government of india ministry of railways -...

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

Agenda 82nd Meeting

Track Standards Committee

2011

BHOPAL

RESEARCH DESIGNS & STANDARDS ORGANISATION LUCKNOW-226 011

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

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P R E F A C E The agenda for 82ndTrack Standards Committee meeting has been prepared based on the items received from Zonal Railways. As per instructions of Railway Board in different meetings, the agenda items received from various Zonal Railways have been scrutinised at RDSO and items requiring detailed technical discussion have only been included as agenda items for TSC meeting. Out of the items proposed by Zonal Railways, items referred from CTE Seminar and RDSO, 16 items have been included in the agenda. In addition, 42 items have been carried over from previous TSC. Fourteen items of previous TSC have been closed.

Efforts have been made to give detailed technical remarks against items included in agenda for deliberations by Track Standards Committee. In order to ensure ease of use and faster reach, this compilation is being circulated in soft format only.


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INDEX- I

S.N. Item No.

Item Item Proposed by Page No.

1 1191 USFD testing of Weld (IMR/W)

(Item proposed Western Central Railway)

1

2 1192 Need of Combination of Joints (Item proposed by N.W. Railway) 3

3 1193 Renewal criteria for Switches, Crossings, SEJ

(Item proposed by Western. Railway)

5

4 1194 Cracks in CMS crossing (Item proposed by Western Central Railway)

8

5 1195 Discrepancies in ‘IRPWM’ & Manual of instructions on ‘Long Welded Rails’ regarding minimum sleeper density

(Item proposed by Eastern Central Railway

11

6 1196 Check rail in level crossing

(Item proposed by Central Railway) 13

7 1197 Anomalies in IRPWM – Para 916 vis-a-vis Railway Board Lr. No.2006/CE-I/LX/WP dt. 10.06.2008 :

(Item proposed by Southern Railway)

14

8 1198 Anomalies in IRPWM – Para 924 (b)(1) vis-à-vis Railway Board Lr. No.2006/CE-I/LX/WP/Pt dt. 30.08.2011


16

9 1199 Correction to IRPWM Chapter – X Para 1001 (6) in line with LWR Manual Para No.1.16


19

10 1200 Policy Issues Needing Change in TVU calculation (Item proposed by South Eastern Railway)

20

11 1201 Elimination of vulnerable DFW from track (Item proposed by Western. Railway)

21

12 1202 Frequency of USFD testing of rails

(Item proposed by South Eastern Railway)

24

13 1203 Gauge of Points and Crossing Sleepers in turn out portion

(Item proposed by South Western Railway)

26

14 1204 Wing rail clearance in CMS crossings (Item proposed by South Western Railway)

28

15 1205 Use of GFN liners in place of Metal liners (Item proposed by Northern Railway)

29

16 1206 Fracture of tongue rail

(Item proposed by RDSO) 31

17 1207 Review of Pending Items: As per details in INDEX-II

-

33-101


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INDEX- II

S.N. Brief description of item Reference Page

No. 1 Review of accident proforma (1184/1/81), (958/73/02/Safety)

(1167/1/80), 33

2 LWR/CWR over ballasted deck bridges. (Provision of LWR with SEJ on pier to pier, continuation of LWR on bridges, development of code of practice similar to UIC code 774-3R. Trials of continuation of LWR with multi span bridges with/without ballasted deck.).

(1184/2/81), (1167/2/80) (982/7th Ext./02/IM/LWR) (1091/77/IM/LWR), (1092/77/IM/LWR) (1093/77/IM/LWR)

34

3 Modification in design of combination fish plate (1184/4/81), (1167/5/80) (1015/74/FF)

35

4 Change of rail section in LWR/CWR (1184/5/81), (1167/6/80) (1042/75/ IM/LWR)

36

5 Machine maintenance of track (1184/7/81), (1167/9/80) (1073/76/TM/GL/70)

37

6 Non-destructive stress free temperature measurement of CWR by force application method

(1184/8/81), (1167/11/80) (1077/76/IM/LWR/RSM)

38

7 Review of rail stress calculation methodology (1184/9/81), (1167/12/80) (1078/76/Track Stress/FEM & DG/Research)

39

8 Revision of Workload of PWIs

(1184/10/81), (1167/13/80) (1087/77/IRPWM)

40

9 Criteria for re-alignment of curve (1184/11/81), (1167/14/80) (1055/75/IRPWM)

41

10 Necessity of detailed guidelines for USFD testing of tongue rails and CMS crossings

(1184/12/81), (1167/15/80) (1098/78/USFD)

42

11 Corrosion on rails at contact points of liners resulting into fractures

(1184/13/81), (1167/16/80) (1102/78/ACP/RP)

43

12 Maintenance of channel sleeper (1184/14/81), (1167/19/80) (1121/79/JE)

45

13 Standard deviation based track maintenance standards for 130Kmph to 160Kmph and spot values for 140Kmph to 160 Kmph.

(1184/15/81), (1167/20/80) (1124/79/TM/GL/70 79th)

53

14 Improving small track machine organisation (1184/16/81). (1167/21/80) (1125/79/TM/GL/70 79th)

54

15 Formation treatment and recommendations of RDSO for treatment other than blanketing.

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

55

16 Issues pertaining to improvement in A.T welding. (1184/19/81), (1167/26/80) (1133/79/WELDING/POLICY)

57

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

58

18 Visibility requirement for unmanned LCs (1184/24/81), (1147/80/ EL) 59 19 Maintenance of thick web switches (1184/27/81), (1151/80/ TWS) 60 20 Maintenance of Spring Setting Device (1184/28/81), (1152/80/ TWS) 70 21 Formulation of procedure for testing of vertical

flaws in USFD testing. (1184/30/81), (1156/80/ USFD) 75

22 Trial of different fastening components on Indian Railways.

(1184/32/81), (1160/80/ EF/TRIAL) 76

23 Inspection and maintenance of points and crossings (1184/33/81), (1161/80/ PTX) 81 24 Increase in top formation width. (1184/34/81)

(1163/80/ GE/Gen/TSC/13) 82

25 Criteria for deep screening of ballast (1184/35/81), (1166/80/ GE/Gen/TSC/13)

83


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26 Maintenance tolerance of gauge (1184/36/81) (1168/80/ IRPWM)

84

27 Modification in F/S Turn Out (1 in 8.5 & 1.12) Drawings.

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

85

28 Gauge at toe of points & crossing

(1171/81/PTX/Policy) 86

29 SEJs for curves up to 4 Degree

(1172/81/PTX) 87

30 Provision of online printing facilities in PC-based OMS equipment

(1173/81/TMM) 88

31 Revision of Specification and fixing life cycle for avoiding frequent failure of glued joints. Reduction in thickness of end post of glued joints.

(1174/81/CT/GJ) 89

32 Push trolley wheels suitable for digital axle counter (1175/81/TMM) 91 33 (i) Experience of tamping based on TM 115

(ii) Experience on Tamping based on TM – 115 (iii) TM-115 report has not been implemented on Northern Railway

(1176/81/TMM) 92

34 Anomalies in IRPWM & LWR Manual (1177/81/CT/IRPWM&CT/IM/LWR) 93 35 Standards of track maintenance to C&M-(Vol.1) (1179/81/DG/Research) 94 36 Reflective type indicator boards (1180/81/CT/MS/SD/WW) 95 37 Extra clearance on curves (1181/81/CT/SD/REV/BG/MG) 96 38 Clips with higher toe load being used on Indian

Railways (1182/81/EF) 97

39 Restoring whistle board distance from level crossing from 350m to 600m on single line. Ref: Para 916 (1) (i) of IRPWM

(1183/81/safety) 98

40 Provision of wicket gates for on foot road users (1185/81/IRPWM) 99 41 Trial policy for track items (1188/81/CT/Policy) 100 42 Measurement of Rail stresses and stress free

temperature of LWR by non destructive portable state of art equipment

(1190/81/LWR) 101


1

ITEM NO.1191

SUBJECT: USFD testing of Weld (IMR/W)

(Item proposed by Western Central Railway) RDSO FILE REF: CT/USFD

AGENDA:

The item has been referred by CTE’s seminar 2011 as follows:

Vide A&C correction slip No. 02 of JAN/2008 in USFD manual, classification of weld & weld defects for need based concept of USFD has been given in Annexure -2 i.e. Para 6.3, 6.5.1, 6.5.2, 8.8 and 8.9.

Vide S. No. 08 of the table it is mentioned that with 70º gauge face side probe and sensitivity set on 5mm FBH, “ Any transverse defect in the rail head on gauge face side in the vicinity of holes near the weld will be classified as IMR/ W if H >15 V ≥ 20. It means if there is hole in the vicinity of weld and weld is OBS/W this will be classified as IMR/W, to avoid such classification if we know the Zone of vicinity of hole same can be removed in advance at the time of welding to avoid accumulation of such defect in the track.

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

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

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

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

The above issue needs rationalization and discussion


2

NOTES BY SECRETARY:

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

“(ix) While using second hand rail panels for secondary renewal, released from LWR/CWR sections, the ends should be cropped to eliminate fish bolt holes. If rail ends do not have bolt holes, the ends may be cropped to a distance of minimum 150 mm for AT welds and 85 mm for flash butt welds from the center of welded joint to eliminate heat affected zone of welds. End cropping may be suitably increased so as to ensure that rail ends are within the tolerances as specified in para 3.1.” Para 3.3 x) of ‘Manual for fusion welding of rails by the Alumino-thermic process, Reprinted 2006’ bring out the provisions while repairing of fractured/defective weld using wide gap (75mm gap) welding and the same is reproduced below :

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

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

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

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

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

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

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

TSC may deliberate on the issue.


3

ITEM NO.1192

SUBJECT: Need of Combination of Joints

(Items proposed by North Western Railway) RDSO FILE REF: CT/FDJ/R, CT/USFD

AGENDA:


• In CTR during up-gradation of track structure from 52 kg to 60 kg. • Doubling projects- When existing line is 52 kg.

Difficulties being faced

• Joggled fish plates are not available for protection of 52kg/60kg combination weld. • In field USFD testing procedure for testing of 52kg/60kg combination weld is not

available. • In case of provision of combination fish plate (600 mm long) on PRC track suitable speed

restriction is not specified. Although in previous TSC it was decided to develop forged section but its development and production will take time. Immediate requirement is:

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

NOTES BY SECRETARY:

(A) Development of drawing for joggled fish plate for combination weld (52kg/60kg)

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

(B) USFD testing procedure for testing at site

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


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(C) This issue needs to be examined.

(D) In the 79th TSC held in Feb 2009, it was discussed that as per Radiographic examination

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



5

ITEM NO.1193

SUBJECT: Renewal criteria for Switches, crossing, SEJ:

(Item proposed by Western Railway) RDSO FILE REF.: CT/PTX

AGENDA:


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

NOTES BY SECRETARY:

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

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

(Before 1st reconditioning) 2. Switch Expansion Joints - 220 GMT

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

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

The average service life of switches can only be determined on the basis of field data. The zonal railways should send the performance of above track components in the proforma


6

enclosed as Annexure-I. RDSO can compile data from various zonal railways to arrive at service life of track components.



7

Annexure-I/Item No. 1193

Proforma for performance of Over-riding Switches to determine service life

S. No. Design

Point No. Station

Route GMT

Month/ Year of laying

Month/ year of 1st reconditioning

GMT earned before 1st recond.

Total nos. of recond.

Month/ year of renewal

Total GMT earned before renewal

Reason for renewal such as excessive wear, crack, corrosion etc.

Remarks, if any

Note : The above detail is to be given for representative sets of turnouts in which renewal of switch has been carried out due to excessive wear, crack/fracture , corrosion etc making it unserviceable.


8

ITEM NO.1194

SUBJECT: Cracks in CMS crossing

(Item proposed by West Central Railway) RDSO FILE REF: CT/XH/Monitor

AGENDA:


On WCR 242 cracks found in CMS crossing. The details are as under: 1 in 12 60 Kg 1 in 8.5 60 Kg 1 in 12 52 Kg 1 in 8.5 52Kg Total

114 97 20 11 242

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

Position in Literature - In book written by M.L. Agarwal at Para 7.8.3.1, it is mentioned that “ Rate of propagation of cracks in CMS crossings is very slow and even if crack is developed it can be continued under observation.” Manual for Maintenance & Laying of CMS crossings 1997 have been referred in book (written by Sudhir Kumar) for point & crossings and it is mentioned that “if a crack is noticed it should be observed regularly. The crossings need replaced only if the crack depth reaches ½ depth of crossings”. In Annexure 2/6 Para 237 (5) of IRPWM vide item No. 21 in inspection procedure of Point & Crossing. “condition of crossing is mentioned in terms of giving propagation of cracks (if any) in crossing assembly” it shows that cracks can be there in CMS crossings. Suggestions from Railway: (1) It is requested to share if in any railways they ever had CMS xing which had very fast crack propagation or any CMS crossing which has broken in two parts without any warning and information from the date first crack seen & reaches up to head. (2) Similar cases on other railway & action taken thereof (3) RDSO’s opinion about the whole issue.


9

NOTES BY SECRETARY:

In pursuance of Railway Board’s directive to study the issue of cracks in CMS crossings and to issue detailed guidelines for failure, information was sought from all zonal railways regarding performance of CMS crossings in respect of development and propagation of crack laid in track in last three years in June ‘2011 .The details received from eleven Zonal Railways so far has been compiled at Annexure I which shows 629 nos. of cracked CMS crossings out of 12020 CMS crossings. This implies that on an average approximately 5% of CMS crossings develop cracks. This figure of percentage of cracked CMS crossings varies from nil in some of railways to 8.79%, 12.57%, 16.45% in WCR, WR & CR respectively. As the percentage of cracked CMS Crossings was found to be substantially more in WCR, WR and CR, these railways have been requested to analyze the possible cause of crack in CMS Crossing.

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


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Annexure-I/Item No. 1194

Performance of CMS Crossing laid in last three years

S No. Railway No.of Sets No. of Cracked CMS Xing

Percentage of cracked Xing

1 WCR 1160 102 8.79%

2 SR 153 4 2.61%

3 NFR 641 12 1.87%

4 SWR 853 0 0.00%

5 NER 727 27 3.71%

6 ER 1696 25 1.47%

7 SCR 1863 23 1.23%

8 SER 1190 0 0.00%

9 WR 1114 140 12.57%

10 NCR 1419 98 6.91%

11 CR 1204 198 16.45%

Total 12020 629 5.23%


11

ITEM NO.1195

SUBJECT: Discrepancies in ‘IRPWM’ & Manual of instructions on ‘Long Welded Rails’

regarding minimum sleeper density. (Item proposed by East Central Railway)

RDSO FILE REF: CT/IM/LWR AGENDA:


There is Discrepancy in IRPWM & LWR/CWR Manual regarding provisions pertaining to minimum sleeper density as indicated below.

1. As per para 244 (4) (a) of IRPWM stipulates that minimum sleeper density should be 1340 sleepers/km, irrespective of temperature zone, where as per para 4.3.3 of LWR/CWR manual, minimum sleeper density should be 1310 sleepers/km in temperature zones I & II.

2. As per para 244 (4) note (ii) of IRPWM, for LWR/CWR track minimum sleeper density is 1540 sleepers/km whereas per para 4.3.3 of LWR/CWR manual minimum sleeper density is 1310 sleepers/km for temperature zones I & II.

The anomalies, therefore, needs to be reviewed and modification to manual provisions be issued.

NOTES BY SECRETARY:

1. As per IRPWM

Para 244 (4) Minimum Sleeper Density-

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

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

1540 for other temperature zones


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Sidings: Private and Other Sidings Sidings with permissible speed up to 50 kmph

1340 for temperature zone - I & II 1540 for other temperature zones

For sidings with permissible speed more than 50 kmph

1660

As per Manual of Instructions on Long Welded Rails (1996) Para 4.3.3 Sleeper density

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

Types of sleeper Sleeper density (BG/MG)

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

2. As per IRPWM

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

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

Para 4.3.3 Sleeper density

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

Types of sleeper Sleeper density (BG/MG)

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



13

ITEM NO.1196

SUBJECT: Check rail in level crossing

(Item proposed by Central Railway) RDSO FILE REF: CT/ SRC/3/2/L-Xing

AGENDA:


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

To overcome this problem, the design of bracket and check rail needs to be reviewed.

NOTES BY SECRETARY:

At present, at level crossings for maintaining the flange way clearance, provision of check rail, fixed to concrete sleepers through bracket is made as per RDSO drawing no. RT-4148 & 4148A. In the arrangement, check rail is half cut section of rail which is fixed side-by-side to a bracket with bolts and the bracket is fixed to sleeper with plate screws and dowels. Since the check rail is a cut section of rail (normally second hand rail) and fixed laterally to the sleepers through many components, the system is weak and flexible. Due to heavy vehicular movement, the various parts get damaged or broken due to fatigue failure or loosening of bolts during service. Further, the existing arrangement is opened and reinstalled frequently for overhauling causing further damage to various parts. Under this situation, not much improvement appears to be feasible in the present design.

Therefore, alternative system / arrangement may be explored and developed for better design / performance. The system being used in other developed world railways may be studied for this purpose. It is also learnt that Northern Railway is doing trial on this subject for some new system. NR may give details of the system which is under trial to TSC.



14

ITEM NO.1197

SUBJECT: Anomalies in IRPWM – Para 916 vis-a-vis Railway Board Lr. No.2006/CE-

I/LX/WP dt. 10.06.2008

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

RDSO FILE REF: CT/EL

AGENDA:

Para 916 of IRPWM is as follows :

Para 916 of IRPWM Level crossing indicators – (1) Whistle indicator – (i) At the approaches to all unmanned ‘C’ class level crossings or manned level crossings where the view is not clear on either side for a distance of 600 metres and those which have normal position open to road traffic, without interlocking and protection by signals, under special conditions, bilingual whistle boards as per design (Annexure 9/5A) should be erected at 600 metres along the track from the level crossing to enjoin the drivers of approaching trains to give audible warning of the approach of train to the road users. The drivers of approaching trains should whistle continuously from the time they pass whistle boards to the time they cross the level crossing. However, the distance of W/L boards for unmanned level crossings on single line section where visibility is clear, should be reduced to 350 m. However, as per the Board Lr. No. 2006/CE-I/LX/WP dt. 10.06.2008, the restricted visibility is defined as 800 metres. Suggestion : Correction slip to Para 916 of IRPWM may be issued as below : In the above paragraph 600 meters shall be replaced by 800 metres as per the Railway Board Lr. No.2006/CE-I/LX/WP dt. 10.06.2008.

NOTES BY SECRETARY: Para 916 of IRPWM is as follows :

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


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The related content of Board Letter No. 2006/CE-I/LX/WP dated 10.06.2008 is reproduced below: “ Sub: Criteria for Manning of Unmanned Level Crossings- Revision thereof. Ref: This office letter of 2003/CE-I/LX/59 dated 11.06.2003. After revision of the criteria in 2003 for manning of level crossing vide letter under reference it has been noted that a large number of unmanned level crossings tha had become eligible for manning under old criteria of earlier 1993 had become ineligible for manning as per revised criteria. It has also been noted with concern that accidents at unmanned level crossing are on rise. Also, the issue of change in the criteria of manning of unmanned level crossing has been engaging attention of the Board in view of the increased number of accidents on unmanned level crossings. After careful consideration in the matter it has been decided to change the criteria of Manning of Level Crossing on all routes of Indian Railways with related action as follows:- 1.1 Adopt Revised criteria for Manning of existing unmanned LC’s

Present Criteria Revised Criteria Category I: Clear visibility level crossing where TVU is more than 6000 AND road Vehicles > 180.

Category I: All level crossing including restricted visibility* cases where TVU is more than 6000.

Category II: Restricted visibility level crossing where TVU is more than 6000 AND road Vehicles > 120.

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

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

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



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ITEM NO.1198

SUBJECT: Anomalies in IRPWM – Para 924 (b) (1) vis-à-vis Railway Board Lr.

No.2006/CE-I/LX/WP/Pt dt. 30.08.2011:


RDSO FILE REF: CT/EL AGENDA:

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

924(b)(i) : Based on traffic density, visibility and regular plying of buses etc. unmanned level crossings have been categories into I-III for manning at Railways cost in a phased manner on a programmed basis as per following priority. Category I : Level crossing where TVUs exceed 6000, number of road vehicles exceed 180 and where visibility is clear. Category II : Level crossing where TVUs exceed 6000, number of road vehicles exceed 120 and where visibility is restricted. Category III : Level crossing where TVUs is between 3000 and 6000 and where visibility is restricted. Further, manning of any unmanned level crossing shall not be done if motor vehicles do not ply regularly. Manning of category – III level crossings should be considered once manning of first two categories is over. Further, if any unmanned level crossings gets involved in more than 3 accidents in 3 years, it should be manned immediately irrespective of the category to which it belongs. All proposals for manning of unmanned level crossings should be processed in consultation/association with the Chief Safety Officer of the Railway. However, as per the Board’s letter No. 2006/CE-I/LX/WP/Pt dated 30.08.2011 revised criteria of manning of unmanned LCs (August’ 2011) is as under.

Revised Criteria of manning of unmanned level crossings (August’ 2011) Category – I: All Unmanned Level Crossings Gates with TVU above 3000. Category – II: All unmanned level crossings gates with visibility restricted to 800 metres for road users and TVU above 2500.


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

NOTES BY SECRETARY: Para 924 (b)(i) of IRPWM is as follows : Manning of Unmanned level crossings.

924(b)(i) : Based on traffic density, visibility and regular plying of buses etc. unmanned level crossings have been categories into I-III for manning at Railways cost in a phased manner on a programmed basis as per following priority: Category I : Level crossing where TVUs exceed 6000, number of road vehicles exceed 180 and where visibility is clear. Category II : Level crossing where TVUs exceed 6000, number of road vehicles exceed 120 and where visibility is restricted. Category III : Level crossing where TVUs is between 3000 and 6000 and where visibility is restricted. Further, manning of any unmanned level crossing shall not be done if motor vehicles do not ply regularly. Manning of category – III level crossings should be considered once manning of first two categories is over. Further, if any unmanned level crossings gets involved in more than 3 accidents in 3 years, it should be manned immediately irrespective of the category to which it belongs. All proposals for manning of unmanned level crossings should be processed in consultation/association with the Chief Operations Manager of the Railway. The content of Railway Board’s letter No. 2006/CE-I/LX/WP/Pt dated 30.08.11 is as below:- “Sub: revised criteria for manning of unmanned level crossings.


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In view of the Ministry of Railways policy to eliminate or man all unmanned level crossing by March 2015, Railways have approached Board to review the train vehicle unit (TVU) based criteria of manning of unmanned level crossing. The issues involved have been re-examined. Board has now decided to further relax the criteria for manning of unmanned level crossings as under: Revised Criteria of Manning of Unmanned level crossing (August’ 2011) Category-I: All unmanned Level Crossings Gates with TVU above 3000. Category-II: All unmanned Level Crossings gates with visibility restricted to 800 meters for road users and TVU above 2500. Category-III: All unmanned Level Crossings, which do not fall in category – I & II above and which cannot be eliminated by any other methods like construction of diversions road, subway, closure of gates having low TVU or any other means as per extant policy instructions. Note for Category III: Divisional Railway Manager shall, ensure identification of unmanned level crossings, which can be eliminated by any other means, get necessary works sanctioned and simultaneously obtain No Objection Certificate (NOC) i.e. consent for closure of unmanned level crossings from the State Govt. / District Magistrate to avoid delay in closure. For remaining unmanned level crossings, i.e. which cannot be eliminated by any methods and where manning is the only solution; Divisional Railway Manager shall recommend proposals of manning of unmanned level crossings, in order of priority, for timely sanction by the competent authority. Manning of level crossing can be prioritized in order of TVU or any other relevant site specific factors. Manning of such level crossing gates will require specific approval of the General Manger. This supersedes Board’s letter no. 2006/CE-I/LX/WP dated 12.04.2010 issued on the subject matter. This issues with approval of Board (ME, MT & CRB).” TSC may deliberate on the issue.


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ITEM NO.1199

SUBJECT: Correction to IRPWM Chapter – X Para 1001 (6) in line with LWR Manual Para No.1.16:


RDSO FILE REF: CT/IM/LWR

AGENDA:

Para 1001 (6) of Chapter X of IRPWM is as follows:

Hot weather patrolling for LWR/CWR- Hot weather patrol is carried out when the rail temperature reaches td + 200 or above.

The patrolling should be done in accordance with the provisions of Manual of Long Welded rails.

Para 1.16 of LWR Manual is as under:

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

(i) td + 25º C on PSC sleeper track with sleeper density 1540 nos. per Km and above.

(ii) td + 20ºC on PSC sleeper track with sleeper density less than 1540 nos. per Km and track

other than PSC sleepers.

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

NOTES BY SECRETARY:

As per Para 1001 (6) of Chapter X of IRPWM (Second Reprint 2004)

As per Para 1.16 of Manual of Instructions on Long Welded Rails (1996)

Hot weather Patrolling for LWR/CWR- Hot weather patrol is carried out when the rail temperature reaches td + 20 degree or above. The patrolling should be done in accordance with the provisions of Manual of Long Welded Rails.

Hot weather patrol is the patrol carried out when the rail temperature exceeds (i)td + 250 C on PSC sleeper track with sleeper density 1540 nos. Per km and above. (ii)td + 200 C on PSC sleeper track with sleeper density less than 1540 nos. Per km and track other than PSC sleeper.



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ITEM NO.1200

SUBJECT: Policy Issues Needing Change in TVU calculation. (Item proposed by South Eastern Railway vide their letter No. TC/TSC/MPG/82/2280 dated 21.09.11) RDSO FILE REF: CT/EL AGENDA:

As per Para 919 (1) of IRPWM, TVU is calculated by the formula (Train Units x Road Vehicle Units). Train, Road Vehicle, Bullock Carts and Tongas are being considered as one unit while cycle rickshaw/Auto rickshaws are considered as half unit. It is interesting to note that there is no mention of motor cycles & scooters (2 wheelers motorized). Policy of TVU calculation needs a revision, as because it doesn’t consider two wheelers into account, population of which has increased by leaps & bounds. It is found that this is the class of road users, who create extreme pressure on gateman and incidents have been reported of severely thrashing the gateman on various occasions.

NOTES BY SECRETARY: Para 919 (1) of IRPWM is as follows:- 919 (1) Periodical census of traffic at all level crossing, unmanned/manned shall be taken

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



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ITEM NO.1201

SUBJECT: Elimination of vulnerable DFW from track:

(Item proposed by Western Railway) RDSO FILE REF: CT/ USFD

AGENDA:


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

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

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

1) Any DFW if has been found OBSW in next due round of normal testing it must be marked

as DFWR. 2) During dedicated AT weld testing if the flaw has crossed threshold value (as specified in

USFD manual) in two or more zones (Head/web/flange) then it should be marked as DFWR.

3) In addition to above, all newly detected DFW now onwards must be marked as DFWR with following mentioned criteria.

Portion/zone of rail section

Probe Echo Ht. as per USFD manual for DFW

Echo height for DFWR

Head 0° ≥ 40% ≥ 60% Web & foot 0° ≥ 20% ≥ 40% Head & Flange 70° ≥ 40% ≥ 60% Flange 45° ≥ 20% ≥ 40% Head/Web/Foot 45° (Tendem

technique) ≥ 40% ≥ 60%

Flange 70° (8mmX8mm) ≥ 20% ≥ 25%


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Flaw pattern i.e. size of echo should invariably be recorded by USFD operators . 4) As a onetime measure all DFW joints existing in track must be tested again as early as

possible. During these testing marking should be done as per table above. It is therefore suggested that similar guide lines may be issued from Rly board after due consideration by RDSO.

NOTES BY SECRETARY:

The issue of USFD testing of AT welds and protection of defective welds was discussed at length during 76th TSC meeting held at Bangalore from 4-6 Jan, 2006 vide Item no. 1067. TSC had recommended to get the issue examined by a select committee consisting of ED/Track/RDSO, ED/M&C/RDSO, ED/Track (P)/Railway Board, CTE/NR and CTE/WR. The committee discussed the issue alongwith other relevant issues during its meetings on 09.03.06 and 18.07.06.

Based on the recommendations of the committee, A&C slip no. 17 of Sept, 2006 was issued vide which para 7.6 was revised as available in USFD Manual and is as follows :

“7.6 Action to be taken after detection of defects in AT welds : Action to be taken for defects in AT welds shall be same as at para 7.4 and in addition following shall also be applicable for welds classified as defective (DFW) in periodic testing of AT welds with 00 2MHz , 700 2 MHz , 450 2 MHz , 700 2 MHz (8mmx8mm ) probes:

Classification Painting on

both faces of weld

Action to be taken

Defective weld ‘DFW’ with 00 2MHz, 700 2MHz, 450 2 MHz or 700 2MHz (8mm X 8 mm) probe

Two cross with red paint

SE/JE(P.Way)/USFD shall impose speed restriction of 30 Kmph or stricter immediately. He should communicate to sectional PWI about the flaw location who shall ensure following: (i) Protection of defective weld by joggled fishplates using

minimum two tight clamps/2 far end tight bolts one on each side after which speed restriction can be relaxed up to 75 Kmph for goods train & 100 Kmph for passenger trains on BG and 30 Kmph for goods train & 60 Kmph for passenger trains on MG.

(ii) In case the protection of weld has been done using joggled fishplates with clamps, the defective weld shall be replaced within 15 days. However, in case the protection has been done using joggled fish plates with 2 far end tight bolts, the speed restriction imposed in (i) above shall continue till the defective weld is replaced which should not be later than 3 months. The defective weld with speed restriction as (i) above may be continued in track if the track is to be renewed within 12 months.


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



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ITEM NO.1202

SUBJECT: Frequency of USFD testing of rails .

(Item proposed by South Eastern Railway) RDSO FILE REF: CT/ USFD

AGENDA:


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

Route having GMT Testing frequency once in

≤5 2 Years

>5≤8 12 Months

>8≤12 9 Months

>12≤16 6 Months

>16≤24 4 Months

>24≤40 3 Months

>40≤60 2 Months

>60 1.5 Months

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

NOTES BY SECRETARY:

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


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

Route Routes having GMT Testing frequency Once in

All MG routes < 2.5 5 years 2.5 – 5.0 3 years

> 5 2 years

All BG routes (rail head center and gauge

face corner testing)

< 5 2 years > 5 < 8 12 months > 8 < 12 9 months > 12 < 16 6 months > 16 < 24 4 months > 24 < 40 3 months > 40 < 60 2 months

>60< 80 1 1/3 months >80< 100 1 month >100< 125 25 days >125< 150 20 days >150< 175 17 days >175< 200 15 days

A draft A&C slip to ‘Manual for Ultrasonic testing of Rails and Welds, Revised 2006’ has been prepared in this regard and is being sent to Railway Board for consideration and approval.



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ITEM NO.1203

SUBJECT: Gauge of Points and Crossing Sleepers in turn out portion (Item proposed by South Western Railway) RDSO FILE REF: CT/PTX AGENDA:


For fan shaped PSC layouts the gauge provided in lead curve portion for 1 in 8.5 and 1 in 12 layout is given below,

1 in 8.5 1 in 12

Sleeper No

Drg No Design Gauge

Sleeper No

Drg No Design Gauge

27 RDSO T 4817 1673 mm

29 RDSO T 4540 1673 mm

28 RDSO T 4818 30 RDSO T 4541

29 RDSO T 4819 31 RDSO T 4542

30 RDSO T 4820 32 RDSO T 4543

31 RDSO T 4821 33 RDSO T 4544

32 RDSO T 4822 34 RDSO T 4545

33 RDSO T 4823 35 RDSO T 4546

34 RDSO T 4824 36 RDSO T 4547

35 RDSO T 4825 37 RDSO T 4548

36 RDSO T 4826 38 RDSO T 4549

37 RDSO T 4827 39 RDSO T 4550

38 RDSO T 4828 40 RDSO T 4551

41 RDSO T 4552

42 RDSO T 4553


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

NOTES BY SECRETARY:

1 in 12 & 1 in 8.5 turnouts on PSC Sleepers have been designed for 1673 mm gauge. As per existing design and drawings, the gauge on both straight and turnout side should be 1673 mm. There are several under mentioned issues if slack gauge sleepers are to be provided on turnout side: 1) The radius of lead curve in case of 1 in 12 turnouts is approximately 4 degree. As per

IRPWM para 224(2)(e)(v), the gauge has to maintained from -6 mm to +15 mm for curves up to 5 degree. Hence, there is no need of slack gauge sleepers for lead portion of 1 in 12 turnouts.

2) Existing speed over 1 in 8.5 turnouts is 15 Kmph. The lateral thrust due to centrifugal force, being proportional to the square of speed, is quite low on such turnouts and hence should not result in crushing/lifting of GFN liners.

3) It is not known whether such problem exists in entire Indian Railways or there are some specific cases which can be dealt separately.

4) The existing design of PSC sleepers for fan shaped layout is same for Left hand (LH) and Right hand (RH) turnouts. As per above design, the insert for main line in LH turnout becomes the insert for turnout side in RH. If the slack gauge is to be provided on turnout side, the set of sleepers shall be different for LH and RH turnouts which will increase the inventory and the very purpose of fan shaped layout is defeated.

5) Another fact regarding existing design of turnout is non-existence of transition curve. In absence of transition to the lead curve, the slack gauge shall be developed suddenly in lead portion which is not desirable.



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ITEM NO.1204

SUBJECT: Wing rail clearance in CMS crossings:

(Item proposed by South Western Railway) RDSO FILE REF: CT/XH AGENDA:


As per the provisions of IRPWM, Wing clearances required is given below.

Sl No

Type of Crossing

Design Clearance in

mm

Actual measured in mm

1 RT- 4867 FOR

1 IN 8.5 41-44 38-40

2 RT-4734 FOR

1 IN 12 41-44 38-40

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

NOTES BY SECRETARY:

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



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ITEM NO.1205

SUBJECT: Use of GFN liners in place of Metal liners

(Item proposed by Northern Railway vide their letter No. 836-W/82nd TSC/TM dated 29.09.11) RDSO FILE REF: CT/FD/2/NIL

AGENDA:

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

NOTES BY SECRETARY:

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

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

South Eastern Railway has submitted the report to Railway Board on the life of Metal Liners/GFN liners in coastal areas vide their letter no TC/PWM/Trial/Vol.III/2691 dated 02.11.2011. As per this report,

i) The average service life of metal liners & GFN liners in coastal area is three years. ii) The average service life of insulated metal liners in coastal area is 4 ½ years. iii) Corrosion of rails at location having metal liners is more than the locations having GFN

liners/Insulated metal liners.

Southern Railway has also submitted following to Railway Board Mitigating liner seat corrosion vide their letter no. W/506/14/Corrosion dated 12.08.2011.

i) Metal liners, though have sufficient strength, they are corrosion prone. Pre mature rail renewals are done due to liner seat corrosion with the use of metal liners.


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ii) GFN Liners, though provide insulation, strength is low and do not exhibit corrosion. iii) Liner developed by M/S Rawatsons have the property of strength, insulation (Track circuit

areas) and corrosion resistance. Long term performance was studied in Santragachi Yard (SE Railway) and found to be satisfactory.

iv) To bridge the cost gap between Metal Liner & Liner developed by M/S Rawatsons, Southern Railway is exploring use of Metal Liner wrapped with 0.3mm thick glass cloth fiber which could withstand five times liner renewal and redriving without tearing off. The additional advantage is 5% gain in toe load. The addition cost is marginal only.

Railway Board vide their letter no.2011/Track-II/22/21/1 dated.8.11.2011 referring above reports has instructed to discuss the performance of insulated metal liners under trial in next TSC meeting.

RDSO’s view is as under.

i) Strength of metal liner is much more than CBL of the GFN liners. GFN liners breaks during service, therefore, statistics of the breakage of GFN liners during maintenance activities/in service is required to be provided by railways.

ii) Due to corrosion in metal liners, thickness of liner reduces & therefore, toe load of assembly on this account reduces.

iii) Insulated metal liner developed by M/s Rawatsons is under trial at ECoR, SR, SER, WR, CR & SCR. The performance of this liner is required to be discussed vis-a-vis metal liner/GFN liner

iv) Other Railways may also share with TSC their experience of Metal Liners/GFN Liners/Insulated GFN liners used on their railways.

v) RDSO is also trying to explore the possibility of development of GFN liner with higher CBL value.



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ITEM NO.1206 SUBJECT: Fracture of tongue rail

(Item Proposed by RDSO) RDSO FILE REF.: CT/PTX/Turnout/Rail fracture AGENDA & SECRETARY’S NOTES:

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

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


32

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

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

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

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

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

The committee is requested to deliberate and make suitable recommendation on the following issues:

1. Increasing of reinforcement strap beyond JOH up to 9.2 m from ATS

2. Galvanization of fittings of tongue rail such as slide chair, rail screw, bearing plate, stretcher bar

3. Use of SSD on over-riding switches

4. Replacement of fan shaped switches with thick web switches in accordance with Railway Board letter dated 25.11.2002



33

ITEM NO.1207

REVIEW OF PENDING ITEMS

S. No.1: SUBJECT: Review of accident proforma for measurement of Rolling stock.

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

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Revised accident proforma for measurement of Rolling stock sent by RDSO to Railway Board

was shown to the committee and committee expressed satisfaction on important items included in said proforma.

2. Committee requested Railway Board to finalise the issue. COMMITTEE’s RECOMMENDATIONS:

1. Railway Board is requested to finalise the proforma for measurement of Rolling stock. RAILWAY BOARD’s ORDERS:

Approved . Matter under consideration with Board. SECRETARY’S REMARKS:

Matter is under consideration in Board.


34

S. No.2: SUBJECT: LWR/CWR over Ballasted Deck Bridges. (Provision of LWR with SEJ on pier to

pier, continuation of LWR on Bridges, development of code of practice similar to UIC code 774-3R. Trials of continuation of LWR with multi span bridges with/without ballasted deck.).

(982/7th Ext./02/IM/LWR) (1167/2/80) (1091/77/IM/LWR) (1167/2/80) (1092/77/IM/LWR) (1167/2/80) (1093/77/IM/LWR) (1167/2/80)

(1184/2/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS:

COMMITTEE’s OBSERVATIONS: 1. The issue is being deliberated by HAG committee.

2. The presentation on issue of additional rail stresses coming in rail due to track bridge

interaction in respect of total stresses coming on rail along with possible solutions i.e. provision of NCC and Cu-MO rails was made and discussed.

3. Committee should expedite finalization of its recommendations. COMMITTEE’s RECOMMENDATIONS: 1. HAG committee is requested to finalization of its recommendation and submission of report to

Railway Board. RAILWAY BOARD’s ORDERS:

HAG committee to expedite and submit report within 60 days. SECRETARY’S REMARKS:

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


35

S. No. 3: SUBJECT: Modification in design of combination fish plate

(1015/74/FF) (1167/5/80) (1184/4/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. CTE/SER informed that so far agency for designing and fabrication of modified combination

fish plate could not be found.

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

COMMITTEE’s RECOMMENDATIONS: 1. CTE/SER is requested to expedite design and fabrication of modified combination fish plate.

2. CTE/SER should send the detailed of modified combination fish plate to RDSO within three

months for technical check of design and further action. RAILWAY BOARD’s ORDERS: 1. SER should expedite design and fabrication of modified combination fish plate. 2. SER should submit the details of modified combination fish plate to RDSO by May 2011 for

technical check of design and further action. SECRETARY’S REMARKS:

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


36

S. No. 4: SUBJECT: Change of Rail Section in LWR/CWR.

(1042/75/ IM/LWR) (1167/6/80) (1184/5/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. None of the Zonal Railways have submitted demand of junction forged rails to Railway Board.

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

Board. COMMITTEE’s RECOMMENDATIONS:

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

RAILWAY BOARD’s ORDERS:

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

SECRETARY’S REMARKS:

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

Vide RDSO’s letter no. CT/FDJ/R dated 20/24.07.2011,CTE’s of all zonal railways have been requested to submit the requirement of forged junction rails to Railway Board under advice to RDSO. Railway Board vide letter no. Track/21/08/014/7/1/Specification dated 14.09.2011 has issued a trial order for production of 3000 sets of forged junction rails to Bhilai Steel Plant, Bhilai.


37

S.No.5: SUBJECT: Machine Maintenance of Track

(1073/76/TM/GL/70) (1167/9/80) (1184/7/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. In depth study of world wide practices of other world Railways should be carried out by

RDSO. In this regard various World Railways can be approached and help of Railway Advisors may also be taken.

2. Literature study to be completed in six months time positively. COMMITTEE’s RECOMMENDATIONS:

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


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


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


38

S. No.6: SUBJECT: Non-destructive stress free temperature measurement of CWR by force

application method. (1077/76/IM/LWR/RSM) (1167/11/80) (1184/8/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. CTE/NER informed that equipment with Lucknow Division of NE Railway was out of order

which has been repaired by bringing spare parts from Manmad Workshop.

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

3. Other Zonal Railways should conduct further trials to validate the equipment. COMMITTEE’s RECOMMENDATIONS: 1. NE Railway to expedite and conduct trial within a month in association with RDSO to validate

the equipment as per trial scheme prepared by RDSO.

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

RAILWAY BOARD’s ORDERS: 1. Approved. NE Railway should conduct trial at the earliest.

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


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

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


39

S. No.7: SUBJECT: Review of Rail Stress Calculation Methodology

(1078/76/Track Stress/FEM & DG/Research) (1167/12/80) (1184/9/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. There is a need to study management of contact stress in rail top to reduce RCF defects on

heavy axle load by control of rail wheel interaction by rail grinding.

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

COMMITTEE’s RECOMMENDATIONS: 1. CTEs should send the details after introduction of rail grinding as per the monitoring format of

rail profile grinding for test sites on SCR, NCR & ECoR before and after grinding to RDSO for study of reduction in contact stress.

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

RCF by rail grinding. RAILWAY BOARD’s ORDERS: 1. Approved. 2. Approved SECRETARY’S REMARKS: .

Contact stress study is in progress through rail grinding.


40

S. No.8:

SUBJECT: Revision of work load of PWIs. (1087/77/IRPWM) (1167/13/80) (1184/10/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS:

Railway Board order on 80th TSC recommendation are awaited from Railway Board. COMMITTEE’s RECOMMENDATIONS:

Railway Board is requested to issue orders on 80th TSC recommendations already sent. RAILWAY BOARD’s ORDERS:

Item is under consideration in Railway Board. SECRETARY’S REMARKS:

Item is under consideration in Railway Board.


41

S. No.9: SUBJECT : Criteria for re-alignment of curve

(1055/75/IRPWM) (1167/14/80) (1184/11/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Presentation on RDSO’s reply to issues raised by Railway Board was made along with revised

draft correction slip suggested by RDSO.

2. Railway Board may take further decision.

3. Rate of change of lateral acceleration should be 1.0m/sec.3 on circular portion. COMMITTEE’s RECOMMENDATIONS:

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


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


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


42

S.No.10: SUBJECT: Necessity of detailed guidelines for USFD testing of Tongue Rails

and CMS crossings. (1098/78/USFD) (1167/15/80) (1184/12/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. During normal USFD testing, SEJ tongue rail is not tested but hand probing is done as per para

11.8.2 of USFD manual.

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

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

4. Roughness on machined portion on SEJ should be monitored to avoid sudden fractures. COMMITTEE’s RECOMMENDATIONS: 1. Sample of fractures of tongue rail and CMS crossing along with fracture investigation replies

should be sent to RDSO by zonal Railways for finalizing guidelines for USFD testing of tongue rail, SEJ tongue rail and CMS crossings.

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

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

RAILWAY BOARD’s ORDERS: 1. Approved. 2. Approved. 3. Approved.


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


43

S.No.11: SUBJECT: Corrosion on rails at contact points of liners resulting into fractures

(1102/78/ACP/RP) (1167/16/80) (1184/13/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Railway Boards orders on 80th TSC recommendation along with action taken on them were

discussed. Action on them is to be monitored. 2. Vossloh type fastening which is liner cum fastening system has already been tried in IR and

performing satisfactory. This fastening may be adopted. 3. RDSO is also trying to develop the liner free fastening system for existing PSC sleeper and

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

existing fastening assembly. RAILWAY BOARD’s ORDERS: 1. Approved. 2. Approved. 3. Approved SECRETARY’S REMARKS:

Railway Board’s orders mentioned in 80th TSC are reproduced below:

1 Areas prone to liner biting of rails due to corrosion shall be identified by the Principal Chief

Engineers of the Railways. 2 Corrosion at liner biting locations should be measured at a fixed periodicity of once a year.

RDSO will issue the necessary proforma and methodology for measuring the corrosion. 3 Greasing, sealing of liner and painting of rails area should be done as per RDSO’s instructions

contained in letter no. CT/ACP dated 24.02.06. Frequency for greasing & sealing of liner contact should be once a year for gauge face side of rails and once in two years for non gauge face side of rails.

4 Shifting of the liner biting locations by de stressing of rails may be resorted to for the locations and frequency personally approved by the Chief Track Engineers.

5 RDSO should issue specifications and identify vendors for graphite free grease for sealing of the liners in the next 2 months.

6 RDSO should further study the process of corrosion due to human excreta.


44

7 To minimize the effect of liner biting due to corrosion, RDSO should develop fastening systems free of liners.

8 Regarding galvanized liners the material is already under trial. RDSO should interact with the various Railways to have necessary feedback along with the cost benefit analysis for consideration of the Board. Action Taken:-

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

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

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

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

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

TSC is requested to deliberate and discuss further on the issue.


45

S. No.12:

SUBJECT : Maintenance of Steel channel sleeper (1121/79/JE)(1167/19/80) (1184/14/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Committee consisting of ED/B&S/RDSO, ED/Track-II/RDSO, CTE/SWR, CTE/SECR &

CTE/SCR has finalized the proposed new para to be included in IRPWM for maintenance of Steel channel /H beam sleeper. CTE/SWR presented the new para to the members of TSC.

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

COMMITTEE’s RECOMMENDATIONS: 1. The proposed new para for maintenance of Steel channel/H beam sleepers should be sent to

Railway Board for approval as a correction slip to IRPWM.

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

RAILWAY BOARD’s ORDERS: 1. Approved. 2. Not approved.


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


46

Annexure-I/ Sl. No.12/1207

No. CT/IRPWM Date: 30-08-2011 The Secretary/CE (P), Railway Board, Rail Bhavan, New Delhi-110001

Sub: A & C slip to IRPWM Manual: Railway Board’s order on:

i) Item no. 1177 of 81st TSC (Anomalies in IRPWM & LWR Manual)

ii) Item no. 1183 of 81st TSC (Restoring whistle board distance from level crossing from 350 m to 600 m on single line)

iii) Item no. 1184, S. No. 14 of 81st TSC (Maintenance of Steel channel sleeper)

iv) Item no. 1185 of 81st TSC (Provision of wicket gates for on foot road users) Ref: Railway Board’s letter no. 2010/CE-II/TSC/1 dt. 12.05.2011

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

Item no. 1177 (Para 234(5), 238(2) (d)(i), Annexure-2/11 of 263 of IRPWM) 81st TSC’s Recommendations: Committee’s recommendations: 1. Provisions of LWR manual can be continued for supervision of deep screening and lifting/lowering of track by PWM level. Provisions of IRPWM should be amended. 2. Ballast profile of LWR Manual can be continued and provision of IRPWM should be amended as per LWR Manual. RDSO’s Notes: 1. Execution of deep screening work involves excavation of track bed and supporting track temporarily for passage of trains, hence safety of trains is involved. Thus its supervision has to be done by competent supervisor. In case it is entrusted to PWM, his competency should be certified by Chief Track Engineer. Similar provision also needs to be made for lifting and lowering of track (beyond that is done in normal maintenance of track) as it also affect safety.

QSDl/Fax : 91-522-2458500 rkj : ‘ jsyekud ’ y[kuÅ

Telegram : ‘RAILMANAK’, Lucknow VsyhQksu/Tele : 2451200 (PBX) 2450115 (DID)

Hkkjr ljdkj & jsy ea=ky;

vuqla/kku vfHkdYi vkSj ekud laxBu y[kuÅ - 226011

Government of India- Ministry of Railways Research Designs & Standards Organisation

Lucknow – 226011


47

2. Committee’s recommendations may be approved. Railway Board’s Decision: 1. Approved with modifications that competency of such PWMs to be certified by Chief Track Engineer. 2. Approved. RDSO should send draft correction slip to IRPWM & LWR manual. Item no. 1183 (Sub-para (1) (i) of Para 916 of IRPWM) 81st TSC’s Recommendations: Committee’s recommendations: 1.The provisions of para 916(1)(i) should amended so that distance of whistle board from level crossing on single line is restored to 600m. 2. Instruction should be issued to drivers to whistle from whistle board up to level crossing continuously for warning to road users regarding approaching train. RDSO’s Notes: 1. Item is recommended for closure after issue of correction slip to IRPWM. 2. Para 916 (1) (i) of IRPWM provides for continuous whistling by driver of approaching train from whistle board upto level crossing. Railway Board’s Decision: 1. RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of correction slip to IRPWM. Item no. 1184, S. No. 14 of 81th TSC (Maintenance of Steel channel sleeper) An item on ‘maintenance of steel channel/H-beam sleepers ’ proposed by the committee consisting of CTE/SWR, CTE/SECR, ED/Track-II/RDSO & ED/B&S/RDSO was discussed vide Item no. 1184 during 81th TSC. The committee’s recommendations and Railway Board’s order on the item are given below:

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

RAILWAY BOARD’S ORDERS: 1. Approved. 2. Approved.

Item no. 1185 (Sl. no. 4 of Annexure-9/11 Para 904 of IRPWM) 81st TSC’s Recommendations: Committee’s recommendations: 1. Requirement of wicket gate should be considered on need basis and provision of IRPWM Annexure 9/1 of Para 904 should be amended accordingly for ‘C’ class level crossing.


48

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

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

(Sonvir Singh)

DA: As above Executive Director/Track-I For Director General/Track


49

DRAFT

Indian Railway Permanent Way Manual (2nd Reprinted – 2004)

Advance Correction Slip No.: ……… dated: …….

1. Para 234(5):

The existing para 234(5) of Indian Railways Permanent Way Manual shall be replaced with the following- Para 234(5) (a) Work of lifting or lowering of track (done in normal maintenance of track) should be carried out in the presence of Permanent Way Mistry. (b) Work of lifting or lowering of track (beyond that is done in normal maintenance of track) should be carried out in the presence of Permanent Way Mistry (Competency certificate should be issued by Chief Track Engineer).

2. Para 238(2) (d) (i): The existing para 238(2)(d)(i) of Indian Railways Permanent Way Manual shall be replaced with the following- Para 238(2)(d)(i) The work would be done under the supervision of an official not lower in rank than the Permanent Way Mistry(Competency certificate should be issued by Chief Track Engineer).


50

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

TABLE OF ANNEXURE - 2/11 Para 263

G Gauge

Type of Sleeper

A B C* D E* F F1 H

Quantity of Ballast per meter in

Remarks Straight

Track

Curved Track

1676 mm

Wooden " "

250 300 ¶

350 " "

500 " "

2,270 " "

2,420 " "

6,850 " "

6,250 " "

540 590 640

1.682M3 1.782M3 1.982M3

1.646M3 1.853M3 2.060M3

1. The Minimum Clean Stone Ballast cushion below the bottom of sleeper i. e., A–250 mm.

2. For routes where increase in speeds are to be more than 130 Kmph. A–300 mm. or 200 mm. along with 150 mm. of sub-ballast.

3. Suitable dwarf walls shall be provided in case of cuttings, if necessary for retaining ballast.

4. *On outer side of curves only. 5. Cess may be widened where

required depending on local conditions and outside of curves.

6. All dimensions are in mm. 7. ¶ 200 over 150 Sub-Ballast.

Steel Trough

250 300 ¶

350 " "

500 " "

2,280 " "

2,430 " "

6,850 " "

6,250 " "

550 600 650

1.762M3 1.962M3 2.162M3

1.827M3 2.035M3 2.242M3

PRC " "

250 300 ¶

350 " "

500 " "

2,525 " "

2,675 " "

6,850 " "

6,250 " "

640 690 740

1.954M3 2.158M3 2.362M3

2.032M3 2.243M3 2.455M3

2 Block " "

250 300 ¶

350 " "

500 " "

2,360 " "

2,510 " "

6,850 " "

6,250 " "

630 680 730

2.110M3 2.314M3 2.518M3

2.193M3 2.405M3 2.616M3

82nd MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER 2011

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4. Para 916:

Existing sentence added vide A&C No. 100 dtd. 21.06.2006 at the bottom of sub-para(1)(i) of para 916 of Indian Railways Permanent Way Manual and reproduced below shall stands deleted.- “However, the distance of W/L boards for unmanned level crossings on single line section where visibility is clear, should be reduced to 350m.”

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

Steel Sleepers on bridges:

(1) Terminology: Steel Sleepers on bridges refer to both Steel Channel Sleepers and Steel H-Beam Sleepers.

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

(3) Sleeper spacing: Maximum centre to centre sleeper spacing should be 600 mm. The clear distance between two sleepers should not be more than 450 mm. The clear distance between joint sleepers should not be more than 200 mm.

(4) Fabrication of Steel sleeper and other components: (a). Fabrication of Steel Sleepers on bridges and its protective coating should be in

conformity with BS-45 issued by RDSO. (b). For a girder, location of Steel Sleepers should be marked and numbered after detailed

survey of the girder. The fabrication of Steel Sleeper should be location specific considering the girder centre, top flange cover plates, rivets pitch etc.

(c). In case of bridge on curves, the location of Steel Sleepers should be marked after taking into account the realigned curve. In case transition curve lies on bridge fully or partially, the thickness of steel pad plate should take care of cant gradient.

(5) Laying of Steel Sleepers on bridges:

(a).Before laying Steel Sleepers, creep if any, should be pulled back and rail joints should be so located that after laying sleepers joints should not become supported joints.

(b).The top flange of girder should be cleaned of old paint and then re-painted as specified. (c).Wherever required the existing cross level and misalignment of girder/track should be

corrected in advance of Steel sleeper laying. (d).During the course of laying sleepers at least JE/II/P.Way should supervise the work. (e).Single pad plate below Steel sleeper is preferable. Packing plates can be used along with

pad plate to adjust parameters, wherever required. The pad plates are not required where neoprene pad is provided to cover the rivet head.


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(6) Maintenance

(a).After laying Steel sleepers, tightening of all fittings including hook bolts should be done once in 15 days for initial one month. Thereafter it should be done once a month for next six months and subsequently it should be on need basis as observed by inspecting officials. Regarding hook bolts Para 278(3) of IRPWM should be followed.

(b).Guard rail fittings should be tightened once in three month for 1st six months and thereafter on need basis.

(c).The above will be in addition to daily attention by keyman. (d).Replacement of grooved rubber pads, elastomeric pads shall be done on condition basis. (e). At least 20% of the fittings should always be kept as imprest. (f). 10% of the Steel sleepers along with fittings should be kept as emergency reserve.

Emergency reserve stock of channel sleepers should be maintained keeping different types of girders in view.

(g).In case of Galvanized coating gets damaged, it should be repaired as specified.

(7) Inspection Schedule (Only for channel sleepers)

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

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

6. Para 904: At Sl. No.4 of Annexure- 9/11 Para 904 of Indian Railways Permanent Way Manual

regarding Provision of wicket gates for foot passengers for ‘C’ class level crossing shall be replaced with the following-

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

the Railway.”


53

S.No. 13:

SUBJECT: Standard deviation based track maintenance standards for 130Kmph to 160Kmph and spot values for 140Kmph to 160 Kmph.

(1124/79/ TM/GL/70 79th) (1167/20/80) (1184/15/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. RDSO should expedite the fixing of transition coupling in LHB coaches of RDSO and

thereafter conduct the trial. COMMITTEE’s RECOMMENDATIONS: 1. Trial to fix standard deviation based track maintenance standard should be conducted within

next six months after fixing the transition coupling in LHB coaches of RDSO. RAILWAY BOARD’s ORDERS:

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


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


54

S.No. 14:

SUBJECT : Improving small track machine organization

(1125/79/TM/GL/70 79th) (1167/21/80) (1184/16/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS:

S.No. 1 (A to H except C) – Correction slip to Indian Railways Small Track Machine Manual is being issued by RDSO which should be issued within 15 days. S.No. 1 C – RDSO should regularly review the specification of Small Track Machine. S.No. 2 – Board has already issued instruction for pilot project of MMU.

COMMITTEE’s RECOMMENDATIONS:

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

S.No. 1 C – Recommended for closure. S.No. 2 – Recommended for closure.


S.No. 1 (A to H except C) – Approved. Item should be closed after issue of correction slip. S.No.1 C - Closed S.No. 2 - Closed


A correction slip has been sent to Board on 26.11.2010.


55

S.No.15:

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

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

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Committee discussed the issue and asked SCR to complete the trials for geogrid form the

available 15 types of geogrids. SCR assured to complete the trials with in 6 months as per the scheme given by RDSO.

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

COMMITTEE’s RECOMMENDATIONS: 1. SCR to carry out trials of available geogrid 15 in nos. within six months and send trial report

to RDSO. 2. Railway Board may procure high performance formation treatment machine. RAILWAY BOARD’s ORDERS: 1&2 RDSO should review the item afresh and carry out cost benefit analysis. RDSO should

also find cost effective method of deep screening after 10-12 years in locations having geogrid without any damage to the geogrid.


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

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


56

Annexure-I/Sr. No. 15/1207

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

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

lakh iii) Cost of cess repair= 3.3 lakhs Total expenditure per km for laying of geo-grid with the help of BCM =18.2 lakh B) Direct saving per year achieved on account of formation rehabilitation and due to

PSR cancelled/relaxed i) Saving in engineering cost per km of SR per year=3.81 lakhs

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

ii) Saving in OHE energy=5.67 lakh iii) Saving in operational cost per PSR per year= 20.71 lakhs( Cost of detentions of

loco and coaches per hour has been furnished by FA & CAO/TA/SCR during 2005) iv) Potential saving in running additional goods train due to cancellation of PSR=3.48

lakhs Total direct saving per km per year= Rs 3.78 crores

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


57

S.No.16:

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

(1133/79/CT/Welding/Policy) (1167/26/80) (1184/19/81), DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. M&C directorate of RDSO is to submit the trial report by March 2011.

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

RDSO. COMMITTEE’s RECOMMENDATIONS: 1. SCR should submit the detailed report of thermometer and its specification for trial by

RDSO. 2. RDSO should finalize the issue and send correction slip of thermit welding manual to ensure

proper heating of rail ends and as additional check by digital rail thermometer in addition to prescribed pre heating time for pre heating of rail ends in the manual.

RAILWAY BOARD’s ORDERS: 1. Approved. 2. Approved. SECRETARY’S REMARKS:

1. CTE/SCR has been requested to submit the detailed report of thermometer and its specification for trial by RDSO vide letter no.CT/Welding/Policy dt: 08-09-2011. 2. M&C Dte. of RDSO has been requested to expedite the study based on which A&C slip to AT welding manual shall be processed.


58

S.No.17: SUBJECT : Yardstick for USFD testing.

(1143/79/CT/USFD) (1167/31/80) (1184/23/81), DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Central, Western and N.F Railway to expedite the work study report using analogue as well

as digital rail/weld tester.

2. Committee has not met even once. COMMITTEE’s RECOMMENDATIONS: 1. Central, Western and N.F Railway to under take the work study using analogue as well as

digital rail testers/weld testers and submit report to RDSO for consideration by committee.

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

RAILWAY BOARD’s ORDERS: 1. Approved. 2. Approved.


CTE/WR has submitted the work study report on ‘Yard stick for USFD testing’. CTE/CR & NFR have been requested to submit the work study report vide letter no. CT/USFD dt:08-09-2011.


59

S.No.18:

SUBJECT : Visibility requirement for unmanned LCs (1147/80/ EL) (1184/24/81),


COMMITTEE’s OBSERVATIONS: 1. Draft correction slip to IRPWM submitted by RDSO is under consideration of Railway

Board. COMMITTEE’s RECOMMENDATIONS: 1. Railway Board is requested to expedite approval and issue correction slip to IRPWM. RAILWAY BOARD’s ORDERS:

Item is to be closed after issue of correction slip to IRPWM. SECRETARY’S REMARKS:

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


60

S.No.19:

SUBJECT : Maintenance of thick web switches (1151/80/ TWS) (1184/27/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. RDSO has developed a proforma for inspection of thick web switches with location of wear

measurement and this proforma has been circulated to all zonal railways vide letter no. CT/PTX dated 30.7.2010 for their comments. However, none of the zonal railways have sent comments to RDSO till now.

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

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


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


Approved. SECRETARY’S REMARKS:

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


61

Annexure-I/ Sl. No.19 /1207

Proforma for Inspection of Thick Web Switches Station : Point No. : Location : Type of Thick Web Rail : Date of Laying : Type of sleeper/assembly : Angle of crossing : Nominal gauge of turnout : Left hand or right hand : Laid on straight or on curve of radius: Similar/contrary flexure :

Particulars Details of Inspection

Action taken with date and sign

Details of inspection


1 2 3 4 5 I. General:- 1.Condition of sleepers 2. Condition of ballast and drainage 3. Availability of :- a) Ballast in shoulders and cribs b) Clean ballast cushion II. Switch assembly and lead Portion:- 4. Condition of thick web tongue rails:- a) Whether chipped or cracked over 200mm length within 2700mm from ATS


62

LH: RH:





1 2 3 4 5 b) Whether twisted or bent LH: RH (Causing gap of 5mm or more at ATS) (For joint check with signal staff) c) Whether knife edge LH: RH: d) Vertical wear Right hand i) At point with 22mm head width (as per annexure A) ii) At point with 55mm head width, where thick web tongue rail and stock rail level is same. (as per annexure A) Left hand i) At point with 22mm head width (as per annexure A) ii) At point with 55mm head width, where thick web tongue rail and stock rail level is same. (as per annexure A) e) Lateral wear: (to be measured at 13mm to 15mm below top of stock rail) (as per annexure A) Right hand i) At point with 22mm head width (as per annexure A)


63

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





1 2 3 4 5 Left hand i) At point with 22mm head width (as per annexure A) ii) At point with 55mm head width, where thick web tongue rail and stock rail level is same. (as per annexure A) Vertical and lateral wear may be measured starting at point ‘H’ (22mm head width) and ‘G’ (55mm head width), point where the thick web tongue rail and stock rails are at same level. (as per annexure A) 5. Condition of stock rail a) Right hand: i) Vertical wear ii)Lateral wear (to be measured at 13mm to 15mm below stock rail) (as per annexure A) b) Left hand: i) Vertical wear ii)Lateral wear (to be measured at 13mm to 15mm below of stock rail) (as per annexure A) 6. Condition of fittings of thick web switches 7. Gauge and cross level in thick web switch and lead portion:- a) At 450mm ahead of toe of


64

switch b) At ATS between the two stock rails: c) At 150mm behind toe of switch (only gauge): i) For straight road: ii) For turnout: Particulars Details of

Inspection Action taken with date and sign



1 2 3 4 5 d) At heel of switch: i) For straight road: ii) For turnout: e) At 3m interval in lead portion (see note below) Station Set for Set for mainline turnout Gauge: X- | Gauge: X- :level | :level 0. ATS Heel ATS Heel 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Note: The gauge and cross level in lead portion should be recorded at the stations where versine measurements are being recorded as per col. 12(a) or Col.12(b) 8. Divergence at heel block a) Right hand b) Left hand 9. Throw of thick web switch a) Right hand


65

b) Left hand 10. Creep at toe of thick web switch:- 11. Packing conditions under the thick web switch assembly:- Particulars Details of




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


66

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




1 2 3 4 5 13. Housing of stock thick web and tongue rails: LH: RH: 14. Seating of thick web tongue rails on slide chairs: LH: RH: 15. Straightness of straight stock rail: (measured on 10m chord) 16. Straightness of straight thick web tongue rail: (measured on 10m chord) 17. Distance between gauge faces of stock rails at JOH: 18. Distance between web to web of thick web tongue rails at respective stretcher bar locations (if provided): a) Leading stretcher bar b) 1st following stretcher bar c) 2nd following stretcher bar 19. Gap between top edge of stretcher bar and bottom of rail


67

foot at: a) Leading stretcher bar b) 1st following stretcher bar c) 2nd following stretcher bar 20. Clearance at JOH: i) When set for mainline a) On open tongue rail side b) On closed tongue rail side ii) When set for turnout side a) On open tongue rail side b) On closed tongue rail side


68

Particulars Details of




1 2 3 4 5 Note: To be recorded if spring setting device has been provided at or near JOH. SSD to be checked as per separate annexure ‘B’. III. Crossing Assembly* IV. Turn in curve* V. General* *Item III, IV, V shall remain same as per IRPWM Para 237(5) Annexure- 2/6/A.


69

Annexure - A Particulars of Tongue Rails Showing Location and Head Thickness at Level Point of Stock

and Tongue rail.

SN Description of switches Drg. No. of Tongue rails

Location of (22mm) head from ATS

Location of (55mm) head thickness from ATS. (Point where Tongue rail & Stock rails are at same level)

Location of JOH from ATS

1

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

RT-6155/1

2678

4958

5837

2


RT-6280/1

1098

2621

3229

3


RT-7076/1

3054

5916

7043


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S.No.20: SUBJECT : Maintenance of Spring Setting Devise :

(1152/80/ TWS) (1184/28/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. As decided in the last meeting, zonal railways have not sent report on maintenance problem

of SSD in field. Nor did they suggest maintenance procedure to RDSO.

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


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


Approved SECRETARY’S REMARKS:

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


71

Annexure-I/ Sl. No.20/1207

LAYING & MAINTENANCE INSTRUCTIONS FOR SPRING SETTING DEVICE (SSD)

SSD is being used with various types of Over Riding and Thick-web curved switches laid on PSC sleepers BG, 60/52Kg. In order to get the desired performance of SSD in field, following points should be observed during laying and maintenance of SSD:

1. The point selected for laying SSD should be on straight layout with point machine operation. 2. Before laying SSD, the point should be attended for gauge and cross levels. The sleepers should

be packed properly. 3. Versines of curved stock and tongue rails should be within +2mm of the desired values.

Designed versines of curved stock and tongue rails for various types of Over Riding and Thick-web curved switches are as under :

Type of switch Versines of stock rail Versines of tongue rail V1 V2 V3 V1 V2 V3

10125mm O.R. curved switch RT-4219 & 4733

30 40 30 32 43 32

6400mm O.R. curved switch RT-4966 & 4866

52 69 52 57 76 57

6400mm thick-web curved switch RT-6280

52 69 52 57 76 57

10125mm curved thick-web switch RT-6155

30 40 30 33 44 33


17 22.5 17 20 26.5 20

4. Length of stretcher bars should be within +2mm of the designed values. In field, this dimension

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

Type of switch Distance at location of stretcher bars Leading 1st following 2nd following 3rd following

10125mm O.R. curved switch RT-4219

1530 1544 1566 1576


1530.5 1545 1566 1579


1558 1577.5 1596.5 --


1559 1578 1596.5 --


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6400mm thick-web curved switch RT-6280

1528 1543 1546 --



1458 1474 1516.5 1582

5. Distance between gauge faces of stock rails at JOH should be 1745mm for 60 Kg switches and

1740mm for 52Kg switches. Values in field should be within +2mm or as close as possible. 6. Distance between gauge faces of stock rails at Heel should be 1848 +1 for 1:12 and 1:16 and

1855+1 for 1:8.5 curved switches. 7. Distance between gauge faces of stock rails at ATS should be 1673+2mm in both types of

switches. 8. Throw of switch should be 115+3mm for 1:12 & 1:8.5 and 160+3mm for 1:16 thick-web curved

switches with point machine operation. 9. Straightness of stock/tongue rail should be within +2mm and same should be free from kinks. 10. SSD with gauge tie plate should be installed near JOH. 11. AT the time of installation, if all the above conditions are fulfilled, the SSD must give a

clearance at open side of tongue rail at JOH of 57mm or more. Matching of stock and tongue rails with SSD should be minimum up to sleeper No.13 for 1:16, up to sleeper No.11 for 1:12 and up to sleeper No.7 for 1:8.5 switches. If these values are not achieved at site during initial installation in spite of fulfilling above conditions then the supplier of SSD should be called to attend and rectify the same at site.

12. SSD shall be laid on sleepers by taking suitable traffic block at any appropriate time on any non rainy period.

13. Stock and tongue rail should not have kinky alignment in switch portion especially between toe and heel.

14. Following details shall be maintained for every SSD. a. Section b. Point No. c. Station/Division d. GMT e. Date of laying

15. Throw at toe and clearance at open side of tongue rail and gap at closed side of tongue rail at JOH shall be measured and recorded for mainline and turnout side separately.

16. Matching between stock and tongue rail should be recorded. 17. Following measurements of track parameters should be kept within permissible limits. This will

ensure proper functioning of SSD. a. Gauge, b. Cross level, c. Length of stretcher bars, d. Versines of stock and tongue rails and e. Throw

18. Observations shall be recorded on the requisite proforma.


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PROFORMA FOR MONITORING PERFORMANCE OF SPRING SETTI NG DEVICE FOR OVER-RIDING CURVED SWITCHES LAID ON FAN-SHAPED PSC SLEEPERS. 1. Rly./Division : 2. Station : 3. Point No. : 4. SSD drawing no. : RT-6945 5. Date of laying : 6. Type of turnout : 1:8 ½ /1:12 7. Throw : 115 mm 8. Rail Section : 60 kg/52 kg Stock Rail 9. G.M.T. of the Section : 10. Gap at JOH :

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

Throw at

ATS

Gap on open side of tongue

rail

Gap on closed side of tongue

rail

Remark about matching of stock & tongue rail from ATS to JOH or a

part of it.

i) Set for main line

ii) Set for turnout

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

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

Sleeper Number/ location

3

At ATS

5

7

At JOH for

1:8.5 Switch

9

11

At JOH for

1:12 Switch

15

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


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PROFORMA FOR MONITORING PERFORMANCE OF SPRING SETTI NG DEVICE FOR THICK-WEB CURVED SWITCHES LAID ON FAN-SHAPED PS C SLEEPERS. 1. Rly./Division : 2. Station : 3. Point No. : 4. SSD drawing no. : / RT-6216 5. Date of laying : 6. Type of turnout. : 1:8 ½ /1:12/1:16 7. Throw : 160mm 8. Rail Section : 60 kg/52 kg Stock Rail 9. G.M.T. of the Section : 10. Gap at JOH :

Location of JOH from ATS (1:8.5 TWS BG 60kg : 3229mm 1:12 TWS BG 60kg : 5837mm 1:16 TWS BG 60kg : 7043mm)

Throw at

ATS

Gap on open side of tongue

rail

Gap on closed side of tongue

rail

Remark about matching of stock & tongue rail from ATS to JOH or a

part of it. i) Set for main line

ii) Set for turnout

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

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

Sleeper Number/ Location

2/3

At ATS

5

7

At JOH for

1:8.5 Switch

9

11

At JOH for

1:12/ 1:16

Switch

15

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


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S.No.21:

SUBJECT : Formulation of procedure for testing of vertical flaws in USFD testing.

(1156/80/ USFD) (1184/30/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. SCR has conducted trial to detect vertical transverse flaw with 73.5o and WR with 73o and

this will replace 70o probe.

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

3. RDSO has suggested some more study with flat bottom artificial vertical transverse defects. COMMITTEE’s RECOMMENDATIONS:

1. SCR and WR should submit detailed report as desired by RDSO vide letter no. CT/USFD dated 17.09.10 and 03.11.10 respectively for testing of vertical flaw.

2. On getting report from SCR and WR, RDSO should standardize 73o/73.5o probe for testing of transverse flaws including vertical transverse defects in rail head.



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


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S.No.22:

SUBJECT : Trial of different fastening components on Indian Railways.

(1160/80/ EF/TRIAL) (1184/32/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Thermoplastic elastomeric pad has been laid by NR, NCR, ECoR, SCR and CR and about

one year time has passed. The pads laid in NCR has been inspected by RDSO for six months performance.

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

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

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

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

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

done at the earliest.

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

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

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


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1. Trials should be expedited to arise at conclusions.

2. The trial of improved rail pad may be deferred due to non-availability of testing facilities in India. However, if railway can arrange for testing of pads from out side India, they can go ahead with trial.

3. Concerned zonal railway should send the performance report for the item Thermoplastic elastomeric pads and Insulated fittings for steel channel sleeper.

4. Concerned zonal railway should expedite the trial for the item Nylon chord reinforced GRSP, rail pad developed by M/s Rawatsons, Insulated metal liners developed by M/s Rawatsons and PSC sleepers for 25t.

5. Finalisation and issue of uniform trial policy being dealt by committee should be expedited.


1. Approved. 2. This issue is under consideration of board. 3. Approved. 4. Approved. 5. Approved. SECRETARY’S REMARKS:

Trial of different fastening components & sleeper is in progress. Status of trial of these components are-

Status of trial of different fastening components and sleeper

S.N Item Railways

Date of order for trial

Trial proforma/scheme issued

Status

1 Thermoplastic Elastomer rail pad

N, NC, ECo., SC & C

29.05.03

Yes

Procurement and laying has been completed. These pads have been laid by concerned Zonal Railways between Sep’09 to Mar’10. Performance report of trial after one year service has been received from SCR, ECoR, NR and CR but is awaited from NCR. Performance report of field trials is required at interval of 6 months for two years.

2 Improved rail pad

All Zonal Rlys

05.12.08

Yes

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


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approved limited field trials in all zonal railways. Trial scheme for conducting limited field trials of improved rail pads has been sent to Railways on 29.03.2011.The pads are to be procured by zonal Railways from RDSO approved firms for 6mm GRSP.

3 Nylon cord reinforced GRSP for turn outs

All Zonal Rlys

03.07.09

Yes None of the Zonal Railways procured this item till now. However, nine firms have been shortlisted for procurement for trial at present, List of shortlisted firms for Nylon Cord Reinforced GRSP for turnouts has been circulated to all zonal railways and has also been uploaded on RDSO’s website.

4 Rail pad developed by M/s Rawatsons

N, NC, ECo., SC & C

07.04.08

Yes South Central Railway had laid these pads and sent performance of 6 months service. As per report, performance is satisfactory. Other Railways are in process of procurement of pads. Latest performance report is awaited from all railways.

5 Insulated Metal Liner developed by M/s Rawatsons

ECo., S, SE, W, C & SC

21.08.07

Yes SER has procured the liners. Performance report is awaited. CR & WR has recently placed order.

6. PSC sleeper for 25 t axle load

ECo., SE, SC & SW

27.01.09

Yes SCR, ECoR, SWR and SER have placed PO. First batch of 8 sleepers has been casted by all the four railways. RDSO has jointly inspected these sleepers in SCR on 08.01.2011 and SWR, ECoR & SER have inspected their sleepers. SBT test results of SCR, SWR, SER & ECoR has been received and sleepers are passed w.r.t. specified loads. SWR has also manufactured 11096 sleepers out of 17000 no. of 25 T sleepers and tested.

7 Insulated fittings for steel channel

1.Extensive trial of M/s Rawatsons, Kolkata

1. Through 74th TSC

Yes

SECR, SCR, E Co R, ER, NR, SER, ECR have reported satisfactory performance. South Central railway has sent joint report of performance of insulated fittings with signal


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sleeper on bridges in track circuited areas.

design on all Zonal Railways. 2.Insulated fittings of M/s shree Bihari ji Engineering,Corporation Kolkata was also cleared by RDSO for trial on two bridges in Northern railways.

vide this office letter no.CT/JE dated 6.8.2004. 2.Vide letterCT/JE dated 18.6.07

Yes

department according to which performance is satisfactory.

COMMENTS:

1. Thermoplastic Elastomer rail pad have been laid in track by the nominated five zonal railways between Sept’09 to March’10. Performance report of trial after one year service has been received from SCR, ECoR, NR and CR but is awaited from NCR. Performance report of field trials is required at interval of 6 months for two years. Railways should expedite sending the Performance report of trial to RDSO.

2. As the Railway Board has temporarily exempted impact attenuation & durability test, the Railways should expedite the trial of Improved Rubber pad.

3. List of shortlisted firms for Nylon Cord Reinforced GRSP for turnouts has been circulated to all zonal railways and has also been uploaded on RDSO’s website. Trial of this item should be expedited.

4. Rail pad developed by M/s Rawatsons - SCR has laid these pads and sent 6 months performance report. Other railway should expedite the trial and intimate the latest status to RDSO.

5. Insulated metal liner developed by M/s Rawatsons – Railway Board vide their letter no. 2011/Track-II/22/21/1 dated 08.11.2011 has instructed that performance of this item under trial should be discussed by TSC. This item is being discussed separately under agenda item no. 1205.

6. PSC sleepers for 25 t – SCR, ECoR, SWR and SER have casted & inspected first batch of 8 sleepers. Further, only SWR has casted PSC sleepers in mass i.e. 11096 sleepers. Other railways should expedite the mass production for trial. The progress of procurement of fastenings for field trial is very poor. Railways should expedite the procurement and advice current status to TSC.

7. Insulated fitting for steel channel sleeper – On the basis of recommendations of 74th TSC, Railway Board approved the extended trial of insulated fitting developed by M/s Rawatsons for steel channel sleeper to be used in track circuited area. The same was communicated to all zonal railways in August 2004 with the request to send field performance. Since then SECR, SCR, E Co R, ER, NR, SER, ECR have reported satisfactory performance. Later, it was decided in 80th TSC that the performance of above fitting should be assessed jointly with Signal Department. In this regard, South Central railway has sent joint report of performance of insulated fittings with signal department according to which performance is satisfactory.


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As the above item is under extended trial since 2004 and zonal railways have reported satisfactory performance, TSC may deliberate regarding adoption of this item or otherwise.

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

9. It has been observed that for field trial of some particular item, each nominated railway procure the same item on their own. Some railways progress fast in procurement of these items and some railways lag behind which affect trial progress adversely and thus resulting delay in arriving at conclusion. This may be avoided by centralized procurement of these items by one or two nominated zonal railways. This will also avoid duplicity of tenders and attract economical rates & reputed firms being large quantity. TSC may like to discuss this aspect.

10. Generally, the zonal railways are not prompt in sending the performance report as per schedule stipulated in the trial schemes. This requires issue of reminders to railways. Zonal railways are requested to look into it and ensure sending performance report promptly.

In view of above, the committee is requested to deliberate on the above and make suitable recommendations.


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S.No.23:

SUBJECT : Inspection and maintenance of points and crossings

(1161/80/ PTX) (1184/33/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. IRICEN/Pune is modifying the proforma for inspection of points & crossings. Accordingly

Sr. Professor/IRICEN/Pune presented the revised proforma to the Members of TSC. 2. Members of TSC observed that the revised proforma should be circulated to all zonal

railways for their comments first, then only it can be scrutinized in detail. 3. IRICEN/Pune should involve RDSO also for development of proforma. COMMITTEE’s RECOMMENDATIONS:

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


Approved SECRETARY’S REMARKS:

IRICEN/Pune has to finalize the revised proforma for inspection and maintenance of points & crossings.


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S.No.24:

SUBJECT: Increase in top formation width (1163/80/ GE/Gen/TSC/13) (1184/34/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS:

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

1. Increase in ballast cushion from 300mm to 350mm. 2. The side slope of ballast haunches/profile 1.5H :1V,

should be adopted keeping in view the ballast cushion of 350mm and stability requirement for lateral stability. The increase in the width based upon above both criteria will be one meter both in single line as well as in double line (in formation and cutting).

3. The increase in cess width from 1065 mm to 1200 mm can be dispensed with for time being as it will increase the cost of project as per the view of Railway Board.

COMMITTEE’s RECOMMENDATIONS: Committee recommends that formation width be increased as under:

1. In Embankment – Single line 6.85 to 7.85 m

Double line 12.16 to 13.16m

2. In Cutting Single line 6.25 to 7.25m

Double line 11.55 to 12.55 m


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


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


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S.No.25:

SUBJECT: Criteria for Deep Screening of ballast

(1166/80/ GE/Gen/TSC/13) (1184/35/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. The issue was discussed. RDSO apprised that no Rly. has given the requisite information to

evaluating the criteria for deep screening though proforma was sent in Feb. 2010. However WCR mentioned that the same had been given by them to RDSO in Sept. 2010. Director/IRICEN also mentioned that some data available with Shri Manjul Mathur/Chief Engineer/S.Rly. can also be taken by RDSO. Director/IRICEN has also suggested RDSO should improve upon the proforma by incorporating maintenance effort put in the track between two deep screening.


1. Committee recommends that RDSO should issue new proforma which include maintenance efforts put in by the Rly. in the track between two deep screening. The revised proforma should be issued to Rly. within one month i.e. Jan. 2011.

2. Contamination Index evolved by RDSO should be validated based on frequency of tamping between successive deep screening.


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


All Zonal Railways have been requested vide letter no. GE/GEN/11/CE Conference, dated 03.02.2010 to provide screening results and GMT, Axle load, and ballast specification of the caked up ballast specifications just before deep screening so that need based formulae can be evolved as per the field conditions. (Copy of the letter enclosed.) As directed by Railway Board, revised format has been issued by RDSO vide letter no. GE/GEN/13/TSC Vol. XI dated 15.07.11 (Copy enclosed) for evolving new criteria for deep screening.

Action to be taken by Zonal Railways :

Zonal Railways to provide the data to RDSO for evolving criteria of Deep Screening incorporating maintenance efforts.


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S.No.26:

SUBJECT : Maintenance tolerance of gauge (1168/80/ IRPWM) (1184/36/81)

DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. Draft correction slip to IRPWM submitted by RDSO is under consideration of Railway

Board. COMMITTEE’s RECOMMENDATIONS: 1 Railway Board is requested to expedite approval and issue of correction slip to IRPWM.


Vide Board’s letter no.2010/CE-II/CS/1 dt.01.10.2010,RDSO was asked to send correction slip to para 1404 of IRPWM as it was decided not to change maintenance tolerance of gauge and keep provision for special slack gauge sleepers for curves sharper than 40 in para 1404.RDSO should send correction slip within a fortnight.


Railway Board, vide letter no.2010/CE-II/CS/1 dated, asked RDSO to send draft correction slip to para 1404 of IRPWM which needs revision due to changes in track structure and development of concrete sleepers for different locations like level crossing, sharp curves and joints etc.

RDSO, vide letter no.CT/SRC/3/2 dated 13.10.2011 sent remarks on this issue to Railway Board stating that:

i) The concrete sleepers for special location such as point and crossing area, ballasted deck bridge, bridge approach, SEJ and level crossing are already in use on Indian Railways which can also be include in the preview of this para.

ii) The concrete sleepers developed for fish plated joints and sharp curves are still under field trail. Feedback in regard to performance of these sleepers are yet to be received from zonal railways.

iii) Correction slip only can be prepared after finalizing the views on adoption of concrete sleepers for fish plated joints and sharp curves.

RDSO sought the Railway Board decision on this issue which is still awaited.


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S.No.27:

SUBJECT: Modification in F/S Turn Out (1 in 8.5 & 1.12) Drawings.

(1169/80/ PTX/Policy) (1184/37/81) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. The design of longer sleeper have been completed and drawing issued to N.C. Railway.

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

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

machine tamping. COMMITTEE’s RECOMMENDATIONS:

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

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



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


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S.No.28:

SUBJECT: Gauge at toe of points & crossing

(1171/81/ PTX/Policy) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/PTX

COMMITTEE’s OBSERVATIONS:

1. There is a need to have a clarity on the issue of gauge at P&C for the benefit of field supervisors and officers.

2. The wider/tighter gauge at toe of switch and over crossing is not desirable. The gauge at P&C is required to be maintained in light of above considerations.

3. The clause of uniform gauge over continuous stretch of track (IRPWM para 224 (e) (i)) can not be extended to P&C due to the limited length of P&C.

4. Correct gauge mentioned in para 237 (9) (e) of IRPWM is to be defined clearly.

5. This issue can not be decided without further study which should also be supported with field data. Hence, there is a need to form a sub committee which can go in detail and discuss the issue.


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


Approved, Recommendation to be submitted by 30.08.11.


The committee constituted to examine the issue met twice at NR headquarters at New Delhi and recommendations are under finalization.


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S.No.29:

SUBJECT: SEJs for curves up to 4 Degree (1172/81/ PTX) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/JW3

COMMITTEE’s OBSERVATIONS: 1. The trials of improved SEJ of two firm’s design up to 20 have been conducted. The

performance of these designs has been found satisfactory in field.

2. There is a need to develop SEJs up to 40 as LWR can be continued up to 40.

3. The trial of earlier design of 20 can be extended up to 40.

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

5. Ballast resistance will reduce on 40 curve by providing SEJ on curve.

COMMITTEE’s RECOMMENDATIONS: 1. RDSO should develop the SEJs for laying in curve up to 40 in consultation with Railway

Board.

2. SEJs shall be laid on curves of 20 to 40 curvature for trial at E. CoR, NFR and SR.

RAILWAY BOARD’s ORDERS: 1. Approved. 2. Will be decided after finalization of design.


Railway Board approved limited field trial of improved SEJ of designs of M/s Beena Metal Way, Jamshedpur and M/s Rahee Track Technologies, Kolkata for BG 60 kg on 20 to 40

curves on ECoR, NFR & SR. Accordingly, drawings have been issued to these zonal railways for conducting field trials of improved SEJ on 20 to 40 curves.


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S.No.30:

SUBJECT: Provision of online printing facilities in PC-based OMS equipment (1173/81/TMM) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: TM/GL/70 (81st)

COMMITTEE’s OBSERVATIONS: 1. RDSO to expedite the finalization of specification. COMMITTEE’s RECOMMENDATIONS: 1. Specification for PC based OMS equipment by incorporating the provision of online

printing should be finalized within six months.


Approved.


Specifications for provision of online printing facility in PC based OMS has already been finalized. They are posted on net for remarks of various concerned. The same shall be finalized by the Research Directorate. The revised specifications include compatibility of OMS with TMS software.


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S.No.31:

SUBJECT: Revision of Specification and fixing life cycle for avoiding frequent failure

of glued joints. (1174/81/CT/GJ) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/MT/GJ

COMMITTEE’s OBSERVATIONS: 1. Design of Glued Joint fish plate to be revised so that normal on track tampers can tamp the

track on Glued Joints. 2. Fish plate design of insulated joints is to examined from above aspect and improving

strength of Glued Joint. 3. Zonal Rlys to ensure proper maintenance of Glued Joints. 4. GJ clip to be used for required toe load instead of ‘J’ clip. 5. Codal life of Glued Joints has not been prescribed. Looking into failure of Glued Joints, life

of Glued Joints can be tentatively fixed at 200 GMT. 6. S.Rly, W.C. Rly and C. Rly. are to provide failure data on Glued Joints urgently. 7. Effort to improve quality of Glued Joints to be continued including providing inspection of

Glued Joints fish plates.


1. RDSO to undertake revision of design of Glued Joint fish plate so that it can be tamped with normal on track tampers and its strengths is improved.

2. Inspection of fish plates before manufacturing of Glued Joints can be introduced for the present design of Glued Joint. All other items should also be inspected before assembly of Glued Joint.

3. Zonal Rlys. to use GJ clips at Glued Joint and ensure proper packing and maintenance. 4. Life cycle of Glued Joints can be tentatively fixed at 200 GMT. WCR, CR & SR to supply

Glued Joint failure data to RDSO at the earliest for the life cycle. 5. Efforts to improve quality of Glued Joint to continue by studying design of other countries

and R&D in this regard. 6. RDSO to expedite the process of development of improved glued joint with reduced

thickness of end post and improved material. (Sr. No. 17 of item No. 1184 of 81st TSC clubbed here as per Railway Board’s Order)

RAILWAY BOARD’s ORDERS: 1. Approved with proviso that design of fish plate should be such that its functional

requirements are not compromised. 2. Approved 3. Approved


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4. Approved 5. Approved 6. Approved SECRETARY’S REMARKS: For item Nos- 1, 5 & 6 In order to develop improved glued joint, in-situ glued joint and refurbishment of existing glued joints, draft functional requirement specification (FRS) for invitation of global EoI are under finalization in association with Signal and M&C Directorates of RDSO. Draft EoI will be submitted to Railway Board for approval after finalization of FRS. For item No.-2 In order to improve existing glued joint, draft Addendum & Corrigendum Slip to Manual for Glued Insulated Rail Joints (1998) has been submitted to QAC and M&C Directorates of RDSO for their vetting before submitting the same to Railway Board for approval. For item No.4 For fixing of life cycle for avoiding frequent failure of glued joint, few railways (Central, Southern, South Eastern and West Central Railways) were requested to furnish data of failure of glued joint vide RDSO,s letter no. CT/MT/GJ dated 24.05.2011, 10.08.11 and 15.09.11. Data from Central Railway is awaited. Central Railway is requested to submit the data early.


91

S.No.32:

SUBJECT: Push trolley wheels suitable for digital axle counter (1175/81/TMM) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: TM/GL/70 (81st)

COMMITTEE’s OBSERVATIONS: 1. RDSO should also explore the possibility of reducing the weight of trolley. Weight of the

wheel should be reduced by RDSO while developing new drawing suitable for digital axle counter zone.

COMMITTEE’s RECOMMENDATIONS: 1. Drawing of push trolley wheel suitable for digital axle counter zone by reducing the weight

of the wheel should be developed by RDSO within two months.


Based on the RDSO drawing, Zonal Railway should modify the Push trolley wheels and send the feedback to RDSO.


The standardization of push trolley wheel has been finalized and the drawing no.TM/05/10 has been sent vide RDSO’s letter No.TM/LWT Dt.28.06.2011 to all zonal railways for sending performance feedback of the wheels.


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S.No.33:

SUBJECT: (i) Experience of tamping based on TM 115 (ii) Experience on Tamping based on TM – 115 (iii) TM-115 report has not been implemented on Northern Railway (1176/81/TMM) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: TM/GL/70 (81st)


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


1. Zonal Railways should implement the existing instructions seriously and feedback to be given to RDSO. Based on the feedback of Zonal Railways, RDSO should work on developing different standards in different slabs, considering special feature of the sections.

2. Present standard/criteria of tamping can be adopted on block section basis and feedback given to RDSO for study and further instructions if any.


1. In view of the feedback available so for in various CTEs Seminars and TSCs, RDSO should immediately review the guidelines and stipulate different target TGI values for different slabs (say three slabs) of existing TGI value .RDSO should submit the revised draft instructions within six month’s time.

2. In the meantime, Zonal railways should implement the existing instructions seriously and give feed back to RDSO at the earliest. The present standard/criteria of tamping can also be adopted on block section basis at the discretion of the PCEs of Zonal Railways and feedback given to RDSO for study and necessary review.


A new criteria for tamping of sections identified as bad formation patches has been proposed in addition to existing two criterion i.e. for speed greater than and equal to 110 kmph and less than 110 kmph.


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S.No.34:

SUBJECT: Anomalies in IRPWM & LWR Manual (1177/81/CT/IRPWM & CT/IM/LWR) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/IRPWM & CT/IM/LWR

COMMITTEE’s OBSERVATIONS: 1. PWM’s competency has improved, so he can be entrusted for supervision of deep screening

and lifting/lowering of track so, existing provisions of LWR manual for supervision of deep screening and lifting/lowering of track by PWM may be continued and IRPWM should be amended.

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


1. Provisions of LWR manual can be continued for supervision of deep screening and

lifting/lowering of track by PWM level. Provisions of IRPWM should be amended.

2. Ballast profile of LWR Manual can be continued and provision of IRPWM should be amended as per LWR Manual.

RAILWAY BOARD’s ORDERS: 1. Approved with modifications that competency of such PWM’s to be certified by Chief

Track Engineer.

2. Approved. RDSO should sand draft correction slip to IRPWM & LWR manual.


Draft A&C slips to IRPWM & LWR have been sent to Railway Board vide letter no. CT/IRPWM dt. 30.08.11/01.09.11 and CT/IM/LWR dt. 30.08.11/01.09.11 respectively for approval.

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

ii) Correction Slip to Manual of Instructions on LWR (1996) has been approved by

Railway Board vide letter no. 2011/CE-II/TK/LWR dated 17.10.2011. Accordingly, ACS No. 14 of 2011 has been issued vide letter no. CT/IM/LWR dated 15.11.2011


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S.No.35:

SUBJECT: Standard of track maintenance to C&M-(Vol.1) (1179/81/DG/Research) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/DG/Research

COMMITTEE’s OBSERVATIONS: 1. Track Geometry Standards of C&M-1 Vol.-I is already a part of Para 607 (2) of IRPWM

manual with relaxed provision of Unevenness as 10mm to 15mm.

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

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


1. TSC is of the opinion that provision of IRPWM 607 (2) should apply for speed of more than

110 and up to 140 kmph. SAG committee should examine the same.

2. Policy circular no.6 of Railway Board for speed potential of Rolling Stock also needs modification as per provision of IRPWM for speed up to 140 kmph. SAG committee nominated by Railway Board should also examine the same.


1& 2 Approved. Report to be submitted within 30 days. SECRETARY’S REMARKS:

Report is being prepared by SAG committee.


95

S.No.36:

SUBJECT: Reflective type indicator boards (1180/81/CT/MS/SD/WW) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/MS/SD/WW


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


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


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


As per Board’s order, a letter containing the list of all engineering sign boards to be of retro-reflective type has been sent to Railway Board on 09.08.2011 for further action at Board’s level.

Specification for retro-reflective type engineering indicator for type III & type IV grade sheeting (i.e. Encapsulated lens type & Micro- prismatic type) has already been approved by Railway Board vide letter no 2008/CE-II/TK/9 dated 01.04.2011. The same has been circulated to all concerned vide letter no. CT/MS/SD/WW dated 02.05.11.


96

S.No.37:

SUBJECT: Extra clearance on curves

(1181/81/CT/SD/Rev/BG/MG) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/SD/Rev/BG/MG

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

centers. COMMITTEE’s RECOMMENDATIONS: 1. Condition of 50 curve for track centre to centre distance of 5300 mm is to be removed from

SOD 2004.

2. Provision of 5.3 m track centre should be adopted for straight track and extra clearance on curve should be provided as per requirement in addition to this distance.

3. OHE mast and Signal post should not be provided between tracks to infringe this provision of 5.3 m as the same will create problem in maintenance of track by Ballast Cleaning machine.


3. Approved


Correction slip to IRSOD 2004 is being sent shortly to Railway Board.


97

S.No.38:

SUBJECT: Clips with higher toe load being used on Indian Railways (1182/81/EF)

RDSO FILE REF: CT/FD/2/ERC MK-V, CT/EF/Trial & CT/Insp/ERC-G clip/Logwell DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’s OBSERVATIONS: 1. ERC Mk-III is giving toe load in the range of 700-800 kg in the field which is considered

inadequate. 2. The toe load requirement of 1045 kg on LWR consideration for 60 kg UIC Rail and 1660

sleeper/Km for Zone-IV. 3. The performance of ERC Mk-V and G-clip has been found satisfactory since it is laid in

initial trial five year back. 4. The required toe-load is achievable and sustainable in both the clips. 5. As per CTE/ECoR, the performance of G-clip is better than ERC Mk-V with regard to toe

load, maintainability, driving weight etc. COMMITTEE’s RECOMMENDATIONS:

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


Board’s order on the above have already been issued vide board’s letter No. 2010/CE-II/TSC dated 19.01.11.


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

2. Railway Board has also desired to develop vendors for ERC Mk-V from the existing

approved vendors for ERC Mk-III. Accordingly, development of vendors for ERC Mk-V is in progress.

3. Regarding development of vendors for G-Clip, this clip being of firm’s design, its IPR is to

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

4. This item may be closed.


98

S.No.39

SUBJECT: Restoring whistle board distance from level crossing to 600m on single line. Ref: Para 916 (1) (i) of IRPWM.

(1183/81/ Safety) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS: RDSO FILE REF: CT/IRPWM & CT/LC/Safety

COMMITTEE’s OBSERVATIONS: 1. It is agreed that whistle board distance from level crossing provided in para 916(1) (i) of

IRPWM should be restored to 600m and drivers should be instructed to whistle continuously.

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

regarding approaching train. 3. The provision of 600m is already existing for double line. COMMITTEE’s RECOMMENDATIONS:

1. The provisions of para 916(1)(i) should amended so that distance of whistle board from

level crossing on single line is restored to 600m.

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

RAILWAY BOARD’s ORDERS: RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of

correction slip to IRPWM. SECRETARY’S REMARKS:

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

Approval from Railway Board is awaited.


99

S.No.40:

SUBJECT: Provision of wicket gates for on foot road users. (1185/81/ IRPWM) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS:

RDSO FILE REF:CT/IRPWM

COMMITTEE’s OBSERVATIONS: 1. The provision of wicket gates does not exist in IRPWM Annexure 9/1 of para 904 for ‘C’

class level crossing.

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


1. Requirement of wicket gate should be considered on need basis and provision of IRPWM

Annexure 9/1 of Para 904 should be amended accordingly for ‘C’ class level crossing.

RAILWAY BOARD’s ORDERS: 1. RDSO should send the draft correction slip to IRPWM. Item is to be closed after issue of

correction slip to IRPWM. SECRETARY’S REMARKS:

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

Approval from Railway Board is awaited.


100

S.No.41:

SUBJECT: Trial policy for track items. (1188/81/ CT/Policy) DELIBERATIONS DURING 81 st MEETING OF TSC & RAILWAY BOARD’S ORDERS:

RDSO FILE REF: CT/Policy COMMITTEE’s OBSERVATIONS:

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


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


Approved


This item pertains to Railway Board.


101

S.No.42:

SUBJECT: Measurement of Rail stresses and stress free temperature of LWR by non destructive portable state of art equipment.

(1190/81/ LWR)


RDSO FILE REF: COMMITTEE’s OBSERVATIONS:

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


Committee recommends that instead of procurement, service contract should be done. RAILWAY BOARD’s ORDERS:

RDSO should take further action in the matter for validation of technology/Equipment.


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

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