards

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CHAPTER 14

14 Ballast

14.1 General
Ballast is a high quality crushed stone with desired specification placed immediately
beneath the sleeper and performs the following functions

− distribute the load from the sleeper to the formation

− provide elasticity
− offers lateral and longitudinal stability to the track
− facilitates easy drainage and
− affords a convenient medium for packing the track to maintain line and level

14.2 Type of Ballast

Granite, quartz, trap, sand stone etc. is used as stone ballast.

14.3 Size
50 mm gauge stone ballast is used for all type of sleepers including points and
crossings.

14.4 Specifications
14.4.1 50 mm gauge ballast- physical properties.
14.4.1.1 Ballast should be hard, durable and s far as possible angular along edges, free from
weathered portion of parent rock, organic impurities and inorganic residues. Ballast
should conform to standard specifications. (Salient technical features of the
specifications are given in Annexure 14.1)

14.4.1.2 The following requirements should be ensured

− Aggregate Abrasion value - 30% max
− Aggregate Impact value - 20% max
− Flakiness Index - 50% max
− Elongation Index - 50% max

Particle Size distribution as under

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Square mesh Sieve Percentage Retained

65 mm 5% max
40 mm 40% to 60%
20 mm Not less than 98%

14.5 Ballast Profile / Sections / Depth of Cushion

14.5.1 Minimum depth of ballast cushion under the sleepers should be as under:

SG
− Main line (under lower rail) / Test Track 300 mm
− Depot (under lower rail) 250 mm

Ballast shoulder profile is shown in fig. 14.1 for Standard Gauge Tracks.

14.6 Bottom Ballast

14.6.1 This consists of a layer of ballast laid directly on to the prepared support structure. It
shall be laid in layers of loose ballast of maximum of 100 mm, each layer being
compacted by a smooth vibrating roller with a minimum static load of 4 KN per 100
mm width or similar.
14.6.2 The bottom ballast shall not be more than 200 mm above the supporting structure.
14.6.3 The sleepers shall be laid out on the bottom ballast at the specified spacing. Track
may be pre-assembled into panels and the pre-assembled panels laid directly on to
the prepared bottom ballast.
14.6.4 When the top ballast is regulated, the track shall be lifted, levelled and aligned. The
top ballasting, regulating, tamping and lining by on track machines shall be repeated
in stages of maximum 50 mm until the track is at the desired horizontal and vertical
alignment.

List of Figure
Fig 14.1 Cross Section of Track with recommended ballast profile for Standard Gauge
List of Annexures
Annexure 14.1: Specification for Ballast

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Fig-14.1: Ballast Profile for SG Track

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ANNEXURE 14.1
SPECIFICATIONS FOR TRACK BALLAST

1. SCOPE
These specifications will be applicable for stone ballast to be used for all types of
sleepers on normal track, turnouts, and deck slabs etc.

2. DETAILED SPECIFICATIONS
2.1.1 Basic Quality: Ballast should be hard durable and as far as possible angular along
edges/corners, free from weathered portions of parent rock, organic impurities and
inorganic residues.
2.1.2 Particle Shape: Ballast should be cubical in shape as far as possible. Individual
pieces should not be flaky and should have generally flat faces with not more than
two rounded/sub rounded faces.
2.1.3 Mode of manufacture: Only machine crushed ballast shall be accepted.

2.2 Physical Properties:

2.2.1 Ballast sample should satisfy the following physical properties in accordance with
IS:2386 Pt.IV - 1963.
− Aggregate Abrasion Value : 30% max
− Aggregate Impact Value : 20% max.
2.2.2 The 'Water Absorption' tested as per IS 2386 Pt 111-1963 should not be more than
1%.

2.3 SIZE AND GRADATION:

2.3.1 Ballast should satisfy the following size and gradation:
a) Retained on 65mm Sq. mesh sieve 5% Maximum
b) Retained on 40mm Sq. mesh sieve 40%-60%
c) Retained on 20mm Sq. mesh sieve Not less than 98%
2.3.2 Oversize Ballast:
(i) Retention on 65 mm square mesh sieve: A maximum of 5 % ballast retained
on 65mm sieve shall be allowed and no deduction in payment shall be made for
this.

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(ii) In case ballast retained on 40mm square mesh sieve exceed 60% limit prescribed
in 2.3.1 (b) above, payment at the following reduced rates shall be made for the
full stack.
− 95% of payable rates if retention on 40mm sq. mesh sieve is between 60%
(excluding) and 65% (including)
− 90% of payable rates if retention on 40mm sq. mesh sieve is between 65%
(excluding) and 70% (including)
(iii) In case retention on 40mm square mesh sieve exceeds 70%, the stack shall be
rejected.
2.3.3 Under Size Ballast:
The ballast shall be treated as undersize and shall be rejected if:-
(i) Retention on 40mm sq. mesh sieve is less than 40%
(ii) Retention on 20mm sq. mesh sieve is less than 98%.
2.3.4 Method of Sieve Analysis:
(i) The screen for sieving the ballast shall be square mesh and shall not be less
than 100cm in length, 70cm in breadth and 10cm in height on sides. The following
tolerances in the size of holes for 65, 40 and 20mm sieve shall be permitted:
65mm Square Mesh Sieve, Plus/Minus = 1.5mm
40mm Square Mesh Sieve, Plus/Minus = 1.5mm
20mm Square Mesh Sieve, Plus/Minus = 1.0mm
The squareness of the individual hole in the sieves viz. 65,40 and 20mm should
be ensured. The sieves to be used for the ballast measurement shall be obtained
from suppliers approved by DMRC.
(ii) While carrying out sieves analysis, the screen shall not be kept inclined, but held
horizontally and shaken vigorously. The pieces of ballast retained on the screen
can be turned with hand to see if they pass through but should not be pushed
through the sieve.
(iii) The percentage passing through or retained on the sieve shall be determined
by weight.

3. METHOD OF MEASUREMENT:
3.1 STACK MEASUREMENT:
Stacking shall be done on a neat, plain and firm ground with good drainage. The
height of stack shall not be less than 1m. Top width of stack shall not be less than
1m. Top of stack shall be kept parallel to the ground plane. The side slopes of stack

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should not be flatter than 1.5:1 (Horizontal: Vertical). Cubical content of each stack
shall normally be not less than 30 cum. Each stack shall be numbered.

3.2 SHRINKAGE ALLOWANCE:

Payment shall be made for the gross measurement in stack without any deduction
for shrinkage/voids.

4.0 SAMPLING AND TESTING

A minimum of 3 samples of ballast for sieve analysis shall be taken for measurement
done on any particular date even if the number of stack to be measured are less than
that.
4.1 The test viz. determination of Abrasion Value, Impact Value and Water Absorption
should be got done through approved laboratories.
4.2 In order to ensure supply of uniform quality of ballast, the following norms shall be
followed in respect of sampling, testing and acceptance.
4.2.1 On supply of the first 100 cum, the tests for size, gradation, Abrasion value, Impact
value and water absorption shall be got done in any approved laboratory. Further
supply shall be accepted only after this ballast satisfies the specifications for these
tests.
4.2.2 Subsequent test shall be carried out as follows:
Supply in stacks
For stack of volume For stack of volume
less than 100 cum more than 100 cum
(a) Size and Gradation Tests
- No. of tests One for each stack One for each stack
- Size of one sample **0.0.27 cum **0.027 cum for every
100 cum or part there
of
(b) Abrasion value, Impact Value and Once on every 2000 Cum supply or as
Water Absorption test instructed by Engineer
@ Testing Frequency
** The sample should be collected using a wooden box of internal dimension 0.3mx0.3mx0.3m
from different parts of the stack.
@ These tests shall be done for purpose of monitoring quality during supply.
The above tests may be carried out more frequently.

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CHAPTER 15

15 SLEEPERS AND FASTENINGS

15.1 GENERAL
Sleepers perform the following functions:
- give firm and even support to the rails transfer the load imposed on the rails to a
wider area of ballast, and
- Act as an elastic medium between the rails and the ballast.
15.2 TYPE OF SLEEPERS
- Concrete Sleepers
15.3 CONCRETE SLEEPERS
15.3.1 General
Concrete Sleepers used in metro track are Mono block type. The rails seat is
designed to carry 60 Kg UIC rail. Fig 15.1A shows a standard mono-block sleeper for
Standard Gauge Track. The length of these sleepers, width & depth at the ends is as
under: -

Gauge(mm) Length Bottom Bottom Bottom Depth Depth Depth

(mm) Width at Width at Width at End at Rail at
End Rail Seat at (mm) Seat Centre
Centre
Standard 2500 280 250 220 220 208 155
Gauge

15.3.2 Specifications for Concrete Sleepers

Concrete Sleepers are manufactured in a sleeper plant as per prescribed design
criteria. The upper surface and Rail Seats shall be free from pores and hair cracks.
Rail Seats shall have a smooth and even surface. The inserts shall be embedded
and fixed at the correct location. The dimensional tolerances shall be checked by
suitable templates and gauges. The finished sleeper shall not have a variation of
more than ± 2mm gauge. The sleepers are designed following in principal guidelines
of Indian Railways for mono block PSC sleepers.
15.3.3 Stacking and handling of Sleepers
Sleepers shall be stacked on a hard surface and each stack shall not have more
than 20 units vertically. Soft wooden packing pieces shall be placed at each rail seat

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to prevent Contact between the insert and the sleeper above. Concrete sleepers
should be preferably handled mechanically to prevent it from getting damaged.
15.3.4 Fastenings for concrete sleepers
Elastic rail clip is an elastic resilient type fastening used in concrete sleepers. The
clip is made from silica manganese spring steel suitably heat treated. Once in
position, it exerts adequate toe load to prevent relative longitudinal movement of the
rail on the sleeper. The clip can be driven with clip applicator.

Elastic rail clip Mark III to RDSO Drawing no. T.3701 is a fastening used with concrete
sleepers. SGCI inserts are placed in concrete during manufacture of the sleepers.
The elastic rail clips are placed in the holes of these inserts.
15.3.4.1The main components of a mono block concrete sleeper with elastic rail clip assembly
are:
- 4 SGCI inserts.
- 2 Grooved rubber pads to RDSO Drawing no. T-3711
- 4 Glass filled nylon insulating liners to RDSO Drawing no. T-3706
- 4 Elastic rail clips (Mark III) to RDSO Drawing no. T-3701
Fig.6.2 shows assembly at rail seat of the concrete sleeper.
15.3.4.2 In order to ensure that the correct toe load is exerted, the clip shall be driven so that
its outer leg is flush with the outer face of the insert.
15.3.4.3 In order to provide additional lateral resistance on sharp curves with LWR/CWR track,
anchoring spades as per Fig. 6.3 is provided.
15.3.4.4 Concrete sleepers are specifically designed for standard gauge by DMRC. The
Elastic Rail Clips are procured to specification IRS T-31-1992 to RDSO drawing no.
T-3701.
LIST OF SKETCHES
Fig.15.1 Standard Mon block Concrete Sleeper for Standard Gauge
Fig.15.2 Concrete Sleeper Assembly with elastic Rail clip assembly
Fig. 15.3 Inspection Bay Column Line
Fig. 15.4 Embedded Track

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 Figure 15.1: Standard Mono Block Concrete Sleeper for Standard Gauge
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Figure 15.2: Concrete Sleeper Assembly with Elastic Rail Clip Assembly

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 Figure 15.3: Inspection Bay Cloumn Line
Page /225C
 Figure 15.4: Embedded Track

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CHAPTER 16

16 MAINTENANCE RULES FOR BALLASTED TRACK

16.1 GENERAL
16.1.1 Works required for maintaining the track to prescribed standards can be divided
mainly into two categories. These are:

‐ Maintenance of track components

‐ Rectification of track geometry
16.1.2 Rails, concrete sleepers, elastic rail clips, rail pads, ballast and turnouts constitute
the various components of ballasted track. This track structure being heavy requires
heavy duty on track tampers or off track tampers for maintaining its track geometry.
Machine maintenance is thus a must for ballasted track which can be only under
‘track’ possession.
16.2 MAINTENANCE OF TRACK COMPONENTS
16.2.1 Rails
For Depots 60 kg ,880 grade UIC60/60EI Rails are used. Aspects of rail maintenance
are covered in Chapter 17.
16.2.2 Elastic rail clips
16.2.2.1 The fore most function of elastic clips is to provide required toe load for holding down
the rail on the concrete sleeper. The clip is required to offer creep resistance as the
rail tends to move due to thermal expansion, construction and longitudinal forces due
to accelerations and braking. An ideal fastening system would be the one where the
creep resistance would be nearing the ballast resistance. ERC Mk-III adopted in the
metro system for at grade corridors using concrete sleepers offers a toe load in the
range of 850-1100kg with a design deflection of 13.5mm. Depending upon the quality
of steel used, the toe load comes down with the passage of time. A toe load
measuring device is used to measure the toe load to keep track of the efficiency of
elastic rail clip. Fastening with lower toe load though would not pose any safety
problems but would need long breathing length to withstand the thermal forces thus
increasing the maintenance efforts in terms of REJ gap adjustment, destressing etc.
16.2.2.2 The essential feature of the elastic rail clip is the correct driving of the clip so that leg
of the clip is flush with the face of the insert. Overdriving and under driving shall be
guarded against by the observations of the clips in position as over driving/ under

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driving causes eccentric load on the insulators (GFN liners) and results in their
displacement and variation of toe load. Clips shall be driven/taken out with clip
application extractor.
16.2.2.3 The periodicity of measurement of toe load shall be as under; -‐

- Toe load of ERC’s should be measured on 1% of ERCs randomly on every 100

Sleepers (On 4 ERCs on the same sleeper are to be measured)
‐ Initial testing of ERC’s should be done after 4 years of passage or 200GMT of traffic,
whichever is earlier. Subsequent testing may be done every 4 years or earlier
depending upon the requirement experienced. However, if 20% or more of samples
size records toe load below 600kg, both frequency of inspection and sample size are
to be doubled.
‐ If 20% or more of sample size record toe load below 400Kg, through fastening
renewal should be carried out.
16.2.3 Measures to prevent corrosion and seizure of E.R. Cs with SGCI inserts –
(a) Initial treatment –At the base depot, all the elastic rail clips and SGCI. Inserts
should be thoroughly cleaned. Grease to IS:408-1981(Specification for Grease No.
‘O’ Graphited) should then be applied on the central leg of the E.R.C. and eye of the
SGCI insert and then the clip should be driven at the time Initial laying.
(b) Lubrication of ERCs: Grease Graphite to the specification IS-408-1981 Gr. O
should be used for this purpose. This work should not be carried out during extreme
of summer and heavy rainfall. At a time ERCs should not be removed from more than
one sleeper. If for any reasons mass lubrication of ERCs is taken up, at least 15
sleepers shall be kept intact between any two sleepers taken up for lubrication of
ERCs at the same time. The ERCs should be cleaned by wire brush and emery paper.
The eye of the insert shall also be cleaned by suitable brush. After cleaning, grease
graphite shall be applied to the inside surface of eye of insert and leg of ERC.
Inside/Outside ERCs should be interchanged and fixed again.
(c) The lubrication of ERCs and insert at the time of initial laying should be done
100% and thereafter should be done once in a year in corrosion prone areas &
platform lines and once in two years in other areas.
16.2.4 Action in case of Derailments –
(1) When the damage is extensive and track is distorted in such a way that it is not
possible to pass traffic even at a restricted speed, the affected portion should be
isolated by introducing buffer rails on either end of the affected portion. The distorted

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track should be removed and replaced by track laid on single rail panels with available
type of rails and sleepers. The traffic should be restored at a restricted speed. The
section should then be converted to long welded Rails by using concrete sleepers
taking usual precautions as laid down in L.W.R. Manual.
(2) When the damage is not extensive and it is possible to pass traffic at a restricted
speed, suitable speed restriction should be imposed after assessing the damage to
track. Sleepers should be replaced as in the case of casual renewals taking
precautions as laid down in L.W.R. Manual. After all the damaged sleepers are
replaced, the affected portion and 100 meters on either side adjacent to it should be
destressed, and normal speed should be restored after consolidation.
16.2.5 Rubber pads
Rubber pad is an important component between the rail foot and the concrete sleeper
to provide cushioning effect between the two. The life of the rubber pad has been
found to be around 4-5 years. The major cause of deterioration of rubber pad has
been found to be its dislocation/ shifting from it rail seat due to inadequate pre-
reduced toe load results in inadequate pre- compression, thus necessitating renewal
of elastic rail clips and the rubber pads. Examination of rubber pads can be easily
done at the time of destressing.
16.2.6. Insulating liners – Nylon/composite insulating liners used with pandrol clip shall be
examined periodically for sign of cracking and breakage. Adequate care should be
exercised while driving the clip at the time of installation to prevent damage. On first
laying a small indentation on the nylon insulating liner will be formed due to the toe
load of the clip. This is not objectionable so long as the insulating liner does not crack
up. All cracked insulating liners should be replaced with fresh ones.
16.3 Maintenance of concrete sleeper track –
16.3.1 General
(a) Concrete sleeper track should pretend to be maintained by heavy on-duty track
tampers. In depots and non-running lines off track tampers is permitted.
(b) For spot attention/slack picking, multipurpose Tampers and Off-track Tampers
shall be used as a regular measure on Concrete Sleeper Track, in the following areas
of application:
Picking up slacks in isolated stretches.
Points and Crossing areas.
Approaches to bridges and level crossings.

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16.3.1 Buffer rail joints in LWR section,

As an interim measure, where Off-track tampers are not available, the packing may
be done with the help of Crowbar/ Beater, duly taking care that the concrete Sleepers
are not damaged.
16.3.2 Annual Systematic Attention on PRC track
In addition to machine tamping, the gangs will carry out annual systematic attention
to track from one end of gang beat to the other during work season. This will include
– (a) Examination of rails, sleepers and fastenings including measurement of toe load
of ERCs.
(b) Inspection of and attention to insulated joints, switch expansion joints etc.
(c) Packing of approaches of bridges, level crossings, breathing lengths of
CWR/LWRs and bad formation areas etc.
(d) Shallow screening of track.
(e) Minor repairs to cess of bank.
(f) Boxing and dressing of ballast.
(h) Replacement of damage/missing rubber pads, liners and ERCs.
16.3.3 Casual Renewal of Concrete Sleepers–
While carrying out casual renewal of Concrete sleepers, manual handling becomes
necessary, and precautions should be observed as below.
Manual unloading shall be done sleeper by sleeper. Wooden sleepers provided with
hooks at the top ends for gripping the side of the Dip lorry/truck shall be used as
ramps for sliding the sleepers down to the cess level. Damage by over-running shall
be prevented by placing the lower ends of the ramps either inside an old motor truck
tyre or between gunny bags filled with wood having’s and the sleeper allowed to move
down the ramp. Two men shall stand on the cess with crowbars planted into the cess
and control the downward sliding of the concrete sleepers
After unloading, the sleepers shall be placed on the cess approximately alongside
the final position. Where the width of the cess is sufficient, the concrete sleeper
should be kept supported by wooden blocks so as to be approximately at the same
level as in its final position in track. Individual concrete sleepers may be transported
conveniently on a rail dolly.
In addition, the provisions of L.W.R. Manual regarding the precautions to be taken for
casual renewal of sleepers shall be followed. Special care shall be taken to
consolidate the shoulders of the ballast section after renewal of the sleepers.

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16.3.4 Corrosion of Steel in Concrete Sleepers –

Both the ends of concrete sleepers should be painted with an approved type of
anticorrosive paint periodically to prevent corrosion of the exposed ends of
prestressing wires.
16.4 Through Packing–
(1) General–Through packing shall consist of the following operations in sequence.
The length of track opened out on any one day shall not be more than that can be
efficiently tackled before the end of the day–
(a) Opening of the road.
(b) Examination of rails, sleepers and fastenings.
(c) Squaring of sleepers.
(d) Slewing of track to correct alignment.
(e) Gauging.
(f) Packing of sleepers.
(g) Repacking of joint sleepers.
(h) Boxing of ballast section and tidying.
Through packing is best done continuously from one end of a gang length towards
the other.
(2) Each of the above operations should be carried out as detailed below–
(a) Opening of Road–Ballast should be opened out on either side of the rails seats to
a depth of 50 mm below the packing surface without disturbing the cores under
the sleepers. The ballast should be drawn by powrahs / shovels outwards and
inwards i.e., that portion of the ballast on the outside of the rail should be drawn
outwards, the portions between the rails being drawn towards the center, care
however, should be taken to see that the ridge between the rails does not project
more than 50mmaboverail level.
(b) Examination of Rails, Sleepers and Fastenings–
(i) Rails should be examined, the underside for corrosion, the ends for cracks,
the head for top and side wear, rail joints for wear on the fishing planes, fishbolts
for tightness. If rails on curves wear at an unusually rapid rate, lubrication of the
gauge face should be done. Rust and dust must be removed from the corroded
rails by using wire brushes; kinks in rails should be removed by jim crowing.
(ii) Sleepers should be inspected for their condition and soundness particularly
at the rail seats. In case of wooden sleepers, plate screws, spikes and fang-
bolts should be examined for their firm grip. Sleepers should be checked for split

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and decay.
Fastenings and fittings should be examined to ensure that they are in good order,
appropriately tightened so that they firmly hold the rails. Broken ones should be
replaced immediately.
(c) Squaring of sleepers– Gauge variations and kinks inevitably result from sleepers
getting out of square.
(i) The spacing of sleepers on the sighting rail should first be checked and
correctly chalk–marked. Corresponding marks should then be made on the
other rail using the square at every point. The core of sleepers that are out-of-
square should then be ‘picked’ with the pick ends of beaters, the fastenings
loosened, and the sleepers levered and squared to correct position.
(ii) Squaring should be done by planting the crow bars firmly against the sleeper
and pushing it. Under no circumstances should sleepers be hammered.
Sleepers that are squared should be re-gauged im m ediat ely, the
f ast enings tightened and repacked.
(d) Slewing of track to correct alignment–
(i) Heavy slewing will only be required during realignment of curves when it will be
necessary to loosen the rail, joints and in case of steel sleepers and cast-iron
sleepers to loosen the fastenings, the packing cores being broken with the pick-
end s of beaters. Slewing for normal maintenance will be of a small order and
should be done after opening out the road, loosening the cores at ends and
drawing out sufficient ballast at the ends of the sleepers.
(ii) Slewing of track shall be directed by the Mate who on straights should sight the
rail from a distance of 30 to 60metres.On curves, he should sight the outer rail.
Slewing is best done in the morning unless it is cloudy, as later on, sighting
conditions become unfavorable.
When slewing, the crow bars should be panted well into the ballast at an angle
not more than 30 degrees from the vertical; otherwise lifting of the track may
result.
(e) Gauging–(i) Preservation of gauge is an important part of track maintenance
especially through points and crossings. For good riding, the basic requirement
is uniform gauge over a continuous stretch of track and such gauge should be
allowed to continue so long as it is within the permissible limits of tightness or
slackness.

P a g e | 231
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

(ii) Gauging should only be done after ensuring that sleepers are truly square.
Standard keying hammers shall always be used. Beaters and heavier hammers
should not be used, as this causes over driving of keys and strained lugs on
metal sleepers.
(iii)The track gauge should be held firm with one lug against the base rail, and
the other end being swiveled over the opposite rails. The tightest position
obtained determines the correct point to test the gauge. The gauge should not
be forced as that causes considerable wear on the gauge lug.
(iv) The track gauge should be adjusted to correct gauge on the rail opposite to
the base rail. The required slackness on sharp curves should be
attained by using liners of the requisite thickness against the lug of the gauge
in the case of ordinary track iron gauge.
(f) Packing of sleepers–
(i) The aim of packing is to have each sleeper firmly and uniformly packed to
ensure that the rails are at their correct relative levels i.e., level on the straight
track and to the required cant on curves and that no sleeper has any void
between it and its bed.
(ii) Before packing is commenced, it is necessary to ensure that the
chairs/bearing plates are firmly fixed to the sleepers and the rails are bearing
on the chairs/bearing plates. In case of rails resting directly on sleepers it
should be ensured that there is no gap between the bottom of the rail and top
of the sleeper.
(iii) The base rail shall be sighted by the Mate with eye along the lower edge of
the head of rail and any dip or low joint lifted correctly. The adjacent sleepers
should then be packed and the top checked. After two rail lengths have been
attended to, the rail on the other side should be brought to the correct level by
checking cross level with the straight edge and spirit level or gauge-cum-level
at every rail joint and at every fourth sleeper. The next two rail lengths should
then be taken up and the process continued.
(iv) No joint or dip should be lifted higher than the proper level in the expectation
that it will settle to the correct level. Instead, it will settle more under traffic as
a result of being high and cause rough running.
(v) Having aligned the track and adjusted the ‘top’, the Track Maintainers should
be distributed in batches of two for packing all sleepers in asystematic manner,
commencing from one end. Four men should deal with every sleeper

P a g e | 232
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

successively, two at each rail seat. The ballast under the sleeper should be
packed by the men standing back-to-back and working their beaters diagonally
under the rail seat at the same time to ensure firm packing.
(vi)It is important that men should thoroughly ‘break’ the cores with the pick-
ends and then use the blunt-ends (head-ones), as otherwise, uniform
packing will not be achieved and elasticity of the road-bed affected. After
packing the rail seat, the packing should be continued outwards and inwards
to the requisite extent on each side of the rail seat.
(vii) Care must also be taken while packing to ensure that the work does not result
in the sleepers adjoining those being packed, lifted off their bed, thus creating
artificial voids under them.
(viii)The packing on the inside and outside at every rail seat should, before boxing
the track, be checked by the Mate by tapping with a wooden mallet or a canne-
a-boule. A hollow sound would indicate defective packing which should be
attended to again.
(ix) As soon as the packing is completed, slight distortions in alignment and top
should be checked and corrected by the Mate, the sleeper disturbed for this
purpose being finally repacked.
(g) Repacking of joint sleepers– The joint and ‘shoulder’ sleepers should be repacked,
before boxing is done and the cross-levels at joints checked. The rail joint being
the weakest portion, firmness of its support is essential.
(h) Boxing to Ballast section and Tidying–
(i) After completing the preceding operations in sequence, clean ballast should
be worked in with ballast forks or rakes. The ballast section should be dressed
to the specified dimensions, a template being used for the purpose. Hemp cords
6mm dia. of sufficient length should be used for lining the top and bottom edges
of the ballast section. Where the quantity of ballast is inadequate, full section of
ballast should be provided near the rail seat, the deficiency being reflected along
the centre of the track and not under the rails or in the shoulders.
(ii) The cess should then be tidied up where earth ridgings existing at the edge of
the bank, this should be removed. Cess should be maintained to the correct
depth below rail level according to the ballast-section and formation profile. Too
high a cess affects drainage; too low a cess results in ballast-spread and
wastage.

P a g e | 233
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure A: Drawings of Various Components of Pandrol DRBA Fastening

P a g e | 234
08/08/2006

08/08/2006
18/03/2010

22/03/2010
26/04/2010

26/04/2010
14/06/2011

14/06/2011
 1 2 3 4 5 6 7 8 9 10 11 12 THIS DRAWING HAS COPYRIGHT
60 70 C
30 0 10 20 30 40 50 WHICH IS OWNED BY PANDROL
LIMITED.
NEITHER THIS DRAWING ITSELF NOR
ARTICLE NOR COMPONENT
ILLUSTRATED THEREIN MAY BE
REPRODUCED IN WHOLE OR IN PART,
IN ANY FORM WHATSOEVER WITHOUT
PRIOR WRITTEN AUTHORITY FROM
PANDROL LIMITED. THIS DRAWING
A HAS BEEN DELIVERED ON THE
UNDERSTANDING THAT IT IS NOT USED
IN ANY WAY AGAINST THE INTERESTS
OF PANDROL LIMITED AND WILL BE
RETURNED ON DEMAND.
"PANDROL" IS A REGISTERED TRADE
MARK. "PANDROL" BRAND "PR" CLIPS,
TYPE "E" CLIPS AND "PANDROL -
FASTCLIP" ARE SUPPLIED EXCLUSIVELY
BY PANDROL LIMITED, THEIR
490 SUBSIDIARIES AND ASSOCIATES
WORLDWIDE.

TECHNICAL INFORMATION
390±1 ALL DIMENSIONS IN ORIGINAL SCALE

MILLIMETERS 1:1
B
GENERAL TOLERANCES UNLESS
OTHERWISE STATED
TO : ± > :±
> TO : ± ANGLES: ± °
MATERIAL/FINISH

- 1
SEE NOTE
Z Z -

DRAWN WITH REFERENCE TO BS.8888

IF IN DOUBT, ASK!
DO NOT SCALE

73±1 166 COPY STATUS

THIS COPY, ALTHOUGH
CORRECT AT THE DATE OF
4x ISSUE, WILL NOT BE KEPT UP
( 28) TO DATE. PANDROL BRAND
COMPONENTS ARE UNDER
CONTINUOUS DEVELOPMENT.
SPECIFIC VARIANTS USUALLY
NEED TO BE DEVELOPED TO
SUIT SPECIFIC APPLICATIONS
AND COMPONENT PARTS WITHIN
AN ASSEMBLY NEED TO BE
D MATCHED TO EACH OTHER TO
ENSURE SUCCESSFUL
PERFORMANCE. CUSTOMERS AND
THEIR PROFESSIONAL ADVISERS
INTENDING TO SPECIFY
PANDROL BRAND ASSEMBLIES
SHOULD REFER TO PANDROL
TO CHECK THAT THE DRAWINGS
USED AND THE COMPONENTS
PROPOSED ARE STILL CURRENT
AND CORRECT FOR THE
INTENDED APPLICATION.
MANUFACTURERS SHOULD CHECK
THAT THE DRAWING NUMBER
AND ISSUE CODE CORRESPONDS
EXACTLY TO THE CODES ON THE
PANDROL PURCHASE ORDER.

- - A.1 10253
2±0.3
A 9349 B 12353
ISS ECR ISS ECR
ISSUE CODE HISTORY
ISSUE STATUS
THE PRINTED NAMES IN EACH BOX,
BELOW, INDICATE AN AUTHORISED
SECTION Z-Z PANDROL EMPLOYEE HAS
COMPLETED THE ACTIVITY. UNTIL
THIS DRAWING INDICATES
APPROVAL, THIS ISSUE MUST
BE REGARDED AS PROVISIONAL,
RELEASED FOR DISCUSSION AND
F THE DEVELOPMENT OF SAMPLES ONLY.
ISSUE REVISED BY DATE
CODE N.LLOYD 15/02/2016
CHECKED BY DATE
B T.JACKSON 15/02/2016
APPROVED BY DATE
K.ALLEN 15/02/2016
IDI/ECR NUMBER ORIGINAL DRAWN
BY: P.LOWEN
12353
NOTES: DATE: 01/02/2012

1. MATERIAL: HDPE
COLOUR: BLACK (UNLESS SPECIFIED OTHERWISE ON THE PURCHASE ORDER).
G
2. DIMENSIONS SHOWN WITH TOLERANCES ARE EXAMPLES OF THOSE DIMENSIONS MONITORED DURING MANUFACTURE.
DIMENSIONS MARKED THUS ( ) ARE FOR REFERENCE ONLY. PANDROL LTD.
63 STATION RD. ADDLESTONE,
3. PRODUCT MARKINGS (DETAIL AND LOCATION) ARE FOR REFERENCE ONLY. SURREY, KT15 2AR, ENGLAND.
TELEPHONE: 01932 834500
4. ESTIMATED MASS (FOR REFERENCE ONLY) IS 149g FACSIMILE: 01932 850858
E-MAIL: [email protected]
TITLE

SCALE 1:2 2mm HEIGHT

ADJUSTMENT SHIM
H

DRAWING No.
15859
PROJECT. No. SHEET
85171 1 OF 1
A1
DOCUMENT No.1015 ISS. K
 1 2 3 4 5 6 7 8 9 10 11 12 THIS DRAWING HAS COPYRIGHT
60 70 C
30 0 10 20 30 40 50 WHICH IS OWNED BY PANDROL
LIMITED.
NEITHER THIS DRAWING ITSELF NOR
ARTICLE NOR COMPONENT
ILLUSTRATED THEREIN MAY BE
REPRODUCED IN WHOLE OR IN PART,
IN ANY FORM WHATSOEVER WITHOUT
PRIOR WRITTEN AUTHORITY FROM
PANDROL LIMITED. THIS DRAWING
A HAS BEEN DELIVERED ON THE
UNDERSTANDING THAT IT IS NOT USED
IN ANY WAY AGAINST THE INTERESTS
OF PANDROL LIMITED AND WILL BE
RETURNED ON DEMAND.
"PANDROL" IS A REGISTERED TRADE
MARK. "PANDROL" BRAND "PR" CLIPS,
TYPE "E" CLIPS AND "PANDROL -
FASTCLIP" ARE SUPPLIED EXCLUSIVELY
BY PANDROL LIMITED, THEIR
490 SUBSIDIARIES AND ASSOCIATES
WORLDWIDE.

TECHNICAL INFORMATION
390±1 ALL DIMENSIONS IN ORIGINAL SCALE

MILLIMETERS 1:1
B
GENERAL TOLERANCES UNLESS
OTHERWISE STATED
TO :± > :±
> TO :± ANGLES :±
MATERIAL/FINISH

SEE NOTE 1
Z Z

DRAWN WITH REFERENCE TO BS.8888

IF IN DOUBT, ASK!
DO NOT SCALE

73±1 166 COPY STATUS

THIS COPY, ALTHOUGH
CORRECT AT THE DATE OF
4x ISSUE, WILL NOT BE KEPT UP
( 28) TO DATE. PANDROL BRAND
COMPONENTS ARE UNDER
CONTINUOUS DEVELOPMENT.
SPECIFIC VARIANTS USUALLY
NEED TO BE DEVELOPED TO
SUIT SPECIFIC APPLICATIONS
AND COMPONENT PARTS WITHIN
AN ASSEMBLY NEED TO BE
D MATCHED TO EACH OTHER TO
ENSURE SUCCESSFUL
PERFORMANCE. CUSTOMERS AND
THEIR PROFESSIONAL ADVISERS
INTENDING TO SPECIFY
PANDROL BRAND ASSEMBLIES
SHOULD REFER TO PANDROL
TO CHECK THAT THE DRAWINGS
USED AND THE COMPONENTS
PROPOSED ARE STILL CURRENT
AND CORRECT FOR THE
INTENDED APPLICATION.
MANUFACTURERS SHOULD CHECK
THAT THE DRAWING NUMBER
AND ISSUE CODE CORRESPONDS
EXACTLY TO THE CODES ON THE
PANDROL PURCHASE ORDER.

E
3±0.3
- - A 9349
- - A.1 10253
ISS ECR ISS ECR
ISSUE CODE HISTORY
ISSUE STATUS
UNTIL THIS DRAWING IS
SECTION Z-Z SIGNED APPROVED BY AN
AUTHORISED SIGNATORY, THIS
ISSUE MUST BE REGARDED AS
PROVISIONAL, RELEASED FOR
DISCUSSION AND THE
DEVELOPMENT OF SAMPLES ONLY.
F
ISSUE REVISED BY DATE
CODE A.CALLAWAY 24/04/2013
CHECKED BY DATE
A.1 T.JACKSON 25/04/2013
APPROVED BY DATE
D.SAPSFORD 30/04/2013
IDI/ECR NUMBER ORIGINAL DRAWN
BY: P.LOWEN
10253
NOTES: DATE: 01/02/2012

1. MATERIAL: HDPE
COLOUR: BLACK
G
2. DIMENSIONS SHOWN WITH TOLERANCES ARE EXAMPLES OF THOSE DIMENSIONS MONITORED DURING MANUFACTURE.
DIMENSIONS MARKED THUS ( ) ARE FOR REFERENCE ONLY. PANDROL LTD.
63 STATION RD. ADDLESTONE,
3. PRODUCT MARKINGS (DETAIL AND LOCATION) ARE FOR REFERENCE ONLY. SURREY, KT15 2AR, ENGLAND.
TELEPHONE: 01932 834500
4. ESTIMATED MASS (FOR REFERENCE ONLY) IS 220g FACSIMILE: 01932 850858
E-MAIL: [email protected]
TITLE
SCALE 1:2
3mm HEIGHT
ADJUSTMENT SHIM
H

DRAWING No.
15860
PROJECT. No. SHEET
85171 1 OF 1
A1
DOCUMENT No.1015 ISS. K
 1 2 3 4 5 6 7 8 9 10 11 12 THIS DRAWING HAS COPYRIGHT
60 70 C
30 0 10 20 30 40 50 WHICH IS OWNED BY PANDROL
LIMITED.
NEITHER THIS DRAWING ITSELF NOR
ARTICLE NOR COMPONENT
ILLUSTRATED THEREIN MAY BE
REPRODUCED IN WHOLE OR IN PART,
IN ANY FORM WHATSOEVER WITHOUT
PRIOR WRITTEN AUTHORITY FROM
PANDROL LIMITED. THIS DRAWING
A HAS BEEN DELIVERED ON THE
UNDERSTANDING THAT IT IS NOT USED
IN ANY WAY AGAINST THE INTERESTS
OF PANDROL LIMITED AND WILL BE
RETURNED ON DEMAND.
"PANDROL" IS A REGISTERED TRADE
MARK. "PANDROL" BRAND "PR" CLIPS,
TYPE "E" CLIPS AND "PANDROL -
FASTCLIP" ARE SUPPLIED EXCLUSIVELY
BY PANDROL LIMITED, THEIR
490 SUBSIDIARIES AND ASSOCIATES
WORLDWIDE.

TECHNICAL INFORMATION
390±1 ALL DIMENSIONS IN ORIGINAL SCALE

MILLIMETERS 1:1
B
GENERAL TOLERANCES UNLESS
OTHERWISE STATED
TO :± > :±
> TO :± ANGLES :±
MATERIAL/FINISH

SEE NOTE 1
Z Z

DRAWN WITH REFERENCE TO BS.8888

IF IN DOUBT, ASK!
DO NOT SCALE

73±1 166 COPY STATUS

THIS COPY, ALTHOUGH
CORRECT AT THE DATE OF
4x ISSUE, WILL NOT BE KEPT UP
( 28) TO DATE. PANDROL BRAND
COMPONENTS ARE UNDER
CONTINUOUS DEVELOPMENT.
SPECIFIC VARIANTS USUALLY
NEED TO BE DEVELOPED TO
SUIT SPECIFIC APPLICATIONS
AND COMPONENT PARTS WITHIN
AN ASSEMBLY NEED TO BE
D MATCHED TO EACH OTHER TO
ENSURE SUCCESSFUL
PERFORMANCE. CUSTOMERS AND
THEIR PROFESSIONAL ADVISERS
INTENDING TO SPECIFY
PANDROL BRAND ASSEMBLIES
SHOULD REFER TO PANDROL
TO CHECK THAT THE DRAWINGS
USED AND THE COMPONENTS
PROPOSED ARE STILL CURRENT
AND CORRECT FOR THE
INTENDED APPLICATION.
MANUFACTURERS SHOULD CHECK
THAT THE DRAWING NUMBER
AND ISSUE CODE CORRESPONDS
EXACTLY TO THE CODES ON THE
PANDROL PURCHASE ORDER.

- - A 9349
5±0.3 - - A.1 10253
ISS ECR ISS ECR
ISSUE CODE HISTORY
ISSUE STATUS
UNTIL THIS DRAWING IS
SECTION Z-Z SIGNED APPROVED BY AN
AUTHORISED SIGNATORY, THIS
ISSUE MUST BE REGARDED AS
PROVISIONAL, RELEASED FOR
DISCUSSION AND THE
DEVELOPMENT OF SAMPLES ONLY.
F
ISSUE REVISED BY DATE
CODE A.CALLAWAY 24/04/2013
CHECKED BY DATE
A.1 T.JACKSON 25/04/2013
APPROVED BY DATE
D.SAPSFORD 30/04/2013
IDI/ECR NUMBER ORIGINAL DRAWN
BY: P.LOWEN
10253
NOTES: DATE: 01/02/2012

1. MATERIAL: HDPE
COLOUR: BLACK
G
2. DIMENSIONS SHOWN WITH TOLERANCES ARE EXAMPLES OF THOSE DIMENSIONS MONITORED DURING MANUFACTURE.
DIMENSIONS MARKED THUS ( ) ARE FOR REFERENCE ONLY. PANDROL LTD.
63 STATION RD. ADDLESTONE,
3. PRODUCT MARKINGS (DETAIL AND LOCATION) ARE FOR REFERENCE ONLY. SURREY, KT15 2AR, ENGLAND.
TELEPHONE: 01932 834500
4. ESTIMATED MASS (FOR REFERENCE ONLY) IS 360g FACSIMILE: 01932 850858
E-MAIL: [email protected]
TITLE
SCALE 1:2
5mm HEIGHT
ADJUSTMENT SHIM
H

DRAWING No.
15861
PROJECT. No. SHEET
85171 1 OF 1
A1
DOCUMENT No.1015 ISS. K
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure B: Drawings of Various Components of Vossloh 336 Fastening system

P a g e | 235
 Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
©
 ≈
≈
Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl

©
 Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
©
Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
 Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
©
Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
Vossloh Fastening Systems GmbH, Vosslohstr. 4, D-58791 Werdohl
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure C: Comfort and Safety Parameters on Turnouts Line 7

P a g e | 236
 POINTS & CROSSINGS DEPARTMENT

LINE 7 MUMBAI METRO

COMFORT AND SAFETY PARAMETERS

ON TURNOUTS

Doc. II20-010

Vossloh
Rev. Date Designation
Cogifer
0 09/09/2020 Emission Gegoux
 II20-010 rev.0
COMFORT AND SAFETY PARAMETERS
ON TURNOUTS

Contents

1. Scope ........................................................................................................... 3
2. Document of reference ................................................................................ 3
3. Definition of the parameters ........................................................................ 3
3.1. Cant deficiency, I, in mm.................................................................. 3
3.2. Variation of cant deficiency with time, ΔI, in mm/s ........................ 4
3.3. Transversal acceleration, A in mm/s2 ................................................ 4
4. Safety parameters ........................................................................................ 5
5. Turnout characteristics ................................................................................ 5
6. Conclusion ................................................................................................... 6

2/6
 II20-010 rev.0
COMFORT AND SAFETY PARAMETERS
ON TURNOUTS

1. Scope
This document specifies the definition and rules for the parameters used to
determine the comfort and safety limits applied on a turnout design.
The parameters are calculated for the following geometry’s of standard gauge
turnout for main line:

Turnout Tg Radii (m) Max speed (km/h) on the diverging line

1/9 300 45
Source: Mumbai Metro, Schedule of dimensions for Standard Gauge, February 2020.

2. Document of reference
The following documents are European normative references:
▪ EN 13232: railways application – Switches and Crossings
▪ EN 13803: railways application – Track alignment design parameters
▪ Technical specification for Interoperability (TSI): Infrastructure Subsystem
The following documents are the project references:
▪ Schedule of dimensions for Standard Gauge, February 2020, Mumbai
Metropolitan Region Development Authority (MMRDA)

3. Definition of the parameters

For the following equations, V is the speed in the diverging track, in km/h, and R is
the radii of the concerned curve, in m.
The following parameters are used to evaluate the safety and comfort
characteristics of a turnout:

3.1. Cant deficiency, I, in mm

11.8  V 2
I=
R
The limits are set as follow:
The EN 13803 standard specifies a normal limit of abrupt change of cant
deficiency at 110 mm.
The Schedule of dimensions for Standard Gauge, February 2020, MMRDA,
specifies a maximum cant deficiency at 85mm.

3/6
 II20-010 rev.0
COMFORT AND SAFETY PARAMETERS
ON TURNOUTS

3.2. Variation of cant deficiency with time, ΔI, in mm/s

The variation of cant deficiency with time is defined by:

I 2 − I1
I =
t
where t (s) is the time to come from the cant deficiency I1 to the cant
deficiency I2.
Expression of the time with the length of the curve L (m) representing the
distance between bogies centres (L=14.75 m; Mumbai Metro, Schedule of
dimensions for Standard Gauge, February 2020) leads to:

3.28  V 2 1 1 
I =   − 
L  R1 R2 
where R1 and R2 are the initial and final radii of the curve.
As the cant deficiency leads this parameter, the limits are defined accordingly.
The EN 13803 standard specifies a limit of variation of cant deficiency at
80 mm/s.

3.3. Transversal acceleration, A in mm/s2

The non compensated lateral recommended acceleration is set at 0.71 m/s².

The lateral acceleration for a track gauge of 1435 mm is related to the cant
deficiency by the relation:
I
A=
153
where A is in m/s²
I is the cant deficiency in mm.
V is the speed on the diverging line in km/h.
R is the radii of the diverging line in m.

4/6
 II20-010 rev.0
COMFORT AND SAFETY PARAMETERS
ON TURNOUTS

4. Safety parameters
The safety parameters are defined by the TSI and the EN 13232-4 standard.
▪ Ratio of the lateral to the vertical forces
The switch and crossing shall be able to withstand at least the following ratio:
Y
= 0.8 where Y and Q are respectively the total dynamic lateral and vertical
Q
wheel forces on the rail.
▪ Security against derailment.
The security against derailment is defined with the following criteria:
o the wheel profile qR should be greater than 6.5 mm
o the angle of attack should not exceed 1°.
o the contact angle γA should be greater than 40°.

5. Turnout characteristics
The table 1 below summaries the comfort parameters.

Table 1:
Parameters Unit
Tangent 1/9
Speed in diverging line 45 km/h
Radii 300 m
Cant deficiency I 80
MMRDA limit 85 mm
EN 13803 standard acceptable limit 110
Lateral acceleration A 0.52 m/s²
EN 13803 standard acceptable limit 0.71
Variation of cant deficiency ΔI/Δt 68 mm/s
EN 13803 standard acceptable limit 80
Variation of lateral acceleration ΔA/Δt 0.48 m/s3
EN 13803 standard acceptable limit 0.52
Note : the rate of change of cant deficiency or acceleration is given for a distance between
bogies of 14.75 m.
The track shifting parameters and safety against derailment are related to the rolling
stock and wheel definition (back to back distance between 1358 and 1360mm and
wheel profile RDSO SK 911146 with new wheel diameter 860mm).

5/6
 II20-010 rev.0
COMFORT AND SAFETY PARAMETERS
ON TURNOUTS

6. Conclusion
The geometry of single turnout 300-1/9 complies with existing limits.

6/6
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure C1 & C2: Comfort and Safety Parameters on Turnouts Line 2A

P a g e | 237
voestalpine VAE VKN India (Pvt.) Ltd.

Mumbai Metro Rail Corporation (MMRC)

SPEED LIMITS
 Date 17.12.2018
Mumbai Metro Rail Corp. Speed limits Page 2/5

Name Department Date Signature

Created Aman Alamba Turnout 17-12-2018

Checked Ranjit Singh Turnout 17-12-2018

Approved Biraj Deb Turnout 17-12-2018

Client
Approval

Rev. No. Name Date Signature Comment

CONTROLLED COPIES DISTRIBUTED TO:

Rev. No. Company Copies Date Comment

Reproduction, distribution and utilization of this document as well as the communication of its contents
without voestalpine VAE VKN India Pvt. Ltd. explicit authorization is prohibited.
Offenders will be held liable for the payment of damages. All rights reserved in the event of the grant
of a patent, utility model or design. Copyright reserved.

Mumbai Metro Rail Corp. Speed limits .doc

 Date 17.12.2018
Mumbai Metro Rail Corp. Speed limits Page 3/5

Content

1 Introduction ..................................................................................................................................... 4
2 Diverging speed / Cant defiency…………………………………………………………………………4
3 Summary......................................................................................................................................... 5

Mumbai Metro Rail Corp. Speed limits .doc

 Date 17.12.2018
Mumbai Metro Rail Corp. Speed limits Page 4/5

1 Introduction

The aim of this document is to calculate the speed limit for MMRC.

For calculating the speed in the deviation the max. cant deficiency of 85mm (given in the schedule
of the dimensions-1435mm gauge) is the most relevant parameter.
The speed limits determined in the next chapters are valid for facing and trailing moves.
Ex. If a max. speed of 50km/hr is determined for the deviation, this speed is valid for a train moving
from the switch toe to the heel of a crossing and the other way round.

2. Diverging speed / Cant deficiency

The Cant deficiency is given by the following formula.

c…………..cant deficiency = 0,085(m)

s…………... Gauge+Rail head width = 1,435+0,072 (m)
v……………speed [m/s2]
R…………...turnout radius [m]
g……………gravity=9,81 [m/s2]

with the given max cant deficiency of 85mm the maximum permissible speed is:

𝟎,𝟎𝟖𝟓𝐱𝟏𝟒𝟎𝐱𝟗,𝟖𝟏
Turnout 140-1:7 v= v = 8,80m/s = 31,68km/h
𝟏,𝟓𝟎𝟕

𝟎,𝟎𝟖𝟓𝐱𝟑𝟎𝟎𝐱𝟗,𝟖𝟏
Turnout 300-1:9 v= v = 12,88m/s = 46,38km/h
𝟏,𝟓𝟎𝟕

Mumbai Metro Rail Corp. Speed limits .doc

 Date 17.12.2018
Mumbai Metro Rail Corp. Speed limits Page 5/5

Requirement in customer specification:

Turnout 140-1:7 max. design speed = 31,68km/h

Turnout 300-1:9 max. design speed = 46,38km/h

Lateral acceleration :
𝒄∗𝒈 0,085 ∗ 9,81
𝒂= = 𝒂 =
𝐬 1,507
a(c0,1) = 0,5533m/s2 Lateral acceleration with max. cant deficiency 85mm

3. summary

The maximum permissible design speeds with max. cant deficiency of 85mm results in:
31.68km/h for turnout 140-1:7
46.38km/h for turnout 300-1:9

This is in agreement with the max. operational speed in the deviation according to the
requirement of specification for the project.

Mumbai Metro Rail Corp. Speed limits .doc

voestalpine VAE VKN India (Pvt.) Ltd.

Mumbai Metro Rail Corporation (MMRC)

WHEEL INTERFACE
Doc. No. - TD 0101. docx
 Date 22.12.2018
Wheel Interface_MMRC Page 2/7

Name Department Date Signature

Created Aman Alamba Turnout 22.12.2018

Checked Ranjit Singh Turnout 22.12.2018

Approved Biraj Deb Turnout 22.12.2018

Client
Approval

Rev. No. Name Date Signature Comment

CONTROLLED COPIES DISTRIBUTED TO:

Rev. No. Company Copies Date Comment

Reproduction, distribution and utilization of this document as well as the communication of its contents
without voestalpine VAE VKN India (Pvt.) Ltd. explicit authorization is prohibited.
Offenders will be held liable for the payment of damages. All rights reserved in the event of the grant of
a patent, utility model or design. Copyright reserved.

Doc. No. - TD 0101. docx

 Date 22.12.2018
Wheel Interface_MMRC Page 3/7

Content

1 Introduction................................................................................................................................ 4
1.1 Wheel set ........................................................................................................................... 4
1.2 Wheel profile....................................................................................................................... 5
2 Design values ............................................................................................................................ 6
2.1 Turnout ............................................................................................................................... 6
2.2 Common crossing – acute crossing..................................................................................... 6
2.3 Obtuse crossing ………………………………………………………………………………………............ 7
2.4 Switch blade ....................................................................................................................... 7

Doc. No. - TD 0101. docx

 Date 22.12.2018
Wheel Interface_MMRC Page 4/7

Introduction

This document should clarify if the given wheel set with the shape acc. To R.D.S.O sketch
91146 with all min. and max. dimension is compatible to the turnout design. The specified
rail profile of the turnouts is 60E1 - 1:20 inclined - with a standard gauge from 1435mm.
below listed items will be investigated for switch devices, crossings and check rails.

· Running clearance
· Nose protection
· Wing rail entry
· Check rail entry
· Over running situation in Obtuse crossings
· Contact angle switch blade
· Minimum depth of grooves

1.1 Wheel set

For a single wheel set the following min. / max. values are considered for the wheel rail
interface investigation. VAE VKN cannot guarantee for the compatibility of wheel sets
exceeding these values.
A

28,5
10
B B
S

Fig. 1 – Wheel set

Back to back dimension ………………………………………. A

Distance between the outside surfaces of wheel flanges .... S
Flange width …………………………………………………….. B

Amax: 1360 mm Smax: 1424 mm Bmax: 32 mm (measured 10mm below thread)

Amin: 1358 mm Smin: 1412,4 mm Bmin: 27,2 mm

Doc. No. - TD 0101. docx

 Date 22.12.2018
Wheel Interface_MMRC Page 5/7

1.2 Wheel profile

The wheel data are according to RDSO sketch 91146.

10

70

Fig. 2 – Wheel profile

Maximum wheel diameter …… Dmax: 860 mm

Minimum wheel diameter ……. Dmin: 780 mm
Maximum flange width …......... Bmax: 32,0 mm
Minimum flange width .…......... Bmin: 27,2 mm
Maximum flange height ……… Fmax: 35,0 mm
Minimum flange height ………. Fmin: 28,5 mm
Width of wheel ………………… W: 130 ± 1 mm

Doc. No. - TD 0101. docx

 Date 22.12.2018
Wheel Interface_MMRC Page 6/7

2 Design values

Following basic parameters will be considered in the turnout design:

2.1 Turnout
Switch device Intermediate area Crossing area

G
G

G
toe of switch
Checkrail
Fig. 3 – Turnout – principal sketch

Gauge: ……………………….………... G: 1435

Rail inclination: ……………………….. 1:20
Check rail elevation: ...…………...….. 25 mm

2.2 Common crossing – acute crossing

(Cre)

(Pfc)
(Pfc)

(Cre)

Nose
CGe
CG
Trp

Wrb
Wrf

Pfw

Pfw

Fig. 4 – Common crossing – principal sketch

Front wing rail entry …….……. W rf: 60 mm

Parallel flange way …………… Pfw: 44 mm
Back wing rail entry ….………. W rb: 60 mm
Nose thickness-real point …… Trp: 6 ± 0,5 mm
Parallel flangeway check rail .. Pfc: ( 41 mm )
Check rail entry ………………. Cre: ( 63 mm )
Check gauge ………………….. CG: 1394 mm
Check gauge entry………..….. CGe: 1372 ±3 mm

Doc. No. - TD 0101. docx

 Date 22.12.2018
Wheel Interface_MMRC Page 7/7

2.3 Switch blade

Sl
Cmin
Ctoe

Ca

Fig. 5 – Switch blade – principal sketch

Minimum clearance at toe of switch .… Ctoe: 160 mm

Minimum clearance switch-stockrail ... Cmin: 60 mm
Wheel contact angle ………................. Ca: > 60°

Doc. No. - TD 0101. docx

 TRACK MANUAL
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Annexure D: Schedule of Speed Restriction for LWR / CWR

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Schedule of Speed Restriction for LWR / CWR

Sr Condition of Track Restriction to be

No imposed

1 When 1 meter long fishplates with special clamp or 30 kmph

joggled fishplates with bolted clamps are used at a
temporary rail joint.

2 When other clamps are used at a temporary rail joint 20 kmph

3 When sleeper hastening on alternate sleepers are 30 kmph

loosened before distressing

4 At fracture after emergency repairs are completed: -

a) First Train Stop dead and 10 kmph
b) Subsequent trains 20 kmph

5 After emergency repairs to track after buckling

a) First Train Stop dead and 10 kmph
b) Subsequent trains 20 kmph

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Annexure E: Instruction of Handling 1080 Grade HH Rail

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Instructions on Handling 1080 Grade HH Rails

1. Protection of straightness
Barely visible straightness deviations, for example, a deflection of 0.75 mm over 1.5 metres
span, renders a rail unacceptable and require careful handling and stacking. Therefore,
AVOID
− Heavy static loading,
− Sudden impact or dynamic loading
− Localised point or line contact loading in stacking
− Excessive end drop and flange overlaps while lifting/moving
− Criss-cross stacking of rails of alternative layers at right angles as far as possible.
DO
− Keep rails horizontal and straight while lifting/moving
− Stack rails of same length on firm level base of well drained platform preferably of
concrete
− Stack subsequent layers on uniformly placed spacers in vertical alignment with base
supports
− Keep rail ends in vertical alignment
− Place rails of shorter length in upper layers.
2. Protection of rail surface
Surface notches of even less than 0.75 mm in depth are liable to cause rail fracture in service.
Therefore,
AVOID
− Impact abrasion of rails against separators in wagons
− Round link chain slings for securing the rails.
DO
− Use conventional slings for lifting rails made of flat link chains
− Lifting of rails preferably with magnet lifting device.
3. Prevention of metallurgical damage
These rails are thermally very sensitive and are likely to develop metallurgical defects if
exposed to localised heating, which produces very hard, brittle and cracked metallurgical
structures which may lead to sudden failures. Therefore,
AVOID
− Heating, flame cutting on or adjacent to rails
− Contact with electric arcs and molten metal splashes, i.e. from loose cables or
adjacent welding operations.

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DO
− Flame cutting when found essential, after preheating minimum of 10 cm of rail length
on either side of the cut to about 250-350OC by uniform movement of heating torch.
4. Protection from contact with injurious substances
These rails can withstand normal degree of rusting, but localised corrosion pitting may cause
subsequent rail fractures. Therefore,
AVOID
− Contact with injurious substances which produce high corrosion of a steel, i.e. acids,
alkalis, salts, etc.
DO
− Stack rails on well drained platform preferably on concrete as per drawing No.
RDSO/T-4962.
5. Slinging principles
The single point slinging increases risk of bending and surface damage to the rails. The
overhang beyond the outer lifting point should not be greater than one half the distance
between lifting points. Therefore,
AVOID
− Single point slinging.
DO
− Use two-point slinging for rail length upto 13m
− Recommended locations of lifting points for various rail lengths are tabulated below:
Rail length No. of lifting Distance between Max. rail overhang (m)
(metres) points lifting points (m)
12 – 13 2 6 - 6.5 3 - 3.25
26 4 6.5 3.25
39 6 6.5 3.25
130 20 6.5 3.25
260 40 6.5 3.25
Use of lifting beams fitted with slings is desirable.
6. Safety of Personnel
AVOID
− Standing under suspended loads.
DO
− Use protective gloves and clothing to minimize the risk of skin abrasion
− Wear distinctive colored helmet and clothing for easy identification by crane and
machinery drivers to avoid accidents.

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Annexure F: Authorised level of supervision for working on LWR/CWR

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Authorised Level of Supervision for Working on LWR / CWR

Sr. Nature of Details of work Lowest level of
No. Work in-charge of work
1. Maintenance a) Minor gauge adjustment, alignment Technician P.Way
operation b) Minor lifting and lowering of track SE/SSE P.Way
c) Lifting, aligning, gauge adjustment in SE/SSE P.Way
case temp. reaches beyond permissible
range
2. Rail, a) Renewal of fastenings not required Technician P.Way
Sleepers and lifting
fastenings b) Recoupment of fastenings required SE/SSE/ P.Way
lifting SE/SSE/ P.Way
c) Casual renewal of fastenings over a SE/SSE/ P.Way
long stretch SE/SSE/ P.Way
d) Renewal of defective rail

e) Carrying out welding of joint at site

3. Minor a) Minor realignment and gauge SE/SSE/ P.Way
realignment adjustment
and gauge
adjustment
4. Works during a) Action to be taken when temp reaches SE/SSE/ P.Way
hot weather td+20°C SE/SSE/ P.Way
b) Inspection by cab when temp. likely to
exceed td+20°C
5. Cold weather a) Cold weather patrolling when temp falls Technician P.Way
patrolling below td-30°C
6. Destressing All operations regarding destressing Assistant
Manager/P.Way
7. Rail fracture a) Emergency repairs Technician P.Way
b) Temporary repairs SE/SSE/ P.Way
SE/SSE/ P.Way
c) Permanent repairs

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Sr. Nature of Details of work Lowest level of

No. Work in-charge of work
8. Buckling a) Protection of track and secure safety of Technician P.Way
trains in case of buckling, rail fractures or
any abnormal
b) Emergency repairs SE/SSE/ P.Way
SE/SSE/ P.Way
c) Permanent repairs
9. Emergencies Action in case of damage to track SE/SSE/ P.Way
following derailments, breaches, etc.
10. Inspection & a) Checking of oiling and greasing and re- Technician P.Way
checking tightening/ renewal of fittings once a
fortnight. SE/SSE/ P.Way
b) Inspection of LWR as per schedules

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Annexure G: Destressing of LWR / CWR

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Destressing of LWR / CWR

1. De-stressing is the operation undertaken with or without rail tensor to secure stress-
free conditions in the LWR/CWR at the desired/specified rail temperature.

Destressing Temperature (td) = tm to tm+5oC,

Where, tm= Mean Rail Temperature

2. For Line 7, tm considered is 31 Degree Celsius as per rail temperature data collected
in Line 7 for maximum and minimum temperatures. The same was verified with
Western Railway, Andheri where the mean temperature is 32 degrees. Thus, the actual
tm is considered as 31 Degree Celsius. Thus, td is 31 degree C + 5 degree C = 36
degree C. The average destressing temperature shall be 33degree C. Rails shall be
destressed at +/- 5 degrees C of the average destressing rail temperature, i.e. 28
degree C to 38 degree C in line 7.

3. A traffic block of adequate duration should be arranged at such a time that the rail
temperature will be within the temperature range specified for td in the definition section
of this chapter during the fastening down operations. The entire work shall be done
under personal supervision of the PWI.

4. The LWR, if longer than manageable lengths that cannot be de-stressed at a time,
then, the LWR shall be de-stressed in parts by tackling manageable lengths depending
on the availability of Block, labour etc

5. Remove impediments to free movement of rail such as rail anchors, guard rails, check
rails etc.

6. Before the block is actually taken, a speed restriction of 30 km/h should be imposed
and fastenings on alternate bearers loosened.

7. The fastenings on both running rails shall be loosened / removed starting from the
breathing Length of the LWRs and proceeding towards the centre of LWR. The rail
shall be lifted and placed on rollers at every 15th bearer to permit the rails to move
freely. While destressing on curved track, provision of side rollers as per fasteners

Where, n = Radius of curve (R) x No. of sleepers per rail length / 50 x (to-tp)

May be adopted. The rails shall be struck horizontally with heavy wooden mallets to
assist in their longitudinal movement.

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8. The rollers shall then be removed, the rails lowered to correct alignment and fastenings
tightened, starting from the middle of LWR and proceeding towards both ends
simultaneously. The tightening of fastenings shall be completed within the temperature
range for td as specified. The actual range of temperature during the period of
tightening shall be recorded by PWI along with the time and date.

9. Simultaneously with the tightening of fastening, arrangements for insertion of cut rails
between the LWRs shall be started. The four gaps shall be measured individually, and
the rails of required length cut by saw keeping required gaps for AT welding. The cut
rails shall then be placed in position, fastened to the bearers and welded at each end.
Fastenings for 20 metre on each end of the LWR shall be removed before welding.
Joints shall be clamped for 20 minutes after welding.

The expansion required at de‐stressing temperature is calculated by below formula.

Formula for rail extension in mm = L α (to‐ tp)

Where, L = length of destressing panel in meters

α = 0.0115 is the linear coefficient of the expansion of rail steel

tp =Prevailing Rail Temperature

to =Stress-free Temperature

Underfoot roller on base plate

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Annexure H: Extension Table

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Extension table: Extensions in mm, based on formula e = L α (to-tp)

(oC) L in metres
to -tp 10 20 30 40 50 60 70 80 90 100 200 300 400 500
1 - - - - 1 1 1 1 1 1 2 3 5 6
2 - - 1 1 1 1 2 2 2 2 5 7 9 11
3 - 1 1 1 2 2 2 3 3 3 7 10 14 17
4 - 1 1 2 2 3 3 4 4 5 9 14 18 23
5 1 1 1 2 3 3 4 5 5 6 11 17 23 29
6 1 1 2 3 3 4 5 6 6 7 13 21 28 34
7 1 2 2 3 4 5 6 6 7 8 16 24 32 40
8 1 2 3 4 5 6 6 7 8 9 18 28 37 46
9 1 2 3 4 5 6 7 8 9 10 21 31 41 52
10 1 2 3 4 6 7 8 9 10 11 23 35 48 57
11 1 3 4 5 6 7 9 10 11 13 25 38 50 63
12 1 3 4 5 7 8 9 11 12 14 28 41 55 69
13 1 3 4 6 7 9 10 12 13 15 30 45 60 75
14 2 3 5 6 8 10 11 13 14 16 32 48 64 80
15 2 3 5 7 9 10 12 14 16 17 34 52 69 86
16 2 4 6 7 9 11 13 15 17 18 37 55 74 92
17 2 4 6 8 10 12 14 16 18 19 39 59 78 98
18 2 4 6 8 10 12 14 17 19 21 41 62 83 103
19 2 4 6 9 11 13 15 18 20 22 44 66 87 109
20 2 5 7 9 11 14 16 18 21 23 46 69 92 115
21 2 5 8 10 12 14 17 19 22 24 48 73 97 121
22 3 5 8 10 13 15 18 20 23 25 51 76 101 126
23 3 5 8 11 13 16 19 21 24 26 53 79 106 132
24 3 6 8 11 14 17 20 22 25 28 55 83 110 138
25 3 6 9 12 14 17 20 23 26 29 57 86 115 144
26 3 6 9 12 15 18 21 24 27 30 60 90 120 149
27 3 6 9 12 16 19 22 25 28 31 62 93 124 155
28 3 6 10 13 16 19 23 26 29 32 64 96 129 161
29 3 7 10 13 17 20 23 27 30 33 67 100 133 167
30 3 7 10 14 17 21 25 28 31 34 69 103 138 172

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Annexure I: Hot Weather Patrolling

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Hot Weather Patrolling

Period for hot weather patrolling shall be laid down by the SSE (track) for each section and
patrol charts prepared where necessary. Patrolling shall be organized by Engineer (Track)
accordingly. In addition, the Team Leader and the Track maintainers shall be vigilant during
summer and on hot days. Patrolling will also be introduced when the rail temperature rises
above td+200C. Following general guidelines may be followed:

Hot weather patrolling will be carried out as follows:-

1. On single line section (in case of depot Test Track) is having LWR/CWR
- One patrolman for 2 km.

2. On double line section (in case of plinth track) - One patrolman for 1 km length of UP and
DN lines. The beats of each hot weather patrolman will thus be restricted to 2 km.

3. The hot weather patrolman should always carry the following equipment:-
• HS Flags - Red 2
• Staff for Flags 1

4. Duties of hot weather patrolman ( Technician) are as follows:-

He will 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 on UP and DN
tracks. He will be vigilant and look out for kinks in the rail especially during the hottest part
of the days. When a kink is observed, he shall immediately examine at least 100 sleepers
ahead and in the rear of the kink for any floating condition of track. If the patrolman has
detected actual buckling of track, he will take immediate steps to protect the affected
portion by display of hand signals as per rules in force. After protecting the track, the
patrolman will arrange to advise the Engineer (Track).

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5. The Engineer/Track on receipt of advice of a danger of buckle 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 inspect the condition of track 100 m on either side of this
suspected zone and commence heaping of surplus ballast, if available, on the shoulders
and up to the rail head and keep on compacting the ballast with available tool. No attempt
should be made to slew or align the track or disturb the existing ballast section.
The rail temperature will also be noted by one of these officials at the place of
apprehended/actual buckle. The rail facing the sun will be covered up to the level of rail
head on the outside by ballast or leaves etc. to bring down the temperature of the rail.

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Annexure J: Cold Weather Patrolling

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Cold Weather Patrolling

Cold weather patrolling shall be introduced when rail temperature is less than td - 30°C. Period
and section where cold weather patrolling is to be done shall be laid down by the Chief
Engineer and patrol charts prepared where necessary. Patrolling shall be organised by PWI
accordingly. Following guidelines may be followed for issuing detailed guidelines by the Chief
Engineer.

1. Cold weather patrolling shall be carried out as follows: -

i. On single line or where only one road in a double section is having LWR/CWR -
One Technician for two kilometers.
ii. On double line section when LWR/CWR rest on both road - One Technician for
one kilometer length of UP and DN road.
iii. Changes in beat length and manpower deployment as given above if found
necessary, may be decided by the Chief Engineer depending on prevailing local
conditions, frequency of train service, weather conditions etc.

2. Cold weather Technician should carry the following equipment: -

a. 10 fog signals in a tin case
b. Two tri-colour hand signal lamps
c. One match box
d. Two red flags and one green flag
e. One three-cell electric torch
f. One staff
g. Number plate

3. Duties of cold weather Technician are as follows: -

He will walk over his beat slowly along one rail in one direction and on the other rail in
the return direction. On double line, he will repeat this procedure alternately on UP and
DN tracks. He will be vigilant and look out for rail/weld failure. After protecting the track,
the Technician will arrange to report to PWM/ PWI, who shall arrange for making
emergency repairs to pass the traffic immediately.

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Annexure K: Performa for Preparing Register on LWR/CWR

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Performa for Preparing Register on LWR/CWR

1. GENERAL
i) Kilometres to…
ii) Between stations and
iii) Up / Down / Single line
iv) Date of laying
2. TRACK STRUCTURE
2.1 Rails
i) Sectional weight
ii) Rolling mark
iii) Year of laying
iv) Length of rails as rolled
v) Plant where rails welded
vi) Types of depot welding - Flash Butt/Gas pressure
vii) Length welded into panels at depot
viii) Whether fish-bolt holes provided Yes/No
(ix) Thermit welding done in-situ/on cess by ordinary Alumino-thermic
process/ quick alumino-thermic process/SKV/ FB by Mobile plant
2.2 Sleepers
i) Type
ii) Density or No. per km.
iii) Type of fastenings
iv) Rail anchors if in use
v) Details of sleepers anchored
vi) Lengths of track box-anchored, location, reasons
2.3 Ballast and Sub-Ballast
i) Size (mm)
ii) Depth of cushion (mm)
iii) Date of last deep screening of ballast
2.4 SEJ
i) Location (km)
ii) Date of laying
iii) Maximum gap possible (mm)
iv) Drawing No.
v) Manufactured by

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vi) Whether joined to LWR/CWR by machined, insulated or welded joint

2.5 Girder Bridges
i) Location and No.
ii) Lengths and spans of bridges with LWR/CWR
iii) Type of fastenings used
iv) Any other remarks
2.6 Level Crossings
Location and No.
3. GRADES, ALIGNMENT AND FORMATION
i) Steepest gradient
ii) Maximum degree of curvature
iii) Formation (indicate type of soil)
iv) Particulars of trouble with formation and treatment given, if any, at the
time of laying.
(Sketch showing grades and curves with locations to be attached)
1. Maintenance Details
Date / Month / Year
i) Method of packing at the time of laying, manual/by machines
ii) If by machine, type of machine/ tamper used
iii) Packing during maintenance - manual beater/manual MSP/by machines
iv) If by machines, type of machine/ tamper used
v) Whether directed maintenance / systematic through packing is done and
if the latter, the period when it is done
vi) Location requiring repeated maintenance, if any
vii) Quantity of ballast recouped
2. Climatic Details
(Measurements shall be taken on representative LWR only)
i) Maximum daily variation in temperature, vide para 5.2
ii) Max. rail temperature 0C
iii) Max. ambient temperature 0C
iv) Minimum rail temperature 0C
v) Minimum ambient temperature 0C
3. Details of Installation, Destressing etc.
Items (i) to (iv) to be entered soon after LWR is laid and destressed for the first
time.

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i) Installation temperature
ii) Mean rail temperature for the locality
iii) Temperature at the time of destressing td
iv) Reasons for carrying out the destressing
v) Subsequent destressing done - temperature and date
4. Unusual Occurrences
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
g) Rubber pads
h) Tongue rails
i) Stock rails
iv) Derailments and accidents on the LWR/CWR portion
(give km of the affected portion)
v) Replacement of sleepers (give km and the number of sleepers replaced
and reasons)
vi) Replacement of rails
(indicate length, km and reasons)

CHART OF MOVEMENT IN CENTRAL PORTION OF LWR/CWR No .......................

Right Distance (mm) between Ref. mark & mark Measured Rectification Remarks
or left on Rail at various Ref. Pillars in non-B.L. of by carried out
rail LWR/CWR*
Centre of Km… Km… Km… Km On date By
LWR/CWR at …. …. …. …
Km…………… ….
1 2 3 4 5 6 7 8 9 10

Note: * Movement of rail shall be positive in the direction of traffic on double lines and
in the direction of heavier traffic on single lines which shall be specified.

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Annexure L: DO's and DON’Ts on LWR/CWR

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DO's and DON’Ts on LWR / CWR

DOs OF LWR FOR TECHNICIAN:

1. Check and carry LWR/CWR equipment daily. Each Technician should keep two sets
of joggled fishplates, 2 clamps, one rail thermometer, special 1m long fishplates, rail
closure pieces, one straight edge and one feeler-gauge. The thermometer should be
regularly checked with that of standard thermometer kept in PWI’s office.
2. Know the td of your section/panels.
3. Keep the ballast section full and in compacted condition particularly in cribs and
shoulders. Deficiency in ballast shall be brought to the notice of Technician.
4. Keep close watch on pedestrian and cattle crossings, where the ballast is always
disturbed. Make up ballast deficiency promptly.
5. Train men in detecting buckling, rail fractures etc. and protection of the trains in such
cases.
6. Keep the patrolling equipment always handy and start patrolling of track as soon as
temperature exceeds td+20oC which is marked on the thermometer in red.
7. Commence patrolling as per laid down schedule for the prescribed periods.
8. Keep sharp look out for severe alignment defects in summer. Protect the trains and
report to supervisors.
9. Keep the anchors wherever provided always butting against the sleepers.
10. Renew fittings only on one sleeper at a time.
11. Ensure that fittings are tightly fitted at proper places at all times.
12. Pack loose sleepers without lifting or opening track in summer .
13. Attend only one or two sleepers at a time for adjusting fittings while removing a kink.
14. Confine essential maintenance to period when the temperature is below td+10oC.
15. Impose speed restriction if temperature exceeds td+20oC during consolidation period.
16. Pay special attention to breathing lengths, curves, approaches to level crossings,
unballasted bridges, horizontal and vertical curves.
17. Keep the rail thermometer with proper markings with limiting temperature ranges
thereon in proper working order. Learn the limits of temperature restrictions as marked
on thermometers for various operations.
18. Check that reference posts at SEJ and at centre of LWR/CWR are correctly
maintained.
19. Pay special attention for crib and shoulder packing of ballast on CST-9 road.
20. Learn the six items (i) missing and loose fastenings, (ii) shortage of ballast,

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(iii) misalignment, (iv) slewing, (v) lifting (vi) improper packing, about which you should
be very careful to avoid buckling.
21. Learn what to do when there is buckling or fracture in the track.
22. Ensure that all bridges and its approaches have all fittings at all times and are regularly
tightened.

DON’Ts of LWR for PWM, Mates & Keyman:

1. Do not touch the track unnecessarily unless specifically instructed by Technician.
2. Do not undertake through packing after the onset of summer months.
3. Do not open shoulder and crib ballast at one and the same time.
4. Do not try to lift the track while packing sleepers for replacement of fastenings and
slewing with crow bars.
5. Do not open the track for more than 30 sleepers in a stretch. Keep at least 30 fully
boxed sleeper between adjacent lengths opened out.
6. Do not open the adjacent length till the passage of 20,000 tonnes of traffic or two days,
whichever is later.
7. Do not renew more than one sleeper within 30 sleepers at a time.
8. Do not renew fastenings not requiring lifting on more than one sleeper within 15
sleepers at a time.
9. Do not renew fastenings requiring lifting on more than one sleeper within 30 sleepers
at a time.
10. Do not allow loose, missing or ineffective fastenings to remain in track.
11. Do not neglect checking and attending to the breathing lengths of LWR/CWR in a
fortnight.
12. Do not lift track by more than 50 mm even if temperature is within td.

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Mumbai Metro Rail Line-7 & 2A

Annexure M: Drawings of Buffer Stops

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 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
7-50060-1 Unless otherwise stated the following
standards must be adhered to

PART DRAWING
Default 7-50128-1 General Tolerances ISO 2768 mK
ITEM NO. NUMBER NUMBER DESCRIPTION PFI-C[750-850]-850 PFI-C[750-850]-850
A QTY. QTY. External Edges BS ISO 13715 -0.2
A
1 7-50061-1 7-50061-1 BUFFER STOP ASSEMBLY 1 1 Internal Edges BS ISO 13715 +0.4

2 7 32636 1 7 32636 1 FRICTION SHOE ASSEMBLY 34 38 Surface Finish BS EN ISO 1302

TYPE-1A Rz 12.5

Drilled Holes BS EN ISO 286-2 H13

Weld Symbols ISO 2553 A

Drawing Standard BS 8888

Thermal Cut ISO 9013-541

B B
Fabrication Tolerance ISO-13920-BE

Galvanization ISO-1461 85µm-120µm

C C

D D

E E

F F

G G

H H
850
750

I I

J J

1435

1:20
UIC60E1
K K

Treatment Finish Material

© OLEO International Release Note Created By: Checked By: Approved By:
A Division of TA Savery DC 5036 PK
&Co. Ltd.2020 VK
NOTE:
Description Document Type
Coventry (UK)
L VIEW SHOWS THE UNIT WITH THE MAXIMUM ALLOWABLE NUMBER OF FRICTION SHOES Assembly
CV7 9NE BUFFER STOP L
A1
QAD 235
Rev 7
INSTALLATION
ASSEMBLY 7-50060-1
Project Number Approximate Dry Mass Rev. Date of Issue Scale Sheet
PFI-C[750-850]-850-SG
563898 1745.04 kg L 03/06/2021 1:10 1/3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
PFI-C[750-850]-850-SG
ITEM DESCRIPTION QTY.

12
NO.
A 1 SIDE FRAME - LH 1 A
2 FRONT BOX 1
3 SIDE FRAME - RH 1 13
4
5
INSULATION PLATE
M24 X 90 HEX HEAD BOLT
2
12
1 18 17 16 15 14
6 M24 WASHER (LARGE DIAMETER) 24
TORQUE TO 235 Nm
B 7 INSULATION WASHER - M24 (LARGE DIAMETER) 12 B
(WITH GREASE 28 )
(PROGRESSIVELY)
8 INSULATION SPACER 12
9
10
M24 HEX NUT
RECTANGULAR TUBE (INSULATION)
18
2
2
11 RECTANGULAR TUBE (INSULATION) 1
12 RECTANGULAR TUBE (INSULATION) 1
C 13 INSULATION PLATE 2 20 C
14 M20 HEX NUT 28 10
15 INSULATION SPACER - M20 12
16 INSULATION WASHER - M20 (LARGE DIAMETER) 12
17 M20 WASHER 56
18 M20 X 80 HEX HEAD BOLT 12
D D
19 M20 X 55 HEX HEAD BOLT 16
20 STOPPER ASSEMBLY 1
21 M16x35 Cap Head Screw 4

22 ANTI-LIFT SHOE 4
23 M24 WASHER 12 19 14 17
24 M24 X 180 MM HEX HEAD BOLT 6
E TORQUE TO 360 Nm
25 OLEO NAMEPLATE 1 E
(WITH GREASE 28 )
26 SCREW STAINLESS STEEL M6 HEX HD 4 (PROGRESSIVELY)

27 WASHER 4
28 GREASE - ANTI SEIZE 54

10
F INSTALLATION GUIDELINES F
MANUAL REFERENCE NO:
1. 9-56520-1 - INSTALLATION OF BUFFER STOP.
2. 9 37402 1 - INSTALLATION OF FRICTION SHOE.

INSTALLATION TOOL KIT

SL. NO.
1
DESCRIPTION
OPEN END SPANNER
SIZE
M6 3
2 ALLEN KEY 14 mm

14 15 16 17 18
G 3 TORQUE WRENCH (REQUIRED
400Nm G
MAX. CAPACITY)
4 TORQUE WRENCH SOCKET M20 & M24
5 TORQUE DRIVE BIT M16 TORQUE TO 235 Nm
6 MEASURING TAPE 25 m (WITH GREASE 28 )
7 BRUSH ( FOR GREASING) (PROGRESSIVELY)

25
H
27 26 24 23 9 H

TORQUE TO 4 Nm
(WITH GREASE 28 )
11 TORQUE TO 215 Nm
(WITH GREASE 28 )
(PROGRESSIVELY) (PROGRESSIVELY)

22
I I

4 5 6 7 8 9
21 TORQUE TO 350 Nm
(WITH GREASE 28 )
J TORQUE TO 190 Nm (PROGRESSIVELY) J
(WITH GREASE 28 )
(PROGRESSIVELY)

K K

© OLEO International Release Note Created By: Checked By: Approved By:
A Division of TA Savery DC 5036 PK
&Co. Ltd.2020 VK
Document Type

7-50060-1
1358.05
Coventry (UK) Description
L CV7 9NE BUFFER STOP Assembly
L
A1
QAD 445 INSTALLATION PFI-C[750-850]-850-SG
Rev 2 ASSEMBLY
Project Number Approximate Dry Mass Rev. Date of Issue Scale Sheet
PFI-C[750-850]-850-SG
563898 kg L 03/06/2021 1:6 2/3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
PFI-C[750-850]-850
ITEM NO. DESCRIPTION QTY.
A 1 BUFFER STOP ASSEMBLY 1 A
FRICTION SHOE ASSEMBLY TYPE-
2 38
1A

B B

PURE FRICTION BUFFER STOP

INSULATED BETWEEN THE RAILS
CENTER COUPLER INTERFACE
C MINIMUM HEIGHT OF IMPACTING POINT FROM TOP OF RAIL (mm) C
MAXIMUM HEIGHT OF IMPACTING POINT FROM TOP OF RAIL (mm)
TOTAL AVERAGE BRAKING FORCE (kN)

1. PFI-C[750-850]-850
2. AVERAGE BRAKING FORCE PER PAIR OF FRICTION SHOES :50 kN
3. PROTECTION COATING
SHOT BLAST, HOT DIP GALVANIZING
D TOTAL THICKNESS OF COATING : ≥85 µm
D

E E

2530 ±5

RUBBER
F F

F NOMINAL

G G
810 ±5

2
210

H H

10
200 200 TYP 200 11050 1680
1435 ANTI-LIFTING N1
N2
DEVICE
UIC60E1 1:20 342 677 252 677
I I
2200

15800

20000
J J

DESIGN PARAMETERS
MAX. IMPACT LOAD 404 ton
MAX. IMPACT SPEED 25 km/h
K K
F Nominal 850 kN
IMPACT HEIGHT 810 mm
TRACK OCCUPANCY 20 m
N1 & N2 (MAX. REACTION 281 kN
FORCES ON EACH RAIL)
LOCATION MAIN LINE
NOTE: © OLEO International Release Note
A Division of TA Savery DC 5036
Created By: Checked By: Approved By:
PK VK
&Co. Ltd.2020
1. SLIDING DISTANCE QUOTED IS BASED UPON NOMINAL CONDITION CALCULATION AND MAY VARY DUE TO Document Type

7-50060-1
Coventry (UK) Description
L NOMINAL PRODUCTION TOLERANCES AND LOCAL CONDITION. CV7 9NE BUFFER STOP Assembly
L
A1
QAD 445 INSTALLATION PFI-C[750-850]-850
Rev 2 ASSEMBLY
Project Number Approximate Dry Mass Rev. Date of Issue Scale Sheet
563898 1850 kg L 03/06/2021 1:12 3/3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure N: Drawings Showing Location of Buffer Stops

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 ANDHERI DAHISAR

Jogeshwari Goregaon
Gundavali Mogra Aarey Dindoshi Kurar
East East

DN LINE

Buffer Stop MAIN LINE-7

0+505.903

UP LINE
M/L

Rashtriya
Akurli Poisar Magathane Devipada Ovaripada
Udyan

DN LINE

MAIN LINE-7

UP LINE
M/L BHAYANDAR DN

Buffer Stop LINE-9

14+960.465

BHAYANDAR UP

DRAWING SHOWING LOCATION OF BUFFER STOP

FOR MUMBAI METRO LINE-7
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure N1: Drawings Showing Location of Buffer Stops

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DRAWING SHOWING LOCATION OF BUFFER STOP
FOR MUMBAI METRO LINE-2A
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure O: General Arrangement Drawing for Concrete Plinth

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 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure P: Work Instructions for Repairing Concrete Plinth

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 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Work Instructions for Repairing Concrete Plinth

1.0 Concrete Repair Procedures

The different types of concrete defects or imperfections which may occur in ballast less track
plinth constructions works are as follows.
1. Honeycomb
2. Voids under baseplate bearing area
3. Voids at track plinth & deck slab junction
4. Loose and Non-vertical anchor studs
5. Cracks
6. Plinth edge damage
7. Holes drilled on viaduct for formwork & GSF support

1.1 Honeycomb

1.1.1 Repair of moderate honey combs with depth less than 50mm

Material used for repairing moderate honey combs with depth less than 50mm shall be
Renderoc S2. Renderoc S2 can be applied minimum 5mm to 15mm thickness in vertical
sections and up to 50mm thickness in horizontal thickness. The compressive strength in 01
day & 28 days are 12N/mm2 & 45N/mm2 respectively.

Procedure for repairing

• Repair boundary line shall be marked around the defective concrete areas and cut
by a minimum depth of 10mm.
• Concrete void area shall be chipped out and then loose particles will be removed.
• Concrete aggregates exposed over 50% shall be removed.
• The chipped out area shall be kept wet.
• Material shall be mixed and applied in layers as per the manufacturer’s Technical
Data Sheet(TDS)
• Care should be taken to provide smooth surface finish after application of repair
material to match the surface condition of the surrounding concrete.

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Honeycomb repair procedure

1.1.2 Repair of honeycombs greater than 50mm width and exposed reinforcement

Material used for repairing shall be Conbextra GP2 from FOSROC which can be applied for
thicknesses up to 100mm. The compressive strength in 01 day & 28 days are 66N/mm2 &
78N/mm2 respectively.

Procedure for repairing

• Repair boundary line shall be marked around the defective concrete areas and cut
by a minimum depth of 10mm.
• Concrete shall be chipped to expose the reinforcement for a minimum distance of
25mm behind the rebar.
• Concrete surface shall be roughened and the loose particles shall be removed.
• Concrete aggregates exposed over 50% shall be removed.
• The chipped out area shall be kept wet.
• Conbextra GP2 is a blend of Portland cement, graded fillers and chemical additives
which impart controlled expansion in the plastic state whilst minimizing water
demand.
• Conbextra GP2 powder shall be mixed with water maintaining water-powder ratio of
0.18. 4.25 litres of water shall be mixed with 25kg of GP2.
• Formworks shall be placed over the defected area.

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• The mixed grout shall be poured in to void and formworks.

• On completion of grouting, exposed areas shall be thoroughly cured with Concure
WB curing membrane.

Major honey comb repair procedure

1.2 Voids on baseplate bearing surface area

The base plate bearing area not complying the following criteria shall be repaired with epoxy
based filler material and grinding the surface.
• The total surface area of the cavities more than 15% of base plate area.
• Voids greater than 25mm diameter.
• Depth of cavity shall not exceed 5 mm in any direction.

Material used for repairing voids under baseplate bearing surface area shall be Sikadur 42
from Sika or Conbextra EP10 or Masterflow 400 from BASF.
• Sikadur 42 can be applied up to maximum of 40mm thickness per layer, on a
minimum age of concrete is 3 to 6 weeks. The compressive strength is 75 N/mm 2 in
14 days.
• Conbextra EP10 can be applied gap width of 0.25mm to 10mm. The compressive
strength is 60N/mm2 in 3 days and 80N/mm2 in 7 days.
• Masterflow 400 can be applied voids from 10mm to 80mm deep. The compressive
strength is 90N/mm2 in 3 days and 100N/mm2 in 7 days.

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Procedure for repairing

• Loose particles shall be blown away from the base plate bearing area.
• 3-part Epoxy material shall be mixed in the proportion as given in the product data
sheet and filled the voids leaving the level higher than bearing area.
• Before epoxy sets, the excess material shall be scrapped off while still leaving the
repair material higher than the bearing area.
• Epoxy shall be cured and allow it to harden.
• Any excess material shall be grinded next day and confirm bearing area profile &
condition is acceptable.

Voids under baseplate bearing surface area

Repaired baseplate bearing surface area

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Mumbai Metro Rail Line-7 & 2A

Checking of repaired baseplate bearing surface area

1.3 Voids at track plinth & deck slab junction

Material used for repairing voids at track plinth & deck slab junction shall be Renderoc S2 from
Fosroc or Emaco S48C T from BASF. Renderoc S2 can be applied minimum 5mm to 15mm
thickness in vertical sections and up to 50mm thickness in horizontal thickness with
compressive strength of 12N/mm2 in 1 day and 45N/mm2 in 28 days. Emaco S48C T be
applied to maximum of 50mm thickness in one layer with compressive strength of 35N/mm 2
in 7 days and 45N/mm2 in 28 days.

Procedure for repairing

• The surface shall be cleaned and free from any dust, contaminated material, plaster,
oil, paint, grease, corrosion deposits or algae.
• Material shall be mixed and applied on damaged edges as per the manufacturer’s
Technical Data Sheet(TDS)
• Renderoc S2 shall be used for vertical and horizontal applications. It can be applied
for 5mm to 15mm in vertical sections. Higher thickness can be achieved by using
formworks.
• Emaco S48C T be applied to maximum of 50mm thickness in one layer for vertical
and horizontal applications.
• Repaired area shall be allowed for curing for 7 days and then grind to the desired
profile.

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Mumbai Metro Rail Line-7 & 2A

1.4 Loose and Non-Vertical Anchor Studs

Please refer Pandrol DRBA fastening system supplier’s Methodology for repair of loose and
non-vertical anchor studs included in document- Technical Specification of Pandrol DRBA
Fastening System (MMRDA -ITDC-PANDROL-LINE7-TECHSPEC-0001, Rev.-02).

The anchor bolt verticality shall be checked by offset measurement at bottom & top of anchor
bolt by right angle & measuring tape. However, there can be difficulties measuring accurately
the verticality of the anchor with respect to rail seat flatness. In this case, if the assembly will
fit together as per the recommended design then this will be acceptable.

1.5 Cracks

All cracks measuring more than 0.1mm in width shall be repaired with epoxy grout. The crack
width shall be checked by crack gauge as shown below.

Crack width measuring gauge

Material used for repairing cracks is given below

Cracks with 0.1mm<width<5mm, shall be repaired with Sikadur 52 from Sika.
Cracks with 0.1mm<width<10mm, shall be repaired with MasterInject 1315 from BASF.
Cracks with 10mm<width<40mm, shall be used with material Sikadur 42 (parts A and B only).
• Compressive strength of Sikadur 42 is 75 N/mm2 in 14 days.
• Compressive strength of Sikadur 52 is 60N/mm2 in 14 days.
• Compressive strength of MasterInject 1315 is 65N/mm2 in 1 day and 70N/mm2 in 7
days.

Procedure for repairing

• Crack width shall be determined by crack gauge and material used shall be
confirmed.
• Area around the crack of up to 20mm minimum away from the Crack shall be cleaned
including removing any larger loose concrete pieces.
• Epoxy material shall be mixed and the epoxy grout shall be injected into the crack by
using a syringe.

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• Epoxy material shall be allowed to penetrate into the crack and any additional epoxy
to be filled if required until it does not takes any more.
• Epoxy shall be allowed to cured and become hard.
• Grinding any excess material from the reservoir area shall be done the next day.
1.6 Plinth Edge Damage
The edges of the plinth damaged as shown below, shall be repaired by suitable cementitious
mortar.

Plinth edge damage

Material used for repairing damaged edges shall be Renderoc S2 from Fosroc or Emaco S48C
T from BASF. Renderoc S2 can be applied minimum 5mm to 15mm thickness in vertical
sections and up to 50mm thickness in horizontal thickness with compressive strength of
12N/mm2 in 1 day and 45N/mm2 in 28 days. Emaco S48C T be applied to maximum of 50mm
thickness in one layer with compressive strength of 35N/mm2 in 7 days and 45N/mm2 in 28
days.

Procedure for repairing

• The surface shall be cleaned and free from any dust, contaminated material, plaster,
oil, paint, grease, corrosion deposits or algae.
• Material shall be mixed and applied on damaged edges as per the manufacturer’s
Technical Data Sheet(TDS)
• Renderoc S2 shall be used for vertical and horizontal applications. It can be applied
for 5mm to 15mm in vertical sections. Higher thickness can be achieved by using
formworks.
• Repaired area shall be allowed for curing for 7 days and then grind to the desired
profile.

1.7 Holes drilled on viaduct for formwork & GSF support

Material used for repairing holes drilled on viaduct shall be Renderoc S2 from Fosroc or
Emaco S48C T from BASF. Renderoc S2 can be applied minimum 5mm to 15mm thickness
in vertical sections and up to 50mm thickness in horizontal thickness with compressive
strength of 12N/mm2 in 1 day and 45N/mm2 in 28 days. Emaco S48C T be applied to maximum

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Mumbai Metro Rail Line-7 & 2A

of 50mm thickness in one layer with compressive strength of 35N/mm2 in 7 days and 45N/mm2
in 28 days.

Procedure for repairing

• The surface shall be cleaned and free from any dust, contaminated material, plaster,
oil, paint, grease, corrosion deposits or algae.
• Material shall be mixed and applied on damaged edges as per the manufacturer’s
Technical Data Sheet (TDS)
• Renderoc S2 shall be used for vertical and horizontal applications. It can be applied
for 5mm to 15mm in vertical sections. Higher thickness can be achieved by using
formworks.
• Emaco S48C T be applied to maximum of 50mm thickness in one layer for vertical
and horizontal applications.
• Repaired area shall be allowed for curing for 7 days and then grind to the desired
profile.

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Mumbai Metro Rail Line-7 & 2A

Annexure Q: Toe Load Measurement Procedure

P a g e | 276
Checklist:

Project:
Client:
Contractor:
Fastening Supplier: M/S PANDROL RAHEE TECHNOLOGIES PVT LTD
DETERMINATION OF PANDROL Eclip TOE LOAD
Name of Site:
Date of Inspection:
Track Location Cumulative TOE LOAD (kgf) per
rail seat
SL.NO. CHAINAGE PLINTH/RING FASTENING/SLEEPER LHS RAIL SEAT RHS RAIL SEAT REMARKS
NO. NO. NO. FIELD GAUGE FIELD GAUGE
SIDE SIDE SIDE SIDE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24

PRT’s representative MMRDA representative

Name:

Signature:

Date:
 TRACK MANUAL
Mumbai Metro Rail Line-7 & 2A

Annexure R: Inspection Format of Points and Crossings

P a g e | 277
 INSPECTION SHEET - TURNOUT 1/9 R300 - Slab DOB-IS-19-059 Rev. 2
ON SITE Date : 02-04-2020
PROCES VERBAL DE CONTRÔLE - BRANCHEMENT 1/9 R300 - Slab Folio 1/1
SUR SITE Created by : L.Satanart

E2
E1

p1
p2

s2
s1
H

E3
Turnout n° / n°appar Deviation Tg Rail Drawing nb / n°plan Position JIC/GIJ location Assembly type/type de mtge Order ref. / réf. Cmdes
60E1 Full / complet Client:
RH / LH 1/9 4.200.00295
60E1A1 Partial / partiel Vossloh:
± 3mm < 24m
Track gauge +2/-1 mm Gap between stops & switch Length of rails / Longueur des rails :
± 5mm > 24m
Ecartement de voie +2/-1 mm 0 to 1 mm Switch rail Straight / rectiligne :
13047
Main line Diverging line Jeu entre butée et aig. 0 à 1 mm Aiguille Curved / courbe :
N°Bearer

Voie directe Voie déviée Left half sw. Right half sw. Value Theor. Real / Réel Value Theor. Real / Réel
Value Theor. Real / Réel Value Theor. Real / Réel N° Gap / Jeu N° Gap / Jeu A 14390 B 14390
1 a 1435 1 1 C 11373 D 11350
3 b 1435 2 2 E 11301 F 11271
12 c1 1435 c2 1435 3 3 G 8960 H 8945
19 d1 1435 d2 1435 4 4 Offset / Ordonnées : ± 2mm
30 e1 1435 e2 1435 5 5 Position/PRA theor. Real
44 f1 1435 f2 1435 6 6 q1 24358 379
56 g1 1435 g2 1435 7 7 q2 27333 115
58 h1 1435 h2 1435 8 8 q3 31533 308

Equilibrage des Coordonnées / coordinates / theoretical Point q4 33383 511

contre rails : ± 3mm xm1 2850 xm11 2450 xm22 1900 Ordinates in stop axle ± 1mm Position/PRA theor. Real Position/PRA theor. Real
balancing of the guard rails xn1 2350 xn11 1950 xn22 1400 Ordonnées aux butées ± 1mm r1 14000 365 r7 20000 721
cote Théor. Réel/Real xm2 2300 Straight S.R. Curved S.R. r2 15000 416 r8 21000 792
m1 1370 xn2 1800 Theor. Real Theor. Real r3 16000 470 r9 22000 866
n1 1380 xo1 700 89 89 r4 17000 528 r10 23000 944
m2 1370 xo2 700 103 104 r5 18000 589 r11 24000 1025
n2 1380 xo11 300 119 120 r6 19000 653 r12 25000 1110
m11 1370 xo22 300 137 137 Particular points / points particuliers
n11 1380 protection du cœur 0/+2mm 155 156 Straightness ± 1 Contact switch / stock rail ≤ 1mm
At locking device area : 0/+0,5
m22 1370 frog protectionning 175 176 Rectitude ± 1 Contact aig. / c-aig. ≤ 1mm
A la 1ere attaque : 0/+0,5
n22 1380 o1 1395 o11 1395 196 197 Switch / aiguilles 500 mm from switch toe
Curved S.R. / Straight S.R.
o2 1395 o22 1395 218 220 Stock-rail / c-aig.
Ordinates on the heel of switch ± 2mm Extra height of check rail ± 2 mm Deburring Conformity of screws
Surélévation du contre-rail ± 2 mm and fastening
Ordonnées en talon d'aiguille ± 2mm Ebavurage
Curved S.R. Real value Straight S.R. Real value Theoretical Real Correct position Boulonnerie & serrage
Théorique Réel
Aig. courbe Cote réelle Aig. Rectiligne Cote réelle and fixation for all
p1 319 p2 321 25 Centrage de l'anti-cheminant/
assemblies
Centering of anti-creep device Y/N
Ordinates on entry & exit of crossing ± 2mm Switch Throw Force Marking :
Ordonnées en entrée & sortie de croisement ± 2mm Effort de manœuvre Marquage
Entry Real value Exit Real value Gap between switch and
<260 daN slide plate ≤ 1mm
Entrée Cote réelle Sortie Cote réelle
s1 379 s2 511 Squareness / Equerrage : +/-5mm Items identification / Identification des pièces
Opening of switch at 180mm from ST E1= E2= E3= Frog / cœur :
Ouverture d'aiguille à 180 mm de la PRA Min. flangeway Switches / aiguilles :
60 mini
Theoritical value / valeur théorique :160 +3/0mm Libre passage
Curved S.R. Curved S.R. Stock-rails / contre-aiguilles :
Straight S.R. Straight S.R.
Distance X (from beginning of turnout to ST / du JP à la PRA ) ± 5 mm Rails:
Theor. : 1350 Left / gauche : Right / droite :
Remarks / observations : VOSSLOH inspection / contrôle VOSSLOH Client inspection / contrôle client
Name / nom : Name / nom :

Date: Date:

Visa: Visa: