GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

Railway Board’s Orders

on
Minutes of 80th Meeting
of Track Standards Committee held
at Pune from 3rd to 4th Dec.,2009

RESEARCH DESIGNS & STANDARDS ORGANISATION

LUCKNOW-226 011
 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER 2009

PREFACE

The 80th meeting of Track Standards Committee was held from 3rd to
4th December, 2009 at Pune hosted by IRICEN. The Minutes of meeting
was issued vide RDSO’s letter no.CT/C-80 dt:21-12-09. The Railway
Board’s orders on minutes of above meeting have been received vide letter
nos.2009/CE-II/TSC/1 dt:22-04-2010 and 2009/CE-II/TSC/1 dt:13-05-2010.

This compilation is being issued incorporating Agenda items, Notes

by Secretary, Committee’s Observations, Committee’s Recommendations
and Railway Board’s Orders for convenience at Zonal Railway level to have
all information at one place. In order to ensure ease of use and faster reach,
this compilation is being circulated in soft format only.

Zonal Railways shall take further follow up action based on Railway

Board’s orders.

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 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER 2009

INDEX- I

S.N. Item Item Item Proposed by Page

No. No.

1 1147 Visibility requirement for unmanned LCs North-Western Railway’s 1

Email dt:14-09-2009
2 1148 Discrepancies in IRPWM & USFD Manual Item Proposed by ECR in 3
regarding provisions pertaining to CTE’s Seminar
metallurgical testing of rails/welds.
3 1149 Classification & action to be taken on Item Proposed by NR in 8
defective welds CTE’s Seminar
4 1150 Flaw detected in SKV welds with 3 piece Item Proposed by NF in 13
moulds by 450 2 MHz single crystal probe CTE’s Seminar
5 1151 Maintenance of thick web switches South Eastern Railway’s 17
Email dt:22-09-09
6 1152 Maintenance of Spring Setting Device South Eastern Railway’s 21
Email dt:22-09-09
7 1153 Special precautions to be taken when South Central Railway’s 23
track is submerged. Email dt:23-09-09
8 1154 Emergency sliding boom at level crossing South Central Railway’s 25
gates Email dt:23-09-09
9 1155 Modification to shape and thickness of South Central Railway’s 28
GRSP under CMS crossings and check Email dt:23-09-09
rail of F.S.Lay outs.
10 1156 Formulation of procedure for testing of South Central Railway’s 30
vertical flaws in USFD testing. Email dt:23-09-09
11 1157 Minimum track centre for new 3rd and 4th South Central Railway’s 33
Lines Email dt:23-09-09
12 1158 Performance of GJ Clips: to be Railway Board’s letter 36
deliberated for universal adoption. no.2002/Tk-II/22/7/1 dt:29-
09-09.
13 1159 Performance of composite rubber pad: to Railway Board’s letter 38
be deliberated for universal adoption. no.2002/Tk-II/22/7/1 dt:29-
09-09.
14 1160 Trial of different fastening components on Railway Board’s letter 41
Indian Railways. no.2002/Tk-II/22/7/1 dt:29-
09-09.
15 1161 Inspection and maintenance of points and IRICEN letter no.TSC/80 46
crossings dt:30-09-09.
South Eastern Railway’s
Email dt:22-09-09 &
ECR’s Email dt:22-09-09
16 1162 Standardization of ballast side slope Proposed by GE Dte. of 50
RDSO
17 1163 Increase in top formation width. Proposed by GE Dte. of 52
RDSO
18 1164 Track gauge for DFC Proposed by Track Design 54
Dte. of RDSO
19 1165 Safety measures for sections overdue for Proposed by Track Design 62
USFD testing using vehicular systems. Dte. of RDSO
20 1166 Criteria for deep screening of ballast Proposed by GE Dte. of 64
RDSO
21 1167 Review of Pending Items: 72-
As per details in INDEX-II - 104
22 1168 Maintenance tolerance of gauge New Item proposed by NCR 68
in PCE’s Seminar
23 1169 Modification in F/S Turn Out New Item proposed by NCR 70
(1 in 8.5 & 1.12) Drawings. in PCE’s Seminar

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 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER 2009

INDEX- II

S.N. Brief description of item Reference Page

No.
1 Review of accident proforma (1146/2/79) 72
(958/73/02/Safety)
2 LWR/CWR over ballasted deck bridges. (1146/3/79) 72
(Provision of LWR with SEJ on pier to pier, (982/7th Ext./02/IM/LWR)
continuation of LWR on bridges, development (1091/77/IM/LWR)
of code of practice similar to UIC code 774-3R. (1092/77/IM/LWR)
Trials of continuation of LWR with multi span (1093/77/IM/LWR)
bridges with/without ballasted deck.).
3 Development of insulated metal liners as (1146/4/79) 73
alternative to GFN liners (984/74/FD/2/NIL)
4 Possibility of permitting 26 m rails on major (1146/5/79) 74
and important bridges (986/74/JW/SWR)
5 Modification in design of combination fish plate (1146/7/79) 74
(1015/74/FF)
6 Change of rail section in LWR/CWR (1146/8/79) 75
(1042/75/ IM/LWR)
7 Review of destressing Temperature (1146/9/79) 77
th
1059/8 Extraordinary/IM/LWR)
8 Modification in the lifting barrier assembly for (1146/10/79) 78
level crossings (1070/76/EL)
9 Machine maintenance of track (1146/11/79) 78
(1073/76/TM/GL/70)
10 Improvement in service life of Grooved Rubber (1146/13/79) 79
Sole Plates on Indian Railways (1076/76/GRP/Monitoring &
GRP/Composite)
11 Non-destructive stress free temperature (1146/14/79) 80
measurement of CWR by force application (1077/76/IM/LWR/RSM)
method
12 Review of rail stress calculation methodology (1146/15/79) 81
(1078/76/Track Stress/FEM &
DG/Research)
13 Revision of Workload of PWIs (1146/17/79) 83
(1087/77/IRPWM)
14 Criteria for re-alignment of curve (1146/18/79) 88
(1055/75/IRPWM)
15 Necessity of detailed guidelines for USFD (1146/19/79) 89
testing of tongue rails and CMS crossings (1098/78/USFD)

16 Corrosion on rails at contact points of liners (1146/21/79) 90

resulting into fractures (1102/78/ACP/RP)
17 Development of design of joggled fish plates (1146/26/79) 91
with light weight for use during emergencies (1112/78/FF)
i.e. rail/weld failures
18 Castle nuts for ‘T’ head bolts for channel (1146/27/79) 92
sleepers on bridges (1113/78/JE)

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 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER 2009

S.N. Item Reference Page

No.

19 Maintenance of channel sleeper (1121/79/JE) 92

20 Standard deviation based track maintenance (1124/79/TM/GL/70 79th) 93
standards for 130Kmph to 160Kmph and spot
values for 140Kmph to 160 Kmph.
21 Improving small track machine organisation (1125/79/TM/GL/70 79th) 93
22 Reduction in thickness of end post of glued (1127/79/MT/GJ) 94
joints.
23 Formation treatment and recommendations of (1128/79/GE/GEN/13 TSC VOL-X) 95
RDSO for treatment other than blanketing.
24 Modification to elastomeric pads below MS (1129/79/JE) 96
grooved pad plates & grooved rubber pads
below guard rails for steel channel sleepers.
25 Formation re-habilitation. (1131/79/ GE/GEN/13 TSC VOL-X) 97
26 Issues pertaining to improvement in A.T (1133/79/WELDING/POLICY) 97
welding.
27 Use of 700 (2MHz) 8mm probe for detection of (1134/79/USFD) 99
half moon crack.
28 Carrying out deep screening by BCM at a speed (1136/79/TM/GL/70 79th) 100
of 40Kmph.
29 Use of PSC sleeper on sharp curves. (1140/79/SRC/3/2/CURVE) 101
30 Maintenance problem in 1 in 12 Fan shaped (1142/79/PTX) 102
layout.
31 Yardstick for USFD testing. (1143/79/USFD) 103
32 Specification of formation for Heavy Axle Load. (1144/79/ GE/GEN/13 TSC VOL-X) 104

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1147

SUBJECT : Visibility requirement for unmanned LCs

(Item proposed by North-Western Railway)

RDSO FILE REF: CT/EL

AGENDA:

North-Western Railway vide their email dt:14-09-09 has proposed the item as under:

Para 917 of IRPWM states:

“For unmanned level crossings, the visibility requirements for road users along the
track shall be 600m with single or double line track”.

Railway Board’s letter No. 2006/CE-I/LX/WP dated 10.06.2008 states:

“Level crossings having less than 800m visibility for road users/train driver shall be
considered as of restricted visibility”.

There is need to modify the Para 917 of IRPWM suitably in view of Railway Board’s
above mentioned letter.

NOTES BY SECRETARY:

As per Para 917 of IRPWM (2004) the visibility requirement for new unmanned level
crossing for road user along the track shall be 600m with single or double line tracks.
Where it is not feasible, the distance may be reduced suitably with the approval of
Chief Engineer provided the maximum permissible speed is less than 100 kmph and or
there is only a single track to be crossed on level crossings.

Railway Board vide letter no. 2006/CE-I/LX/WP dated 10.6.2008 has relaxed the
criteria for manning of unmanned level crossing with a view to bring more and more
unmanned level crossings in the purview of programmed manning in view of increased
number of accident at unmanned level crossings. This letter of Railway Board is more
of administrative in nature rather than technical and by no means intended to modify
above provision of IRPWM. In case the above provision of 600m visibility requirement
is increased to 800m more unmanned level crossings will become with restrictive
visibility from users/technical point of view which, in case of accident will invite
avoidable law suits and claims.

Thus, revision in above provision of IRPWM is not proposed.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

As per Railway Board’s Circular No. 2006/CE-I/LX/WP dated 10.06.2006 the unmanned level
crossing with visibility less than 800m is to be considered as level crossing with restricted
visibility for manning of unmanned level crossings. This is in conflict with para 917 of IRPWM
where visibility requirement of new unmanned level crossing is 600m. More visibility is needed
to enable the road user to cross the unmanned level crossing safely due to present behaviour
pattern of road users in view of large number of accidents at unmanned level crossings.
Therefore, the existing visibility requirement of 600m in para 917 of IRPWM needs to be revised
to 800m.

COMMITTEE’S RECOMMENDATIONS:

In para 917 visibility requirement to be amended to 800 m and para 924 of IRPWM to be
amended as per Railway Board letter No. 2006/CE-I/LX/WP dated 10.06.2006. Suitable
correction slips to be sent to Railway Board.

RAILWAY BOARD’S ORDERS:

RDSO should send the draft correction slip to IRPWM as per Railway Board letter no. 2006
/CE-I /LX/WP dt:10-06-2008. Item to be closed after issue of correction slip to IRPWM.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1148

SUBJECT : Discrepancies in IRPWM & USFD Manual regarding provisions

pertaining to metallurgical testing of rails/welds.
(Item proposed by ECR in CTE Seminar)

RDSO FILE REF: CT/IRPWM, CT/USFD, CT/AT Welding Sub Committee.

AGENDA:

East Central Railway in CTE Seminar has proposed the item as under:

1 There is discrepancy in USFD & IRPWM manual, regarding year in service for
which fractured rail pieces are to be sent for metallurgical testing, as indicated
below.
(i) As per para 257(4) of IRPWM, the test pieces for metallurgical examination
are to be sent only for rail failures which occur within 10 years of primary
renewal.
(ii) As per para 13.1.1 of USFD manual, fractured pieces shall be sent to
Chemist & Metallurgist for detailed investigation, if Rail failure is within 05
years of primary renewal.

It is felt that requirement of metallurgical testing should be related with GMT and limit
may be kept as 25% GMT.

2 Para – 13.1.1 of “ Manual for ultrasonic testing of rails and welds” stipulates for
sending of 300 mm length of fractured rail/weld piece i.e. 150mm length on each side
of fractured face to CMT for chemical & metallurgical testing.

- Para-257 of IRPWM stipulates the length of fractured rail piece to be sent to CMT as
2 m long.

These anomalies need to be reviewed and modification to manual provisions issued.

NOTES BY SECRETARY:

The provisions regarding rail/weld pieces to be sent for investigation on failure as

contained in IRPWM and USFD Manual to CMT/RDSO have been examined. Various
anamolies in the provision of the two documents are tabulated below along with
proposed changes and reasons thereof for consideration of TSC.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

1. Rail failures investigation: Anomalies in IRPWM and USFD Manual

S.No Item Parameters Provisions of Provisions of Proposed changes for
IRPWM USFD Manual consideration to TSC
to ensure uniformity
1. Failures Reference Para Para 257 (4)(i) Para 13.1.3 (a) All relevant paras
involved
in Length of 1000mm + 150mm + 500mm+ 500mm*
accident/ sample 1000mm 150mm
derailme Years in service -- -- --
nt
Where to send RDSO RDSO
2. Early Reference Para 257 (4) 13.1.1 & 13.1.1 All relevant paras
failures (a)
of Indian Length of 1000mm + 150mm + 500mm + 500mm*
origin sample 1000mm 150mm
Years in service < 10 years < 5 years Test free period
subject to maximum
of 10 years**
Where to send CMT CMT
3. Imported Reference Para 257 (6) 13.1.1 & 13.1.3 All relevant paras
rail within (b)
guarante Length of 1000mm + 150mm + 500mm + 500mm*
e sample 1000mm 150mm
Years in service Within Within
guarantee guarantee
period period
Where to send CMT RDSO $
CMT
4. Repetitiv Reference Para -- 13.1.3 (c) All relevant paras
e failure Length of -- 150mm + 500mm+ 500mm*
of same sample 150mm
rolling Years in service -- -- --
mark
Where to send -- RDSO CMT
CTE shall forward the
cases of repetitive
failure of rails work of
same rolling mark on
account of chemical &
metallurgical reasons
to Dir/M&C/RDSO
along with
investigation reports
from CMT.#
* Rail pieces involved in failure are gas cut on many occasions such as derailment etc.
This imparts heat affected zone to rails. Thus, sufficient length of unaffected rail
should be available for investigations. Considering requirements for various tests, it is
considered appropriate to have 500mm rail length on each side of fracture for
investigations in IRPWM as well as USFD Manual.

** It is considered that failure of rails should not take place in test free period. Any
failure in test free period is a cause of concern & investigation. Investigation of such
instances is required for refining USFD test frequencies. Test free period for rails
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

rolled in April, 99 or later is stipulated as 25% of service life as per para 6.8.1 of
USFD Manual. Accordingly, test free period for routes of various GMT shall be as
follows :

Test free period (years)

GMT
52Kg rail 60Kg rail
10 13.1 20.0
20 6.6 10.0
30 4.4 6.7
40 3.3 5.0
50 2.6 4.0
60 2.2 3.3

It can be seen that for low GMT sections, test free period becomes abnormally high.
Investigating a failure in rail more than 10yrs in service does not hold significance
from point of view of inputs to process improvements. Thus, a cap of 10yrs.
Maximum for investigation is proposed to be adopted.

$ Elaborate instructions exist in IRPWM for investigation of failure of imported rail by

CMT. Thus, provision of USFD Manual is proposed to be changed for investigation at
CMT instead of RDSO.

# No provision exist for investigation of repetitive failures of rails of same rolling mark in
IRPWM. It is considered that repetitive failures of same rolling mark on account of
chemical and metallurgical reasons are of importance for process improvement.
Thus, provision of this effect are proposed in IRPWM and existing provisions of
USFD Manual are proposed to be amended for investigation at CMT and reference to
RDSO by CTE.

Weld failures investigation: Anomalies in IRPWM ,USFD Manual and AT Welding Manual

S.No. Item Parameters Provision/s Provision/s of Proposal to TSC

of IRPWM USFD manual
1. Failures Reference Para 257 (4) Para 13.1.3 (a) All relevant paras
involved in Para (iv)
accident/
derailment Length of 1000mm + 150mm + 150mm 500mm+500mm*
sample 1000mm
Years in -- -- --
service
where to RDSO RDSO
send
2. Early weld Reference -- 13.1.1 (b) All relevant paras
failures Para
Length of -- 150mm + 150mm 500mm+500mm*
sample
Years in -- < 1 year < 2 year ^
service
where to -- CMT CMT
send

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

* Weld pieces involved in failure are gas cut on many occasions such as derailment
etc. This imparts heat affected zone to rails. Thus, sufficient length of unaffected rail
should be available for investigations. Considering requirements for various tests, it is
considered appropriate to have 500mm rail length on each side of fracture for
investigations in IRPWM as well as USFD Manual.

^ Action to be taken in case of early weld failure has not been specified in IRPWM. As
per USFD Manual failures taking place within a year are to be investigated. Welds
should not fail in warranty period, which is prescribed as 2yrs. in AT welding Manual.
Thus, failures within 2yrs. of execution should be investigated. The proposed
changes in USFD Manual should also be included in IRPWM.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that duplicating provisions are existing in IRPWM, USFD

Manual and AT Welding Manual regarding rail and weld pieces to be sent to
CMT/RDSO in case of fracture.
2. Committee observed that existence of instructions in multiple manuals creates
confusions in the field and results in anomalies.
3. Committee observed that changes are proposed by RDSO for rail failure
investigations in case of failure involved in accident / derailment, early failure of rail
of Indian origin, imported rails within guarantee period and repetitive failure of same
rolling mark. These changes are reasonable and can be incorporated in one
Manual i.e. IRPWM.
4. Committee further observed that changes are also proposed by RDSO for weld
failure cases involved in accident / derailment and early weld failure. Early weld
failure period prescribed presently is less than warranty period. These changes are
reasonable and can be incorporated in one manual i.e. IRPWM.
5. The duplicate provisions can be removed from USFD Manual and AT Welding
Manual.
6. Committee observed that RDSO is better equipped for investigation cases of
serious nature such as derailment / investigations. Thus these cases can be
continued to be sent to RDSO. Other cases can be sent to CMT.

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommends changes proposed by RDSO to be incorporated in IRPWM

at appropriate paragraphs.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

2. Committee recommends deletion of duplicate provisions existing in USFD Manual

and AT Welding Manual and also recommends not to incorporate such duplicate
provisions in future.

RAILWAY BOARD’S ORDERS:

1. Approved.

2. Approved.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1149

SUBJECT : Classification & action to be taken on defective welds.

(Item proposed by Northern Railway in CTE’s Seminar)

RDSO FILE REF: CT/USFD

AGENDA:

Northern Railway had proposed the item as under in CTE’s Seminar held at IRICEN in
August,2009.

As per instructions, in routine Normal testing of rails/welds, welds found defective are
classified as IMRW & OBSW (Para 8.1 (a) of Manual for Ultrasonic Testing of Rails &
Welds). But in Periodic A.T.Welds testing, welds found defective are classified as DFW
(Para 8.1 (b) of Manual).
Normal Testing (Para 4.1 ) Periodic AT Weld Testing ( Para 8.2 )
0
Probe used- 0 -4 MHz Probe used-
0 0
70 -2 MHz For Head Testing- 0 -2 MHz
0
70 -2 MHz
Sensitivity setting- 12mm dia hole in Sensitivity setting- 3mm dia hole in head of weld.
0
rail head. For Flange testing- 70 -2 MHz
Sensitivity setting- 3mm dia hole in flange of weld.
0
For Half Moon Defects- 70 -2 MHz (8x8mm)
0
45 -2 MHz
Sensitivity setting- Half Moon cut in base of weld.
Criteria for classification of AT welds as defective weld (DFW) is very stringent. In
case of periodic weld testing, sensitivity setting of the equipment is done on 3mm dia
hole in weld as compared to 12mm dia hole in rail in Normal Testing. Thus additional
gain (high energy) is given to the set the tester in Periodic Weld Testing due to which
smaller flaws in weld is marked as defect.
Action to be taken on OBSW & DFW welds are as under:
OBSW ( Para 6.4 of Manual) DFW ( Para 6.6 of Manual)
Weld to be provided with PWI/USFD shall impose speed restriction of 30 kmph or stricter
clamped joggled fishplates within immediately and communicate to Sectional PWI who will ensure
three days. following:-
Keyman to watch during daily (i) Protection of defective weld by joggled fishplates using
patrolling till it is joggled fish minimum
plated. two tight clamps / 2 far end tight bolts one on each side after
PWI/USFD to record observation which
of the location in subsequent speed restriction can be relaxed upto 75 kmph for goods
round of testing. train & 100 kmph for passenger trains on BG.
(NO SPEED RESTRICTIONS) (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
fishplates 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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 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

As per criteria, an OBS weld marked in Normal testing is converted into defective weld
(DFW) in Periodic Weld Testing due to high gain. Action to be taken on the same weld
changes automatically from Normal speed permitted on OBS welds provided with
joggled fish plates to Speed Restriction of 75/100 Kmph on DFW welds also protected
with joggled fish plates & two far end tight bolts.

Thus the action to be taken on the same weld is contradictory and needs to be
reviewed as detailed below:-
There are large number of defective welds (DFW) existing in the track. The population
of defective welds (division wise) on this Railway is as under.

LKO MB DLI UMB FZR TOTAL

1396 8226 10916 2592 1911 25041

As per instructions, the above defective welds needs to be removed within 3 months
(latest) or to be continued in the track if the track is to be renewed within 12 months.
Speed restriction on these welds has to be imposed as per above instructions i.e.
75/100 kmph. Being large number of defective welds, these welds can not be removed.
Traffic blocks required for removing these defective welds are not available. Also to
remove one defective A.T.weld, we have to introduce two more A.T.welds out of which
one may be again found defective .Thus we may end up having more DFW welds.

4 Recommendation
It is not possible to impose speed restriction of 75/100 kmph on defective welds on
important sections with sectional speed of 110 to 150 kmph as this will affect the
punctuality of trains and line capacity also. It is proposed that normal speed should be
permitted on DFW welds after providing joggled fish plates and two far end tight.

NOTES BY SECRETARY:

The problem referred by NR pertains to defects in weld head. The acceptance testing
of AT welds is carried out to detect manufacturing defects. These include planar
defects e.g. lack of fusion and three dimensional defects e.g. inclusions, blow hole,
shrinkage porosities etc. In the head region, sensitivity is set w.r.t 3mm through drilled
hole (TDH) for classification as DFW.

Periodic testing of AT welds is aimed at defects which progresses with time. These are
essentially fatigue defects. Fatigue defects originate from a nucleus which may be
inclusion, blow holes, shrinkage porosities, lack of fusion etc. All these are
manufacturing defects and targeted to be detected and classified as DFW in
acceptance test based on echo pattern.
In case of AT weld head region, fatigue defects without nucleus of inclusion/ blow
holes/porosities/lack of fusion have not been encountered by RDSO.
An AT weld is tested as per following schedule:
Type of Testing Testing Schedule Target Defects
Acceptance Test Immediately after welding Manufacturing
Defect
First Periodic Test 1 year Fatigue Defects
Routes having GMT Frequency
Further tests based > 45 2 years Fatigue Defects
on route GMT >30 < 45 3 years ,,

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

> 15 < 30 4 years ,,

0-15 5 years ,,

AT welds are having a guarantee period of 2 years in service. Thus, as per above
schedule, AT welds heads are subjected to two periodic weld testings and several
through testings depending on GMT of the section as a part of rail testing. All
manufacturing defects in AT welds should normally get detected during acceptance
test. In rare event of missing any manufacturing defect during acceptance testing. 1st
periodic testing at the end of 1st year provides a second safety shield to detect these
defects. Any AT weld found defective in any of these USFD testing should be
replaced free of cost by the executing agency.

Since fatigue defects in head of AT welds are found to be generating only from
inherent defects introduced during execution, any OBSW weld during USFD testing is
a case of failure of detection of DFW weld during acceptance test/1st periodic test.
Thus, provisions of USFD Manual should be viewed in light of above. Zonal Railways
may share their experience on this issue based on investigations on IMRW/OBSW
welds carried out by them. RDSO can provide assistance in investigations wherever
required.

IR is facing a very high defect generation rate in welds due to execution defects.
Modifications in provisions of USFD manual /elimination of provision of speed
restriction on defective welds would violate the spirit of ensuring production of defect
free weld.

The issue of of speed restriction on defective welds was discussed vide Item no. 1123
of 79th TSC and committee observations, recommendations & Railway Board’s orders
on the same are as follows :

“COMMITTEE’S OBSERVATIONS:
Committee observed as under:-

1. Large section of track comes under the purview of speed restriction due to
‘DFW’ joints.
2. Already action for protection of welds on vulnerable locations i.e. bridge
approaches & curves as per Railway Board’s directives, is being taken by
Zonal Railways.
3. CTEs should take decision regarding imposition of speed restriction on
‘DFW’ joints in their section.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:-

1. No mandatory speed restriction on ‘DFW’ joints.

2. Zonal Railways should take decision regarding imposition of speed
restriction on ‘DFW’ joint in their specific section if required.
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

RAILWAY BOARD’S ORDERS:

“Present provisions of USFD Manual shall continue to apply.”

Therefore, the issue of speed restriction on defective weld has already been discussed
and finalized as per Board’s orders above.

In view of above, committee may kindly deliberate and make suitable

recommendations.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that DFW weld classification is based on 3mm artificial flaw
calibration whereas OBSW/IMRW weld classification is based on 12mm artificial
flaw calibration.
2. Committee observed that there are no instances of OBSW defects being reported
on account of fatigue originating without manufacturing defects. Thus a proper
testing of weld at acceptance stage and one year after installation in service would
be helpful in reducing population of OBSW welds.
3. Committee thus observed that detection of OBSW defects are on account of
undetected DFW defects. There are two instances available for detection of these
defects in acceptance testing as well as testing of weld on completing one year in
service. When this is not done periodic testing of welds gives rise to conversion of
large number of OBSW defects into DFW defects on account of stricter calibration
standards.
4. OBSW welds require joggle fish plating and observation only whereas in case of
DFW classification action required is imposition of speed restriction / removal of
joints. This creates confusion / anomaly.
5. There are large number of DFW weld population on various railways on account of
periodic testing of welds. Taking action specified in USFD Manual such as removal
of weld / imposition of speed restriction is not practical for such large number of
welds.
th
6. Committee observed that 79 TSC had recommended no mandatory SR on DFW
joints and Zonal Railways should take decision regarding imposition of SR on DFW
joints in their sections. However, Board had not agreed on these
recommendations, which is not practical.
7. Committee observed that there is a need to reconsider the decision taken by Board
th
on recommendations of 79 TSC on Item No. 1129 on practical considerations.

11
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:-

1. No mandatory speed restriction on DFW joints.
2. Zonal Railways should take decision regarding imposition of speed restriction on
DFW joint in their specific section if required.
3. Quality of USFD testing of AT welds should be improved to stop propagation of
problem further.

RAILWAY BOARD’S ORDERS:

1, 2 Existing provisions of USFD Manual shall continue..

3. Zonal railways shall strictly ensure proper USFD testing of AT welds, especially during
acceptance test and test undertaken on welds during warranty period.

12
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1150

SUBJECT : Flaw detected in SKV welds with 3 piece moulds by 450 2 MHz single
crystal probe
(Item proposed by North-East Frontier Railway in CTE’s Seminar)

RDSO FILE REF: CT/USFD, CT/Welding/Policy

AGENDA:

North-East Frontier Railway had proposed the item as under in CTE’s Seminar held on
10-11.08.09 at IRICEN:

In accordance with correction slip No.4 of March 09 to USFD manual (Revised, 2006),
129 Nos. of SKV welds done with 3 piece mould by ITC between section Siliguri-
Alipurduar Jn. In APDJ division, were tested with 45o, 2MHz Single Crystal Probe, out
of which 108 nos. (i.e. 83.7%) were classified as defective as per Para 8.7.4 of Manual
of Ultrasonic testing of Rails and Welds (Revised, 2006) as moving flaw signal varying
from 25 to 100% echo height were observed during initial acceptance test.

Similar problem has not been experienced for SKV welds done with 2 piece moulds.

Sample welding joints have been sent to M&C Directorate of RDSO/Lucknow for
investigation, corrective action and issue of further guidelines.

NOTES BY SECRETARY:
Ultrasonic testing of AT welds is an activity which requires special interpretation skills
in view of number of echoes generated on account of geometry of AT welds. The
interpretation requires correct assessment of location from where the echo is being
received. Considering that analogue weld testers required number of calculations to
pinpoint location from where echo is generated, use of digital weld tester has been
made mandatory vide Rly.Bd.’s letter no.Track/21/2002/0905/7 dt:6-7-09 and
accordingly RDSO Specification for analogue weld tester has been withdrawn vide
letter no. M&C/NDT/1/5 dt:17-07-09 & CT/USFD dt:10-08-09. Specification for digital
weld tester no.M&C/NDT/130/2007 has also been issued by RDSO. Digital AT weld
tester facilitate direct assessment of trignometrical parameters e.g. beam path,
distance of location of defect from probe index etc. RDSO had also issued corrections
in the USFD Manual incorporating principles involved in calculating the beam path,
vide note to Chapter 9. This aspect is also explained during initial and refresher
courses conducted for railway officials at RDSO.

Use of three-piece mould for AT welding of rails of 52Kg and higher sectional weight
and 90 UTS or higher strength was made mandatory for all new tenders with effect
from September, 2007. This has been done in order to avoid formation of fin at the
bottom center of weld which was the prime cause of development of half moon defects.

13
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

NF railway had reported vide their letter no. W/537/RF/AP/W-6 dt. 24.06.09 and
10.07.09 that large percentage of AT welds executed using 3-piece mould are being
classified as defective during acceptance testing. Accordingly, RDSO investigated the
problem in detail. Earlier a team of RDSO officials had also visited NFR and joint
USFD testing was undertaken on 19-06-09 between Siliguri-APDJ (Km 30/0-2) by 450
probe. Six weld samples and one broken welds were specifically examined at RDSO
including ultrasonic testing to assess correctness of classification and radiographic
testing to ascertain existence of defect. It was concluded by the investigations that
geometry of AT welds was responsible for false echoes resulting in classification of
good welds as defective vide testing by 450 probe. It was also noted that sensitivity
setting of probes done by NFR was not undertaken w.r.t. simulated half moon defect
but w.r.t. signal getting reflected from weld collar. Detailed discussions were also held
with officers concerned with testing of NF railway thereafter.

Testing of bottom of AT welds using 450 probes is carried out during acceptance of
welds as under:

P late1: A cceptance Testing (W eld B ottom )

A T W eld
45° 2 M H z P robe 45° 2 M H z Probe

25

45-50

52 K g. R ail

A ll d im ensions in m m Fusion
Faces

Probe Target D efects at W eld Location

bottom
S hrinkage porosities, H atched portion in diagram
45°(single)
B low hole

45°(tandem ) V ertical D efects eg. Lack Fusion faces at left and right
of fusion edge of hatched portion.

(i) Using 450 single crystal probe for detecting shrinkage porosities in central
portion of weld bottom (please refer plate 1).

For this, movement of probe should be done in a limited zone to target

ultrasonic beam in this region to filter reflections from weld geometry.

(ii) Using 450 tandem probe for detecting lack of fusion at fusion faces.

Using simple calculations for beam path, it can be ascertained whether the echo
signals are due to geometry of AT weld or defect in the weld. Also, checking from both
the sides of weld would add confirmation of existence of defect or otherwise.

As a result of above, following action plan has been made by RDSO:

14
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

(i) NF Railway has been advised to retest/test AT welds executed with 3-piece
moulds keeping above principles in mind and report feedback.

(ii) Based on feedback received from NF railway, further suitable action shall be
taken.

In view of above, committee may kindly deliberate and make suitable

recommendations.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that AT weld collar profile is responsible for false echoes. This is
causing misclassification of AT welds as defective. This problem was also existing in
case of 2 piece moulds as a result of which corrections to chapter 9 of USFD Manual
where incorporated in past. Thus, there is a need to redesign weld profile.
2. Committee observed that weld collar at bottom cannot be eliminated since this
contributes to enhancement of fatigue strength of welds.
3. Committee also observed that the grinding of weld collar to avoid false echoes is also not
a practical and safe solution. The revision in profile of weld collar to avoid false echoes
needs to be examined.
4. Committee observed that RDSO has analysed the problem in details and suggested
method of interpretation to NFR. As a result there is substantial reduction in over
reporting of defective AT welds executed using 3 piece moulds.
5. Committee observed that the procedure suggested by RDSO requires greater skill in
interpretation whether weld is defective or not and may not be practically possible in field
using analogue weld testers. The interpretation can be easily done while using digital
weld testers.
6. Committee observed that AT weld testing has not yet fully switched over to digital AT
weld testers which is causing problems in interpretation. Committee also observed that
Railway Board has issued instructions for mandatory use of digital AT weld testers.

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommends that possibility of change in weld profile be explored to avoid

problems of false echoes.

2. Committee recommends that Zonal Railways should quickly equip themselves with
adequate number of digital weld testers for weld testing.

3. Committee recommends use of procedure suggested by RDSO to overcome the

problem of over reporting.

15
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

RAILWAY BOARD’S ORDERS:

1. Zonal railways shall use methodology suggested by RDSO for pinpointing defective
welds.

2,3. Approved.

16
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1151

SUBJECT : Maintenance of thick web switches

(Item proposed by South Eastern Railway)

RDSO FILE REF: CT/TWS

AGENDA:
South Eastern Railway vide their e.mail dated 22.09.09 has proposed the item as
under :
In S. E. Railway about 100 sets of 60 Kg thick web switches have been laid on PSC
layout on experimental basis. However, there is no specific procedure mentioned for
the maintenance criteria of thick web switches. Currently, the maintenance of these
thick web switches is being done as per the Para-237 of IRPWM. The following
discrepancies need to be addressed:

Annexure 2/6/1 of Para 237, does not give the drg. No. and other details for thick web
switches

The design of thick web switch is different from ordinary overriding switches due to
which the present criteria for switch maintenance may not be fully applicable for it.
Following features vary in these switches.

S.No. Item/Description Thick Web Switch O R switch (60 kg

(60 kg on PSC layout) on PSC layout)
1 Throw of Switch 160 – 175 mm 95 – 115 mm
2 Following Stretcher Bar Cannot be installed due to Available
varying TR stroke
3 Spring Setting Device Installed NA
4 Height of tongue rail at 1000 119 mm 160 mm
mm from ATS
5 Location of 13 mm head from Not available in IRPWM 1682 mm
ATS (1800 mm actual)
6 Location of JOH from ATS Not available in IRPWM 5836 mm
(5800 mm actual)
7 Location of level point of stock Not available in IRPWM 4244 mm
and tongue rail (2700 mm actual)
8 Head thickness of tongue rail at Not available in IRPWM 43.40 mm
Level Point (25 mm actual)

A brief description of issues related to above items is as following.

(a) Throw of switch: Throw of tongue rail is achieved in two steps of 110 mm and
50 mm of point motor throw. First one tongue rail moves by 50 mm, and then both
move by 110 mm. Due to this varying stroke no engineering stretcher bar can be
installed and maintenance of throw is completely a signalling affair.

17
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

(b) Following Stretcher Bar: Due to variable tongue rail movement no fixed
following stretcher bar can be installed. Thus all provision related to such stretcher bar
need to be ignored.

(c) Spring Setting Device: A spring setting device has been provided between the
two tongue rails at JOH (sleeper no. 13 and 15) to help the TR to butt/house properly
at JOH. No maintenance/renewal criteria are available for this. It has been seen that
the springs have lost a part of its elasticity and in many cases it is unable to throw the
switch to the desired distance.

(d) Height of tongue rail at 1000 mm from ATS: It can be seen that thick web
switch is only 119 mm high at 1000 mm. This height difference coupled with allowable
vertical wear of 10 mm for tongue rail 13 mm for stock rail can result in a very lethal
combination. For example for a 10 mm worn out stock rail and 8 mm worn out tongue
rail at 1000 mm from ATS the profile left of the tongue rail becomes very thick so much
so that a wheel may find it convenient to mount over this.

(e) Location of 13 mm head from ATS: The location in practice is found at about
1800 mm from ATS which is farther than that for a 60 kg O R switch. The lateral and
vertical wear criteria are applicable at this point. No specific criteria for wear are given
for length of tongue rail from ATS to 1800 mm where 13 mm width is achieved.

(f) Location of JOH from ATS: The location of JOH is marginally different from
that of O R switches.

(g) Location of level point of stock and tongue rail: In case of thick web switch
this location is at 2700 mm in comparison to 4244 mm for O R switches (60 kg on PSC
layout). It can be seen that level point and JOH are quite far away in case of thick web
switch. Due to level point being achieved in smaller length the wheel load will be
shared earlier in comparison to OR switches. In comparison the wear and maintenance
criteria are silent for this portion of tongue rail.

(h) Head thickness of tongue rail at level point: The head thickness as
measured for a new tongue rail is about 25 mm in comparison to 43.40 mm for an OR
switch. For this head thickness the lateral wear criteria of 8 mm is too high when
compared to head thickness of an OR 60 kg switch.

Based on the above following criteria need to be reviewed for a thick web switch.

I. Responsibility of maintenance of switch throws due to no engineering gear for

maintenance.
II. Dispensation of following stretcher bar (holes are still available for following
stretcher bars).
III. Maintenance parameters and renewal criteria for SSDs (Spring Setting Devices).
IV. Vertical and Lateral wear limits due to difference in location of 13 mm head,
location of level point and head thickness at level point.

18
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

NOTES BY SECRETARY:

1. Thick web switches to firm’s design were supplied to different Zonal Railways
during the period 1996-2000. Except the Central Railway, none of the Zonal
Railways had laid in sufficient quantity. As per the direction of Railway Board,
RDSO developed the standard drawing of 1 in 12 and 1 in 8-1/2 switch with ZU-
1-60 asymmetric tongue rail during 2002-03. The procurement of thick web
switches is being done by Railway Board.
2. It is expected that sufficient numbers of these thick web switches have not been
laid in the field to gain sufficient experience.
3. The stretcher bars have been provided for the operation of point till the
provision of motor with point clamp lock. This issue was also replied to Railway
Board and Southern Railway vide this office letter no.CT/PTX/TWS Design
dt.22.06.2009.
4. Instead of proposing para in IRPWM, inspection proforma for Thick Web
Switches should be developed first. This proforma may be proposed by the
Zonal Railways based on their experience and the draft profoma can be
discussed in TSC.

In view of above, committee is requested to deliberate and make suitable

recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. Zonal Railways have laid number of thick web switches in field.

2. Para no. 237 of IRPWM does not provide details and Drawing numbers for thick
web switches.
3. The locations for wear measurement have not been specified.
4. The proforma for inspection of thick web switches should be developed based on
experience of field.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

1. The locations for the measurement of wear should be specified by RDSO and same
will be sent to Zonal Railways.
2. Zonal Railways should send details of Thick web switch where wear of tongue rail is
taking place as per location given by RDSO.
3. The proforma for inspection of thick web switches should also be developed based
on experience of field which will be provided by Zonal Railways.
19
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

RAILWAY BOARD’S ORDERS:

1. Approved.

2. Approved.

3. Approved. RDSO to develop & circulate the proforma.

20
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1152

SUBJECT : Maintenance of Spring Setting Devise :

(Item proposed by South-Eastern Railway)

RDSO FILE REF: CT/TWS

AGENDA:
South Eastern Railway vide their e.mail dated 22.09.09 has proposed the item as
under :

SSDs are being installed in pts & xing as per Rly. Bd’s letter No.Track/21/99/0301/7/18
dated.2.2.2000.

There are no guide lines available on maintenance of SSDs. In this connection

following items require detailing:-
a) SSDs are being installed by Engg. Deptt in consultation with S & T Deptt.
The Deptt. who should maintain SSDs should be clearly notified. A
paragraph introducing the item may be inserted in IRPWM.
b) Schedule of maintenance.-Once in a month-check by PWI, once in three
months along with S&T during point check.
c) Items to be checked during maintenance.
(i) Open the cover
(ii) Check free movement
(iii) Check all the pins & hinges
(iv) Grease all moving parts

d) Tools required for maintenance. (only spanners required with keyman)

NOTES BY SECRETARY:
1. Purpose of the SSD is to ensure proper housing of the tongue rail against the stock
rail at closed side of the point and adequate clearance at junction of head on open
side. Adequate JOH clearance avoids rubbing of non-gauge face side of tongue
rail and rattling of switch fittings whereas matching of stock and tongue rails avoid
floating tight gauge in switch portion. These two parameters can be obtained by
using SSD. RDSO has developed standard drawings of SSD for 1:12 and 1:8.5
thick web and O.R. curved switches.
2. Vide letter No.CT/PTX/NT/SSD dated 26.09.2005, RDSO had already issued
instructions for laying and maintenance of spring setting device (SSD).
3. Vide the item no.1094-SN0.6 of 77th TSC, it was ordered by the Railway Board that
spring setting device should be laid by the firm who manufactures it so that any
adjustment required to be carried out for proper functioning, can be ensured. Firm
should also maintain the spring setting device for one year after laying.
4. Vide the item no.1115- SNo.5 of 78th TSC, the Committee recommended as under :
“Zonal Railways should use SSD on fan shaped switches to achieve adequate gap
at JOH and proper butting of tongue rail and stock rail where it is not being
achieved properly. To begin with, these SSDs should be used on Main Line.
These SSDs should be laid and maintained by respective manufacturers for one
year.”
21
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

On these recommendations, Railway Board’s order are as under :

“Approved. SSDs should be provided on main line routes. Sequencing of locations

should be planned to utilize full life of switches and SSDs, keeping in mind the
introduction of thick web switches, wherein SSD shall be a part of the supply.”

5. The SSD is owned by Engineering Department and Signal Department should not
interfere for the provision of the same.

6. Based upon the experience of Zonal Railways, one para may be suitably provided
in IRPWM regarding maintenance etc.

In view of above, committee may kindly deliberate and make suitable

recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. For maintenance of SSD, instructions do not exist.

2. SSD can be used where there is problem of setting of tongue rail with stock rail.
3. There are maintenance problems in the field where SSD have been provided. SSD is not a
fit and forget item.
4. The periodic oiling, greasing, replacement of grease etc. have not been specified.
5. Zonal Railways are already procuring SSD with laying and maintenance by supplier.
6. Manufacturers have not supplied the details of maintenance as IPR is not transferred.
7. RDSO has already evaluated the SSD for 1.5 lakh cycle movement.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

1. Central, Eastern, North Eastern, South Eastern and South Central Railway will send
the report on maintenance problem and suggested maintenance procedure to
RDSO.
2. RDSO will study the above and prepare the maintenance instructions.

RAILWAY BOARD’S ORDERS:

1. Approved.

2. Approved.

22
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1153

SUBJECT : Special precautions to be taken when track is submerged.

(Item proposed by South Central Railway)

RDSO FILE REF: GE/Gen/13/TSC

AGENDA:
South Central Railway vide their e.mail dated 23.09.09 has proposed the item as under :

Present system:
The following precautions are to be taken when track is submerged as per para 717 of
IRPWM:
(a) In all cases train shall be stopped dead and allowed to proceed at a speed not
exceeding 10 km.p.h.
(b) If water rises over the top of the ballast but is below rail level, the track should be
checked before each train, by two men walking abreast one at either end of the
sleepers, and only if the track has not been disturbed, should the train be allowed over
the track.
(c) When water overtops the rails, the Permanent Way Inspector shall pilot the train,
after ensuring that the track is safe, by walking over the track and checking by means
of probing, subject to depths mentioned below not being exceeded.
Gauge Passenger and Mixed trains Goods Trains
B.G 300 mm 450mm
M.G 230mm 300mm
N.G 230mm 230mm

Shortcomings: There are cases of formation and ballast washing out, once the track
is submerged. As such it is suggested that in the event of track submergence, it is not
considered safe to allow the trains. Hence there is a necessity to modify the above
Para 717 (1) b & c.

Suggestions:
Para 717 (b): If the water rises over the top of the ballast, but below rail level, the track
should be checked before each train, by two men under the personal supervision of
JE/P.way walking abreast one at either end of the sleepers, and only if the track has
not been disturbed, should the train be allowed over the track.

Para 717(c): when the water overtops the rails, the JE/P.Way shall suspend the traffic
till it recedes to the top of the ballast and take action as mentioned at (b) above after
receding the water to the top of the ballast.

TSC may deliberate the above subject and recommend the above guidelines for
issuing correction slip to paras 717(1) b&c of IRPWM.

23
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

NOTES BY SECRETARY:

This item suggests modification in para 717 (a) & (b) of IRPWM which mention
inspection conditions before passage of trains in case to track submergence. In the
proposed item, it has been suggested that traffic should be suspended when water
overtops the passenger rails. This has implication for movement of trains especially in
suburban section of Mumbai and other yards where flooding is frequent. Committee
may deliberate on the issue.

COMMITTEE’S OBSERVATIONS:

Para 717 (c) of IRPWM deals with passing of trains in case of flooding when water overtops the
rails. SCR mentioned that when water overtops the rails in case of floods, it is not safe to pass
trains. As per above provision of IRPWM, PWI is required to pilot the trains after ensuring that
track is safe by walking over the track and checking by means of probing due to which PWI is
forced to walk on track in case of floods and heavy current velocity. In case of suburban
sections of Mumbai, C.Railway mentioned that existing provisions of IRPWM are adequate as
the velocity of water is insignificant in case of flooding in suburban section of Mumbai.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends that:

Para 717 (c) of IRPWM be modified by issue of correction slip to IRPWM to the extent that it
should be applicable when water velocity is insignificant and track is safe otherwise traffic
should be suspended on over topping of rail top by water.

RAILWAY BOARD’S ORDERS:

Not Approved as existing provision of IRPWM are considered adequate and sufficient.

24
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1154

SUBJECT : Emergency sliding boom at level crossing gates.

(Item proposed by South Central Railway)

RDSO FILE REF: CT/LC/Safety

AGENDA:

South Central Railway vide their e.mail dated 23.09.09 has proposed the item as under :

Present System:

As per Annexure 9/2 to Para 905 (2)(c) of IRPWM, In the case of all manned level
crossings, two long spare chains with loops at both ends, should be kept as reserve for
use as an alternate to the barrier/gate, in case of damage to them. Two discs painted
red with the words ‘stop’ with arrangements for fixing them on the ground should also
form part of the spare equipment. Separate rail posts should be erected near the gate,
so that the chains can be fixed on them.

Problems encountered:

Present arrangement of chain is cumbersome and gateman has to put in considerable

energy and time to close and open the chains. Apart from this, the chain sags and has
to be pulled to lock it in position. Stop board hooked to chain may not stand true to
vertical to give a clear visibility to approach vehicles and also chain is not visible during
nights and hence road vehicles can entangled with the chain.

Suggestions:

To overcome the limitations of chain system, a sliding boom made of Stainless steel
pipe and mounted either on channels or angles with a roller arrangement to pull across
the road has been developed. The sliding boom will rest on a resting post on the other
side of the road. The sliding boom can also be provided with locking arrangement. As it
will be provided parallel to the track, it does not infringe with track or the road. Retro
reflective stickers can be pasted for easy visibility during night. Also stop board can be
welded to this pipe facing the road users.

This type of boom is provided on trial basis at LC no: 164 in SC-DHNE section of
S.C.Railway. (Photos enclosed)

TSC may deliberate the above subject, and recommend the above provisions to
include in IRPWM.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

Sliding boom when the gate is in open condition

Sliding boom When the Gate is in closed condition

NOTES BY SECRETARY:

In Para 910 (1) (e) it has been provided that in equipments at manned level crossings
there should be two long spare chains with ‘Stop’ marked disc attachment at centre to
cover the full width of the gate for use in case the gates/barriers are damaged. From
the photograph enclosed in SCR’s proposed item it is noted that the emergency sliding
boom is fixed arrangement behind the lifting barriers/gates. In the case of heavy
vehicle dashing the gates/barriers, entire system may be damaged which will affect the
sliding boom also, hence it may not remain effective. Thus it may not work in case of
damage to gates/barriers as intended in case of above mentioned Para of IRPWM.
Hence the provision of chains with stop disc cannot be dispensed with. Committee
however may deliberate on efficacy of emergency sliding boom proposed by South
Central Railway.

26
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

Zonal Railways to conduct trial of emergency sliding boom after obtaining drawing from SCR.
E.Co.R & NR to take lead.

COMMITTEE’S RECOMMENDATIONS:

Zonal Railways to conduct trial of emergency sliding boom after obtaining drawings from SCR,
E.Co.R & NR to take lead. Trial results to be sent to RDSO for compilation and adoption.

RAILWAY BOARD’S ORDERS:

Approved.

27
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1155

SUBJECT : Modification to shape and thickness of GRSP under CMS

crossings and check rail of F.S.Lay outs.
(Item proposed by South Central Railway)

RDSO FILE REF: CT/PTX

AGENDA:

South Central Railway vide their e.mail dated 23.09.09 has proposed the item as under :

Present System:

As per RDSO drawings, GRS Pads of 6mm thickness with horns are being used
underneath the CMS crossings and check rails in fan shaped layouts.

Problems encountered:

There is a serious maintenance problem of dropping of the rubber pads which are
provided under CMS crossings. It is observed that the GRSPs are getting
disturbed/dislocated causing severe knocking on PSC sleepers and disturbing liners
and ERCs very often.

Suggestions:

In order to solve this problem, the rubber pads should be made with rectangular slots
to accommodate MCI of sleepers instead of horns. Further to avoid problem of shifting
of rubber pads, thickness of pad may be increased from 6 to 10mm. Number of rubber
pads which require modification of shape and size for various types of crossings are
as follows:

Angle of Sleeper Sleeper RDSO Drg. Numbers

point Number number
from to
1 in 16 77 87 T.5736 to T.5728 for x-ing and T-4615 for
Check rail
1 in 12 65 74 T-6842 to T-6846 and T-6204 to T-6207&T6209
to T-6211 for xing; T-4615 for check rails
1 in 8½ 41 49 T-6800,6800/1,6801,6801/1&9198 to 9202 for
xing and T-4615 to check rails

A drawing indicating the proposed arrangements is enclosed.

TSC may deliberate the above subject, and recommend the above provisions to modify
the RDSO drawing and to include in the IRPWM.

28
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

NOTES BY SECRETARY:

The issue of Rubber pads under CMS X-ing was discussed in 79th TSC vide item
no.1126 & 1145 wherein it was recommended and approved by Railway Board that
specification of nylon chord reinforced grooved pad should be circulated to Zonal
railways for use under CMS X-ing. Accordingly, RDSO has developed a drawing for
6mm nylon chord reinforced grooved pad for use in crossing area having rectangular
slots to accommodate the SGCI inserts. The RDSO drawing bearing nos. RDSO/T-
7014 to RDSO/T-7021 have been issued to South Central Railway and South Eastern
Railway vide letter No.CT/PTX dt.18.08.09 for trial purpose to test the efficacy under
the field conditions. The thickness of pad has been kept as 6mm to suit the inserts of
PSC sleeper as they are designed for a pad thickness of 6mm. In view of this, the item
can be considered as already complied. In fact Zonal Railways should carry out trial of
Nylon Cord Reinforced Pad at the earliest.

In view of above, the committee may kindly deliberate and make suitable
recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. The trial of RDSO drawing for 6mm nylon cord reinforced grooved pad should be
carried out on all railways.
2. The drawing number RT-7014 should be circulated to all Zonal Railways.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

The trial of 6mm nylon cord reinforced grooved pad under CMS crossings should be ordered on
all Zonal Railways and drawing No. RT-7014 should be issued to all Zonal Railways.

RAILWAY BOARD’S ORDERS:

Approved. Item is closed.

29
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1156

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

testing.
(Item proposed by South Central Railway)

RDSO FILE REF: CT/USFD

AGENDA:

South Central Railway vide their e.mail dated 23.09.09 has proposed the item as under:

Present System:
Special USFD testing with higher gain as per Correction Slip No.2 vide para 4.1.2 (b) of
manual of ultrasonic testing of rails and welds (revised 2006).

Existing limitations:
Rails are failing pre-mature on account of flaws, majority generated from gauge face
corner those are not detected during USFD testing, propagating in a nearly vertical
direction, finally leading to fractures. These failure incidences have been noticed on
routes where higher axle load trains (CC+8+2) are in operation.

In some cases it could not be possible to detect the defects even with the special
USFD testing with higher gain. These defects are known only after the failure.

Suggestions:
Considering the faster trend of propagation of flaws in rails on account of running of
higher axle loads, and, as these defects are not detectable with the present methods of
USFD testing, there is an urgent need to devise suitable procedures for USFD testing
for detection of such kind of kidney type of flaws with inclination nearly vertical in head
portion of rails. A reference to RDSO has been already been made vide letter
No.W/507/RB/RDSO/Vo.lII dated 05-01-09.

RDSO may deliberate the above subject, and recommend the appropriate procedure
for timely detection of such flaws.

NOTES BY SECRETARY:

1. The detection of kidney type of defects with inclination nearly vertical in

head portion of rails by ultrasonic test method is a world wide problem.
Perfectly vertical transverse defects may remain undetected using 70
degree probes.

2. Presently RDSO has recommended special USFD testing with higher gain
for ‘D’ marked rails and all single route line of Indian Railways and same
was circulated to railways through Correction Slip No. 2 of ‘ Manual for
ultrasonic testing of rails/welds’ . The use of higher gain will indicate the
30
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

presence of such type of defects which may be verified by using set of 45

degree probes by placing them on side of rail head.

3. Failures statistics indicate that such type of defects occurred either in D

marked rail or in rails of single route because of stress pattern but recently
some cases have been observed in double line track also. In this context, it
is desirable that railways identify such stretches which are prone to such
defects may employ USFD testing at higher gain as described in Correction
Slip No.2. Such identified zones may also be intimated to RDSO.

4. Regarding development of suitable device for detection of such type defects

it is to be stated that RDSO had developed analog based GFCD tester in
the year 2001 against RDSO Spec. No. M&C/NDT/121/2000 which was
equipped with device of 45 deg. set of probes and was capable to detect
vertical transverse gauge face corner defects. The methodology was based
by placing the 45 deg probe on each side of the rail head. However, due to
unfavorable conditions at sides of the rail head caused due to metal
flow/wear etc the device was withdrawn later on. Use of such devise
wherever possible may be one of the options.

TSC may kindly deliberate on above and recommend suitably.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that detection of vertical transverse flaw in rail head is a

worldwide problem.
2. The phenomenon of generation of vertical transverse defects in rail head is
becoming wide spread. Previously it was seen only in single line sections and rails
with ‘D’ mark. Now this phenomenon is being seen on multiple line sections and
other than ‘D’ mark rails also,
3. Committee observed that RDSO had issued a procedure for detecting such defects
in ‘D’ marked rails using 70 degree probes vide correction slip no. 2 to USFD
Manual. This was based on increased gain of 10 dB. This procedure can be used
to identify the problem stretches in field for confirmatory checking with 70 degree /
45 degree probes.
4. Committee observed that Zonal Railways need to identify the stretches prone to
such defects for scanning these stretches with 45 degree probe using side probing
for pin pointing location and extant of defect. However, side scanning with 45
degree probe is having problem where there is wear on gauge face / rusting on non
gauge face. Difficulties are also faced with water as couplant on vertical faces. This
may require grease as couplant.

31
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

5. Committee observed that SCR has conducted some trials using 45 degree probes
from rail top and results are reported to be encouraging. This procedure can avoid
difficulties of couplant stability on vertical faces of rail.

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommends use of procedure suggested by RDSO for ‘D’ marked rails for
identified stretches where phenomena of occurrence of vertical transverse defects is
common.
2. Use of 45 degree probe for side scanning can be resorted to for confirming existence of
defects.
3. Details of procedure under trial by SCR for scanning from rail top be sent to RDSO for
examining feasibility of its adoption.

RAILWAY BOARD’S ORDERS:

1,2 & 3. Approved.

32
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1157

SUBJECT : Minimum track centre for new 3rd and 4th lines.
(Item proposed by South Central Railway)

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

AGENDA:

South Central Railway vide their e.mail dated 23.09.09 has proposed the item as under :

Present System:
As per item No:01 of Chapter-I to Schedule-I of Schedule of Dimensions (Revised-
2004), minimum distance centre to centre of tracks for new works/additions to existing
works is given as 5300 mm, excluding extra clearance for curves.

Problems encountered:
The proposed track centre of 5300mm as per Schedule of Dimensions is not sufficient
for removal of trolleys during inspections in case of approaching trains. Movement of
keyman and patrolmen will also be very difficult for their safe working and escape in
case of sudden sighting of trains. Also execution of various track renewal works such
as deep screening with BCM and TSR etc. become very difficult with 5300mm track
centre with trains running on either side during execution of works.

Suggestions:
A track centre of 7500mm for 3rd/4th lines is suggested. Considering the trolley width
as around 2m, the centre to centre distance works out to 5.3+2.0 =7.3m, with further
safety margins; a centre to centre distance of 7500m is suggested.

TSC is requested to deliberate for issue of suitable corrections to SOD for a centre to
centre distance of 3rd & 4th lines.

NOTES BY SECRETARY:

Increase in track center has been suggested as remedial measure for problems in
removing push trolley in case of multiple lines, patrolling and execution of track works.
Increase in track centers has major financial repercussions on account of increased
land requirement, increased length of level crossing, foot over bridge, road over bridge
etc.

Sections having multiple lines usually have high density of traffic. In such a case,
inspection of section can be alternatively done by operating push trolley under traffic
block or on motor trolley following safe working rules for push trolley/motor trolley as
contained in Para 1118 & 1119 of IRPWM.

33
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

‘On Foot’ inspection is also carried out in busy suburban sections having multiple lines.
This may be done under protection of lookout man or during maintenance
block/corridor blocks.

Keyman /Patrolman are required to concentrate on track and therefore there is a

likelihood of not noticing approaching trains in time. In such case, lookout man for train
may become necessary. Protection of manpower at works sites may also be
undertaken on similar lines.

There are number of sections on Indian Railways which have multiple lines with track
centers of 4265mm. Measures adopted for such sections may also be shared and
considered for adoption.

TSC may consider options, namely increase in track center/alternative methods of

inspection in view of above.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that on foot inspection can be resorted to instead of trolley

inspection, however, in this case also clearing of all tracks quickly cannot be
ensured at all times.
2. Committee observed that in case of multiple line sections patroller/keyman faces
problem in clearing all the tracks when he is on middle lines. Thus safety of
workman is involved.
3. Problems are also being faced at work sites in clearing tracks when there are trains
on one or more multiple lines.
4. Presently, muck wagons are not being used with BCM machines which is giving
rise to problem of muck disposal while working on multiple line section.
5. Committee observed that provision of increased centre will also facilitate provision
of proper cess width and drains.
6. Committee observed that while adopting increased track centers in mid sections
and not doing so in yard would create reverse curves at the approaches of stations.
On the other hand if the increased centre distance is adopted in yard also, lot of
dismantling in station area many become necessary. Thus there are pros and cons
of adopting increased track centre.
7. If trolley removal between lines is considered then requirement of increase in track
centre comes to 5.3m (existing track centre distance) + 2.5m (trolley width) = 7.8 m.

COMMITTEE’S RECOMMENDATIONS:
rd
1. Committee recommends adoption of 7.8 m track centers in case of new 3 line.

34
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

2. Committee recommends adoption of 7.8m track centers between group of each

double line pairs to ensure safety of patroller, inspecting officials,
workmen/gangmen and removal of push trolley.

RAILWAY BOARD’S ORDERS:

1 & 2. Not Approved as increase in centre to centre distance of the track will increase the
cost of the projects considerably. RDSO should study the existing inspection and maintenance
practices in multiple lines and suggest changes having regard to the mechanization and study
track structure.

35
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1158

SUBJECT : Performance of GJ Clips: to be deliberated for universal adoption.

(Item proposed by Railway Board)

RDSO FILE REF: CT/EF/TRIAL

AGENDA:

Railway Board vide their letter no.2002/Tk-II/22/7/1 dt:29-09-09 has proposed the item
as under : Performance of G-J clip: to be deliberated for universal adoption.

NOTES BY SECRETARY:

1.0 Zonal Railways were requested to use ERC-J clip (having toe load of 300kg) to
drawing no. RDSO/T- 4158 on fish plated as well as glued joint as per assembly
drawing nos. RDSO/T- 4322 & RDSO/T- 4511. Some of Zonal Railways have pointed
out about loosening of ERC-J clip during service. In 2007 M/s Logwell Forge Ltd.
offered G-J clip for glued joint which had claimed to have toe load of 850-1100kg.
Samples of G-J clip were collected and tested at RDSO. Toe load of these clips were
found in the range of 905-1070kg during laboratory testing. Northern Railway had
reported that some G-J clips were used on Delhi Division and initial performance of G-J
clip was better in terms of higher toe load. Based on satisfactory initial toe load testing
& report from Northern Railway, Zonal Railways were advised to try this clip at glued
joint locations.

2.0 The subject of G-J clip was also discussed in PCE’s Seminar held on 7th & 8th
Jan’08 at Pune and it was recommended to use G-J clip at the location of Joggle fish
plate and send performance report to RDSO. Accordingly Zonal Railways were advised
for the same.

3.0 SE Railway vide letter no TC/PWM/Trial/Vol-II/1203 dated 21.07.2009 submitted

performance report of G-J clip laid under ADA, CKP & KGP divisions which is generally
satisfactory. No other railway has submitted feedback on performance of G-J clip to
RDSO.

4.0 Railway Board vide letter no. 2009/ CE-II/ MT-RDSO/ 3 dated 18.05.2009
instructed RDSO to conduct fatigue testing of G-J clip. Accordingly, G- J clips were
tested in RDSO laboratory and report was submitted to Railway Board in August’ 2009.
As per report, results are satisfactory.

5.0 This issue has been discussed by ME during review meeting of RDSO and it was
decided that if laboratory testing is satisfactory then item should be adopted for regular
use after proper transfer of design rights.

TSC may discuss on trial of G-J clip with the view of universal adoption and make
suitable recommendations.

36
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

Committee observed as under:-

1. G’J’ clip developed for location of joggled fish plate and glued joint is working
satisfactory as reported by CTE / SE, N & E.Co. Railways to committee.
2. Lab testing report of G’J’ clip are satisfactory.
3. This clip is having higher toe load than ERC J clip.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:-

Performance reported satisfactory by SE, N and ECo. Railways. Therefore, G’J’ Clip
recommended for adoption on Indian Railway.

RAILWAY BOARD’S ORDERS:

Approved.

37
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1159

SUBJECT : Performance of composite rubber pad: to be deliberated for universal

adoption.
(Item proposed by Railway Board)

RDSO FILE REF: CT/GRP/Tender/Composite

AGENDA:

Railway Board vide their letter no.2002/Tk-II/22/7/1 dt:29-09-09 has proposed the item
as under :

Performance of Composite rubber pad to be deliberated for universal adoption.

NOTES BY SECRETARY:

1.0 Back ground:

1.1 Grooved Rubber sole plate is an important component of Elastic fastening

assembly being used with PSC sleepers on Indian Railways. The procurement of
Grooved Rubber sole plate on Indian Railways is of the order of 2.5 Crore nos.
(approx.) per annum. The service life of existing pads has been observed as 3-5
years, which is least amongst all components of elastic fastening assembly. Thus
there is urgent need to improve its service life.

1.2 RDSO has observed that one of the main reasons of deterioration of existing
rubber pads is its shifting/ displacement from its rail seat position. The shifting
mainly takes place due to inadequate pre-compression (compression of pad due to
fitment of fastenings) of the pad. The composite rubber pad consists of two layers –
one harder and the other softer. The hard layer will ensure required abrasion
resistant property and will get increased life of rubber pad. The softer layer will
ensure required pre-compression to the pad so that the pad does not slip out of its
rail seat position and imparts longevity to the elastic fastening system. The softer
matrix shall be on the sleeper side and will offer better or firm contact and in turn
more frictional grip to avoid shifting of the sole plates.

1.3 In the year 1999, specification for composite grooved rubber sole plate has been
developed by RDSO to improve the performance of the sole plates during its
service life and to have a longer life.
1.4 In order to verify the design efficacy of the new pad, it was considered necessary
that the field trials be carried out to observe its performance on various traffic/
climatic and geographic conditions. Accordingly the limited field trials of these
pads were undertaken on SECR & NR in 2001-2002. The detailed status report
was sent to Railway board vide letter no. CT/GRP/Tender /Composite dated
30/31.01.2006 recommending extended trial as performance was quite
satisfactory.
38
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

1.5 Railway Board vide letter no. 2004/Track-II /22/5/7 dated 28.03.06 directed zonal
railways to conduct extended trial of composite rubber sole plates on 10 km length
on each railway. Further, Board also decided the criteria for procurement and
switching over from normal GRSP to composite pads which is given as under:
“If the performance of these pads in the extended trial is found to be satisfactory
after one year, Zonal Railway should go ahead with the composite rubber pads for
about 10% of its total annual requirement and if the performance report remains
satisfactory even after second year of extended trial, then the Zonal Railways can
procure composite rubber pads for 50% of their annual requirement.”
1.6 Samples of composite rubber sole plates laid under extended trial have collected
from DUK section under Delhi division of N. Railway after one year of service.
These samples have been tested at RDSO and results are found satisfactory.
1.7 Samples of composite rubber sole plates laid under limited trial on Delhi division
taken out from the track after seven years of service have been collected and
tested at RDSO. Results of testing are found satisfactory.
1.8 The composite rubber sole plates were inspected visually at trial site of DUK
section under Delhi division of Northern Railway in Sept’ 2009 for physical
condition and found to be satisfactory.
1.9 During review meeting held with ME, the item has been discussed regularly. It has
been suggested to carryout tests on the composite GRSP taken out from the track
in M&C lab of RDSO and if results are satisfactory, these sole plates can be used
on Indian Railway. This can solve the problem of working out of sole plate to some
extent.

TSC may discuss on trial of composite rubber sole plates for universal adoption on
Indian Railway and make suitable recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. Extended trial carried out by N.Railway of composite rubber pad and performance
after one year is satisfactory.
2. Performance of composite rubber pad after seven year of service life is satisfactory.
3. Technically item can be recommended for adoption on Indian Railways.
4. Rubber pad tested after one year of service and seven years of service in RDSO
lab and results are satisfactory.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

1. Since performance is satisfactory, therefore, composite rubber pad recommended

for adoption on Indian Railway.
2. Railway Board should issue policy for procurement of composite rubber pad.

39
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

RAILWAY BOARD’S ORDERS:

As per trial reports received from Zonal Railways regarding performance of composite
rubber pads, results are not entirely satisfactory. Satisfactory report stated by CTEs
during 80thTSC needs further examination before taking a final decision. This item can
be dealt separately.

40
 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1160

SUBJECT : Trial of different fastening components on Indian Railways.

(Item proposed by Railway Board)

RDSO FILE REF: CT/EF/Trial

AGENDA:

Railway Board vide their letter no.2002/Tk-II/22/7/1 dt:29-09-09 has proposed the item
as under :

Scheme of trial of P.Way items (Sleepers,Pads,Clip, Liners): Time bound for early
logical conclusion.

NOTES BY SECRETARY:

1.0 Back ground:

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

Status of trial of different fastening components and sleeper

S.N Item Railways Date of Trial Status

order for proforma/
trial scheme
issued
1 Thermoplastic N, NC, 29.05.03 Yes Procurement completed in June 09. None of
Elastomer rail pad ECo., SC the Rly informed about laying of the pads in
&C track.
2 Improved rail pad All Zonal 05.12.08 Yes Specifications and drawing sent to Rlys.
Rlys 06.01.09 Procurement is in progress in some zonal
Railways.
3 Nylon cord All Zonal 03.07.09 01.11.07 Specification sent to SE Railway vide letter
reinforced GRSP Rlys dated 1.11.07. Later, vide TSC
for turn outs recommendation and Railway Board’s order
thereon specification sent to all zonal
railways.
4 Rail pad developed N, NC, 07.04.08 Yes SE Rly placed order for procurement. Other
by M/s Rawatsons ECo., SC 21.11.08 Zonal Railways have not informed about
&C procurement.
5 Insulated Metal ECo., S, 21.08.07 22.01.08 SE Rly reported satisfactory performance of
Liner developed by SE, W, C the liner. No other zonal Railways submitted
M/s Rawatsons & SC feedback about procurement & laying.

6 ERC Mk -V WC, W, & 01.06.07 Yes Procurement yet to be completed. Status as

ECo. under:
(Extended (a) WCR- 50,000 nos of ERC MK-V
trial) inspected by RDSO. Inspection of balance
41
 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

quantity is to be done by WC Rly.

(b) WR- Rly has informed that tender for
procurement of 3.32 lac ERC Mk- V has
been initiated
(c) E.Co R- No feedback received so far.
7. G-clip developed S, SE, 27.03. 09 Yes Procurement yet to be completed.
by M/s Logwell SEC &
Forge Ltd. SW
(Extended
trial)

8. PSC sleeper for 25 ECo., SE, 27.01.09 Yes Drawing of PSC sleeper circulated vide this
t axle load SC & SW office letter no. CT/SRC/3/2 dated 28.02.09
to concerned Zonal Rlys. None of zonal
railway reported about procurement/trial.

th
9 Insulated fittings for 1.Extensiv 1. Through Yes Finally this item was discussed in 76 TSC
th
steel channel e trial of 74 TSC vide item 1074 on serial no.25 and closed.
sleeper on bridges M/s vide this Time to time Railways have been advised by
in track circuited Rawatson office letter RDSO to send the performance. Some
areas. s, Kolkata no.CT/JE railways have sent the performance of the
design on dated M/s Rawatsons design in past. Recently all
all Zonal 6.8.2004. zonal railways have been asked to sent the
Railways. performance alongwith Signal deptt.

2.Insulate 2.Vide Yes The performance of insulated fittings of M/s

d fittings letterCT/JE Shree Bihari Ji Corporation is awaited from
of M/s dated NRly.
shree 18.6.07
Bihari ji
Engineeri
ng,Corpor
ation
Kolkata
was also
cleared by
RDSO for
trial on
two
bridges in
Northern
railways.

Trials of above fastening components are in different stage of procurement/ laying/

monitoring at different Zonal Railways.
2.0 Review of procurement/ monitoring of the trial:
2.1 It has been observed that Zonal Railways are not taking action for procurement
and laying of trial items. Railway Board has taken serious view and directed to
draw scheme of time bound trial for early logical conclusion.

42
 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

Accordingly, tentative time bound scheme has been framed as per following schedule-

S. Item Railways Date of Time for Time for Monit Performan Preparati Remarks
N where order for procureme laying oring ce report on of
trial is to trial nt of from report of
be done trial Railways trial

1 Thermoplastic N, NC, 29.05.03 Completed 2 month 1 year 1 month 2 month Target

Elastomer rail ECo., SC 30-08-10
pad &C

2 Improved rail All Zonal 05.12.08 3 month 2 month 1 year 1 month 2 month Target
pad Rlys 30-09-10

3 Nylon cord All Zonal 03.07.09 3 month 2 month 1 year 1 month 2 month
reinforced Rlys
GRSP for turn
outs
4 Rail pad N, NC, 07.04.08 3 month 2 month 1 year 1 month 2 month Target
developed by ECo., SC 30-08-10
M/s Rawatsons &C
5 Insulated Metal ECo., S, 21.08.07 3 month 2 month 1 year 1 month 2 month Target
Liner developed SE, W, C 30-08-10
by M/s & SC
Rawatsons
6 ERC Mk -V WC, W, & 01.06.07 3 month 2 month 1 year 1 month 2 month Target
E.Co. 30-09-10

7 G-clip developed S, SE, 27.03. 09 3 month 2 month 1 year 1 month 2 month Target
by M/s Logwell SEC & 30-09-10
Forge Ltd. SW
8 PSC sleeper for ECo., SE, 27.01.09 6 month 2 month 1 year 1 month 2 month Target
25 t axle load SC & SW 30-09-10

9 Insulated fittings (i) M/s (i)6.8.200 (i)Complete (i)Compl 1 year

for steel channel Rawatson 4 d by zonal eted by
sleeper on s, Kolkata (ii) railways zonal
bridges in track design in 18.6.07 railways 3months 2months 31.03. 10
circuited areas. all zonal
railways
(ii) M/s (ii) (ii)
shree completed complete
Bihari ji by NRLY. d by
Engineeri NRLY.
ng,Corpor
ation
Kolkata in
NRly.

TSC may deliver their view on time bound trial scheme and make suitable
recommendations.

43
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. Target for trial is must, otherwise it is difficult to finalize the trial.

2. SE, SC Railways takes lot of interest in trial of new item for technological development.
3. Other Zonal Railways have raised problem for procurement of trial item as under:
a) There is constraint of fund and separate head is not provided.
b) Finance do not vet indent as procurement of trial item is not vetted by Railway
Board Finance.
c) There is need to frame policy for trial, so that same can be monitored and action
can be taken at all level.
4. Thermoplastic and elastomer rail pad has been procured recently. NR and E.Co.R laid
recently. Performance to be sent to RDSO regularly.
5. Tender condition has been framed by CR for improved rubber pad and vetted by
finance. RDSO should obtain this and circulate to Zonal Railways for universal
adoption.
6. SER & SCR should carry out trial of nylon cord reinforced GRSP in turnout portion &
report performance.
7. Trial of rail pad developed by M/s Rawatsons in turnout portion should be expedited by
Zonal Railways. S C Railway already procured the pads. Other Zonal Railways has to
taken actions.
8. Insulated metal liners developed by M/s Rawatsons have been procured by SE
Railway. SE Railway to send performance particularly from corrosion of rail point of
view.
9. ERC Mk-V not procured by WR & E.Co.R. These railways yet to take action. ECoR
should send latest performance as CTE mentioned that performance

of clips supplied earlier is not satisfactory.

10. Performance of G clip is satisfactory. Railway should take early action for procurement
of extended trial purpose.
11. Zonal Railways reported that tender of PSC sleeper for 25T is in finalization stage.

12. Performance of fittings in track circuited area will be sent by Zonal Railways jointly with
Signal Department to RDSO. RDSO will carry out joint inspection in SE & SC Railways.
In general, CTE’s advised committee that performance is satisfactory and item to be
adopted.

44
80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:-

1. Zonal Railways should adhere to target date of trial.

2. Policy for trial should be issued by Railway Board and separate funds for the same
should be provided.
3. Tender condition for improved rail pad prepared & vetted by CR should be issued to
all Zonal Railways for universal adoption.
4. SER & SCR should carry out trial of nylon cord reinforced GRSP in turnout portion
& report performance to RDSO.
5. E.Co.R should send the latest performance report of ERC Mk-V to RDSO.
6. Performance of fittings in track circuited area to be send by Zonal Railways jointly
with Signal Department to RDSO. RDSO to carry out joint inspection in SE & SC
Railways. In general, committee advised that performance is satisfactory and item
to be adopted.
7. Zonal Railways should expedite the trial and report performance to RDSO of all the
trial items.

RAILWAY BOARD’S ORDERS:

Item nos-1,5&7 Approved.

Item no-2- Trials should be charged to appropriate head under Revenue/DRF.

Item no.4- Approved. Material should be procured from RDSO approved part I
suppliers of GRSP 6mm.

Item no.3- RDSO has already issued specification for improved rubber pads. This
should be adopted. Tender conditions should be framed by Zonal Railways
in consultation with associate finance. Improved rubber pad should be
procured from RDSOs approved part-I suppliers of GRSP 6mm.

Item no.6- Will be decided after joint report by S &T and Engineering Directorates of
RDSO.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1161

SUBJECT : Inspection and maintenance of points and crossings

(Item proposed by ECR, SER & IRICEN)

RDSO FILE REF: CT/PTX

AGENDA:

On the Proforma for inspection of Points & Crossings as given Annexure 2/6 at PWI,
the three agenda items as under have been received :

1. East Central Railway vide their email dated 22.09.09 have proposed the item as
under :

Deletion of provision of measuring wear in P&C register.

Vertical/lateral wear on tongue rail is to be measured at 2 locations where
(i) width of rail head is 13mm
(ii) where the tongue & stock rails are at same level.

Since, there is not much wear at these locations and no gauge is available for
measuring the same, wear at these locations are generally not measured and
recorded in P&C register.
Item-4 d (i) & (ii) for left & right hand rail therefore, may be deleted from “ Proforma for
inspection of Points & Crossing” as given in Annexure-2/6 of IRPWM.

2. South Eastern Railway vide their e.mail dated 22.09.09 has proposed item as
under :

Revision of proforma for recording of measurements of Points and Crossings:

Annexure – 2/6 Para 237(5) of IRPWM

The proforma given in the IRPWM has items which have become redundant with laying
of Points and Crossings on PSC sleepers. However, some new items need to be
added. Inspection of Points and Crossings in the field has been very tedious process
requiring at least 2-3 hrs for recording of measurement alone. There are a few
suggestions to modify the proforma. These are :-

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

A. Switch assembly and lead portion:

● Gauge at ATS – presently fixed – may be made variable to the extent of
wear. Outer to outer gauge to be fixed as exact.
● Item No.12 may be deleted as on F/S layout and S.T.O. layout, it is not
relevant.
● Item No. 14 may be deleted.
● Item No. 18 may be deleted, it can be ensured at the time of laying only.
It is not a maintenance item as no limits have been laid down.

B. Crossing assembly:
• One item to be added on “condition of gapless F/P joints at back leg of crossing
and condition of packing & tightness of bolts”.

C. Turn in Curve:
One item to be modified -
• Item No. 29 : (i) S.E. at every 5th sleeper
(ii) Gauge at every 5th sleeper
D. General : (In place of Item No:31)
• Condition of sleepers (Groove).
• Eyes of MCIs (elongation).
• Condition of rubber pad & liner.
• Condition of short check rails ahead of ATS if provided and its clearance.
• Working condition of spring setting device if provided.
• Signature of the inspecting official with date.

3. IRICEN vide their letter no.TSC/80 dt:30-09-09 has proposed the item as under :

Inspection and Maintenance of Points and Crossings :

As per para-237/2/b/ii of IRPWM, a tongue rail may be classified as worn/damaged

when it has developed knife edged tip (thickness of top edge being less than 2mm over
a length of 100mm anywhere upto a distance of 1000mm from its toe).

In curve switches of 1 in 12 and flatter, the tip of new tongue rail is also less than 2mm,
for more than 100mm length from ATS. The lateral wear of tongue rail is already been
measured at two locations, therefore checking of knife face may not be necessary. If
required wear can be further measured at one or two additional locations within 1
metre from ATS.

NOTES BY SECRETARY:

1. The proforma for inspection of points and crossing was revised as per the
orders of Railway Board on the minutes of 69th TSC in 1998 and accordingly the
same was issued as correction slip no.20 to IRPWM.
2. Vide item no. 959 of 73rd TSC, the proforma for inspection of points and
crossing was again discussed. The committee’s observations,
recommendations and Railway Board’s order thereon are as under:

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’s OBSERVATIONS:
1. The Committee were of the opinion that the proforma for inspection of
Points & Crossing does need modifications. The Committee also opined
that proforma need to be devised separately for turnouts on wooden/ST
sleeper layouts and PSC sleeper layouts, and the same may be
incorporated in the revision of IRPWM.
2. All CTEs should send their suggestion to IRICEN for consideration by
the Committee looking into the revision of IRPWM, separately for
turnouts on wooden/ST sleeper layouts and PSC sleeper layouts latest
by 15.03.2002.

COMMITTEE’s RECOMMENDATIONS:
1. Based upon suggestions given by CTEs, the Committee looking into
revision of IRPWM should recommend for revision of relevant
para/proforma for inspection of points & crossings.

RAILWAY BOARD’S ORDERS:

Approved.

DELIBERATIONS during 74th TSC

COMMITTEE’s OBSERVATIONS:
In view of Committee’s recommendation and Railway Board’s order, item may
be closed.

COMMITTEE’s RECOMMENDATIONS:

Item may be closed.

RAILWAY BOARD’S ORDERS :

Matter is under review by Railway Board. Orders will be issued later.

3. As the matter is under review of Railway Board and the Committee looking into
revision of IRPWM, the agenda items proposed may be referred to them.

In view of above, committee may kindly deliberate and make suitable

recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:-

1. Committee looking into revision of IRPWM does not exist.

2. Gauge for vertical wear measurement of tongue rail are not available.
3. There is no need to include the condition of gapless fish plated joint in the proforma.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

4. The practice of providing super elevation on turn-in-curve vary from Railway to

Railway. Usually, super elevation is not provided in turn-in-curve.
5. Item no. 12 for measurement of versine in switch and lead portion, may remain in
proforma and their measurement may be recorded at reduced frequency.
6. Item no. 14 for seating of tongue rail on slide chairs, is not so important.
7. Item no. 18 for distance between web to web of tongue rail at respective stretcher
bar locations, may remain in proforma but, should be recorded at, reduced
frequency.
8. Duty of PWI is being discussed separately and the above provision of proforma will
be discussed in regard to their recording frequency.
9. All the suggestions given for revision of proforma for inspection of Points &
Crossings have been noted by IRICEN.

COMMITTEE’S RECOMMENDATIONS:
Committee recommends as under:-

IRICEN will look into the suggestions given by Zonal Railways. The proforma for inspection of
Points & Crossings will be suitably modified by IRICEN taking into consideration all the relevant
points. The proforma shall be circulated to all Zonal Railways.

RAILWAY BOARD’S ORDERS:

1. Approved.

2. New proposed Proforma shall be discussed in next TSC.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO. 1162

SUBJECT : Standardisation of ballast side slope

(Item proposed by GE Dte. of RDSO)

RDSO FILE REF: GE/Gen/TSC/13

AGENDA:

This item has been proposed by GE Dte. of RDSO.

As per para 263 (Annexure 2/11) of IRPWM, ballast side slope for BG track (for
LWR/CWR sections) has been given as ‘Suitable Slope’ and for BG track other than
LWR/CWR, ballast side slope has been given as 1H : 1V. Considering the ballast
profile of LWR/CWR Track, ballast side slope is calculated to about 1.2H : 1V taking
the formation width of 6.85 m and cess width 90cm. The ballast side slope of 1H : 1V
does not remain stable and spreads out due to train vibrations, thus reducing the
availability clear cess width and requiring frequent maintenance of specified ballast
profile. This problem is more prominent in high bank locations where very less clear
cess is available for safe movement of man & material and sometimes ballast roles
down to slopes.

In order to standardise the side slope of ballast section, RDSO conducted field study in
year 2000-2001 for track with PSC sleepers on 7 no. sites spread all over India to
determine the ballast profile from profile retentively and maintainability considerations.
It was observed that ballast side slope of 2H:1V is most stable slope and steeper
slopes became flatter to 2H:1V with the passage to time. From the Literature survey of
other world railway systems, it was found that other countries adopt ballast side slope
in range of 1.5 H : 1V to 2H : 1V.

In view of above, ballast side slope is need to be standardised with minimum as 1.5H :
1V (preferably 2H:1V) to enhance retentively of ballast profile and to standardise the
top formation width to accommodate flatter ballast profile.

NOTES BY SECRETARY:

Committee may kindly deliberate and make suitable recommendations.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

This is an important issue which has effect on width of formation. Another item no. 1163 deals
with increase in top formation width. This issue therefore, be dealt in conjunction with item no.
1163.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

To deal this issue in conjunction with item no. 1163.

RAILWAY BOARD’S ORDER :

The item is to be dealt in conjunction with Item no.1163.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO. 1163

SUBJECT : Increase in top formation width

(Item proposed by GE Dte of RDSO)

RDSO FILE REF: GE/Gen/TSC/13

AGENDA:

This item has been proposed by GE Dte. of RDSO.

Presently, as per Annexure – 2/11 of para 263 of IRPWM and RDSO Guidelines of
Earthwork in Railway Projects, No. GE:G-1, July 2003, (Para 4.2.3 Sketch –C), top
formation width of BG single line and double line is 6.85 m and 12.15m respectively.
The present specified top formation width is insufficient and need to be increased to
accommodate increased ballast cushion depth, ballast side slope and cess width.

Recently vide Correction Slip no. 117 dated 19.5.09, in para 263 (2) of IRPWM, depth
of ballast cushion has been changed to 350 mm. Ballast Side slope is also required to
be increased to 1.5H : 1V (preferably 2H:1V), as discussed in item no. 1162. Presently
the specified cess width of 900 mm is also bare minimum for movement of man &
material. Minimum top formation width for BG track works out to be 8.7 m, taking the
ballast cushion depth as 350 mm, ballast side slope of 2H : 1V and cess width of 1.2
m. Formation width of double line BG track should be formation width of single line plus
distance between two track centres. With the present, track centre distance of 5.3 m on
electrified routes, formation width for double line should be about 14 m. From, the
literature survey of other leading world railways, formation width for double lines is in
range of 13.5 m to 14.5 m (with track centre as about 4.5 m).

The increased formation will result into better confinement conditions which would
result in reduction in track settlement and the track geometry disturbances thereby
reducing track maintenance. Hence, it is proposed to increase top formation width
preferably 8.7 m for BG single line and 14 m for double line track.

NOTES BY SECRETARY:

Committee may kindly deliberate and make suitable recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

It is highly desirable to increase formation width to provide more cess and better working
conditions on track. Also it will add to the safety of trackmen.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

Existing formation width needs to be increased to accommodate increased ballast depth of

350mm, ballast side slope of 2H:1V and 1200mm cess width, as recommended & approved for
DFC in recently approved RDSO’s ‘Guidelines & Specifications of Formation for Heavy Axle
Load, Nov, 2009.

Calculation of Formation Width with 350mm ballast cushion is as under:

Ballast Side Slope = 2H:1V & Cess Width = 1200mm

Formation width = sleeper Length +2(Ballast Haunch Width+ Ballast Side Slope Width + Cess
Width)
Hence, Formation width = 2750 +2(350+ 1525 + 1200) = 8.9m

Calculation of Formation Width with 300mm ballast cushion is as under:

Ballast Side Slope = 2H:1V & Cess Width = 1200mm

Formation width = sleeper Length +2(Ballast Haunch Width+ Ballast Side Slope Width + Cess
Width)

Hence, Formation width = 2750 +2(350+ 1325 + 1200) = 8.5m

Formation width should be adopted same as recommended for DFC i.e. 8.5m for single line with
300mm ballast cushion and 8.9m for single line with 350mm ballast cushion for single line and
for double line additional width of 5.3m as track centre over formation width for single line.

COMMITTEE’S RECOMMENDATIONS:

Committee recommended as under:

Committee recommended for adoption of same section as recommended for DFC i.e. 8.5m for
single line with 300mm ballast cushion and 8.9m for single line with 350mm ballast cushion for
single line and for double line additional width of 5.3m as track centre over formation width for
single line.

RAILWAY BOARD’S ORDER :

Not approved. Increase in formation width for single/double line will increase the cost of new
work considerably when there is a need to reduce the cost.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO. 1164

SUBJECT : Track gauge for DFC

(Item proposed by Track Design Dte. of RDSO)

RDSO FILE REF: CT/DG/Research

AGENDA & NOTES BY SECRETARY:

This item has been proposed by Track Design Dte. of RDSO.

A committee of EDCE/P/ Railway Board, ED/VDG/RDSO and ED/Track-II/ RDSO

has been nominated to look into aspects of gauge to be adopted on Dedicated Freight
Corridor (DFC) considering the practices being followed by other heavy haul railways
vide Railway Board’s letter No. 2009/CE-II/TK/6 (Gauge) dated 24.03.2009.
Committee studied the various literatures available related to the subject and brief
summary is as under:-
1. DFC is being constructed in India for transportation of freight traffic and
passenger traffic is not expected to run in the system. Requirement of track and
vehicle is altogether different for freight traffic as compared to passenger traffic.
In passenger traffic riding characteristic such as vertical and lateral accelerations
is much important to ensure better passenger comfort which plays a prominent
role in deciding track and vehicle gauge while in freight operation vehicle
steering is important in deciding wheel and track gauge.
2. History:
Nominal gauge adopted by Indian Railways as 1676mm (BG). All the parameters
including SOD has been fixed as per 1676 mm gauge. In the year 1972, a
committee of Director’s, CE’s and Additional Commissioner of Railway Safety
was formed to review the track standards. This committee has visited different
railway systems and recommended as under:-
“On the existing turnouts, wherever possible, the track may be maintained to a
3mm tight gauge particularly on the straight for improving the running over such
turnouts. In view of the obvious advantages of providing a tight gauge on the
Indian Railways the track should be laid and maintained to a gauge of 1673 mm
i.e. 3 mm tight on straight and on curves up to 40 on A, B, C & D route.”
3. The subject of gauge play/clearance for broad gauge was also discussed in 1974 in
50th TSC meeting under the title ‘Narrowing of track gauge for improving the
running on the BG’. The important points of discussions held in TSC regarding
the gauge play in various railways are as under:
“Recently on the Russian Railways the track gauge has been narrowed by 4 mm
i.e. from 1524 mm to 1520 mm (5’-0’’to 4’-11.84” ’). It is claimed that by this
reduction in gauge, their high speed trains will be able to operate much better.
On the German Railway too the experience has shown that in order to afford
adequate traveling comfort, the ‘gauge play’ measured 10 mm below the rail tread
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

would have to be limited to 7 mm, on high speed track designed for speeds
ranging from 160 to 200 km/h, by reducing the track gauge from 1435 to 1432
mm. This has further resulted in lesser wear of wheel tires and rails.
On SNCF , the practice now is to lay concrete sleepers on straight to a gauge of
1432 mm i.e., 3 mm. tight. On the new Toksido line, JNR have provide even
smaller play with the aim of reducing sinusoidal hunting movements of bogies."
The recommendation of committee accepted by Railway Board and the concrete
sleeper has been designed with 1673mm gauge since then.

4. Theory of Rail Wheel Interaction:

Since the inception of the railways, the concept of coning of wheels had been
introduced, to provide a simple guidance system for the wheel set, requiring the
minimum use of flanges. The flange force is one of the derailing forces. The
probability of a derailment can be minimized, by ensuring, that the flange force
remains at the minimum level. Therefore, the flange contact, with the running
rails, should be avoided, as far as possible.
Klingel investigated the kinematic motion of a wheel set, which is sinusoidal and
gave an expression, for its wavelength. This wavelength is primarily dependant
on the angle of coning of the wheel, called conicity. A large conicity results in
shorter wavelength and thereby, causes high frequency of oscillation of the
wheelset, affecting its stability and is known as ‘hunting’. Hunting is the unstable
oscillation of a vehicle, from side-to-side, with maximum amplitude, being
ultimately limited by flange contact. This causes deterioration in ride and
generation of large flange forces in tangent tracks, increasing the derailment
proneness of a vehicle.
A typical railway wheel set has both the wheels rigidly connected by an axle, with
coned wheel treads and flanges, on the inside of the rail. A flange way clearance
is provided for the wheel set to move laterally, before flange contact occurs.
When such a wheel set is displaced laterally from the central position, a centering
force acts on it, due to different rolling radii of the wheels, at the rail-wheel
contact. This centering force guides it back, towards the position, where it has
equal rolling radii, i.e. the central position. But, due to its momentum, it crosses
the central position, towards the other side, resulting in unequal rolling radii.
Therefore, the centering force, again acts on it to bring it back to the central
position. Thus, wheel coning is a ‘self – centering’ mechanism by which flange
forces are large enough.
From the above, it is clear that during the course of running of vehicle on
permanent way the wheel set of the vehicle follows of sinusoidal motion as under:

Y = a sin wt
Where Y = lateral displacement
a = amplitude = σ/2 ( σ = gauge play )
w = angular velocity

and Lateral velocity = aw cos wt

Lateral Acceleration = -aw2 sin wt
Max acc = -aw2
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

The angular velocity of wheel w = 2πν

2π f =
λ
wave Length of a single wheel λ0 = rG
Where G = Dynamic Gauge 2π
2γ
r = Dynamic Wheel Radius
γ = conicity.
1
λ0 α
γ

4π 2 v 2
acc = a. 2
λ
1
accα 2 αγ
λ
From the above it is concluded that with increase of effective conicity, wavelength
decreases, frequency increases - oscillations increase, lateral acceleration
increases.
In a worn wheelset, on new or worn rails, the effective conicity generally varies
with lateral shift of the wheelset and is taken to the some average, of the range of
calculated conicities. The effective conicity depends on the actual shape of the
wheel tread and the rail head at the point of contact, the track gauge and the rail
inclination. The effective conicity affects the stability of the vehicle. Too low a
value, impairs the ability of the vehicle to steer adequately on curves and too high
a value, leads to hunting on tangents. Therefore, the angle of coning is often
selected as a compromise, between the two features.

5. Rail Wheel Profile studies on IR:

Simulation studies were carried out, with the help of NUCARS ( New & Untried
Cars Analysis Regime Simulation) software to know the effect of tightening of
track gauge, on the riding performance of an ICF coach and on a BOXN wagon.
The effective conicities on different track gauges, with wear-adapted wheel on 52
kg worn rail, at zero displacement of the wheel, are given in Table 1:
Table 1
Gauge 1679 1676 1673 1670
(mm)
Effective 0.077 0.083 0.089 0.095
conicity

As such, the effective conicity is found to increase, with reduction in the track
gauge.
The values of the maximum lateral acceleration and the lateral ride index (R.I.) for
BOXN wagon, at 90 km/h, with wear-adapted wheel on 52kg worn rail, as given
by NUCARS,for different track gauges:

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

Table 2
Gauge (mm) 1679 1676 1673 1670
Max. lateral accn.(g) 0.047 0.071 0.110 0.130
lateral R.I 1.98 2.23 2.80 3.02

Thus, the lateral ride is found to deteriorate, with the tightening of the gauge.
Similar trends were found at different speeds and also, for a BOXN wagon.
Simulation runs for all vehicles on Rajdhani track reveal that gauge variation has
no effect on the vertical riding parameters. All lateral ride parameters including
contact path power dissipation, however, show a deteriorating trend with
tightening of gauge. Deterioration in lateral riding is may be attributed to the
increase in effective conicity with gauge tightening.

6. UIC undertook a joint research project (JRP-2) on wheel & rail interface
optimization based on safety, operational requirements and economic criteria in
year 2005. As a part of the project a survey of wheel and rail interface design and
maintenance practices was undertaken. An extract from the survey is presented
below (names of the railway systems have been intentionally withheld by UIC,
however IR can be identified based on data.

Table 3:UIC Survey

Item Passenger Passenger Mixed Mixed Mixed Freight Freight

Gauge on tangent 1435 1435 1067 1676 1520 1065 1063-
1075
Back to back of 1360 1360 986- 1600 1437- 1986- 986-989
wheel 990 1443 988
Difference 75 75 79 76 80 78 78
between gauge and
back to back of
flange dimension
Flange thickness 32 32 26-29 28 30-33 26 26
Conicity 0.025 0.025 - 0.05 - 0.1 0.1
(inclination)
Play in case of 11 11 21-27 19 14-20 26 26
new wheel profile
(minimum)
Following can be inferred from above:
i) Lateral play adapted for passenger systems are lesser as compared to
those adopted for mixed systems and freight systems.
ii) IR’s lateral play (19 mm with 1676 mm gauge cord 16 mm with 1673
mm gauge) compares well with other mixed systems.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

iii) For dedicated freight systems like DFC the lateral play adopted is on
higher side (26 mm).

7. Extracts of various literatures:

(i) An Article on Control of Rolling Contact Fatigue of Rails by Eric Magel, Peter
Sroba, Kevin Sawley and Joe Kalousek, centre for Surface Transportation
Technology, National Research Council Canada.

• Transverse Geometry of Rail and Wheel affects level of contact stress to a great
extent.
• Changing distance between two rails usually modifies position and geometry of
rail wheel contact.
• Tight gauge in tangent track increases tendency towards gauge corner contact,
track hunting and RCF, whereas at nominal gauge, contact tends to shift
towards crown of the rail where contact conditions are less severe.

(ii) Article by Alain Moreau, Chief Engineer, Head of Test & Laboratory Division,
Rolling Stock Department, SNCF on Characteristics on Wheel / Rail Contact:

• A clearance of 10 to 15 mm is considered to be ideal.

• Less clearance results in excessive high conicity. Greater clearance allows

transverse movement of excessive amplitude which although not hazardous can
be uncomfortable.

(iii) ORE Report No. 10 of International Union of Railway on “Study of Optimum

rail inclination and gauge related to wheel profiles adapted to wear ” (for
standard gauge).

• The conicity increases with reduction in track gauge with the exception of the
1:20 rail inclination .
• With 1:20 rail inclination the conicity is very low and independent of track
gauge until flange contact occurs.
• After passage of certain traffic (3 years) conicity increases with tightening of
gauge for 1:20 inclination also.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

8. Conclusion:
(i) The gauge of 1673mm was adopted in Indian Railways on PSC sleeper based
upon different practices adopted by other world railway system such as France,
Germany & Russia visited by the committee. Study has not been carried out
afterwards about the present practice of following the gauge and gauge play along
with vehicle characteristics.

(ii) As per theory of rail wheel interaction, effective conicity is parameter which
control lateral acceleration.

(iii) If effective conicity increases, lateral acceleration will also increase. Therefore,
effective conicity is to kept within limit during service by way of proper
maintenance of track & vehicle.

(iv) Simulation study was carried out by RDSO in 1993 showing that simulation runs
for all vehicles on Rajdhani track reveal that gauge variation has no effect on the
vertical riding parameters. All lateral ride parameters including contact patch
power dissipation, however, show a deteriorating trend with tightening of gauge.
It has also been concluded in the report that with tightening of gauge the effective
conicity increases.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

(v) It has been observed from the report of UIC that gauge play presently being
followed for freight track is more than the gauge play available for Indian Railway
track. However, this cannot be taken as concluding because wheel characteristics
are not defined.

(vi) The gauge for DFC can be fixed as 1676 mm keeping in view the practices being
followed in other major freight railway systems for obtaining higher clearance for
freight traffic though sufficient data is not available.

9. Limitations of study

i. NUCARS results are not validated by field investigations.

ii. The studies presented are only for new wheel profile. Studies on worn-out
wheel profile is not available.
iii. Parameters such as standard play, conicity, wheel gauge, flange thickness, track
gauge being used on heavy haul routes of Brazil, South Africa, Australia, Britain
& USA are not known.
iv. Effect of lateral play on track & wagon maintenance standard on heavy haul
routes is not known.
v. UIC JRP report does not indicate vehicle characteristics.
vi. Value of maximum play adopted for different traffic pattern in UIC report is not
known.
vii. Rail grinding is being adopted on Heavy Haul Railways. Status of wheel profile
is not known (i.e. worn profile is not known on heavy haul railways).

In view of above, committee may kindly deliberate and make suitable

recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

The gauge was reduced to 1673mm due to increased passenger comfort. As on DFC there will
not be any passenger traffic, hence, gauge on DFC can be fixed as 1676mm.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

The gauge was reduced to 1673mm due to increased passenger comfort. As on DFC there will
not be any passenger traffic, hence, gauge on DFC can be fixed as 1676mm.

RAILWAY BOARD’S ORDERS:

Approved.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1165

SUBJECT : Safety measures for sections overdue for USFD testing using
vehicular systems.
(Item proposed by Track Design Dte. of RDSO)

RDSO FILE REF: CT/USFD/Vehicular testing

AGENDA:

This item has been proposed by Track Design Dte. of RDSO.

Vehicular USFD testing is to be introduced on Indian Railways shortly based on “Indian

Railway Standard Specification for Ultrasonic testing of Rails/Welds using Vehicular
Systems, (Provisional), 2009”. Presently, no safety measures i.e. speed restrictions,
increased frequency of patrolling etc. are specified in case USFD testing becomes
overdue. USFD testing scheduled by vehicular means is likely to get affected due to
lack of path, non-availability of machine, power, crew etc. There may be occasions
when this will cause section becoming overdue for USFD testing. Safety measures for
meeting such situation are required to be incorporated in the specification. The period
beyond which safety measures are required to be implemented are to be firmed up.

Therefore, The issue was discussed in Review Meeting at Railway Board on 11-05-09
and Board desired action on above lines. Trials of vehicular systems on IR track
formed basis for issue of specification. Study by RDSO indicates that a margin of about
0.5GMT is available for vehicular systems. This interval i.e. 0.5GMT can be
considered as maximum time beyond which safety measures shall come in force.

TSC is requested to deliberate on safety measures i.e. speed restrictions, increased

frequency of patrolling etc. to be adopted when USFD testing becomes overdue on
section where ultrasonic testing is done by vehicular means.

NOTES BY SECRETARY:

TSC is requested to kindly deliberate and make suitable recommendations.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that imposition of safety measures in case USFD testing using
vehicular system becomes over due is not practical solution as imposition of speed
restriction is very difficult.
2. Committee observed that such measures are not likely to improve the availability of
path for vehicular system.
3. Committee also observed that in case of item pertaining to defective welds,
recommendation is not to impose any speed restriction.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommends that block /path to the vehicle carrying out USFD testing
should be ensured by Zonal Railways.
2. Committee recommends that no over due testing should be allowed.
3. Committee recommends the item for closure.

RAILWAY BOARD’S ORDERS:

1,2 & 3. Approved.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO. 1166

SUBJECT : Criteria for Deep Screening of ballast

(Item proposed by GE Dte. of RDSO)

RDSO FILE REF: GE/Gen/TSC/13

AGENDA:

This item has been proposed by GE Dte. of RDSO.

On Indian Railway, like other maintenance practices, ballast cleaning is being done on
a periodic basis following 10 years cycle. This periodicity does not take into account
the type of formation, loading density, type of ballast etc. In following this periodic
screening of ballast we will keep ourselves engaged in attending 10% of the track
every year whether it is required or not. Moreover, it has the ramification in terms of
speed restriction.

Over the years, the specifications of the ballast being used on Indian Railway has
improved in terms of quality and size. Now instead of 40/50 mm nominal size, the
ballast specified is of 65mm nominal size, machine crushed , uniformity graded and of
higher abrasive value thus reducing the quantity of fines/smaller particles. Also, now
majority of the track is machine maintained which reduced the breakage of ballast.
Hence, instead of following cyclic periodicity we may go for some scientific criteria for
deciding the need based deep screening of a track based upon level of contamination
in the ballast as being followed in other advanced countries. This may at certain
places prolong the interval of screening .

While shoulder ballast cleaning may be done more frequently, Deep Screening may be
done on the basis of contamination level of ballast.

In this direction RDSO has gone through literature and compiled different deep
screening criteria adopted by different world railway. The world scenario of fouling
index is as under:
American Railway
Specifications for new ballast restrict the amount of fine particles. For, ballast, fine
particles may be considered any sizes on the small end of the gradation curve that are
not desired. Even though these small sizes may be permitted to a limited extent out of
practical necessity. The terms “fines” represents the subcategory of fine particles
consisting of all particles smaller than the 0.075 mm sieve (no. 200). Thus “ fines”
means silt and clay sizes according to the unified soil classification system (USCS)
The degree of fouling (Contamination) of ballast may be quantitatively represented
from the gradation curve by the percent by weight of fine particles. This will always be
equal to or greater than the percent fines.
Selig proposed a fouling index F1 defined as
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

F1 = P 4 + P 200
Where P4 = percent passing the 4.75mm (No. 4) sieve and
P200 = percent passing the 0.075 mm (No 200) sieve.
Categories of fouling were then defined as given in below table

Table : Fouling Index

Category F1
Clean <1
Moderately Clean 1 to <10
Moderately Fouled 10 to <20
Fouled 20 to < 40
Highly Fouled ≥ 40
ERRI
According to an ORE Study ballast has to be cleaned, when the average value of the
specimen, measured as undersize passing through a 22.4 mm square mesh sieve or
25mm round-hole sieve results in a contamination of ≥ 30 percent in weight. (Ref
ORE D 182 report No 2)

South African Railway:

The South –African railway (spoornet) has defined the following functioning for
determining the degree of ballast contamination.
Fv = (0.4 F19) +(0.3 F6.7) +(0.2 F1.18) +(0.1 F0.15)
Where
F19 = (% undersize 19mm sieve)x100/27
F6.7 = (% undersize 6.7mm sieve)x100/18
F1.18 = (% undersize 1.18mm sieve)x100/11.5
F0.15 = (% undersize 0.15mm sieve)x100/5.5
Contamination criteria for cleaning is performed at Fv ≥ 80%

Australian railway proposed a fouling index F1P defined as

F1P = P 0.075 + P 13.2 ……………………………(1A)
Where P0.075 = percent passing the 0.075mm sieve and
P13.2 = percent passing the 13.2 mm sieve.
Categories of fouling were then defined as given in below table
Table : Fouling Index
Category F1P
Clean <2
Moderately Clean 2 to <10
Moderately Fouled 10 to <20
Fouled 20 to < 40
Highly Fouled ≥ 45
Equation (1A) provides a reliable means of estimating the extent of ballast fouling and
the reduction in the drainage capacity of a ballast layer. It does not, however, directly
correlate the variation in particle size with the resilient characteristic of the ballast bed.
Fouling Index, based on the diameter ratio can be expressed as follows:
F1P = D90 / D10 …………………………. (2A)
Table : Fouling Index
Category F1P
Clean <2.1 and P13.2 ≤ 1.5%
Moderately Clean 2.1 to <4

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

Moderately Fouled 4 to <9.5

Fouled 9.5 to < 40
Highly Fouled ≥ 40, P13.2 ≥ 40% P0.075 > 5%
Table (2A) presents the fouling categories based on the fouling index proposed above.
A high D90 / D10 ratio indicates a lack of drainage capability and a loss of resilience in
the ballast bed. In order to ensure that the classification criteria based on equation (2A)
do not overestimate or under estimate the extent of fouling , two additional limits (P13.2
and P0.075 ) were used to highly fouled ballast.

NOTES BY SECRETARY:

Ballast is largest component of a railway track bed by weight and volume and plays a
dominant role in the track performance and its maintainability. Track ballast is
produced from different types of stones like granite, gneiss, basalt, sand stone etc.
available in the different area of country. The various input given to track for
maintaining geometry are deep screening, overhauling, shallow screening, distressing,
packing/tamping etc. Therefore, for any railway organization, optimization of deep
screening , tamping etc. are very important from economic consideration. If ballast is
badly fouled, the clogging will reduce its ability to drain properly, stability and load
carrying capacity. It is required to develop the criteria for deciding the frequency of
deep screening of track ballast instead of 10 year flat. It will ensure need based
ballasting also.

The main objective is to find out the fouling index based on the muck content which is
achieved from the sieve analysis done by 40mm, 25mm, 20mm, 12.5mm, 4.75mm,
2mm, 1.7mm, 0.15mm, 0.075mm sieves. Literature survey has been done by RDSO
as stated in the agenda. The criteria will save the maintenance cost and ballast
procurement towards replacement on account of different work, reducing the tamping
cycle and also increase the deep screening cycle.

TSC is requested to kindly deliberate and make suitable recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

Concept of fouling index for fouling of ballast:

Objective is to find out the fouling index based on the muck content which is achieved from the
sieve analysis done by 40mm, 20mm, 10 mm, 4.75mm sieves.
The criteria will save the maintenance cost and ballast procurement towards replacement on
account of different work, reducing the tamping cycle and also increase the deep screening
cycle.
RDSO suggest following experimental Fouling Index formula i.e
FI = 0.3(P40-50) +(0.3 P20) +(0.3 P10) +(0.4 P4.75)*
P40, P20, P10 & P4.75 are % passing on 40mm, 20mm, 10 mm & 4.75mm sieve.
* Underline factor cannot be –ve. Omit underline factor if –ve.
Where: FI = % Contamination Fouling Index
P40 = % Undersize 40mm sieve, P20 = % Undersize 20mm sieve,
P10 = % Undersize 10mm sieve, P4.75 = % Undersize 4.75mm sieve

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

Proposed values for Fouling Index for Deep screening Criteria are as under:

Criteria for fixing Contamination / Ballast fouling Index for deep screening of Ballast vis-a-vis
Speed & Annual GMT are mentioned under
Speed Annual Contamination fouling
GMT Index(FI)
>120 Kmph 30 > 30 %
>100 Kmph 15 > 35%
> 90 Kmph 10 > 40%
Others > 50%

There is immediate need to evolve such formula to assess condition of ballast in situ for
cleaning requirements on IR. The formula suggested by RDSO needs to be checked &
validated for large no. field data of sieve analysis of contaminated ballast on various sections in
zonal railways. Formula can be reviewed, if required for border lines cases requiring cleaning
for various sections exposed to varying speed, GMT, axle load and conditions.

Thus, there is need to evolve a generalized formula considering actual field data of existing
ballast for tracks on all over Indian Railways. Zonal railways should provide actual ballast data
to RDSO for the study.

COMMITTEE’S RECOMMENDATIONS:

Committee recommended as under:

RDSO to continue the study at few more locations for varying speed, axle load and conditions.
Zonal Railways to assist in identifying the locations of studying the specific locations to evolve a
comprehensive formula for ballast contamination.

RAILWAY BAORD ORDERS:

Zonal Railways to provide the data to RDSO for evolving criteria of Deep Screening as per need
based requirements.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1168

SUBJECT : Maintenance tolerance of gauge

(Item proposed by NCR in PCE’s Conference)

RDSO FILE REF: CT/IRPWM

AGENDA:
Due to age and condition of the sleepers, it is not possible to maintain correct
gauge. The existing tolerances of gauge for maintenance work, as per IRPWM,
second reprint 2004 and old Indian Railways Way and Works Manual-1969
respectively are given as below.
As per Para 224 (e) (v) of IRPWM As per Para 622 (e) (iv) Problems/Remarks
second reprint 2004 of old Indian Railways
Way and Works
Manual-1969
Broad Gauge
(a) On straight - 6 mm to + 6 (a) Broad Gauge As per Para 224 (e)
mm (v) of IRPWM,
(b) On curves - 6mm to + On straights : Second Reprint 2004
with radius 15mm -3 mm (1/8”) tight to + 6 (Latest edition), for
350 m or more mm (1/4”) slack. B.G, tolerances of
0
(c) On curves Upto + 20 mm On curve upto 4 : gauge on curves with
with radius less -3 mm(1/8”) tight to 13 radius with 350 m or
than 350 m mm (1/2”) slack more is - 6mm to +
Note: These tolerances are with On curve sharper than 15mm. Due to this
0
respect to nominal gauge of 4 :- much tight gauge (-6
1676 mm upto 19 mm (3/4”) slack. mm) particularly on
0
5 curves, there is
more side wear in rail
due to rail wheel
interaction, which
can be heard easily
in case of passenger
trains. Therefore
tolerances of -6 mm
to +15 mm may be
kept on curves with
radius 440 m or
more.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

NOTES BY SECRETARY:

IRPWM’s Para 224 (2) (e) (v) prescribes maintenance tolerances for Gauge on
BG as under:

(a) On straight : -6mm to +6mm

(b) On curve of radius 350m and more : -6mm to +15mm

(c) On curves with radius less than 350m : upto 20mm

For curves having radius of 350m or more slack gauge upto +15mm is
permitted which is sufficient to enable the vehicle to negotiate the curves. In
the item proposed by North Central Railway emphasis has been laid on lower
tolerance limit of -6mm and it has been stated that due to tight gauge (-6mm)
particularly on 5 degree curve there is more side wear in rail due to rail wheel
interaction.
To enable vehicle to negotiate curves slack gauge upto 15mm can be provided
and there is no necessity to stick to lower side of tolerance limit of (-) 6mm as
long as generally uniform gauge is maintained over long lengths. In this
connection RDSO has designed slack concrete sleepers for curves as per
RDSO drawing no. RDSO/T-4185-86 on which gauge upto 1682mm can be
provided. This item was discussed in 79th TSC in Item No. 1140 in which Zonal
Railways were requested to carry out trial with appropriate speed limit and axle
load for curves upto 10 degree on BG to judge their performance.

Thus, there is no need to relax the above provision of IRPWM further.

COMMITTEE’S OBSERVATIONS:

There is problem of wear in rail due to tight gauge in curves, therefore, slack gauge need to be
provided by using slack gauge sleepers, on curves with radius less than 440 m. Committee
further observed that provision of para 224 (2) (e) (v) should be amended to allow slack gauge
upto +20 mm applicable for curves with radius less than 440 m. -6 to +15mm gauge tolerance
limit to be applicable for curves with radius 440 m or more.
COMMITTEE’S RECOMMENDATIONS:

Committee recommended to modify existing provision of para 224 (2) (e)(v) of IRPWM where
limit of curve for maintenance tolerance of gauge should be modified to 440m radius instead of
existing provision of 350m radius. On curves with radius less than 440m slack gauge sleeper
should be used.

RAILWAY BOARD’S ORDERS:

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

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1169

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

(Item proposed by NCR in PCE’s Conference)

RDSO FILE REF: CT/PTX/Policy

AGENDA:
There are 67 nos of sleepers in 1 in 8.5 F/S T/O and 96 sleepers in 1 in
12 F/S T/O respectively having different drawing numbers. Presently, to
meet out the cant gradient of 1 in 20, there are only four nos of sleepers
provided at both ends i.e approach as well as exit. Sleepers numbered
as 1AS, 2AS, 3A & 4A are provided at the approach and sleepers
numbered as 1E, 2E, 3E & 4E are provided at exit.

Problems:

Due to change in cant from 1 in 20 to zero in very short length of track

having only four sleepers, following problems arises:
• Twist in rail is developed
• Huge stress is developed in rails at the location of approach and exit
sleepers
• Rail does not rest fully on sleepers
• There are more chances of fracture in rails at these locations.
• There is always problem of Tamping in track at the location of exit
sleepers in T/O side.

Suggestions:

The following changes may be adopted to overcome the existing

problem

• The existing four nos of sleepers from 1E to 4E at both sides should

be made longer sleepers, which will be laid down in same pattern as
that of sleepers from 49 to 54 numbers in case of 1 in 8.5 T/O and 74
to 83 numbers in case of 1 in 12 T/O respectively.
• The numbering of these proposed longer sleepers may be taken as
55 to 58 in case of 1 in 8.5 T/O and 84 to 87 numbers in case of 1 in
12 T/O respectively.
• The cant gradient of zero to 1 in 20 should be adjusted in ten sleepers
from sleeper no 49 to 58 instead of only four nos. of sleepers from 1E
to 4E.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

• At approach end, the cant may be adjusted in six sleepers numbered

from 2 to 4A instead of adjusting cant zero to 1 in 20 in only four
numbers of sleepers.

NOTES BY SECRETARY:

1. The drawings of in 1 in 8.5 F/S T/O and 1 in 12 F/S T/O were issued in
year 1991 & 1990 respectively.
2. Rail seat slope have been kept as under for approach and exit sleepers
to provide transition from level to 1/20:

Sleeper 1AS, 2AS, 3AS, 4AS,

1E 2E 3E 4E
Rail Seat Slope Level 1/80 1/40 1/26.7

3. The arrangement has been working satisfactorily so far.

4. None of the zonal railways have reported such field problems so far to
RDSO.
5. There will only be change of rail and wheel contact point. Unless until
specific problem to a particular sleeper location is reported, effect of
change of rail wheel contact point cannot be established.
6. It would be prudent not to disturb the existing design.

In view of above, committee may deliberate and make suitable recommendations.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. None of the Zonal Railways have reported the problems due to change of cant
from1 in 20 to zero in four number of sleepers.
2. There is a problem of tamping of exit sleepers in field because of space constraint.
RDSO should look into the possibility of design of longer exit sleepers.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

As there is a problem of tamping of exit sleepers in field because of space constraint, RDSO
should look into the possibility of design of longer exit sleepers.

RAILWAY BOARD’S ORDERS:

Approved.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

ITEM NO.1167

SUBJECT: REVIEW OF PENDING ITEMS

S. No.1:
SUBJECT: Review of accident proforma.
(958/73/02/Safety) (1146/2/79)

SECRETARY’S REMARKS:

The matter is being pursued in Railway Board.

COMMITTEE’S OBSERVATIONS:

Committee expressed dissatisfaction in progress and requested Railway Board to pursue the
matter more vigoursly.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends that matter to be pursued in Railway Board more vigoursly.

RAILWAY BOARD’S ORDERS:

Noted. RDSO to expedite developing of proforma in consultation with other Dte. as already
directed by the Board.

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) (1146/3/79)
(1091/77/IM/LWR) (1146/3/79)
(1092/77/IM/LWR) (1146/3/79)
(1093/77/IM/LWR) (1146/3/79)

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

SECRETARY’S REMARKS:

The issue of provision of LWR/CWR on bridges is being deliberated by HAG

Committee.

COMMITTEE’S OBSERVATIONS:

HAG committee is requested to expedite.

COMMITTEE’S RECOMMENDATIONS:

HAG committee to expedite.

RAILWAY BOARD’S ORDERS:

HAG committee to expedite.

S. No.3:
SUBJECT: Development of insulated metal liners as an alternative to GFN liners.
(984/74/FD/2/NIL) (1146/4/79)

SECRETARY’S REMARKS:

Concerned Zonal Railways have been reminded to submit performance report of

insulated metal liners to RDSO. So far, none of the railway has submitted the feedback
for evaluation. Zonal Railways should expedite the trial & sent performance to RDSO.
Zonal Railways may also inform committee about the status of trial.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

th
This item has already been included and discussed in item no. 1160 of 80 TSC of trial of
different fastening components on Indian Railways.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

Trial of this item should be pursued as recommended in Item no. 1160 and this separate item is
recommended for closure.

RAILWAY BOARD’S ORDERS:

Item is closed.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S. No. 4:
SUBJECT: Possibility of permitting 26m rails on major and important bridges.
(986/74/JW/SWR) (1146/5/79)

SECRETARY’S REMARKS:

Draft Correction Slip has been sent to Railway Board for approval.

COMMITTEE’S OBSERVATIONS:

Railway Board to expedite issue of Correction Slip.

COMMITTEE’S RECOMMENDATIONS:

Railway Board to expedite issue of Correction Slip.

RAILWAY BOARD’S ORDERS:

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

S. No. 5:
SUBJECT: Modification in design of combination fish plate
(1015/74/FF) (1146/7/79)

SECRETARY’S REMARKS:
The revision of design of combination plate is in process in RDSO.

COMMITTEE’S OBSERVATIONS:

Committee observed that the issue of loosening of fish bolts of combination fish plate and its
tightening by keyman has not yet been addressed. SE Railway agreed to develop.
Combination fish plate with slot for fish bolt so that it does not rotate or get loosened.

COMMITTEE’S RECOMMENDATIONS:

SE Railway to develop suitable combination fish plate with slot for tightening of fish bolts and
prevent it from loosening.

RAILWAY BOARD’S ORDERS:

SE Railway should develop suitable combination fish plate with slot for tightening of fish bolts
and prevent it from loosening and send proposed design to RDSO for evaluation.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S. No. 6:
SUBJECT: Change of Rail Section in LWR/CWR.
(1042/75/ IM/LWR) (1146/8/79)

SECRETARY’S REMARKS :

In order to solve the problem of continuation of LWR on different rail sections, RDSO
has developed a drawing of junction forged rails. The junction forged rails (JFR) will be
forged from UIC 60 Kg rails whose 52 Kg portion can be forged in Bhilai Steel Plant on
the same forging machine that is employed for forging of ZU-1-60 asymmetric rails for
fabrication of thick web switches. JFRs are in pair i.e. left rail and right rails, its 60 Kg
end can be welded by 60 Kg SKV welding portion and its 52 Kg portion can be welded
with 52 Kg SKV welding portion. It has the same strength as 60/52 Kg rails, hence
LWR/CWR can be continued through 60Kg/52 Kg rail sections. Copy of drawing is
enclosed as Annexure-1.
.
RDSO had requested two representatives weld samples alongwith their radiographs
from South-Central Railway for matching of radiographic plate and defects in
combination welds vide letter no. CT/USFD dt . 24.10.2008. The welds are yet to be
received from SCR however, study of radiographs at RDSO suggests that classification
of welds is appropriate in most of the cases.

In view of above, it is preferable to go for junction forged rails.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

R. D. S. O.
Forged Junction
FORDGED JUNCTION RAIL
Rail UIC 60Kg-IRS
UIC 60 Kg − IRS 52 Kg.
MILIMETRES 52Kg.
(T)
NOTE SPECIFICATION SCALE DESCRIPTION RDSO / T−

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

In view of large number of defective combination welds found from radiographic test, it is not
appropriate to continue with combination welds. Further, as per LWR manual, LWR/CWR can
not be continued through different rail sections. Zonal railway to firm up requirement of junction
forged rails so that discussion can be held with Bhilai Steel Plant are its manufacturing.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

Zonal railways to firm up demand of junction forged rails and advised it to Railway Board so that
its manufacturing can be discussed with Bhilai Steel Plant.

RAILWAY BOARD’S ORDERS:

Zonal railways to firm up demand of junction forged rails and advise it to Railway Board so that
its manufacturing can be discussed with Bhilai Steel Plant.

S. No. 7:
SUBJECT: Review of destressing temperature
(1059/8th Extraordinary/IM/LWR) (1146/9/79)

SECRETARY’S REMARKS:

Relevant details as mentioned in Item 3 of 79th TSC’s recommendations have been

submitted to Railway Board for further orders.

COMMITTEE’S OBSERVATIONS:

Committee observed that Railway Board has taken a decision on this issue and letter is being
issued shortly.

COMMITTEE’S RECOMMENDATIONS:

Item to be closed after issue of letter from Railway Board and correction slip to the LWR
Manual.

RAILWAY BOARD’S ORDERS:

Item is closed as correction slip no. 13 of 2010 dated 09/18.03.10 to LWR Manual is already
issued.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No.8:
SUBJECT : Modification in the lifting barrier assembly for level crossings.
(1070/76/EL) (1146/10/79)

SECRETARY’S REMARKS:

No trial report has been received from Zonal Railways. Western Railway has however
informed that Southern Railway is encountering problem with modified lifting barriers.
Southern Railway has been requested to advise the problems encountered in the same
and measures taken by them to address the same.

COMMITTEE’S OBSERVATIONS:

Southern Railway informed that the modified lifting barrier has been installed in Chennai and
Trichi Division of Southern Railway. Other Zonal Railways may inspect it in these divisions.
CR, SCR, WCR & WR should have submitted the performance report by October 09, as per
Railway Board’s orders, which is still pending.

COMMITTEE’S RECOMMENDATIONS:

CR, SCR, WCR & WR should expedite trial of modified lifting barrier.

RAILWAY BOARD’S ORDERS:

CR,SCR,WCR & WR shall expedite the trial of modified lifting barrier at the earliest. Report
should be submitted to RDSO by Oct, 2010.

S. No. 9:
SUBJECT: Machine Maintenance of Track
(1073/76/TM/GL/70) (1146/11/79)

SECRETARY’S REMARKS:

Committee consisting of ED/Track Machine/RDSO, CTE/Western and CTE/Central

Railway is examining the issue of review of TGI formula.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

In the presentation of review of TGI formula, apart from the existing formula four other formulas
for TGI by giving various weightages to unevenness, twist, gauge & alignment were shown. In
the existing formula weightage of 2 has been given to unevenness, 1 to twist, 1 to gauge and 6
to alignment. Members of TSC observed that safety is mainly endangered due twist, hence
more weightage to be given to twist and less weightage to alignment. The correlation of
existing and other formulas with ride index also shown in presentation. Members of TSC
observed that apart from track irregularity R.I. is depend on suspension characteristics and
speed of the vehicles. Committee of CTE/W, CTE/C and ED/TM/RDSO recommended
weightage of 2 to twist, 1 to unevenness, 1 to gauge and 6 to alignment based on urgent
maintenance. Members of TSC observed that at present weightage to various parameters has
been given based on urgent maintenance. Worldwide practices should be studied that whether
the index should be based on maintenance only or ride comfort is also to be considered. The
committee was to submit the report within six months from last TSC, which is still awaited.

COMMITTEE’S RECOMMENDATIONS:

After studying the worldwide practices, the committee should put up recommendation for review
of TGI formula.

RAILWAY BOARD’S ORDERS

Approved. RDSO should collect the data through internet/correspondence and study of
literature & put up to the committee formed for this purpose. Recommendations should be
submitted to Board by June 2010.

S. No.10:
SUBJECT: Improvement in service life of Grooved Rubber Sole Plates on Indian Railways.
(1076/76/GRP/Monitoring & GRP/Composite) (1146/13/79)

SECRETARY’S REMARKS:

Composite Rubber Sole Plates:

1. Northern Railway has submitted performance report of composite rubber sole plates
laid in DUK section of Delhi division after 6 months of service. As per report
performance of these sole plates is satisfactory.

2. Samples of composite rubber sole plates laid under extended trial have collected
from DUK section under Delhi division of N. Railway after one year of service. These
samples have been tested at RDSO and results are found satisfactory.
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

3. Samples of composite rubber sole plates laid under limited trial on Delhi division
taken out from the track after seven years of service have been collected and
tested at RDSO. Results of testing are found satisfactory.
4. The composite rubber sole plates were inspected visually at trial site of DUK section
under Delhi division of Northern Railway in Sept’ 2009 for physical condition and
found to be satisfactory.
5. The item is being discussed separately for adoption of the same.
Improved Rail Pads:
1. As per recommendation of TSC, specification “IRS specification for Improved Rail
Pads for placing beneath rails provisional-2008” alongwith drawing has been sent to
railways vide letter no. CT/ GRP/ Monitoring dated 23.02.2009 for conducting field
trial.
2. Feedback from Zonal Railways is yet to be received.

COMMITTEE’S OBSERVATIONS:
th
1. Composite rubber pad already discussed in Item No. 1159 of 80 TSC.
“Performance of composite rubber pad” and recommended for adoption of
composite rubber pad on Indian Railways.
th
2. Trial of improved rail pad discussed in Item No. 1160 of 80 TSC. “Trial of different
fastening components”.

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommended composite pad for adoption, therefore Item is

recommended for closure.
2. Trial of improved rail pad is a separate item, therefore, recommended for closure.

RAILWAY BOARD’S ORDERS:

Item is closed.

S. No.11:
SUBJECT: Non-destructive stress free temperature measurement of CWR
by force application method.
(1077/76/IM/LWR/RSM) (1146/14/79)

SECRETARY’S REMARKS:

Only trial report from Southern Railway has been received in which it has been
reported that stress free temperature (SFT) found from the monogram is unrealistic i.e.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

they are getting SFT ranging from 55.4 0 C to 59.9 0 C against td of 41 0 C and 57.5 0
C to 60 0 C against td of 42 0 C. It has been noted in the report that stress free
temperature assessed based on monogram provided along with RSMD is not realistic
and incorrect.

CWM/EWS/C Rly. / Manmad has been requested to look into the problem and suggest
remedial measures.

COMMITTEE’S OBSERVATIONS:

Results obtained in trials of SFT equipment as carried out on S.Rly do not co-relate with
destressing temperature. RDSO should look into the specification of equipment and method of
determination of SFT. It was also observed that there are several methods and equipment being
used in world Railways for the purpose, which can record the SFT ‘ On line ‘. These also should
be evaluated by RDSO.

COMMITTEE’S RECOMMENDATIONS:

RDSO to associate with trial for determination of SFT in Zonal Railways and examine
specification of equipment and method of its determination. Further, other equipment being
used on world Railways, may be evaluated.

RAILWAY BOARD’S ORDERS:

Zonal railways should continue further trial and RDSO should associate for validation of
correlation, development and evaluation of other equipment being used over world Railways.

S. No.12:
SUBJECT: Review Of Rail Stress Calculation Methodology
(1078/76/Track Stress/FEM & DG/Research) (1146/15/79)

SECRETARY’S REMARKS:

Zonal railways were requested to share their experience on operation of 25t axle loads
in the proforma circulated vide RDSO’s letter no.CT/DG/LW/HAW dtd:9/17-10-07. This
was followed by reminders dtd: 16/17-12-08, 8/9-09-09, 30-9/5-10-09 and 6/8-10-09.
However, so far, position has not been received from any railway except DGR position
on Tata-Noamundi section of SER. This has been analysed at RDSO and the status is
shown below:

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

TATA-NOMD SECTION
Defect Generation in Rail (UP)
DGR* in No./KM. 07-08 DGR* in No./KM. 08-09
Rail Type Length Total Total
60 kg/90 127.693 1.17 1.21
52kg/90 8.067 0 0
Note:- *DGR includes new defects detected In normal and GFC Testing and rail
failures.

Defect Generation in Rail (DN)

DGR* in No./KM. 07-08 DGR* in No./KM. 08-09
Rail Type Length Total Total
60 kg/90 127.693 2.05 2.08
52kg/90 8.067 0 0.11
Note:- *DGR includes new defects detected In normal and GFC Testing and rail
failures.

TATA-NOMD SECTION
Defect Generation in Weld (UP)
DGR 07-08 DGR 08-09
Weld Type Population Total DGR* Total DGR*
% No./Km. % No./Km.
60SKV 10903 23.94 20.44 8.65 7.39
52SKV 689 0.15 0.13 0.15 0.13
Note:-*DGR includes DFW, OBSW, IMRW defects and weld failures.

Defect Generation in Weld (DN)

DGR 07-08 DGR 08-09
Weld Type Population Total DGR* Total DGR*
% No./Km. % No./Km.
60SKV 10903 29.67 25.33 22.6 19.3
52SKV 689 0.29 0.25 0.15 0.13
Note:-*DGR includes DFW, OBSW, IMRW defects and weld failures.

ECoR has advised test of sections where 25t axle load is in operation/proposed vide
letter no.W-7/675/Policy/Pt I. However, data pertaining to effect e.g. DGR in rail/welds
has not been provided. Railway Board had ordered that feedback be provided to
RDSO within a month on 79th TSC’s recommendations. Zonal Railways are requested
to provide feedback at the earliest.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

1. The original subject of ‘Review of Rail Stress Calculation Methodology’ using

th
advanced analytical tools like FEM has been lost since the 76 TSC.
2. It is well established that the defect generation is not directly related to average
stress in rail but to ‘contact stress’ developed at Rail-Wheel contact. To understand
and take remedial action for control of defect generation, the rail wheel interaction
needs to be studied through some research organization.
3. Committee observed that data pertaining to only one section i.e. Tata-Noamundi
have been made available by SER.
4. Committee observed that data for other sections of SER and other zonal railways
where 25t axle load is in operation have not been made available to RDSO which
was to be furnished within 1 month from last TSC.
5. Committee observed that defect generation rate in Tata-Noamundi section Dn line
(Loaded direction) in rails and welds is quite high.

COMMITTEE’S RECOMMENDATIONS:

1 Committee recommends that Zonal Railways should expedite submission of data to

RDSO for analyzing trend of defect generation rate in rails and welds.

2 RDSO should study the ‘contact stresses’ on different axle loads, with different rolling
stock.

RAILWAY BOARD’S ORDERS:

1. Approved.

2. Study of contact stresses shall be undertaken on routes where rail grinding is

implemented in association with respective zonal railways.

S. No.13:
SUBJECT : Revision of work load of PWIs.
(1087/77/IRPWM) (1146/17/79)

SECRETARY’S REMARKS:

As per Railway Board’s orders on 79th TSC recommendations, Zonal Railways were
requested to give their comments on Committee’s report in fortnight to RDSO and
RDSO was required to send them to Railway Board along with its recommendations to
Railway Board for further orders. So far comments from ECR, ER, SCR, NWR and NR

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

have been received and the same have been forwarded to Railway Board for further
orders vide letter no.CT/IRPWM dt:14-10-09.

COMMITTEE’S OBSERVATIONS & RECOMMENDATIONS:

Item Type of Observation Recommendation

No. inspection SE JE SE JE
1. Push trolley Agreed with SAG Agreed with Once in two Once in a
inspection Committee SAG months in a fortnight
recommendations Committee systematic systematically
except double recommendati manner in in which all
line/multiple lines on except which all gangs gangs shall be
need not be multiple lines shall be inspected.
trollied need not be inspected.
independently and trollied
all gangs should independently
be inspected and all gangs
during inspection. should be
inspected
during
inspection.
2. Foot Agreed with SAG No need to Once in a As much as
plate/brake committee prescribe month. found feasible.
van/rear recommendations. inspection
window frequency but
he shall do FP
inspection as
much as
possible.
3. Curves Agreed with SAG Agreed with Once in a year Once in six
committee SAG by rotation and month by
recommendations. committee need based rotation and
recommendati need based on
ons and the basis of FP
should be inspection
need based. TRC/OMS run.

4. Points & Agreed with SAG Agreed with Points & Xings Points & Xings
Crossings committee SAG on passenger on passenger
recommendations committee and running and running
recommendati lines once in lines once in
ons three months three months
by rotation and by rotation and
other lines and other lines and
yard lines once yard lines once
in six months in six months
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

by rotation by rotation
between between
sectional JE sectional JE
and SE. (The and SE. (The
detailed detailed
inspection as inspection as
per para- per para-
237/5(annexure 237/5(annexur
2/6) of IRPWM e2/6) of
should be done IRPWM should
once in a year be done once
and all other in in a year and
between all other in
inspections on between
PSC sleepers inspections on
should be PSC sleepers
carried out as should be
per Proforma carried out as
enclosed as per Proforma
annexure IX). enclosed as
annexure IX).
5. Foot Should do foot Existing Once in a year At least once
Inspection inspection in provisions to in corrosion in six month in
corrosion prone continue. prone areas a systematic
areas (to be (decided by manner (every
decided by Sr.DEN/ DEN month on pro
Sr.DEN/DEN and and above). rata basis to
above) once in a cover entire
year. length of
running track).

6. Night foot Agreed with SAG Agreed with Once in a Once in a

plate committee SAG month. month to check
recommendation committee alertness of
but night recommendati gatekeepers,
inspection should on but night night
be between inspection watchmen and
00.00hrs. to should be patrolmen,
05.00hrs. between observance of
00.00hrs. to SRs by drivers,
05.00hrs. riding quality,
any other
unusual
features.
. Night Push Not possible. Not possible. To be deleted. To be deleted.
trolley

8. Level Agreed with SAG Agreed with Once in two Once in a

Crossings committee SAG months during month during
recommendation committee PT inspection PT inspection
but all level recommendati in a systematic in a systematic
crossings will on but all level manner but all manner but all
continue to be crossings will level crossings level crossings
inspected once in continue to be will continue to will continue to
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

a month inspected once be inspected be inspected

alternatively in a month once in a once in a
between SSE and alternatively month month
JE. between SSE alternatively alternatively
and JE. between SSE between SSE
and JE. and JE.
9. LWR/SEJs Existing provisions Existing Once in Once in
to continue. provisions to fortnight during fortnight during
continue. two coldest and two coldest
two hottest and two
months hottest months
otherwise once otherwise once
in two months. in two months.
10. Monsoon Existing provisions Existing Atleast once in One inspection
Patrolling to continue. provisions to fortnight. in a week by
continue. rotation with
SE (P Way)
Incharge.
11. Hot Weather Existing provisions Existing Frequently Need based
Patrolling to continue. provisions to need based during hottest
continue. during hottest temperature
temperature. minimum once
a week.
12 Small track Should be deleted. Should be To be deleted. To be deleted.
machines deleted.

13. Inspection of Should be deleted. Should be To be deleted. To be deleted.

on going deleted.
works of
construction
and other
organization
s
14. Inspection of Should be deleted. Should be To be deleted. To be deleted.
side drains, deleted.
catch water
drains,
bridge
waterways,
cuttings,
tunnels
15 Land Existing provisions Existing Atleast once in Once in six
boundary to continue. provisions to a year. months.
verification continue.
16 Private Agreed with SAG Agreed with Once in a year. Once in a
sidings committee SAG three months.
recommendation. committee
recommendati
on.
17 Review of Should be deleted. Should be To be deleted. To be deleted.
inspection by deleted.
subordinate
18. TRC/OMS Should be deleted. Should be To be deleted. To be deleted.
run deleted.
19 Gangs To be included in To be included To be included To be included
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

item- 1 in item- 1 in item- 1 in item- 1

20 Cuttings Existing provisions Existing Once after -
to continue. provisions to monsoon. More
continue. frequent
inspections if
pass history
and
vulnerability so
requires.
21 Track Should be deleted. Should be To be deleted. To be deleted.
patrolling deleted.
22 Track Should be deleted. Should be To be deleted. To be deleted.
machines deleted.
23 Joint Existing provisions Existing Once in three Once in three
inspection of to continue. provisions to months with SE months with
interlocked continue. (S&T) if not SE (S&T) if not
P&C on pass done by JE. done by SE.
lines
24. Joint Existing provisions Existing Once in six Once in six
inspection of to continue. provisions to months with SE months with
interlocked continue. (S&T) if not SE (S&T) if not
P&C on non done by JE. done by SE.
pass lines
25. Night/ Should be deleted. Should be To be deleted. To be deleted.
surprise deleted.
inspection
26 Inspection of Should be deleted. Should be To be deleted. To be deleted.
works of deleted.
other
agencies.
27. Inspection of Should be deleted. Should be To be deleted. To be deleted.
side deleted.
drain,catch
water drains,
cuttings and
tunnels

28. Bridges and Should be deleted. Should be To be deleted. To be deleted.

tunnels & deleted.
cuttings.
29. USFD Should be deleted. Should be To be deleted. To be deleted.
testing deleted.
30 Turn tables Should be deleted. Should be To be deleted. To be deleted.
deleted.
31. Ash Should be deleted. Should be To be deleted. To be deleted.
pit/inspection deleted.
pit
32. Review of Should be deleted. Should be To be deleted. To be deleted.
inspection deleted.
done by
subordinates
33 Recommend Existing provisions - In the existing -
ation in to continue. set up two
connection clerical staff are
with office working for

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

set up of store and

Incharge establishment.
SSE/P.Way
para 5.11.3
34 Inspection of Should be deleted. Should be To be deleted. To be deleted.
pre-tamping, deleted.
during
tamping and
post tamping
operations
during
working of
track
machines.

RAILWAY BOARD’S ORDERS:

Board’s decision will be conveyed separately.

S. No.14:
SUBJECT : Criteria for re-alignment of curve
(1055/75/IRPWM) (1146/18/79)

SECRETARY’S REMARKS:

Draft Correction Slip has been sent to Railway Board for approval.

COMMITTEE’S OBSERVATIONS:

Correction slip to IRPWM has already been sent to Railway Board. Railway Board is requested
to expedite its approval and issue.

COMMITTEE’S RECOMMENDATIONS:

Railway Board is requested to issue correction slips. Item to be closed after issue of correction
slip.

RAILWAY BOARD’S ORDERS:

Approved. Item to be closed after issue of correction slip.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No.15:
SUBJECT: Necessity of detailed guidelines for USFD testing of Tongue
Rails and CMS crossings.
(1098/78/USFD) (1146/19/79)

SECRETARY’S REMARKS:

1. CTE/WR has sent the failure report vide letter no. W. 503/5 (Met)/3 (W1) dt.
09.07.09. However, the broken tongue rails with stock rail & fittings have not
been received at RDSO so far.
2. CTE/WR has been requested vide letter no. CT/USFD dt. 06.10.09 to send the
broken tongue rails with stock rail & fittings to RDSO for detailed study.
3. So far only one instance of broken tongue rail due to fatigue has been advised
from Western Railway. However, various types of fatigue defects in tongue rails
occurring in field need to be studied for preparation of procedure suitable for
various types of defects. Therefore, Zonal Railways may sent more samples of
such failures to RDSO for study and development of procedure suitable for
various types of flaws.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that so far only one tongue rail sample has been received
from W. Railway that too of SEJ tongue rail.
2. Committee observed that none of the Zonal Railways have sent samples of broken
points and crossings tongue rails to RDSO for study.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends that Zonal Railways should expedite samples of points & crossings
tongue rail which are having defects detectable by USFD testing for study of RDSO and framing
of USFD testing procedure.

RAILWAY BOARD’S ORDERS:

Approved.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No.16:

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

(1102/78/ACP/RP) (1146/21/79)

SECRETARY’S REMARKS:

The issue of corrosion of rails at contact points of liners resulting into fractures is being
deliberated by Committee consisting of Sr.Professor/Track-II,IRICEN, ED/Track-I,
RDSO,ED/Track-II, RDSO,EDTK(MC), Railway Board,CTE/NR and
Sr.Professor/Track-II,IRICEN.

COMMITTEE’S OBSERVATIONS:

1. Committee agreed with recommendations of SAG committee.

2. ‘O’ Grade graphite may cause increase in corrosion due to conduction. RDSO to
specify graphite free grease for sealing the liner.
3. The rails under galvanized liner are having far less corrosion. Hence, they should
be used.
4. Zinc rich primer could be applied on rail at liner seat to reduce liner bite corrosion.
5. Liner free fastening such as i.e. Vossloh type fittings are showing insignificant
corrosion. Liner free fastenings should be developed by RDSO.

COMMITTEE’S RECOMMENDATIONS:

1. SAG committee’s recommendations may be accepted.

2. RDSO to issue specification for graphite free grease for sealing the liner.
3. Galvanized liner should be used by Zonal Railways to reduce liner bite corrosion.
4. RDSO to develop liner free fastenings.

RAILWAY BOARD’S ORDERS:

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.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

4 Shifting of the liner biting locations by destressing 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.

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 feed back along with the cost
benefit analysis for consideration of the Board.

S.No.17:
SUBJECT: Development of Design of joggled fish plates with light weight for use
during emergencies i.e. rail/weld failures
(1112/78/FF) (1146/26/79)

SECRETARY’S REMARKS:

Drawing of light weight joggled fish plate submitted by SCR is under examination.

COMMITTEE’S OBSERVATIONS:

Since the light weight joggled plate drawing submitted by SC Railway has been found unsafe
therefore item may be dropped.

COMMITTEE’S RECOMMENDATIONS:

Item to be closed.

RAILWAY BOARD’S ORDERS:

Item is closed.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No. 18:
SUBJECT : Castle nuts for T head bolts for channel sleepers on bridges.
(1113/78/JE) (1146/27/79)

SECRETARY’S REMARKS:

Detailed report from South Central Railway.and trial feedback from South Western
Railway and South Eastern Railway have not been received despite the reminders.
SCR, SWR and SER are requested to inform the committee about the same.

COMMITTEE’S OBSERVATIONS:

Committee observed as under:

1. Performance of Castle Nuts on SCR is satisfactory.

2. Item should be adopted.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends as under:

1. Castle Nuts for T-head bolts & hook bolts on channel sleeper should be adopted.
2. Item is closed.

RAILWAY BOARD’S ORDERS:

Approved. RDSO to issue the necessary drawings.

S No.19:

SUBJECT : Maintenance of channel sleeper

(1121/79/JE)

SECRETARY’S REMARKS:

CTE/SWR, the convener may brief the committee about the new proposed para.

COMMITTEE’S OBSERVATIONS:

1. The new para proposed by committee consisting of CTE/SWR, CTE/SECR,

CTE/SCR, ED/Track-II/RDSO & ED/B&S/RDSO on maintenance of channel sleeper
should be provided in IRPWM.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S RECOMMENDATIONS:

1. Correction slip to introduce new para in IRPWM regarding maintenance of channel

sleeper should be sent by RDSO to Railway Board.
2. Item is closed.

RAILWAY BOARD’S ORDERS:

1. Approved.

2. Not approved.

S.No. 20:
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)

SECRETARY’S REMARKS:

Trials had been conducted in September-2009 along with Testing Directorate of

RDSO. Analysis of trials results is being carried out.

COMMITTEE’S OBSERVATIONS:

Trials for making standard deviation based track maintenance standards has been done.
RDSO should finalize the report early.

COMMITTEE’S RECOMMENDATIONS:

RDSO should finalize the report early.

RAILWAY BOARD’S ORDERS:

Approved.

S.No. 21:
SUBJECT : Improving small track machine organization

(1125/79/TM/GL/70 79th)

SECRETARY’S REMARKS:

TM Dte. of RDSO is reviewing the specification of all small track machines. Item is
recommended for closure..
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

S.No.1 A to B & D to H- items approved by Railway Board, administrative/executive orders

from Railway Board/RDSO are awaited.

S.No. 1 C-RDSO to review the specifications of Small Track Machines

S.No. 2 – In connection with transportation, loading/unloading of small track machines

committee of JA grade officers, Director/TM/Rly. Board as convener has already submitted
report to Railway Board vide letter no. 2006/CE-II/TK/9 dated 03.08.06. However, specification
of self propelled 8 wheeler RBMV has also been finalized and tender has been invited by
Railway Board.
COMMITTEE’S RECOMMENDATIONS:

S.No.1 A to B & D to H- Approved by Railway Board for which administrative/executive orders

are to be issued.

S.No. 1 C-Review of the specifications of all Small Track Machines is to be expedited by

RDSO.

S.No. 2 – Board’s order on JA Grade Officer’s committee regarding transportation of small track
machines, letter no. /CE-II/TK/9 dated 03.08.06 is awaited.

RAILWAY BOARD’S ORDERS:

S.No. 1 (A to H except C) Already approved by Railway Board. RDSO to submit draft of

amendments required in extant instructions and / or provisions of manuals.

S.No. 1 C Review of specifications of small track machines is to be expedited by

RDSO and completed within 6 months.

S.No. 2 Board has already issued instructions for pilot projects of MMU duly
concurred by Finance Dte.

S.No. 22:
SUBJECT : Reduction in thickness of end post of glued joints.
(1127/79/CT/MT/GJ)
SECRETARY’S REMARKS:

Search of new material for 6mm end post is in progress in RDSO in consultation with
M&C and Signal Directorates of RDSO.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S OBSERVATIONS:

SE Railway observed that there is crushing of end post which is made manually by joining
layers of glass fiber cloth reinforcement by glue. Ferule is also getting crushed as it is also
made of same material. SE Railway suggested to use pre fabricated material. RDSO to
continue search of suitable material for end post and ferule.

COMMITTEE’S RECOMMENDATIONS:

RDSO to expedite search of suitable material for 6mm end post and ferule.

RAILWAY BOARD’S ORDERS:

Approved.

S.No.23:
SUBJECT : Formation treatment and recommendations of RDSO for
treatment other than blanketing.
(1128/79/GE/Gen/13 TSC Vol-X)

SECRETARY’S REMARKS:

Sand dumping method for formation treatment, developed by S.C. Railway is being
evaluated by RDSO. Trial specification of geo-grid has been sent to S.C. Railway in
July 2008 for field trial.

COMMITTEE’S OBSERVATIONS:

1. SCR may expedite usage of various type of geo grids for gathering experience and
subsequent helping in decision making for most appropriate size & properties for
railway usage.
2. “Sand dumping” cannot be standardized at this stage.

COMMITTEE’S RECOMMENDATIONS:

1. SCR may take up trials of geo-grids of the sizes for which offers have been
received, so as to get the data for the efficacy of different sizes of geo-grids.
2. Sand dumping method cannot be standardized as method of formation
rehabilitation at this stage.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

RAILWAY BOARD’S ORDER :

1. SCR should expedite the field trials with the available geogrids.

2. Formation treatment can best be carried out with the use of Formation Rehabilitation
Machine only and other methods are highly tedious and non-practicable. Efforts for
inducting Formation Rehabilitation Machine, i.e. planning for enabling its working should
continue.

S.No.24:
SUBJECT Modification to elastomeric pads below MS grooved pad plates &
grooved rubber pads below guard rails for steel channel sleepers.
(1129/79/CT/JE)

SECRETARY’S REMARKS:

1. B&S Dte. of RDSO have informed that RDSO drawing No. B-1636/1 has been
cancelled and new drawing no. BA-1636/1/R2 has been issued. In this new
arrangement ,steel pad plate with rubber pads has been already modified by
providing thicker rubber pad of 25mm with raised portion to fit in between two
channels thus preventing the slipping of the pads.
2. No feedback has been received from South Central Railway in regard to
performance of modified grooved rubber pads (RT-5163) despite reminders.
South Central Railway is requested to inform the committee about the trials.

COMMITTEE’S OBSERVATIONS:

1. RDSO has modified the steel pad plate & rubber pad by providing thicker rubber
pad of 25 mm thickness with raised portion to fit in between two channels vide Drg.
No. BA-1636/1/R2.
2. Performance of modified grooved rubber pads (RT-5163) below guard rail is
satisfactory on SCR.

COMMITTEE’S RECOMMENDATIONS:

1. RDSO should modify the drawing no. RT-5163 and circulate to all Zonal Railways.
2. Item is closed.

RAILWAY BOARD’S ORDERS:

RDSO should issue the modified drawing. Item is closed.

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 80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No. 25:
SUBJECT : Formation Re-habilitation
(1131/79/GE/Gen/13 TSC Vol-X)

SECRETARY’S REMARKS:

A letter has been sent to Railway Board for deputing a team abroad to study real time
working of Formation Rehabilitation Machine.

COMMITTEE’S OBSERVATIONS:

Item proposed for closure.

COMMITTEE’S RECOMMENDATIONS:

Item proposed for closure.

RAILWAY BOARD’S ORDER :

The item is closed.

S.No.26:
SUBJECT : Issues pertaining to improvement in A.T.Welding.
(1133/79/CT/Welding/Policy)

SECRETARY’S REMARKS:

Item 1,2,5: Zonal Railways may share steps taken regarding these items.

Item 3. RDSO undertakes study on extent of heat affected zone vis-a vis pre-
heating technique during lab evaluation process of all the AT welding
technique offered for approval. The extent of HAZ vis-à-vis pre-heating
techniques one of the agencies is as follows :
Technique Fusion Zone Dimensions Heat Affected Zone Dimensions
A B C D E F G H I J
AP 52kg 75 45 54 42 51 25 39 27 30 23
CAP 52Kg 64-71 36-41 45-51 33-38 50-64 17-24 30-38 21-26 25-32 10-19
AP 60kg 68-78 39-48 52-54 36-43 52-58 13-23 31-38 22-30 27-37 18-26
CAP 60Kg 65-71 34-38 47-55 27-35 52-66 18-21 27-35 20-24 21-32 17-19

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

F A HEAD
71 .4 557

G B HAZ

WZ

H C WEB

I D

J E FOOT

SKETCH SHOWING WIDTH OF FZ/HAZ ON

MACRO ETCHED LONGITUDINAL/VERTICAL
SECTION CUT THROUGH A.T. WELD

Based on the experience CAP or better preheating techniques for 52Kg and
higher sectional weight and 90UTS and higher strength has been specified in
specification/Manual.

RDSO has already laid down the structure of AT welds in ‘Indian Railway
Standard specification for fusion welding of rails by Alumino-thermic process,
IRST-19-1994’ as pearlite in fusion zone and HAZ and no bainite and
martensite structure.

Item 4: RDSO has framed a specification {Specification No.M&C/MTD/Infrared

Thermometer/10/2009 (for Indian Railways)} for contact-less infra-red rail
thermometer and the same has been issued to Zonal Railways vide letter
no.M&C/MTD/I/4 dt.13-10-09. Zonal Railways may take necessary action for
procurement of the same accordingly.

During execution of AT welds, the welder has to handle lot of equipment and ensure
their proper placement. For accurate measurement of temperature of rail end, the
burner etc. are required to be removed. Making of such measurement mandatory for
each weld shall increase human interventions in a standard procedure which can have
detrimental effects. Therefore, the manual also stipulates usage of temperature
measuring device time to time or in case of any doubt only. In view of above, it is
proposed to use indirect method for measurement, if the same is found feasible. M&C
Dte. of RDSO has taken a project so as to establish a system for continuous
measurement of rail head temperature during preheating.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

The project methodology is based on continuous monitoring of temperature at a

location (external location) 60+5mm distance from rail ends tip. A relation will be
developed between temperature at rail ends tip and the external location. This relation
will ensure that the temperature at external location corresponds to real rail ends
temperature.

The probable date of completion of the project has been estimated as March,2011.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that RDSO has issued specification for non contact type rail
temperature thermometer.
2. Committee observed that SC Railway has carried out experiments regarding
measurement of rail temperature outside mould using contact type thermometer.

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommends that SCR should send details of data generated on

measurement of temperature outside mould and its correlation with temperature of rail
ends.
2. Committee recommends that RDSO should make efforts towards standardization of
temperature measurement.
3. Feasibility of direct measurement of temperature on rail faces be examined by RDSO.

RAILWAY BOARD’S ORDERS:

1,2 & 3. Approved.

S.No.27:
SUBJECT : Use of 700 (2MHz) 8mm probe for detection of Half Moon Crack.
(1134/79/CT/USFD)

SECRETARY’S REMARKS:

1. The procedure proposed by WR was studied. It was noted that important

details such as beam path, echo path angle etc. were not provided by WR.
CTE/WR’s letter no.W.377/4/79/TSC dt:7/10-08-09 has also not included these
details. Therefore, efficacy of WR’s procedure can not be commented.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

2. RDSO has devised a procedure for detection of half moon crack using 70o
(2MHz) 20mm x 20mm modified probe. The modified probe shall have the
crystal fitted at an angle of 20o from the longitudinal direction. Studies at RDSO
with this probe and procedure have been conducted and it is noted that the
proposed procedure is more potent in detecting half moon shaped defect below
web as compared to present procedure using 700 2 MHz (8mm x 8mm)
miniature probe. Thus, this procedure can be used in lieu of presently
prescribed procedure using miniature probe.
3. Accordingly, RDSO shall be shortly sending a draft A&C slip to USFD Manual
to Railway Board for inclusion of proposed procedure for approval and deletion
of procedure using 700 (2MHz) 8mm x 8mm miniature probe for detection of
half moon defect.
4. The item is recommended for closure in view of above.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that RDSO has already proposed a correction slip to USFD
manual which will replace existing procedure of testing of weld flanges using 8mm x
8mm, 70 degree probes by 70 degree side looking probes.
2. Committee observed that the proposed procedure is better in detecting defects in
weld flanges and at web / foot junction.

COMMITTEE’S RECOMMENDATIONS:

1. Committee recommends approval of correction slip proposed by RDSO.

2. Item is recommended for closure after issue of correction slip.

RAILWAY BOARD’S ORDERS:

1 & 2. Approved.

S.No.28:

SUBJECT : Carrying out deep screening by BCM at a speed of 40kmph.

(1136/79/TM/GL/70 79th)

SECRETARY’S REMARKS:

Though in Railway Board’s orders RDSO was directed to sent draft Correction Slip
for Railway Board’s approval but in Track Seminar held in IRICEN on 11th and 12th
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

August 2009 it was decided that draft Correction Slip be circulated to NR, NCR, SCR
and WR for their comments accordingly. The same has been sent to these Railways
for comments. Comments of these Railways are awaited.

COMMITTEE’S OBSERVATIONS:

There are constraints in opening of track after deep screening by BCM @ 40kmph i.e.
availability of adequate block, packing of cutter bar / end sleeper etc. These constraints should
be removed first. At present there is no need to issue correction slip to IRPWM.

COMMITTEE’S RECOMMENDATIONS:

There is no need to modify existing provision of IRPWM regarding relaxing of speed restriction
after deep screening at present and proposal to issue correction slip be dropped and item
closed.

RAILWAY BOARD’S ORDERS:

Board has already issued instructions to Zonal Railways for opening BCM sites with
40kmph. It is necessary to issue correction slip to IRPWM. RDSO should submit the
draft correction slip stipulating the procedure & precautions.

S.No.29:

SUBJECT : Use of PSC sleepers on sharp curves.

(1140/79/CT/SRC/3/2/CURVE)

SECRETARY’S REMARKS:

1. East Coast Rly. has not sent the performance report of PSC
sleeper till now in
spite of reminders.

2. Zonal railways vide letter no.CT/SRC/3/2/Curve dt:20/25-09-09 have been

advised to carry out the trial of PSC sleeper to drawing no.RDSO/T-4183-86 for
curves upto 100 and report performance to RDSO.

COMMITTEE’S OBSERVATIONS:

1. East Coast Railway has not sent the performance of sleeper to Drg. No. RDSO/T-4183-
86 to RDSO. East Coast Railway reported during the meeting that performance of
sleeper used for 10 degree curves is satisfactory.
2. Other Zonal Railways has not started the trial of this PSC sleepers on curves.
3. Drawing was issued in the year 1990 for trial on curves upto 8 degree.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

COMMITTEE’S RECOMMENDATIONS:

1. Based upon satisfactory performance on EC Rly. 60 Kg sleeper Drg. No. RDSO/T-

4183-86 is recommended for adoption on curves upto 10 degree.
2. RDSO should issue drawing for adoption to Zonal Railways on curve upto 10 degree.
3. Item is closed after issue of drawing.

RAILWAY BOARD’S ORDERS:

1. Approved

2. Approved

3. Approved.

S.No.30:

SUBJECT : Maintenance problem in 1 in 12 fan shaped layout.

(1142/79/CT/PTX)

SECRETARY’S REMARKS:

RDSO has developed the drawing and issued to South Western Railway for trial. In
this drawing, the tongue rail has been held from inside with ERC by providing special
inserts to drg. No.RT-7074 on bearing plates at sleeper no.24,25,26 & 27. The trial
should be carried out by SWR and performance should be reported to RDSO.

COMMITTEE’S OBSERVATIONS:

1. RDSO has issued the drawing for holding the tongue rail by steel shoulder (RT-7074) at
sleeper no. 24, 25, 26 & 27.
2. RDSO should circulate the modified drawing to Zonal Railways.

COMMITTEE’S RECOMMENDATIONS:

1. RDSO should circulate the modified drawing to all Zonal Railways for trial.

RAILWAY BOARD’S ORDERS:

RDSO shall circulate the modified drawing to all Zonal Railways for trial. All Zonal Railways
shall report the performance in next TSC.

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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No.31:
SUBJECT : Yardstick for USFD testing.
(1143/79/CT/USFD)

SECRETARY’S REMARKS:

1. CTE/NFR has sent the study report vide letter no.W/235/1/Tk dt.30.09.09 which is
enclosed herewith. The work study has been carried out using analogue SRT
machine only for rail, SEJ and AT welds. Work study using digital SRT, digital
DRT and analogue DRT is also required. Further, testing of AT welds is now
required to be undertaken using digital weld testers only. Therefore, work study
using approved digital weld tester is also required. The work study does not
include testing of point rails.
2. Study pertaining to testing on BG sections e.g. suburban sections, mainline
section etc. is also required in order to fix yardsticks for varying conditions and for
components such as rails, AT welds, SEJs, point rails etc. using all approved/in
vogue testers.
3. CTE/CR & CTE/WR’s work study report has not been received so far.
4. The report of committee incorporating work studies on various sections is awaited.
The same has been requested vide RDSO’s letter no.CT/USFD dt:9-10-09.

COMMITTEE’S OBSERVATIONS:

1. Committee observed that NFR has carried out work study using analogue SRT for
testing of rail, SEJ and AT welds.
2. Committee observed that CR has also carried out trials and committee is likely to meet
shortly.
3. Committee observed that the present item is not for digital machines, thus work study of
digital machines should not be discussed under purview of this item.

COMMITTEE’S RECOMMENDATIONS:

Committee recommends that works study for suburban and high density sections be carried out
on Western and Central Railway using analogue machines and committee should expedite
submission of report based on results.

RAILWAY BOARD’S ORDERS:

NF, Central and Western railway shall undertake work study using analogue as well as digital
rail tester/weld tester and submit the results at the earliest.
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80TH MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBER, 2009

S.No.32:

SUBJECT : Specification of formation for Heavy Axle Load.

(1144/79/GE/Gen/13 TSC Vol-X)

SECRETARY’S REMARKS:

Final draft Guidelines & Specifications for formation design has been sent to Railway
Board for approval in July 2009. As per Board orders, field trials are being conducted in
Western Railway and on Bina-Bhopal 3rd line being executed by RVNL. Site have
been selected for field trials in Western Railway.

COMMITTEE’S OBSERVATIONS:

Specification for heavy axle load has already been approved by Railway Board vide letter no.
2007/CE-I/Geo tech/02 dated 26.10.2009. Item is closed.

COMMITTEE’S RECOMMENDATIONS:

Item is closed.

RAILWAY BOARD’S ORDER :

The item is closed.

104