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Irpwmpart2 P-way Manual

The document contains detailed tables for the spacing of sleepers in railway turnouts and a proforma for the inspection of points and crossings. It includes specifications for sleeper spacing, inspection criteria for various components, and guidelines for measuring wear and condition of the railway infrastructure. Additionally, it outlines the necessary documentation and actions required during inspections to ensure safety and compliance.

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0% found this document useful (0 votes)

2 views180 pages

Irpwmpart2 P-way Manual

Uploaded by

rajanarora.iitd

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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69 37479 37549

550 550
70 38029 38099
550 550
71 38579 38649
550 550
72 39129 39199
550 550
73 39679 39749
550 550
74 40229 40299
550 550
75 40779 40849
550 550
76 41329 41399
550 550
77 41879 41949
550 550
78 42429 42499
550 550
79 42979 43049
550 550
80 43529 43599
550 550
81 44079 44149
550 550
82 44629 44699
550 550
83 45179 45249

Signature Not
Verified
Digitally signed by
INDRAJEET VERMA
Date: 2025.05.27 171
10:54:23 IST
Reason: IREPS-CRIS
Location: New Delhi
Annexure - 4/2 (Para 429)
Table for spacing of Sleepers in 1 in 8.5 fan shaped Turnout
(Taking off from Straight)
Sleeper Spacing on gauge face on tongue rail for ML Spacing on gauge Face of stock rail for ML
No. side side
Spacing Cumulative from SRJ Spacing Cumulative from SRJ
268 268
1 268 268
600 600
2 868 868
600 600
3 1468 1468
685 685
4 2153 2153
620 620
5 2773 2773
660 660
6 3433 3433
600 600
7 4033 4033
600 600
8 4633 4633
600 600
9 5233 5233
600 600
10 5833 5833
600 600
11 6433 6433
600 600
12 7033 7033
600 600
13 7633 7633
564 600
14 8197 8233
597 600
15 8794 8833
598 600
16 9392 9433
598 600
17 9990 10033
598 600
18 10588 10633
597 600
19 11185 11233
598 600
20 11783 11833
598 600
21 12381 12433
598 600
22 12979 13033
597 600
23 13576 13633
598 600
24 14174 14233
598 600
25 14772 14833
598 600
26 15370 15433
597 600

172
27 15967 16033
598 600
28 16565 16633
598 600
29 17163 17233
598 600
30 17761 17833
597 600
31 18358 18433
598 600
32 18956 19033
598 600
33 19554 19633
598 600
34 20152 20233
597 600
35 20749 20833
598 600
36 21347 21433
598 600
37 21945 22033
598 600
38 22543 22633
597 600
39 23140 23233
598 600
40 23738 23833
598 600
41 24336 24433
598 600
42 24934 25033
550 550
43 25484 25583
550 550
44 26034 26133
550 550
45 26584 26683
550 550
46 27134 27233
550 550
47 27684 27783
550 550
48 28234 28333
550 550
49 28784 28883
550 550
50 29334 29433
550 550
51 29884 29983
550 550
52 30434 30533
550 550
53 30984 31083
550 550
54 31534 31633

173
Annexure - 4/3 (Para 429)

Proforma for Detailed Inspection of Points and Crossings

Station: Point No.:

Location: Rail Section:

Type of Sleepers/Assembly: Angel of Crossing

Nominal Gauge of T/out: Left Hand or Right Hand:

Laid on Straight or on curve of Radius: Similar/Contrary Flexure:

Date of laying sleepers (mm/yyyy): Type of Crossing:

Details of Deep Screening: 1st 2nd 3rd 4th

Date (mm/yyyy):

Manual/Mechanized:

1st 2nd 3rd 4th

Details of Laying new/reconditioned Crossing:
(mm/yyyy):

Crossing Unique No.:

Manufacture:

1st 2nd 3rd 4th

Details of Laying new/reconditioned Switch:
(mm/yyyy):

LH:

RH:

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

1 2 3 4 5

Date of Date of
I) General:
Inspection Inspection
1) Condition of ballast and drainage in turnout
(clean cushion to be measured only once in a
year)

II) Switch Assembly and Lead:

2) Condition of sleepers, slide chairs, plate

screws, heel and distance blocks, other fittings of
switch including tightness of bolts etc.

174
Action Action
3) Condition of Tongue Rails LH RH LH RH
taken taken
a) Whether chipped or cracked over
200 mm length within 1000 mm from
ATS
b) Whether Twisted or bent (Causing
gap of 5 mm or more at toe)
c) Remark over condition of tongue rail,
whether it requires reconditioning or
replacement
4) Condition of stock rail, burr formation
to be mentioned specifically:

5) Creep and squareness of tongue rail

at toe switch:
6) Straightness of straight stock rail if
laid on straight (measured on 7.5 m
chord):
7) Packing conditions under the switch
assembly (preferably to be observed
under traffic):
Action Action
LH RH LH RH
taken taken

8) Throw of Switch:

9) Housing of stock and tongue rails:

10) Gap between top edge of leading

stretcher bar and bottom of rail foot:

11) Working of SDD (if provided):

12) Gauge and cross level in switch &

Guage XL Guage XL
lead:

a) At 450 mm ahead of Toe of Switch

b) At ATS between two stock rails

c) Gauge and cross level for ML and Main Line T/Out

Station
T/out side. Versine of stock rail for Turn
No.
Out side up to end of lead G XL V G XL V

ATS/HEEL 0

Note: 1) Station no. 0 to be marked at heel of switch for straight switch and ATS for curved
switches. Subsequent stations shall be marked at every 3 m Versines to be recorded on 6
m chord length commencing from station no. 1.
2) Versine reading shall be taken for turnout side except for symmetrical split turnout where
it shall be taken on mainline side.
3) In case of gap between T/R and S/R, that should be added to gauge measurement.

175
III) Crossing Assembly:
13) Condition of Crossing:
a) Sign of propagation of crack (if any) in crossing
assembly

b) Burring on top surface at nose.

c) In case of Heat treated welded crossing, weld
texture on top surface. If any flow or separation of
weld portion
d) Tightness of bolts at CI/Distance block at toe,
heel and nose of crossing as applicable.
e) condition of gapless joint.
14) Wear of crossing (to be measured with straight
LH Wing Rail Nose RH Wing Rail
edge):
For calculating actual wear, following values shall (at (at (at
be deducted from the measured wear: 100 100 100
(at (at (at
For wing rail wear mm mm mm
ANC) ANC) ANC)
(a) for Built up/heat-treated welded crossing – 0 from from from
mm. ANC) ANC) ANC)
(b) for CMS crossing of 52 kg section – 2.0 mm
(c) for CMS / WCMS crossing of 60 kg section –
2.5 mm
For nose wear at ANC
(d) for Built up / heat-treated welded crossing –
6.0 mm
(e) for CMS crossing of 52 kg section – 8.0 mm.
(f) for CMS / WCMS crossing of 60 kg section –
8.5 mm
For nose wear at 100 mm behind ANC
(g) for Built up crossing – 0 mm
(h) for heat-treated welded crossing – 3.5 mm
(i) for CMS crossing of 52 kg section – 2.0 mm.
(j) for CMS crossing of 60 kg section – 2.5 mm.
(k) for WCMS crossings (1 in 12, 60 kg) – 6.0 mm
(l) for WCMS crossings (1 in 8.5, 60 kg) – 5.7 mm
Main Line T/out

15) Gauge and Cross level at crossing: G XL G XL

a) 1 m ahead of ANC

b) 150 mm behind ANC

c) 1 m behind ANC
Action Action
LH RH LH RH
taken taken
16) Condition of check rail fitting i.e., bearing
plates, keys, blocks, bolts and elastic fastenings.
17) Clearance of check rails:

a) Opposite ANC
b) At 1st block towards toe of crossing & 1st block
towards heel of crossing
c) At the flared end towards heel & at the flared
end towards toe.

176
Action Action
LH RH LH RH
taken taken
18) Clearance of wing Rail (Only for Built-up
crossing):
IV) Turn in Curve:
19) Turn in Curve – Stations to be marked at 3 m St. St.
V G XL V G XL
interval. Versines to be measured on 6 m chord. No. No.
Station No. 0 to be marked at the centre of last
0
long sleeper in case of PSC sleepers otherwise at
heel of crossing.
1

20) Availability of 150 mm additional ballast

shoulder width on out side of turn-in curve:
V) General:

21) Any other special feature/defects:

22) Signature of the inspection official with date:

(Note – Locations where the gauge and cross levels are to be checked should be painted on the web
of the rail)

177
Annexure - 4/3 (A) (Para 429)

Proforma for Intermediate Inspection

Station: Point No.

Location: Rail Section:
Type of Sleepers/Assembly: Angel of Crossing:
Nominal Gauge of T/out: Left Hand or Right Hand:
Laid on Straight or on Curve of Radius: Similar/Contrary Flexure:
Date of laying sleepers (mm/yyyy): Type of Crossing:
Detail of deep screening:
Date (mm/yyyy):
Manual/Mechanized:
Date of Laying new/reconditioned crossing (mm/yyyy):
Crossing unique number:
Manufacturer:
Date of laying new/reconditioned switch (mm/yyyy):
LH/RH
I. General –
1. Condition of ballast and drainage in turnout.
II. Switch Assembly –
2. Condition of sleepers, slide chairs, plate screws, heel &
distance blocks, other fittings of switch including tightness
of bolts etc.:
3. Condition of tongue rails: LH RH
a) Whether chipped or cracked over 200 mm length within
1000 mm from ATS
b) Whether twisted or bent (causing gap of 5 mm or more
at toe)
c) Remarks over condition of tongue rail, whether it
requires reconditioning or replacement
4. Packing conditions under the switch assembly
(preferably to be observed under traffic):
5. Housing of stock and tongue rails. LH: RH:
6. Working of SDD (if provided):
7. Gauge and cross level in switch and lead: G/XL
a) At 450 mm ahead of toe of switch:
b) At ATS between two stock rails:
c) Gauge and cross level for Main line & Turnout side:
M/L T/O
Station G XL G XL
ATS/Heel – 0
1
2
3
4
Note –
1. Stn. No. 0 to be marked at heel of switch for straight
switch & at ATS for curved switches. Subsequent stations
shall be marked at every 3m.
2. In case of gap between T/R and S/R, that should be
added to gauge measurement.
LH RH
8. Throw of Switch:

178
III. Crossing Assembly -
9. Condition of Crossing:
a) Sign of propagation of crack (if any) in crossing
assembly:
b) In case of Heat-treated welded crossing, Weld texture
on top surface, if any flow or separation of weld portion:
c) Tightness of bolts at CI/Distance block at toe, heel and
nose of crossing as applicable.
10. Wear of crossing (to be measured with straight edge): LH Wing Rail Nose RH Wing Rail
For calculating actual wear, following values shall be
deducted from the measured wear: (at (at (at
For wing rail wear 100 100 100
(at (at (at
(a) for Built up/heat-treated welded crossing – 0 mm. mm mm mm
ANC) ANC) ANC)
(b) for CMS crossing of 52 kg section – 2.0 mm from from from
(c) for CMS / WCMS crossing of 60 kg section – 2.5 mm ANC) ANC) ANC)
For nose wear at ANC
(d) for Built up / heat-treated welded crossing – 6.0 mm
(e) for CMS crossing of 52 kg section – 8.0 mm.
(f) for CMS / WCMS crossing of 60 kg section – 8.5 mm
For nose wear at 100 mm behind ANC
(g) for Built up crossing – 0 mm
(h) for heat-treated welded crossing – 3.5 mm
(i) for CMS crossing of 52 kg section – 2.0 mm.
(j) for CMS crossing of 60 kg section – 2.5 mm.
(k) for WCMS crossings (1 in 12, 60 kg) – 6.0 mm
(l) for WCMS crossings (1 in 8.5, 60 kg) – 5.7 mm
11. Gauge and cross level at crossing
M/L T/O
G XL G XL
a) 1 m ahead of ANC
b) 150 mm behind ANC
c) 1 m behind ANC
12. Condition of checkrail fittings, e.g., bearing-plates,
keys, blocks, bolts and elastic fastenings: (i.e., ERC,
Liner, Rubber Pad)
13. Clearance of check rails:
a) Opposite ANC:
b) At 1st block towards toe of crossing and 1st block
towards heel of crossing
c) At the flared end towards heel and at the end towards
toe.
14. Clearance of wing rail (only for built up crossing):
IV. General –
15. Any other special feature/defects:
16. Signature of the inspecting official with date:

179
Annexure - 4/5 (Para 429)
PARTICULARS OF TONGUE RAILS SHOWING LOCATION AND HEAD THICKNESS
AT LEVEL POINT OF STOCK AND TONGUE RAIL
Location Location Location of Head
of 13 mm of JOH level point of thickness
S
Description of switches Drg. No. of head from from stock & of tongue
No.
tongue rails ATS ATS tongue rail rail at level
from ATS point
mm mm mm mm
6400 mm c/s on PSC
1 RT-4866/2 476.5 3023 1512 31.6
BG 52 kg RT-4866
6400 mm c/s on PSC
2 RT-4966/1 476.5 3229 2348 48.25
BG 60 kg RT-4966
10125 mm c/s on PSC,
3 RT-2581/1 1682 5836 4244 43.4
BG, 60 kg RT-4219
10125 mm c/s on PSC
4 RT-4325/1 1682 5540 4029 40.34
BG 52 kg RT-4733
7000 mm c/s on PSC, RDSO/T-5364/1
5 RDSO/T-5364 for 52 kg to RDSO/T- 476 3095 1547.5 32
1 in 8 ½ Diamond 5364/3
7000 mm c/s on RDSO/T-6494/1
6 PSC,RDSO/T-64941 for to RDSO/T- 476 3008 2406 50
60 kg 1 in 8 ½ Diamond 6494/3

193
Annexure- 4/6

Pre-curving requirements and revised sleeper spacing of 1 in 8½, 1 in 12 & 1 in 16 Thick

Web Switches for Contrary Flexure Turnouts

i) The tongue and stock rails of Thick Web Switches shall be given requisite amount of
pre-curving at manufacturing premises only.
ii) Sleepers will become skew due to curvature, therefore, grinding of liners for fitting on
some of the sleepers may be required.
iii) Pre-curving and sleeper spacing details have been specified for various groups of
curvatures applicable for various curvature ranges. The details pertaining to relevant
range shall be used for providing pre-curving and sleeper spacing.

a) 1 in 8½, BG 60kg Thick Web Switch in Contrary Flexure Turnout

Curvature Group Applicable range of

degree of curvature
Straight up to 0.5º
1º > 0.5º & up to 1.5º
2º > 1.5º & up to 2.5º
3º > 2.5º & up to 3.5º
4º > 3.5º & up to 4.5º
5º > 4.5º & up to 5.5º
6º > 5.5º & up to 6.5º
7º > 6.5º & up to 7.5º
8º > 7.5º & up to 8.0º

b) 1 in 12, BG 60kg Thick Web Switch in Contrary Flexure Turnout

Curvature Group Applicable range of
degree of curvature
Straight up to 0.5º
1º > 0.5º & up to 1.5º
2º > 1.5º & up to 2.5º
3º > 2.5º & up to 3.5º
4º > 3.5º & up to 4.5º
5º > 4.5º & up to 5.0º
c) 1 in 16, BG 60kg Thick Web Switch in Contrary Flexure Turnout
Curvature Group Applicable range of
degree of curvature
Straight up to 0.5º
1º > 0.5º & up to 1.5º
2º > 1.5º & up to 2.5º
3º > 2.5º & up to 3.5º
4º > 3.5º & up to 4.5º
5º > 4.5º & up to 5.0º
Pre-curving of Tongue Rails (TR) & Stock Rails (SR) for 1 in 8½, BG 60kg Turnout
with Zu-1-60/60E1A1 Thick-Web Switches for Contrary Flexure

Versine in mm for Main Line Track Versine in mm for Diverging Track

Applicable range of For Stock Rail For Tongue For Tongue For Stock Rail
degree of curvature Rail Rail
A B C D E F G H
(MID) (QTR) (MID) (QTR) (MID) (QTR) (MID) (QTR)
Up to 0.5º 0 0 0 0 -31 -23 -69 -52
> 0.5º & up to 1.5º 9 7 4 3 -27 -20 -60 -45
> 1.5º & up to 2.5º 18 14 8 6 -23 -17 -51 -38
> 2.5º & up to 3.5º 27 21 12 9 -19 -14 -42 -31
> 3.5º & up to 4.5º 36 27 17 12 -15 -11 -32 -24
> 4.5º & up to 5.5º 46 34 21 16 -11 -8 -23 -17
> 5.5º & up to 6.5º 55 41 25 19 -6 -5 -14 -11
> 6.5º & up to 7.5º 64 48 28 22 -2 -2 -5 -4
> 7.5º & up to 8.0º 73 55 33 25 2 1 4 3
Note : Negative versines of tongue and stock rails of diverging track indicates that curvature of
tongue and stock rails of diverging track are in the reverse direction to the curvature of
tongue and stock rails of main line track.

Contrary Flexure Turnout:-

(1) Curved Stock Rail for ML (2) Curved Tongue Rail for ML

C = 11300 mm C = 7620 mm

(3) Curved Tongue Rail for Turnout Side (4) Curved Stock Rail for Turnout Side

C = 7620mm C = 11300 mm
Pre-curving of Tongue Rails (TR) & Stock Rails (SR) for 1:12, BG 60kg Turnout
with Zu-1-60/60E1A1 Thick-Web Switches for Contrary Flexure

Versine in mm for Main Line Versine in mm for Diverging

Applicable range of Track Track
degree of curvature For Stock Rail For Tongue Rail For Tongue For Stock Rail
Rail
A B C D E F G H
(MID) (QTR) (MID) (QTR) (MID) (QTR) (MID) (QTR)
Up to 0.5º 0 0 0 0 -44 -33 -40 -30
> 0.5º & up to 1.5º 10 8 11 8 -33 -25 -30 -22
> 1.5º & up to 2.5º 20 15 22 17 -22 -16 -20 -15
> 2.5º & up to 3.5º 30 23 33 25 -11 -8 -10 -7
> 3.5º & up to 4.5º 40 30 45 33 0 0 0 0
> 4.5º & up to 5.0º 50 38 56 42 12 9 10 8

Note : Negative versines of tongue and stock rails of diverging track indicates that curvature of
tongue and stock rails of diverging track are in the reverse direction to the curvature of
tongue and stock rails of main line track.

Contrary Flexure Turnout

(1) Curved Stock Rail for ML (2) Curved Tongue Rail for ML

C = 11856 mm C = 12480 mm

(3) Curved Tongue Rail for Turnout Side (4) Curved Stock Rail for Turnout Side

C = 12480 mm C = 11856 mm
Pre-curving of Tongue Rails (TR) & Stock Rails (SR) for 1:16, BG 60kg Turnout
with Zu-1-60/60E1A1 Thick-Web Switches for Contrary Flexure

Applicable range Versine in mm for Main Line Track Versine in mm for Diverging Track
of degree of For Stock Rail For Tongue Rail For Tongue For Stock Rail
curvature Rail
A B C D E F G H
(MID) (QTR) (MID) (QTR) (MID) (QTR) (MID) (QTR)
up to 0.5º 0 0 0 0 -26.5 -20 -22.5 -17
> 0.5º & up to 1.5º 10 8 12 9 -15 -11 -12 -9
> 1.5º & up to 2.5º 20 15 24 18 -3 -2 -2 -2
> 2.5º & up to 3.5º 30 23 36 27 9 7 8 6
> 3.5º & up to 4.5º 40 30 48 36 21 16 18 13
> 4.5º & up to 5.0º 50 38 60 45 33 25 28 21

Contrary Flexure Turnout

(1) Curved Stock Rail for ML (2) Curved Tongue Rail for ML

C = 11856 mm C = 12935 mm

(3) Curved Tongue Rail for Turnout Side (4) Curved Stock Rail for Turnout Side

C = 12935 mm C = 11856 mm
Sleeper Spacing for 1 in 8½, BG, 60kg TWS (Contrary Flexure Turnout)
Location C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
/ Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along measured along measured along measured along measured along gauge
gauge face of gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock face of stock rail of
tongue rail of rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline mainline
mainline (B ) (B ) (B ) (B ) (B ) (B ) (B ) (B ) (B )
(A )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o Curvature of ML 6o Curvature of ML 7o Curvature of ML 8o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing
SRJ 0 0 0 0 0 0 0 0 0 0
268 268 268 268 268 268 268 268 268 268
1 268 268 268 268 268 268 268 268 268 268
600 600 600 600 600 600 600 600 600 600
2 868 868 868 868 868 868 868 868 868 868
600 600 600 600 600 600 600 600 600 600
3 1468 1468 1468 1468 1468 1468 1468 1468 1468 1468
745 745 745 745 745 745 745 745 745 745
4 2213 2213 2213 2213 2213 2213 2213 2213 2213 2213
560 560 560 560 560 560 560 560 560 560
5 2773 2773 2773 2773 2773 2773 2773 2773 2773 2773
660 600 600 600 600 600 600 600 600 600
6 3433 3373 3373 3373 3373 3373 3373 3373 3373 3373
600 600 600 600 600 600 600 600 600 600
7 4033 3973 3973 3973 3973 3973 3973 3973 3973 3973
600 600 600 600 600 600 600 600 600 600
8 4633 4573 4573 4573 4573 4573 4573 4573 4573 4573
600 600 600 600 600 600 600 600 600 600
9 5233 5173 5173 5173 5173 5173 5173 5173 5173 5173
600 600 600 600 600 600 600 600 600 600
10 5833 5773 5773 5773 5773 5773 5773 5773 5773 5773
600 600 600 600 600 600 600 600 600 600
11 6433 6373 6373 6373 6373 6373 6373 6373 6373 6373
600 600 600 600 600 600 600 600 600 600
12 7033 6973 6973 6973 6973 6973 6973 6973 6973 6973
600 600 600 600 600 600 600 600 600 600
13 7633 7573 7573 7573 7573 7573 7573 7573 7573 7573
564 600 592 584 576 569 561 553 545 537
14 8197 8173 8165 8157 8149 8142 8134 8126 8118 8110
597 600 599 599 598 598 597 597 596 595
15 8794 8773 8764 8756 8747 8740 8731 8723 8714 8705
598 600 599 599 598 598 597 597 596 595
16 9392 9373 9363 9355 9345 9338 9328 9320 9310 9300
598 600 599 599 598 598 597 597 596 595
17 9990 9973 9962 9954 9943 9936 9925 9917 9906 9895
598 600 599 599 598 598 597 597 596 595
18 10588 10573 10561 10553 10541 10534 10522 10514 10502 10490
597 600 599 599 598 598 597 597 596 595
19 11185 11173 11160 11152 11139 11132 11119 11111 11098 11085
598 600 599 599 598 598 597 597 596 595
Sleeper Spacing for 1 in 8½, BG, 60kg TWS (Contrary Flexure Turnout)
Location C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
/ Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along measured along measured along gauge measured along measured along gauge
gauge face of gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock face of stock rail of gauge face of stock face of stock rail of
tongue rail of rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline mainline rail of mainline mainline
mainline (B ) (B ) (B ) (B ) (B ) (B ) (B ) (B ) (B )
(A )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o Curvature of ML 6o Curvature of ML 7o Curvature of ML 8o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing

20 11783 11773 11759 11751 11737 11730 11716 11708 11694 11680
598 600 599 599 598 598 597 597 596 595
21 12381 12373 12358 12350 12335 12328 12313 12305 12290 12275
598 600 599 599 598 598 597 597 596 595
22 12979 12973 12957 12949 12933 12926 12910 12902 12886 12870
597 600 599 599 598 598 597 597 596 595
23 13576 13573 13556 13548 13531 13524 13507 13499 13482 13465
598 600 599 599 598 598 597 597 596 595
24 14174 14173 14155 14147 14129 14122 14104 14096 14078 14060
598 600 599 599 598 598 597 597 596 595
25 14772 14773 14754 14746 14727 14720 14701 14693 14674 14655
598 600 599 599 598 598 597 597 596 595
26 15370 15373 15353 15345 15325 15318 15298 15290 15270 15250
597 600 599 599 598 598 597 597 596 595
27 15967 15973 15952 15944 15923 15916 15895 15887 15866 15845
598 600 599 599 598 598 597 597 596 595
28 16565 16573 16551 16543 16521 16514 16492 16484 16462 16440
598 600 599 599 598 598 597 597 596 595
29 17163 17173 17150 17142 17119 17112 17089 17081 17058 17035
598 600 599 599 598 598 597 597 596 595
30 17761 17773 17749 17741 17717 17710 17686 17678 17654 17630
597 600 600 599 598 598 597 596 596 596
31 18358 18373 18349 18340 18315 18308 18283 18274 18250 18226
598 600 600 599 598 598 597 596 596 596
32 18956 18973 18949 18939 18913 18906 18880 18870 18846 18822
598 600 600 599 598 598 597 596 596 596
33 19554 19573 19549 19538 19511 19504 19477 19466 19442 19418
598 600 600 599 598 597 597 596 596 596
34 20152 20173 20149 20137 20109 20101 20074 20062 20038 20014
597 600 600 599 599 597 597 596 596 596
35 20749 20773 20749 20736 20708 20698 20671 20658 20634 20610
598 600 600 599 599 597 597 596 596 596
36 21347 21373 21349 21335 21307 21295 21268 21254 21230 21206
598 600 600 599 599 597 597 596 596 596
37 21945 21973 21949 21934 21906 21892 21865 21850 21826 21802
598 600 600 599 599 597 597 596 596 596
38 22543 22573 22549 22533 22505 22489 22462 22446 22422 22398
597 600 600 598 599 597 597 596 596 596
39 23140 23173 23149 23131 23104 23086 23059 23042 23018 22994
598 600 600 598 599 597 598 596 596 596
Sleeper Spacing for 1 in 8½, BG, 60kg TWS (Contrary Flexure Turnout)
Location C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
/ Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along measured along measured along measured along measured along
gauge face of gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock
tongue rail of rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline
mainline (B ) (B ) (B ) (B ) (B ) (B ) (B ) (B ) (B )
(A )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o Curvature of ML 6o Curvature of ML 7o Curvature of ML 8o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing Spacing
40 23738 23773 23749 23729 23703 23683 23657 23638 23614 23590
598 600 600 598 599 597 598 596 596 596
41 24336 24373 24349 24327 24302 24280 24255 24234 24210 24186
598 600 600 598 599 597 598 596 596 596
42 24934 24973 24949 24925 24901 24877 24853 24830 24806 24782
550 550 550 550 550 550 550 550 550 550
43 25484 25523 25499 25475 25451 25427 25403 25380 25356 25332
550 550 550 550 550 550 550 550 550 550
44 26034 26073 26049 26025 26001 25977 25953 25930 25906 25882
550 550 550 550 550 550 550 550 550 550
45 26584 26623 26599 26575 26551 26527 26503 26480 26456 26432
550 550 550 550 550 550 550 550 550 550
46 27134 27173 27149 27125 27101 27077 27053 27030 27006 26982
550 550 550 550 550 550 550 550 550 550
47 27684 27723 27699 27675 27651 27627 27603 27580 27556 27532
550 550 550 550 550 550 550 550 550 550
48 28234 28273 28249 28225 28201 28177 28153 28130 28106 28082
550 550 550 550 550 550 550 550 550 550
49 28784 28823 28799 28775 28751 28727 28703 28680 28656 28632
550 550 549 549 548 548 547 547 546 546
50 29334 29373 29348 29324 29299 29275 29250 29227 29202 29178
550 550 549 549 548 548 547 547 546 546
51 29884 29923 29897 29873 29847 29823 29797 29774 29748 29724
550 550 549 549 548 548 547 547 546 546
52 30434 30473 30446 30422 30395 30371 30344 30321 30294 30270
550 550 550 549 549 548 548 547 546 546
53 30984 31023 30996 30971 30944 30919 30892 30868 30840 30816
550 550 550 549 549 548 548 546 547 545
54 31534 31573 31546 31520 31493 31467 31440 31414 31387 31361
Sleeper Spacing for 1 in 12, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
Sleeper No. be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
face of tongue rail of face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline
mainline
(B ) (B ) (B ) (B ) (B ) (B )
(A )
For all locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o

Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
SRJ 0 0 0 0 0 0 0
150 150 150 150 150 150 150
1 150 150 150 150 150 150 150
457 457 457 457 457 457 457
2 607 607 607 607 607 607 607
505 505 505 505 505 505 505
3 1112 1112 1112 1112 1112 1112 1112

745 745 745 745 745 745 745

4 1857 1857 1797 1797 1797 1857 1857
492 492 492 492 492 492 492
5 2349 2349 2349 2349 2349 2349 2349
550 550 550 550 550 550 550
6 2899 2899 2899 2899 2899 2899 2899
550 550 550 550 550 550 550
7 3449 3449 3449 3449 3449 3449 3449
550 550 550 550 550 550 550
8 3999 3999 3999 3999 3999 3999 3999
550 550 550 550 550 550 550
9 4549 4549 4549 4549 4549 4549 4549
550 550 550 550 550 550 550
10 5099 5099 5099 5099 5099 5099 5099
550 550 550 550 550 550 550
11 5649 5649 5649 5649 5649 5649 5649
550 550 550 550 550 550 550
12 6199 6199 6199 6199 6199 6199 6199
550 550 550 550 550 550 550
Sleeper Spacing for 1 in 12, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
Sleeper No. be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
face of tongue rail of face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline
mainline
(B ) (B ) (B ) (B ) (B ) (B )
(A )
For all locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o

Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
13 6749 6749 6749 6749 6749 6749 6749
550 550 550 550 550 550 550
14 7299 7299 7299 7299 7299 7299 7299
550 550 550 550 550 550 550
15 7849 7849 7849 7849 7849 7849 7849
550 550 550 550 550 550 550
16 8399 8399 8399 8399 8399 8399 8399
550 550 550 550 550 550 550
17 8949 8949 8949 8949 8949 8949 8949
550 550 550 550 550 550 550
18 9499 9499 9499 9499 9499 9499 9499
550 550 550 550 550 550 550
19 10049 10049 10049 10049 10049 10049 10049
550 550 550 550 550 550 550

20 10599 10599 10599 10599 10599 10599 10599

526 550 539 529 518 507 497
21 11125 11149 11138 11128 11117 11106 11096
549 550 549 549 548 548 547
22 11674 11699 11687 11677 11665 11654 11643
549 550 549 549 548 548 547
23 12223 12249 12236 12226 12213 12202 12190
549 550 549 549 548 548 547
24 12772 12799 12785 12775 12761 12750 12737
549 550 549 549 548 548 547
25 13321 13349 13334 13324 13309 13298 13284
549 550 549 549 548 548 547
Sleeper Spacing for 1 in 12, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline
No. mainline
(B ) (B ) (B ) (B ) (B ) (B )
(A )
For all locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o

Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
39 21006 21049 21020 21010 20981 20970 20942
549 550 549 549 548 548 547
40 21555 21599 21569 21559 21529 21518 21489
549 550 549 549 548 548 547
41 22104 22149 22118 22108 22077 22066 22036
549 550 549 549 548 548 547
42 22653 22699 22667 22657 22625 22614 22583
549 550 549 549 548 548 547
43 23202 23249 23216 23206 23173 23162 23130
549 550 549 549 548 548 547
44 23751 23799 23765 23755 23721 23710 23677
549 550 550 549 548 548 547
45 24300 24349 24315 24304 24269 24258 24224
549 550 550 549 548 548 547
46 24849 24899 24865 24853 24817 24806 24771
549 550 550 549 548 548 547
47 25398 25449 25415 25402 25365 25354 25318
549 550 550 549 549 548 547
48 25947 25999 25965 25951 25914 25902 25865
549 550 550 549 549 548 547
49 26496 26549 26515 26500 26463 26450 26412
549 550 550 549 549 548 548
50 27045 27099 27065 27049 27012 26998 26960
549 550 550 549 549 548 548
51 27594 27649 27615 27598 27561 27546 27508
549 550 550 549 549 548 548
Sleeper Spacing for 1 in 12, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline
No. mainline
(B ) (B ) (B ) (B ) (B ) (B )
(A )
For all locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o

Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
65 35280 35349 35315 35281 35247 35214 35180
550 550 550 550 550 550 550
66 35830 35899 35865 35831 35797 35764 35730
550 550 550 550 550 550 550
67 36380 36449 36415 36381 36347 36314 36280
550 550 550 550 550 550 550
68 36930 36999 36965 36931 36897 36864 36830
550 550 550 550 550 550 550
69 37480 37549 37515 37481 37447 37414 37380
550 550 550 550 550 550 550
70 38030 38099 38065 38031 37997 37964 37930
550 550 550 550 550 550 550
71 38580 38649 38615 38581 38547 38514 38480
550 550 550 550 550 550 550
72 39130 39199 39165 39131 39097 39064 39030
550 550 550 550 550 550 550
73 39680 39749 39715 39681 39647 39614 39580
550 550 550 550 550 550 550
74 40230 40299 40265 40231 40197 40164 40130
550 550 549 549 548 548 547
75 40780 40849 40814 40780 40745 40712 40677
550 550 549 549 548 548 547
76 41330 41399 41363 41329 41293 41260 41224
550 550 549 549 548 548 547
77 41880 41949 41912 41878 41841 41808 41771
550 550 549 549 548 548 547
Sleeper Spacing for 1 in 12, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline face of stock rail of mainline
No. mainline
(B ) (B ) (B ) (B ) (B ) (B )
(A )
For all locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 4o Curvature of ML 5o

Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
78 42430 42499 42461 42427 42389 42356 42318
550 550 549 549 548 548 547
79 42980 43049 43010 42976 42937 42904 42865
550 550 550 549 549 548 547
80 43530 43599 43560 43525 43486 43452 43412
550 550 550 549 549 548 548
81 44080 44149 44110 44074 44035 44000 43960
550 550 550 549 549 548 548
82 44630 44699 44660 44623 44584 44548 44508
550 550 550 549 549 547 548
83 45180 45249 45210 45172 45133 45095 45056
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
SRJ 0 0 0 0 0 0 0
244 244 244 244 244 244 244
1 244 244 244 244 244 244 244
568 568 568 568 568 568 568
2 812 812 812 812 812 812 812
745 745 745 745 745 745 745
3 1557 1557 1557 1557 1557 1557 1557
522 522 522 522 522 522 522
4 2079 2079 2079 2079 2079 2079 2079
600 600 600 600 600 600 600
5 2679 2679 2679 2679 2679 2679 2679
600 600 600 600 600 600 600
6 3279 3279 3279 3279 3279 3279 3279
600 600 600 600 600 600 600
7 3879 3879 3879 3879 3879 3879 3879
600 600 600 600 600 600 600
8 4479 4479 4479 4479 4479 4479 4479
600 600 600 600 600 600 600
9 5079 5079 5079 5079 5079 5079 5079
600 600 600 600 600 600 600
10 5679 5679 5679 5679 5679 5679 5679
600 600 600 600 600 600 600
11 6279 6279 6279 6279 6279 6279 6279
600 600 600 600 600 600 600
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
12 6879 6879 6879 6879 6879 6879 6879
600 600 600 600 600 600 600
13 7479 7479 7479 7479 7479 7479 7479
600 600 600 600 600 600 600
14 8079 8079 8079 8079 8079 8079 8079
600 600 600 600 600 600 600
15 8679 8679 8679 8679 8679 8679 8679
600 600 600 600 600 600 600
16 9279 9279 9279 9279 9279 9279 9279
600 600 600 600 600 600 600
17 9879 9879 9879 9879 9879 9879 9879
600 600 600 600 600 600 600
18 10479 10479 10479 10479 10479 10479 10479
600 600 600 600 600 600 600
19 11079 11079 11079 11079 11079 11079 11079
600 600 600 600 600 600 600
20 11679 11679 11679 11679 11679 11679 11679
583 600 588 576 565 553 541
21 12262 12279 12267 12255 12244 12232 12220
599 600 599 599 598 598 597
22 12861 12879 12866 12854 12842 12830 12817
600 600 599 599 598 598 597
23 13461 13479 13465 13453 13440 13428 13414
599 600 599 599 598 598 597
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
24 14060 14079 14064 14052 14038 14026 14011
599 600 599 599 598 598 597
25 14659 14679 14663 14651 14636 14624 14608
600 600 599 599 598 598 597
26 15259 15279 15262 15250 15234 15222 15205
599 600 599 599 598 598 597
27 15858 15879 15861 15849 15832 15820 15802
599 600 599 599 598 598 597
28 16457 16479 16460 16448 16430 16418 16399
600 600 599 599 598 598 597
29 17057 17079 17059 17047 17028 17016 16996
599 600 599 599 598 598 597
30 17656 17679 17658 17646 17626 17614 17593
600 600 599 599 598 598 597
31 18256 18279 18257 18245 18224 18212 18190
599 600 599 599 598 598 597
32 18855 18879 18856 18844 18822 18810 18787
599 600 599 599 598 598 597
33 19454 19479 19455 19443 19420 19408 19384
600 600 599 599 598 598 597
34 20054 20079 20054 20042 20018 20006 19981
599 600 599 599 598 598 597
35 20653 20679 20653 20641 20616 20604 20578
599 600 599 599 598 598 597
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
36 21252 21279 21252 21240 21214 21202 21175
600 600 599 599 598 598 597
37 21852 21879 21851 21839 21812 21800 21772
599 600 599 599 598 598 597
38 22451 22479 22450 22438 22410 22398 22369
599 600 599 599 598 598 597
39 23050 23079 23049 23037 23008 22996 22966
600 600 599 599 598 598 597
40 23650 23679 23648 23636 23606 23594 23563
599 600 599 599 598 598 597
41 24249 24279 24247 24235 24204 24192 24160
600 600 599 599 598 598 597
42 24849 24879 24846 24834 24802 24790 24757
599 600 599 599 598 598 597
43 25448 25479 25445 25433 25400 25388 25354
599 600 599 599 598 598 597
44 26047 26079 26044 26032 25998 25986 25951
600 600 599 599 598 598 597
45 26647 26679 26643 26631 26596 26584 26548
599 600 599 599 598 598 597
46 27246 27279 27242 27230 27194 27182 27145
599 600 599 599 598 598 597
47 27845 27879 27841 27829 27792 27780 27742
600 600 599 599 598 598 597
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
48 28445 28479 28440 28428 28390 28378 28339
599 600 599 599 598 598 597
49 29044 29079 29039 29027 28988 28976 28936
599 600 599 599 598 598 597
50 29643 29679 29638 29626 29586 29574 29533
600 600 599 599 598 598 597
51 30243 30279 30237 30225 30184 30172 30130
599 600 599 599 598 598 597
52 30842 30879 30836 30824 30782 30770 30727
599 600 599 599 598 598 597
53 31441 31479 31435 31423 31380 31368 31324
600 600 600 599 598 598 597
54 32041 32079 32035 32022 31978 31966 31921
599 600 600 599 598 598 597
55 32640 32679 32635 32621 32576 32564 32518
600 600 600 599 598 598 597
56 33240 33279 33235 33220 33174 33162 33115
599 600 600 599 598 598 597
57 33839 33879 33835 33819 33772 33760 33712
599 600 600 599 598 598 597
58 34438 34479 34435 34418 34370 34358 34309
600 600 600 599 598 598 597
59 35038 35079 35035 35017 34968 34956 34906
599 600 600 599 598 598 597
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
60 35637 35679 35635 35616 35566 35554 35503
599 600 600 599 598 597 597
61 36236 36279 36235 36215 36164 36151 36100
600 600 600 599 598 597 597
62 36836 36879 36835 36814 36762 36748 36697
599 600 600 599 599 597 597
63 37435 37479 37435 37413 37361 37345 37294
599 600 600 599 599 597 597
64 38034 38079 38035 38012 37960 37942 37891
600 600 600 599 599 597 597
65 38634 38679 38635 38611 38559 38539 38488
599 600 600 599 599 597 597
66 39233 39279 39235 39210 39158 39136 39085
600 600 600 599 599 597 597
67 39833 39879 39835 39809 39757 39733 39682
599 600 600 599 599 597 597
68 40432 40479 40435 40408 40356 40330 40279
599 600 600 599 599 597 597
69 41031 41079 41035 41007 40955 40927 40876
600 600 600 598 599 597 597
70 41631 41679 41635 41605 41554 41524 41473
599 600 600 598 599 597 598
71 42230 42279 42235 42203 42153 42121 42071
599 600 600 598 599 597 598
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
72 42829 42879 42835 42801 42752 42718 42669
600 600 600 598 599 597 598
73 43429 43479 43435 43399 43351 43315 43267
599 600 600 598 599 597 598
74 44028 44079 44035 43997 43950 43912 43865
599 600 600 598 599 597 598
75 44627 44679 44635 44595 44549 44509 44463
600 600 600 598 599 597 598
76 45227 45279 45235 45193 45148 45106 45061
600 600 600 598 599 597 598
77 45827 45879 45835 45791 45747 45703 45659
600 600 600 600 600 600 600
78 46427 46479 46435 46391 46347 46303 46259
600 600 600 600 600 600 600
79 47027 47079 47035 46991 46947 46903 46859
600 600 600 600 600 600 600
80 47627 47679 47635 47591 47547 47503 47459
600 600 600 600 600 600 600
81 48227 48279 48235 48191 48147 48103 48059
600 600 600 600 600 600 600
82 48827 48879 48835 48791 48747 48703 48659
600 600 600 600 600 600 600
83 49427 49479 49435 49391 49347 49303 49259
600 600 600 600 600 600 600
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
84 50027 50079 50035 49991 49947 49903 49859
600 600 600 600 600 600 600
85 50627 50679 50635 50591 50547 50503 50459
600 600 600 600 600 600 600
86 51227 51279 51235 51191 51147 51103 51059
600 600 600 600 600 600 600
87 51827 51879 51835 51791 51747 51703 51659
600 600 599 599 598 598 597
88 52427 52479 52434 52390 52345 52301 52256
600 600 599 599 598 598 597
89 53027 53079 53033 52989 52943 52899 52853
600 600 599 599 598 598 597
90 53627 53679 53632 53588 53541 53497 53450
600 600 599 599 598 598 597
91 54227 54279 54231 54187 54139 54095 54047
600 600 599 599 598 598 597
92 54827 54879 54830 54786 54737 54693 54644
600 600 599 599 598 598 597
93 55427 55479 55429 55385 55335 55291 55241
600 600 599 599 598 598 597
94 56027 56079 56028 55984 55933 55889 55838
600 600 599 599 598 598 597
95 56627 56679 56627 56583 56531 56487 56435
600 600 600 599 598 598 597
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Contrary Flexure Turnout)
Location/ C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to C/C spacing of sleepers to
be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge be measured along gauge
Sleeper face of tongue rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of face of stock rail of
No. mainline mainline mainline mainline mainline mainline mainline
(A ) (B ) (B ) (B ) (B ) (B ) (B )
o o o o
All locations Mainline - Straight Curvature of ML 1 Curvature of ML 2 Curvature of ML 3 Curvature of ML 4 Curvature of ML 5o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing Spacing
96 57227 57279 57227 57182 57129 57085 57032
600 600 600 599 598 598 597
97 57827 57879 57827 57781 57727 57683 57629
600 600 600 599 599 597 597
98 58427 58479 58427 58380 58326 58280 58226
600 600 600 599 599 597 597
99 59027 59079 59027 58979 58925 58877 58823
600 600 600 598 599 597 598
100 59627 59679 59627 59577 59524 59474 59421
600 600 600 598 599 597 598
101 60227 60279 60227 60175 60123 60071 60019
Annexure- 4/7

Pre-curving requirements and revised sleeper spacing of 1 in 12 & 1 in 16 Thick Web

Switches for Similar Flexure Turnouts

a) 1 in 12, BG 60kg Thick Web Switch in Similar Flexure Turnout

Curvature Group Applicable range of
degree of curvature
Straight Up to 0.5º
1º > 0.5º & up to 1.5º
2º > 1.5º & up to 2.0º

b) 1 in 16, BG 60kg Thick Web Switch in Similar Flexure Turnout

Curvature Group Applicable range of
degree of curvature
Straight Up to 0.5º
1º > 0.5º & up to 1.5º
2º > 1.5º & up to 2.5º
3º > 2.5º & up to 3.5º
3.75º > 3.5º & up to 3.75º
Pre-curving of Tongue Rails (TR) & Stock Rails (SR) for 1 in 12, BG 60kg Turnout
with Zu-1-60/60E1A1 Thick-Web Switches for Similar Flexure

Applicable range of Versine in mm for Main Line Track Versine in mm for Diverging Track
degree of curvature For Stock Rail For Tongue Rail For Tongue For Stock Rail
Rail
A B C D E F G H
(MID) (QTR) (MID) (QTR) (MID) (QTR) (MID) (QTR)
Up to 0.5º 0 0 0 0 44 33 40 30
> 0.5º & up to 1.5º 10 8 11 8 55 41 50 38
> 1.5º & up to 2.0º 20 15 22 17 66 50 60 45

Similar Flexure Turnout

(1) Curved Stock Rail for ML (2) Curved Tongue Rail for ML

C = 11856 mm C = 12480 mm

(3) Curved Tongue Rail for Turnout Side (4) Curved Stock Rail for Turnout Side

C = 12480 mm C = 11856 mm
Pre-curving of Tongue Rails (TR) & Stock Rails (SR) for 1 in 16, BG 60kg Turnout
with Zu-1-60/60E1A1 Thick-Web Switches for Similar Flexure

Applicable range of Versine in mm for Main Line Track Versine in mm for Diverging Track
degree of curvature For Stock Rail For Tongue Rail For Tongue For Stock Rail
Rail
A B C D E F G H
(MID) (QTR) (MID) (QTR) (MID) (QTR) (MID) (QTR)
Up to 0.5º 0 0 0 0 27 20 22 17
> 0.5º & up to 1.5º 10 8 12 9 39 29 33 24
> 1.5º & up to 2.5º 20 15 24 18 51 38 43 32
> 2.5º & up to 3.5º 30 23 36 27 63 47 53 40
> 3.5º & up to 3.75º 38 28 45 34 71 54 60 45

Similar Flexure Turnout

(1) Curved Stock Rail for ML (2) Curved Tongue Rail for ML

C = 11856 mm C = 12935 mm

(3) Curved Tongue Rail for Turnout Side (4) Curved Stock Rail for Turnout Side

C = 12935 mm C = 11856 mm
Sleeper Spacing for 1 in 12, BG, 60kg TWS (Similar Flexure Turnout)

Location/ C/C spacing of sleepers to be C/C spacing of sleepers to be C/C spacing of sleepers to be C/C spacing of sleepers to be
measured along gauge face of measured along gauge face of measured along gauge face of measured along gauge face of
Sleeper No.
tongue rail of mainline stock rail of mainline stock rail of mainline stock rail of mainline
(A ) (B ) (B ) (B )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing
80 43530 43599 43638 43673
550 550 550 551
81 44080 44149 44188 44224
550 550 550 551
82 44630 44699 44738 44775
550 550 550 551
83 45180 45249 45288 45326
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Similar Flexure Turnout)
Location/ C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along
gauge face of tongue gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock
rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline
(A ) (B ) (B ) (B ) (B ) (B )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 3.75o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing
SRJ 0 0 0 0 0 0
244 244 244 244 244 244
1 244 244 244 244 244 244
568 568 568 568 568 568
2 812 812 812 812 812 812
745 745 745 745 745 745
3 1557 1557 1557 1557 1557 1557
522 522 522 522 522 522
4 2079 2079 2079 2079 2079 2079
600 600 600 600 600 600
5 2679 2679 2679 2679 2679 2679
600 600 600 600 600 600
6 3279 3279 3279 3279 3279 3279
600 600 600 600 600 600
7 3879 3879 3879 3879 3879 3879
600 600 600 600 600 600
8 4479 4479 4479 4479 4479 4479
600 600 600 600 600 600
9 5079 5079 5079 5079 5079 5079
600 600 600 600 600 600
10 5679 5679 5679 5679 5679 5679
600 600 600 600 600 600
11 6279 6279 6279 6279 6279 6279
600 600 600 600 600 600
12 6879 6879 6879 6879 6879 6879
600 600 600 600 600 600
13 7479 7479 7479 7479 7479 7479
600 600 600 600 600 600
14 8079 8079 8079 8079 8079 8079
600 600 600 600 600 600
15 8679 8679 8679 8679 8679 8679
600 600 600 600 600 600
16 9279 9279 9279 9279 9279 9279
600 600 600 600 600 600
17 9879 9879 9879 9879 9879 9879
600 600 600 600 600 600
18 10479 10479 10479 10479 10479 10479
600 600 600 600 600 600
19 11079 11079 11079 11079 11079 11079
600 600 600 600 600 600
20 11679 11679 11679 11679 11679 11679
583 600 612 624 635 644
21 12262 12279 12291 12303 12314 12323
599 600 601 601 602 602
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Similar Flexure Turnout)
Location/ C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along
gauge face of tongue gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock
rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline
(A ) (B ) (B ) (B ) (B ) (B )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 3.75o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing
22 12861 12879 12892 12904 12916 12925
600 600 601 601 602 602
23 13461 13479 13493 13505 13518 13527
599 600 601 601 602 602
24 14060 14079 14094 14106 14120 14129
599 600 601 601 602 602
25 14659 14679 14695 14707 14722 14731
600 600 601 601 602 602
26 15259 15279 15296 15308 15324 15333
599 600 601 601 602 602
27 15858 15879 15897 15909 15926 15935
599 600 601 601 602 602
28 16457 16479 16498 16510 16528 16537
600 600 601 601 602 602
29 17057 17079 17099 17111 17130 17139
599 600 601 601 602 602
30 17656 17679 17700 17712 17732 17741
600 600 601 601 602 602
31 18256 18279 18301 18313 18334 18343
599 600 601 601 602 602
32 18855 18879 18902 18914 18936 18945
599 600 601 601 602 602
33 19454 19479 19503 19515 19538 19547
600 600 601 601 602 602
34 20054 20079 20104 20116 20140 20149
599 600 601 601 602 602
35 20653 20679 20705 20717 20742 20751
599 600 601 601 602 602
36 21252 21279 21306 21318 21344 21353
600 600 601 601 602 602
37 21852 21879 21907 21919 21946 21955
599 600 601 601 602 602
38 22451 22479 22508 22520 22548 22557
599 600 601 601 602 602
39 23050 23079 23109 23121 23150 23159
600 600 601 601 602 602
40 23650 23679 23710 23722 23752 23761
599 600 601 601 602 602
41 24249 24279 24311 24323 24354 24363
600 600 601 601 602 602
42 24849 24879 24912 24924 24956 24965
599 600 601 601 602 602
43 25448 25479 25513 25525 25558 25567
599 600 601 601 602 602
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Similar Flexure Turnout)
Location/ C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along
gauge face of tongue gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock
rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline
(A ) (B ) (B ) (B ) (B ) (B )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 3.75o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing
44 26047 26079 26114 26126 26160 26169
600 600 601 601 602 602
45 26647 26679 26715 26727 26762 26771
599 600 601 601 602 602
46 27246 27279 27316 27328 27364 27373
599 600 601 601 602 602
47 27845 27879 27917 27929 27966 27975
600 600 601 601 602 602
48 28445 28479 28518 28530 28568 28577
599 600 601 601 602 602
49 29044 29079 29119 29131 29170 29179
599 600 601 601 602 602
50 29643 29679 29720 29732 29772 29781
600 600 601 601 602 602
51 30243 30279 30321 30333 30374 30383
599 600 601 601 602 602
52 30842 30879 30922 30934 30976 30985
599 600 601 601 602 602
53 31441 31479 31523 31535 31578 31587
600 600 600 601 602 602
54 32041 32079 32123 32136 32180 32189
599 600 600 601 602 602
55 32640 32679 32723 32737 32782 32791
600 600 600 601 602 602
56 33240 33279 33323 33338 33384 33393
599 600 600 601 602 602
57 33839 33879 33923 33939 33986 33995
599 600 600 601 602 602
58 34438 34479 34523 34540 34588 34597
600 600 600 601 602 602
59 35038 35079 35123 35141 35190 35199
599 600 600 601 602 602
60 35637 35679 35723 35742 35792 35801
599 600 600 601 602 602
61 36236 36279 36323 36343 36394 36403
600 600 600 601 602 602
62 36836 36879 36923 36944 36996 37005
599 600 600 601 601 602
63 37435 37479 37523 37545 37597 37607
599 600 600 601 601 602
64 38034 38079 38123 38146 38198 38209
600 600 600 601 601 602
65 38634 38679 38723 38747 38799 38811
599 600 600 601 601 602
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Similar Flexure Turnout)
Location/ C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along
gauge face of tongue gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock
rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline
(A ) (B ) (B ) (B ) (B ) (B )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML Curvature of ML Curvature of ML
2o 3o 3.75o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing
66 39233 39279 39323 39348 39400 39413
600 600 600 601 601 602
67 39833 39879 39923 39949 40001 40015
599 600 600 601 601 602
68 40432 40479 40523 40550 40602 40617
599 600 600 601 601 603
69 41031 41079 41123 41151 41203 41220
600 600 600 602 601 603
70 41631 41679 41723 41753 41804 41823
599 600 600 602 601 603
71 42230 42279 42323 42355 42405 42426
599 600 600 602 601 603
72 42829 42879 42923 42957 43006 43029
600 600 600 602 601 603
73 43429 43479 43523 43559 43607 43632
599 600 600 602 601 603
74 44028 44079 44123 44161 44208 44235
599 600 600 602 601 603
75 44627 44679 44723 44763 44809 44838
600 600 600 602 601 603
76 45227 45279 45323 45365 45410 45441
600 600 600 602 601 603
77 45827 45879 45923 45967 46011 46044
600 600 600 600 600 600
78 46427 46479 46523 46567 46611 46644
600 600 600 600 600 600
79 47027 47079 47123 47167 47211 47244
600 600 600 600 600 600
80 47627 47679 47723 47767 47811 47844
600 600 600 600 600 600
81 48227 48279 48323 48367 48411 48444
600 600 600 600 600 600
82 48827 48879 48923 48967 49011 49044
600 600 600 600 600 600
83 49427 49479 49523 49567 49611 49644
600 600 600 600 600 600
84 50027 50079 50123 50167 50211 50244
600 600 600 600 600 600
85 50627 50679 50723 50767 50811 50844
600 600 600 600 600 600
86 51227 51279 51323 51367 51411 51444
600 600 600 600 600 600
87 51827 51879 51923 51967 52011 52044
600 600 601 601 602 602
Sleeper Spacing for 1 in 16, BG, 60kg TWS (Similar Flexure Turnout)
Location/ C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of C/C spacing of
Sleeper sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be sleepers to be
No. measured along measured along measured along measured along measured along measured along
gauge face of tongue gauge face of stock gauge face of stock gauge face of stock gauge face of stock gauge face of stock
rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline rail of mainline
(A ) (B ) (B ) (B ) (B ) (B )
All locations Mainline - Straight Curvature of ML 1o Curvature of ML 2o Curvature of ML 3o Curvature of ML 3.75o
Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative Spacing Cumulative
Spacing Spacing Spacing Spacing Spacing Spacing
88 52427 52479 52524 52568 52613 52646
600 600 601 601 602 602
89 53027 53079 53125 53169 53215 53248
600 600 601 601 602 602
90 53627 53679 53726 53770 53817 53850
600 600 601 601 602 602
91 54227 54279 54327 54371 54419 54452
600 600 601 601 602 602
92 54827 54879 54928 54972 55021 55054
600 600 601 601 602 602
93 55427 55479 55529 55573 55623 55656
600 600 601 601 602 602
94 56027 56079 56130 56174 56225 56258
600 600 601 601 602 602
95 56627 56679 56731 56775 56827 56860
600 600 600 601 602 602
96 57227 57279 57331 57376 57429 57462
600 600 600 601 602 602
97 57827 57879 57931 57977 58031 58064
600 600 600 601 601 602
98 58427 58479 58531 58578 58632 58666
600 600 600 601 601 602
99 59027 59079 59131 59179 59233 59268
600 600 600 602 601 603
100 59627 59679 59731 59781 59834 59871
600 600 600 602 601 603
101 60227 60279 60331 60383 60435 60474
CHAPTER – 5
TRACK MONITORING & TOLERANCES
PART – A
Track Monitoring
501 General - Inspections by individuals on foot or by trolley, locomotive, and rear vehicle
enable the Permanent Way staff to carry out assessment of the quality of track based
on their expertise and experience. For objective assessment of track quality, the
following mechanized means are being used on Indian Railways.
(1) Track Recording Car
(2) Oscillation Monitoring System
(ACS – 3)
502 Track Recording Cars: - These enable collection of discrete values of various track
geometry Parameters on selected sampling interval under loaded condition. The
TRCs work on inertial principle of measurements for various track geometry
parameters except Gauge.
(1) Inertial Principle of Measurements:-
TRC measures lateral and vertical accelerations with the help of accelerometers
placed at coach floor / bogie frame. The acceleration values obtained are integrated
twice to get loci of the location of accelerometers. The relative displacements between
rail and accelerometer locations are obtained from displacement transducers
(LVDT)/LASER based contactless sensors. The loci of accelerometers are combined
with relative displacement between accelerometers and rail obtained from sensors to
derive the vertical and lateral profile of the rail. These measurements are further
corrected for roll and yaw motion of coach using gyroscopes.
(2) Gauge Measurement:-
For measurement of Gauge Parameter, the following types of Gauge sensors are in
use on Indian Railways:
(a) Contact gauge sensor (used up to maximum recording speed of 100 Kmph); and
(b) Contactless laser based gauge sensor (used up to maximum recording speed of
160 Kmph);
503 Quick Calibration, Recording and Speed:-
(1) Before start of any run (day light hours only), it should be ensured that quick calibration
of the system has been done satisfactorily.
(2) The track recording car specials must have a through run over the section between
two major stations and run through main lines only at all stations.
(3) The track parameter recording is independent of speed above a minimum speed of
20 Kmph (needed for inertial platform); however, the Track Recording Cars should be
run at the maximum speed of Section/TRC for objective assessment of ride quality in
terms of acceleration peaks and Ride Index. Any recording done below speed of 20
Kmph is taken as "Non-recorded".

232
504 Arrangements for Running Track Recording Car:-
(1) On receipt of monthly program for running of TRCs on various zonal railways issued
by RDSO, Zonal Railways shall arrange for suitable power, crew, consumables and
path for an uninterrupted run of the Track Recording Car as per RDSO program.
(2) ADENs & SSEs headquartered at originating / halting stations shall coordinate for
proper placement, watering, charging, and other assistance for the TRC special.
505 Officials to Accompany the TRC run:-
Sectional Sr. DEN/DEN, ADEN and SSE/P.Way (In-charge) shall accompany TRC
run in their sections.
Sectional Sr. DEN/DEN shall ensure proper liaison in the control office for suitable
path and monitoring of the TRC special.
The soft copy of TRC recording shall be provided by RDSO officials and the same
shall be uploaded in TMS.
506 Frequency of Track Recording:-
The frequency of Track geometry monitoring by TRC is as under:
SN Speed Slab Frequency
i) Routes with speeds above 130 Kmph Once in 2 months
ii) Routes with speeds above 110 Kmph & up to 130 Kmph Once in 4 months
iii) Routes with speeds up to 110 Kmph Once in 6 months

507 Track Geometry Parameters Recorded by TRC: - The following track geometry
parameters are measured by the Track Recording Cars:
(1) Unevenness of left & right rail (on two selected chords)
(2) Alignment of left & right rail (on two selected chords)
(3) Twist (calculated on two selected bases)
(4) Variation of gauge over nominal gauge, which is 1676 mm for IR.
(5) Vertical and lateral accelerations on coach floor above bogie pivot, in test vehicles
(Locomotive)
(6) Curve details (only in contactless laser based TRCs)
(7) Speed of recording
508 Chords for Measurements/Report:-
Both types of TRCs have the ability to measure and calculate track geometry
parameters on two user selectable chords/bases in the range of 2 to 20 metres. The
shorter one is termed as short chord/base and the other one as long chord/base
(denoted by suffix 1 & 2 respectively). The length of short and long chord/base for
track monitoring are as under:
SN Parameter Short Chord / Base (m) Long Chord/ Base (m)
1 Unevenness 9.0 (UN-1) 18.0 (UN-2)
2 Alignment 9.0 (AL-1) 15.0 (AL-2)
3 Twist 3.0 (TW-1) 15.0 (TW-2)
509 Reporting of TRC Results:-
While recording the track parameters, on-line reports are generated by TRC for each
block of 200 metre and for the entire kilometre:
(1) Details of every block of 200 m:-

233
(a) Standard Deviation values of Unevenness of left & right rail on short and long chord
(b) Standard Deviation value of Alignment of left & right rail on short and long chord
(c) Average of Variation of gauge over nominal gauge (1676 mm)
(d) Maintenance Instructions corresponding to Gauge (MI-G) based on Need Based
Maintenance Limit (NBML) and Urgent Maintenance Limit (UML) values for
average/mean gauge
(e) Average speed
(f) Vertical and Lateral Ride Index on coach floor above bogie pivot (accelerometer
location) and in test vehicle (Locomotive) in Laser Contact less TRCs
(g) Parameter Index for Unevenness (UNI-1 & UNI-2) and Alignment (ALI-1 & ALI-2)
on short and long chords.
(h) Track Quality Index (TQI) on both short and long chord i.e., TQI-S and TQI-L
(i) Composite Track Quality Index for Sections having Speed > 100 Kmph (TQI-C)
(j) Maintenance Instructions corresponding to SD (MI-SD) based on PML and NBML
for Unevenness and Alignment
(2) Results reported for whole kilometre:
(a) Total number of peaks above Need Based Maintenance Limits (NBML) on long
chord and short chord for Alignment and Unevenness.
(b) Total number of peaks above Need Based Maintenance Limits (NBML) and Urgent
Maintenance Limit (UML) on short base for Twist.
(c) Total number of peaks above Need Based Maintenance Limits (NBML) and Urgent
Maintenance Limit (UML) for Gauge.
(d) Total number of peaks above Urgent Maintenance Limit (UML) for vertical and
lateral acceleration.
(e) Parameter Indices for Unevenness (UNI-1 & UNI-2) and Alignment (ALI-1 & ALI-
2) on short and long chord.
(f) Track Quality Index (TQI) on both short and long chord i.e. TQI-S and TQI-L.
(g) Composite Track Quality Index for sections having speed > 100 Kmph (TQI-C).
(h) Average speed.
(i) Vertical and Lateral Ride Index on coach floor above bogie pivot (at accelerometer
location).
(j) 10 highest peak values of alignment and unevenness Parameters with location on
long and short chord out of the maximum peak values measured for each 50 m
block of a kilometer.
(k) 10 highest peak values of Twist Parameter with location on short base out of the
maximum peak values measured for each 50 m block of a kilometer.
(l) 10 highest peak values of variation of Gauge (over nominal gauge of 1676 mm)
parameter with location out of the maximum peak values measured for each 50 m
block of a kilometer.
(m) 10 highest peak values of vertical and lateral accelerations with location out of the
maximum peak values measured for each 50 m block of a kilometer.
(n) 10 maximum peak values of Twist on short base exceeding Urgent Maintenance
Limits (UML) with location.
(o) 10 maximum peak values of Gauge (over nominal gauge of 1676 mm) exceeding
Urgent Maintenance Limits (UML) with location.
(p) 10 maximum peak values of vertical and lateral accelerations exceeding Urgent
Maintenance Limits (UML) with location.

234
(3) SMS alerts would be generated for cases of exceedances of UML during TRC
recordings. These alerts would be sent through TMS to concern JE/P.Way,
SSE/P.Way, ADEN and sectional DEN/Sr.DEN along with Sr.DEN/Coordination.

510 Action to be Taken After Track Recording by TRC:-

(1) Spots/blocks requiring attention as per Parameter limits, and acceleration peak limits
set as UML should be noted by the ADEN and SSE/P.Way accompanying the car for
giving requisite action/attentions as per Para 521.
(2) Track recording results should be uploaded in TMS by SSE/In-charge of TRC after
end of days recording and analyzed in the Divisional Office.
(a) A comparison of the records of each section shall be made with the previous run.
(b) Analysis shall be done for identifying the blocks/locations needing Planned, Need
Based and Urgent attention for onward transmission to concerned maintenance
units.
(c) Analysis of data to generate various reports/charts using TRC offline software or
through TMS to take up the maintenance and precautionary action as detailed in
Para 523. Alerts with respect to UML will also be generated by TMS after uploading
of data in TMS.
(d) Maintenance units shall take action for maintenance as detailed in Para 523.
511 Parameter Indices:-
For characterization of the Track Quality, the Parameter wise Indices viz. Unevenness
index (UNI-1 and UNI-2) and Alignment Index (ALI-1 and ALI-2) on short and long
chord for each block of 200 m are computed as under:
(1) Alignment Index:
(a) On Short Chord (ALI1):
((끫殌끫殌끫殀−끫歨끫歨끫歨−1 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫歨−1 ))
−[ ]
끫歨끫歾끫歨1 = 100 × 끫殊 ((1.3×끫殌끫殌끫殂끫殂끫殀끫歨−끫歨끫歨−1 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫歨−1 ))

(b) On Long Chord (ALI2):

((끫殌끫殌끫殀−끫歨끫歨끫歨−2 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫歨−2 ))
−[ ]
끫歨끫歾끫歨2 = 100 × 끫殊 ((1.3×끫殌끫殌끫殂끫殂끫殀끫歨−끫歨끫歨−2 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫歨−2 ))

(2) Unevenness Index:

(a) On Short Chord (UNI1):
((끫殌끫殌끫殀−끫歨끫歨끫殂−1 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫殂−1 ))
−[ ]
끫殐끫殐끫歨1 = 100 × 끫殊 ((1.3×끫殌끫殌끫殂끫殂끫殀끫歨−끫歨끫殂−1 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫殂−1 ))

(b) On Long Chord (UNI2):

((끫殌끫殌끫殀−끫歨끫歨끫殂−2 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫殂−2 ))
−[ ]
끫殐끫殐끫歨2 = 100 × 끫殊 ((1.3×끫殌끫殌끫殂끫殂끫殀끫歨−끫歨끫殂−2 −(끫殌끫殌끫殂끫殂끫歨−끫歨끫殂−2 ))

Where,
ALI1 Alignment Index on short chord i.e. on 9.0 metre chord
ALI2 Alignment Index on long chord i.e. on 15.0 metre chord
UNI1 Unevenness Index on short chord i.e. on 9.0 metre chord
UNI2 Unevenness Index on long chord i.e. on 18.0 metre chord
SDM-AAL-1 Average of measured SD value of alignment of left and right rail on short chord
SDNTL-AL-1 SD value of New Track Limit of alignment on short chord
SDNBML-AL-1 SD value of Need Based Maintenance Limit of alignment on short chord
SDM-AAL-2 Average of measured SD value of alignment of left and right rail on long chord
SDNTL-AL-2 SD value of New Track Limit of alignment on long chord
SDNBML-AL-2 SD Value of Need Based Maintenance Limit of alignment on long chord
SDM-AUN-1 Average of measured SD value of unevenness of left and right rail on short chord
SDNTL-UN-1 SD value of New Track Limit of unevenness of short chord

235
SDNBML-UN-1 SD value of Need Based Maintenance limit of unevenness on short chord
SDM-AUN-2 Average of measured SD value of uneveness of left and right rail on long chord
SDNTL-UN-2 SD value of New Track Limit of unevenness on long chord
SDNBML-UN-2 SD value of Need Based Maintenance Limit of unevenness on long chord

512 Track Quality Index (TQI):-

(1) TQI is prescribed for overall assessment of track quality for IR routes categorized in
four different speed bands. The TQI could be worked out by expressions given in (a)
and (b) below using indices for short chord (for all speeds) as well as long chord (for
speeds more than 100 Kmph) respectively. Additionally, a composite TQI can also be
calculated by expressions given in (c) below.
(a) On Short Chord
끫殐끫殐끫歨1 + 끫歨끫歾끫歨1
끫殎끫殎끫歨끫殌 = ( )
2
(b) On Long Chord (For Speed >100 Kmph only)
끫殐끫殐끫歨2 + 끫歨끫歾끫歨2
끫殎끫殎끫歨끫歾 = ( )
2
(c) Composite Track Quality Index (For Speed >100 Kmph only)
끫殐끫殐끫歨1 + 끫歨끫歾끫歨1 + 끫殐끫殐끫歨2 + 끫歨끫歾끫歨2
끫殎끫殎끫歨끫歬 = ( )
4
(2) The TQI values based on the above expressions are only an indicator; the actual
maintenance of track shall be planned on the basis of SD values and peak values of
different track parameters in comparison to respective benchmark values.
513 Oscillation Monitoring System:-
This equipment measures the track performance by measurement of vehicles
response in terms of vertical and lateral accelerations. The real time output of the
equipment is in the form of value of peaks exceeding the limiting value, their locations,
and Ride index. These values are available for both vertical and lateral accelerations.
(1) The OMS equipment used for oscillation monitoring uses a portable accelerometer
and transducers converting the oscillations into electrical signals, which can be
recorded electronically and processed. The OMS equipment used should preferably
be GPS enabled.
(2) (i) The OMS equipment shall be kept in the rearmost coach of the fastest train in the
section or in a dedicated coach, which shall be attached, as last vehicle, to the fastest
train in the section.
(ii) The OMS equipment shall be kept on the coach floor (as close to the bogie pivot
as possible) on the free end of the coach.
(3) The stored data should be uploaded in TMS for analysis and maintenance planning.
514 Frequency of OMS Recording:-
(1) On routes having speed above 100 Kmph – Once every month
(2) Others routes – Once in two months
515 Recording of Defects:-
To assess the track quality, vertical and lateral acceleration peaks of 0.15g or above are to
be considered.
(ACS – 3)
236
516 Classification of Track Quality:-
For judging the track quality, the following criteria could be used (average total number of
peaks per km) to classify a continuous section for track quality (SSE/P Way’s
jurisdiction/Subdivision/division):

Track Quality
Very Good Good Average
Section Speed

Speed Above 110 Kmph Less than 1.0 1-2 Greater than 2

Others Less than 1.5 1.5-3.0 Greater than 3

517 (Deleted) (ACS – 3)

518 (Deleted) (ACS – 3)

237
PART – B
Track Tolerances
519 General - The track deteriorates structurally and geometrical Parameters de-grade
with the passage of traffic resulting in decline in ride quality. The rate of deterioration of the
track depends on the quality of track at that point in time. Various limits for track geometrical
Parameters are laid down to assess the ride quality of track and to plan necessary
maintenance interventions during the service life.
520 New Track Tolerances:- (Back to Para 716)
(1) Utmost care should be taken during linking of track to ensure good quality of work. As
a good practice, the laying standards of track geometry for track laid with new material
are as under: (To be measured three months after speed is raised to normal).
(2) For measurements recorded by TRC.
(a) SD Values for Unevenness and Alignment:
Sl. Speed upto 100 Speed above 100 Kmph and up
Parameter
No. Kmph to 160 Kmph
1. UN-1 2.0 mm 1.4 mm
2. UN-2 - 1.9 mm
3. AL-1 1.4 mm 1.1 mm
4. AL-2 - 1.3 mm
(b) Peak Values for Unevenness and Alignment:
Sl. Speed upto Speed above 100 Kmph and
Parameter
No. 100 Kmph upto 160 Kmph
1. UN-1 6.0 mm 4.0 mm
2. UN-2 - 6.0 mm
3. AL-1 4.0 mm 3.0 mm
4. AL-2 - 4.0 mm
(3) For measurements recorded in floating conditions: (Back to Para 429, 715, 716)
(a) Gauge:
For new track and through renewal of track, following tolerances would be applicable-
(i) For straight including curves of radius up to 350 m and more: -5 mm to +3 mm
(ii) For curves of radius less than 350 m: Up to +10 mm
(b) Other parameters:
S.
Parameter Description of Measurement Value
No
1 Gauge Sleeper to sleeper variation 2 mm
Expansion Over average gap worked out by recording 20
2 ± 2 mm
gap successive gaps
Low joints not permitted High joints not more than + 2 mm
3 Joints
Squareness of joints on straight ±10 mm
Spacing of
4 With respect to theoretical spacing ± 20 mm
sleepers
5 Cross level To be recorded on every 4th sleeper ± 3 mm
6 On straight on 10 m Chord ± 2 mm
Variation over theoretical versines: (On 20 m Chord).
7 5 mm
Alignment On curves of Radius more than 600 m
Variation over theoretical versines: (On 20 m Chord).
8
On curves of Radius less than 600 m 10 mm
Longitudinal Variation with reference to approved longitudinal
9 50 mm
level sections.

238
521 Planning of Maintenance – (Back to Para 510)
For planning/taking up maintenance of track in respect of Alignment, Unevenness,
Gauge and Twist Parameters based on TRC results, track shall be categorized under
following three categories:
(1) Track requiring planned maintenance
(2) Track requiring need based maintenance
(3) Track requiring urgent maintenance
(a) Planned Maintenance Limit (PML) –
(i) These tolerances provide a guidance to plan through maintenance of track in a
complete block section. These Limits, if exceeded, require that track geometry
condition be analysed and considered for planned maintenance operations.
(ii) The Planned Maintenance Limits (PML) for Unevenness and Alignment are
based on Standard Deviation (SD) values, as these Parameters affect Ride
quality.
(iii) Peak based limits are not stipulated for unevenness and alignment for planned
maintenance as the planned maintenance is to be carried out by track machines
for which the planning will be based on standard deviation values only.
(b) Need Based Maintenance Limit (NBML) –
(i) These limits are defined for applying timely correction before the defects size
grows to the level of Urgent Maintenance Limit (UML); requiring traffic slow
down. Allowable time for attention to defects exceeding the NBML would
depend upon the magnitude of the defects and various factors affecting track
geometry deterioration such as sectional speed, axle load, traffic volume etc.
(ii) The Need Based Maintenance Limits (NBML) are based on Standard Deviation
and peak values for Unevenness and Alignment. For Gauge and Twist, these
limits are based on peak values.
(c) Urgent Maintenance Limits (UML) –
(i) These limits are so specified that upon their exceedances, the permitted speed
should be reduced; which can be restored only after attending the track.
(ii) These are laid in terms of acceleration limits on comfort consideration and peak
values for Gauge and Twist.
522 Maintenance Limits for Different Speed Bands: Based on TRC and OMS
results, various limits of PML NBML and UML for Unevenness, Alignment, Gauge and
Twist Parameters for different speed bands are stipulated as under:
(1) For Speeds up to 100 Kmph:
Planned Need Based Urgent
SN Parameter Maintenance Maintenance Limit Maintenance
Limit (PML) (NBML) Limit (UML)
1 Unevenness
SD-6.8 mm
1.1 UN-1 SD-5.0 mm
Peak-20 mm Vertical and
1.2 UN-2 - - lateral
2 Alignment acceleration
SD-4.9 mm peak of 0.30 g
2.1 AL-1 SD-3.3 mm
Peak -15 mm
2.2 AL-2 - -

239
3 Gauge
3.1 Mean gauge over 200 m section over nominal gauge
-10 mm to + 12
(a) Straight - -8 mm to +10 mm
mm
-7 mm to +17
(b) Curve with radius 440 m or more - -5 mm to +14 mm
mm
Curve with radius less than 440 m
-7 mm to +20
(c) (Permissible speed as per relevant - -5 mm to +18 mm
mm
Para of IRPWM)
3.2 Isolated defects – Nominal track gauge to peak value
-12 mm to + 15
(a) Straight - -10 mm to +12 mm
mm
-11 mm to +20
(b) Curve with radius 440 m or more - -7 mm to +17 mm
mm
Curve with radius less than 440 m
-8 mm to +25
(c) (Permissible speed as per relevant - -6 mm to +22 mm
mm
Para of IRPWM)
4 Twist (TW-1) 5 mm/m 7 mm/m
Note: In case of curve, the limits for alignment prescribed are above average versine.
(2) For Speeds above 100 Kmph and up to 110 Kmph:
Planned Need Based
Urgent Maintenance
SN Parameter Maintenance Maintenance Limit
Limit (UML)
Limit (PML) (NBML)
1 Unevenness
SD-5.5 mm
1.1 UN-1 SD-3.8 mm
Peak-17 mm
SD-7.5 mm
1.2 UN-2 SD-5.4 mm Vertical and lateral
Peak-23 mm
acceleration peak of
2 Alignment
0.30 g
SD-3.9 mm
2.1 AL-1 SD-2.5 mm
Peak -12 mm
SD-6.7 mm
2.2 AL-2 SD-4.1 mm
Peak-20 mm
3 Gauge
3.1 Mean gauge over 200 m section over nominal gauge
(a) Straight - -8 mm to +10 mm -10 mm to + 12 mm
Curve with radius 440
(b) - -5 mm to +14 mm -7 mm to +17 mm
m or more
Curve with radius
less than 440 m
(c) (Permissible speed - -5 mm to +18 mm -7 mm to +20 mm
as per relevant Para
of IRPWM)
3.2 Isolated defects – Nominal track gauge to peak value
(a) Straight - -10 mm to +12 mm -12 mm to + 15 mm
Curve with radius 440
(b) - -7 mm to +17 mm -11 mm to +20 mm
m or more
Curve with radius
less than 440 m
(c) (Permissible speed - -6 mm to +22 mm -8 mm to +25 mm
as per relevant Para
of IRPWM)
4 Twist (TW-1) 4 mm/m 7 mm/m
Note: In case of curve, the limits for alignment prescribed are above average versine.

240
(3) For Speeds above 110 Kmph and up to 130 Kmph:
Planned Need Based Urgent
SN Parameter Maintenance Maintenance Limit Maintenance Limit
Limit (PML) (NBML) (UML)
1 Unevenness
SD-4.9 mm
1.1 UN-1 SD-3.3 mm
Peak-15 mm
SD-7.4 mm
1.2 UN-2 SD-5.1 mm Vertical and lateral
Peak-22 mm
acceleration peak of
2 Alignment
0.25 g
SD-3.6 mm
2.1 AL-1 SD-2.5 mm
Peak -11 mm
SD-5.3 mm
2.2 AL-2 SD-3.5 mm
Peak-16 mm
3 Gauge
3.1 Mean gauge over 200 m section over nominal gauge
(a) Straight - -8 mm to +10 mm -10 mm to + 12 mm
Curve with radius 440 m or
(b) - -5 mm to +14 mm -7 mm to +17 mm
more
Curve with radius less than
440 m (Permissible speed
(c) - -5 mm to +18 mm -7 mm to +20 mm
as per relevant Para of
IRPWM)
3.2 Isolated defects – Nominal track gauge to peak value
(a) Straight - -10 mm to +12 mm -12 mm to + 15 mm
Curve with radius 440 m or
(b) - -7 mm to +17 mm -11 mm to +20 mm
more
Curve with radius less than
440 m (Permissible speed
(c) - -6 mm to +22 mm -8 mm to +25 mm
as per relevant Para of
IRPWM)
4 Twist (TW-1) 4 mm/m 6 mm/m
Note: In case of curve, the limits for alignment prescribed are above average versine.

(4) For Speeds above 130 Kmph and up to 160 Kmph:

Planned Need Based
Urgent Maintenance Limit
SN Parameter Maintenance Maintenance
(UML)
Limit (PML) Limit (NBML)
1 Unevenness
SD-4.4 mm
1.1 UN-1 SD-2.9 mm
Peak-13 mm
SD-6.6 mm
1.2 UN-2 SD-4.4 mm
Peak-20 mm Vertical and lateral
2 Alignment acceleration peak of 0.20 g
SD-3.6 mm
2.1 AL-1 SD-1.9 mm
Peak -11 mm
SD-4.9 mm
2.2 AL-2 SD-2.5 mm
Peak-15 mm
3 Gauge
3.1 Mean gauge over 200 m section over nominal gauge
-6 mm to +10
(a) Straight - -8 mm to + 12 mm
mm
Curve with radius 440 m or -5 mm to +13
(b) - -7 mm to +15 mm
more mm
Curve with radius less than 440
-5 mm to +18
(c) m (Permissible speed as per - -7 mm to +20 mm
mm
relevant Para of IRPWM)

241
3.2 Isolated defects – Nominal track gauge to peak value
-8 mm to +12
(a) Straight - -10 mm to + 15 mm
mm
Curve with radius 440 m or -6 mm to +16
(b) - -9 mm to +20 mm
more mm
Curve with radius less than 440
-6 mm to +22
(c) m (Permissible speed as per - -8 mm to +25 mm
mm
relevant Para of IRPWM)
4 Twist (TW-1) 3.5 mm/m 5 mm/m
Note: In case of curve, the limits for alignment prescribed are above average versine.

523 Action to be Taken Based on TRC Results: (Back to Para 510, 602, 604)
(1) Action to be taken on exceedance of UML:
Spots/blocks exceeding track Parameter limits, and acceleration peak limits set as
UML should be noted by the ADEN and SSE accompanying the TRC and suitable
speed restrictions have to be immediately imposed, which shall be relaxed only after
suitable attention/maintenance of track at concerned location. Similar action should
be taken on exceedance of UML during OMS run also.
(2) Action to be taken on exceedance of NBML:
(i) The blocks requiring Need Based Maintenance on the basis of laid down SD based
NBML and isolated spots on the basis of laid down Peak based NBML shall be
identified using offline software or through TMS. All such blocks and isolated spots
should be attended within a reasonable time of TRC run so that good ride quality
is maintained and the track geometry does not exceed the UML. The reasonable
time would be different for different sections depending upon the magnitude of
defects, cause of the defect, traffic density of the section, maximum permissible
speed of the section etc. The officials responsible for maintenance at various levels
have to plan the deployment of maintenance resources keeping in view the relative
priority and availability of maintenance resources.
(ii) Gap between two successive NBML locations in block sections/yards should also
be tamped while attending these NBML locations if this gap is less than/equal to
200 m. (1 TRC block).
(iii) While attending an NBML block in the yard in which any portion of the turnout falls,
the entire turnout should be tamped.
(3) Planning of through tamping based on PML:

(i) The blocks requiring planned maintenance on the basis of laid down SD based
PML shall be identified for block sections and for yards separately using off line
software or through TMS.

The block section for any main line should be treated from block (TRC block of 200
m) of last SEJ of preceding station to block of first SEJ of current station. Both the
blocks containing above SEJ would be excluded from the block section on any
particular line (UP & DOWN separately).

Similarly, the yard would be treated from a block of 200 m containing 1st SEJ to
block of last SEJ on any particular line (UP & DOWN separately) of the concerned
station/yard.

In case of CWR through yards, the yard should be taken as 50 metres beyond
farthest SRJ/ Back of crossing of turnout from centre of station yard on either side
on any particular line (UP and DN separately).

242
(ii) The block section should be planned for through tamping if the percentage of
blocks exceeding PML is more than 40%.
(iii) Yards should be planned for through tamping if the percentage of blocks exceeding
PML is more than 50%.
Tamping of turnouts and straight of all other passenger loop lines should be
planned on condition basis by ADEN while machines are deployed in yard for need
based or planned attention of main line of yards.
(4) Maintenance action when track recording is not done

(i) For sections in which TRC has not run for more than one year and the last tamping
has been done more than two years before, the need based maintenance and
urgent maintenance should continue to be carried out based on OMS recording
and other inspections.
(ii) Sectional Sr.DEN/DEN should periodically (at suitable intervals not greater than
six months) review the need for maintenance of track of each such block sections/
yards based on OMS recording, other inspections and other maintenance
considerations.
(iii) Through tamping of such block sections / yards, if considered necessary based on
OMS recording and other considerations, should be proposed for inclusion in
planning of Through Tamping by Sr.DEN / DEN of section through Sr.DEN /
Coordination of Division for approval of CTE.
524 Realignment Criteria for Curves:- (Back to Para 418)
The running over a curve depends not only on the difference between the actual
versine and the designed versine but also on the station to station variation of the
actual versine values, which determine the rate of change of lateral acceleration, on
which depends the riding comfort.
Sl. No. Speed on curve Limits of Station to Station Variation of Versine (mm)
10 mm
160 Kmph and up
1 (15 mm for speed of 110 Kmph); or
to 110 Kmph
20% of average Versine on circular portion, whichever is more.
Below 110 Kmph 20 mm; or
2
and up to 50 Kmph 20% of average Versine on circular portion, whichever is more.
40 mm; or
3 Below 50 Kmph
20% of average Versine on circular portion, whichever is more.
In case exceedances of the above Limit is observed during inspection, local
adjustment may be resorted to in cases where the variation of versine between
adjacent stations is only at a few locations, at the earliest possible. If more than 20%
stations are having versine variations above the limits prescribed, complete
realignment of curve should be planned within a month.
525 Track Parameters in Floating Conditions:- (Back to Para 429, Ann. 6/9)
The Gauge and Twist values for manual measurement in floating conditions are as
under:
(1) Gauge:
While it is desirable to maintain correct gauge, variation in gauge may be there due
to age and condition of the rail, sleepers, and fastenings. The limits of gauge as per
measurement in floating condition, for the guidance of the engineering officials
regarding condition of track from passenger comfort perspective shall be as given
below, provided that generally a uniform gauge can be maintained over long lengths.

243
a) On straight Track -6 mm to +6 mm
b) On curves with radius 440 m or more -6 mm to +15 mm
c) On curves with radius less than 440 m Up to + 20 mm
In case of exceedances of these limits, the results of last TRC/OMS shall be analyzed
for planning suitable maintenance action.
(2) Twist:
It is desirable to maintain the track geometry for a comfortable ride at sectional speed.
The limits of twists as per measurement in floating condition, for guidance of the
engineering officials regarding condition of track from passenger comfort perspective
shall be as under; (to be calculated on a base of 3.0 m)
(i) On straight and curve track, other than transition - 3.5 mm/m
(ii) On transition of curve- 2.1 mm/m (Local defects above Designed value)
In case of exceedances of above limits, the results of last TRC/OMS shall be analyzed
for planning suitable maintenance action.
526 Track Parameters for Low Speeds:-
For guidance of field officials, following track Parameters are stipulated in floating
conditions, for maintenance of tracks where speeds are low such as worksite, yard
line, etc.
Peak value of UN Peak value of twist
Speed Permissible gauge
(on 3.6 m chord) (on 3.0 m chord)
(in Kmph) range
in mm in mm
Up to 45 22 18 -10 to +27 mm
Up to 30 24 21 -10 to +27 mm
Up to 15 33 25 -12 to +27 mm

527 Stability of Trains Against Derailment: The stability of trains against derailment
depends upon several factors such as track geometry, vehicle characteristics and
state of their maintenance and speed of the particular vehicle at relevant point of time
etc. Rail wheel interaction is, thus, a complex phenomenon and, therefore, safety
tolerance for track alone cannot be prescribed in Isolation. Accordingly, safety
tolerances for maintenance of track have not been prescribed on Indian Railways.
Each derailment case, therefore, needs careful examination of all available evidence,
in respect of track, rolling stock, speed and other factors considered relevant, to arrive
at the cause. The provisions and tolerances mentioned herein before and elsewhere
in this Manual are with a view to maintain track geometry for good riding comfort
considered and deviation from these maintenance Parameters should not be
considered alone for cause of accident without examining all evidences mentioned
above.

244
Annexure - 5/1 (Para 517)

(Deleted)

(ACS – 3)

245
CHAPTER – 6
MAINTENANCE OF PERMANENT WAY
PART – A
Regular Track Maintenance
601 Track Maintenance:-The track should be maintained with the objective of restoring
it to best possible condition consistent with its maintainability by Mechanized system
of maintenance as per Para 604. However, till complete mechanization, few activities
like picking up of slacks may be done manually.
602 Annual Programme of Track Maintenance: -The annual machine deployment
programme shall be issued by CTE for track renewal, rail grinding, deep screening
and shoulder screening machines based on yearly requirement of track maintenance.
For other machines, the deployment programme shall be decided by Sr. DEN / Co
which will be periodically reviewed based on TRC results and Para 523. Field
engineers will also make annual (two half-yearly, first: April to September and second:
October to March) programme of regular track maintenance and works incidental
thereto which shall be consistent with annual machine deployment programme. The
annual programme of regular track maintenance and works incidental thereto may be
followed for guidance as below:
Annual Programme for Regular Track Maintenance
(a) Post monsoon Immediately after cessation of monsoon, attention to run down lengths, need
attention based maintenance or works incidental to requirement of urgent
maintenance as projected by OMS/TRC recording or identified during
footplate inspections should be taken up in the entire gang beat to restore
section to good shape.
Thereafter, the following schedule of work may be followed:
(i) Picking of slack: 1-2 days in a week
(ii) On remaining days Systematic planned/Need Based maintenance,
from one end of the section to the other as necessitated by TRC
results, including through gauging, Sleeper spacing/squaring, casual
renewals of rails/sleepers, attention to bridge approaches, level
crossings and points & crossings, SEJs, Glued Joints, lubrication of
rail joints, weld collar painting, destressing of track, cold weather
patrolling, etc.
(b) Pre-monsoon Normally 2 to 3 days in a week should be devoted to clearing of side and
attention catch water drains, earthwork repairs to cess, clearing waterways and picking
up slacks.
In the rest of the days normal systematic planned/need based maintenance
as necessitated by results of TRC/OMS etc., will be carried out, which
include through gauging, Sleeper spacing/squaring, casual renewals of rails
and sleepers, Shallow screening of specified lengths, destressing of
track, hot weather patrolling etc.
(c) Attention during Attention to track as required, consisting primarily of picking up slacks or
monsoon need based maintenance and attention to side and catch water drains and
waterways.
During abnormally heavy rains, patrolling of the line by gangs should be
carried out in addition to regular monsoon patrolling.

603 Rolling Block Programme and Maintenance Planning:-

(1) Planned Maintenance (repair & replacement) and execution of infrastructure work
shall normally be executed as per Rolling block programme as stipulated in Rule
15.02 clause(c) of Indian Railways (Open Lines) General (Third Amendment) Rules,
2023 issued by Railway Board.
(2) Maintenance Planning – Every SSE/P.Way (In-charge) should prepare a
perspective maintenance plan of his section in advance based on various track

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recording results and exception reports from TMS. This should also take account of
trolley and footplate inspections and inspection of higher officials so that optimum
utilization of various resources, track machines, traffic blocks, and labour etc. is
possible. Every SSE/P.Way (In-charge) should also ensure that arrangements are
made for adequate materials, tools, labour, man power and necessary caution
orders/blocks, as may be necessary. The monthly and weekly maintenance planning
shall be based broadly on annual plan to include:
(a) Plain track maintenance,
(b) Maintenance of yards including point and crossings,
(c) Maintenance and realignment of curves,
(d) Level crossings,
(e) Adjustment of creep (SWR, Fish Plated track)
(f) Deep screening,
(g) Casual renewal,
(h) Renewal of over-aged assets such as points and crossings, SEJs, Glued Joints,
welds etc.
(i) Welding of joints,
(j) Destressing of long welded rails etc.
604 Mechanised Track Maintenance System:- (Back to Para 601)
The 3 tier system of track maintenance shall be adopted on sections nominated for
Mechanized track maintenance. This shall consist of the following 3 tiers of track
maintenance –
• On-track Machines Unit (OMU)
• Mobile Maintenance Gang (MMG)
• Sectional Gangs.
1) On-track Machines Unit (OMU): On track machines for track maintenance include Tie
– tamping machines for plain track and points and crossings, shoulder ballast cleaning
machines, ballast cleaning machines, ballast regulating machines, dynamic track
stabilizers and UTV.
These machines shall be used as per the various instructions contained in Indian
Railways Track Machines Manual and Para 523. These machines shall be deployed
to carry out the following jobs:
a) Systematic tamping of plain track as well as Points & Crossings;
b) Intermediate tamping of plain track as well as Points & crossings;
c) Shoulder ballast cleaning;
d) Ballast profiling/redistribution;
e) Track stabilization;
f) Periodical deep screening;
g) Picking up and transportation of material.
2) Mobile Maintenance Gang:
a) There will be one Mobile Maintenance Gang (MMG) under each SSE/P.Way (In
overall charge) with a jurisdiction of about 70-80 km in single line section and 30
to 50 km in double or multi line section. lt will be headed by a sectional JE/SSE
P.Way/ (MMG) and shall be based on a Rail Borne Maintenance Vehicle (RBMV)
for mobility. Till RBMV are arranged for all In-charge SSE/P.Way. The activities
listed hereunder except (b) (viii) shall be done by sectional gangs.
b) The functions of MMG shall be as under:

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(i) Repair to rail/weld fracture including in-situ AT welding.
(ii) Attention to SEJs.
(iii) Scattered replacement of switches and crossing components, glued joints,
SEJs, etc.
(iv) Rail cutting/drilling and chamfering.
(v) Spot renewals of rails and sleepers.
(vi) Spot attention by tamping of few sleepers with off-track tampers or any other
approved equipment.
(vii) Loading and unloading of material required for spot attention.
(viii) Driving of RBMV.
(ix) Any other functions assigned.
c) The MMG shall possess the equipment and other accessories as given in
Annexure - 6/1, which shall be used according to the working instructions and
manufacturer's operating instructions.
3) Sectional Gangs: The sectional gangs shall perform the following functions:
a) Systematic through packing of track where tamping machines have not been
deployed or small stretches of track needing spot attention for which machines
cannot be deployed due to whatever reasons.
b) Overhauling of track.
c) In addition to above following works are/may also be assigned –
(i) Patrolling of track –
• Keyman’s daily patrol
• Hot/cold weather patrolling
• Monsoon Patrolling
(ii) Watching vulnerable locations
(iii) Need-based attention to bridges, turnouts, SEJs and level crossings and their
approaches.
(iv) Greasing of ERCs, lubrication of joints, casual changing of rubber pads and
other fittings
(v) Minor cess repairs
(vi) Cleaning of drains
(vii) Attention to loops
(viii) Creep and gap adjustment not involving use of machines
(ix) Pre & post tamping attention
(x) Examination of rails, sleepers and fastenings including measurement of toe load
of ERCs.
(xi) Inspection of and attention to insulated joints, switch expansion joints etc.
(xii) Weld collar painting, cess cleaning, cutting of tree branches/shrubs for
improving visibility.
(xiii) Any other functions assigned.
604(A) Modified Three Tier System of Track Maintenance
Principal Chief Engineer of the Railway may decide to implement Modified Three Tier
System of Track Maintenance on existing lines, new lines and all gauge conversion
projects, where traffic density is light and less than 10 GMT. Principal Chief Engineer
may also decide to implement this system on sections having more than 10 GMT on
case to case basis.

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The Modified Three Tier System of Track Maintenance, shall consist of following three
tiers:
• On-track Machines Unit (OMU)
• Mobile Maintenance Gang (MMG)
• Sectional Gangs
The organisation structure under SSE/P.Way (In Charge) will be as given below:

SSE (P.WAY)/(Incharge)

Sectional Sectional
SSE/JE SSE/JE
SSE/JE SSE/JE
(P.WAY)/ (P.WAY)/
(P.WAY)/ (P.WAY)/
MMG Spl
1 2

Sectional Same as
Assistant Gang Assistant Sectional
SSE/JE (With SSE/JE SSE/JE
(P.WAY)/ SSE/JE (P.Way)/2 (P.WAY)/
1 (P.Way)/ 1
TMMG)

The Structure and functions to be performed by the three tiers shall be as detailed
below:
1) On–track Machines Unit (OMU) – This tier will be same as in para 604 (1).
However, each DEN/Sr. DEN in whose section Modified Three Tier System of
Track Maintenance is implemented shall have minimum one Utility Vehicle (UTV)
nominated exclusively for such sections. For MPT, Para 606(1) will be applicable.
(ACS – 2)
2) Mobile Maintenance Gang (MMG) – This tier will be same as per para 604 (2)
and will have same jurisdiction and same function. It will also have same set of
equipment’s for MMG as mentioned in Annexure–6/1.
Additional infrastructure and responsibility for this unit are:
a. SSE/P.Way (In–charge) shall also be provided with one truck for transportation of
materials.
b. In addition to RBMV, one pickup van shall also be provided with each MMG for
giving them alternative mode of mobility for attending locations approachable by
road.
c. MMG shall be provided with adequate skilled and unskilled manpower for operation
and maintenance of RBMV and its equipment’s. For this, it will be supplemented
with manpower through Zonal and Special P.Way Contracts.
d. SSE/P.Way (In–charge) shall inspect his section on foot, once in six months.
e. He shall be assisted by one SSE/JE (P.Way)/Spl for executing special works in the
section.
3) Sectional Gangs:
a. Sectional SSE/JE (P.Way) will have a jurisdiction of 35-40 Km in single line section
and 17 to 20 Km in double/multiple line section and shall comprise of:
• Assistant SSE/JE (P.Way)
• Keyman

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• Sectional Gang
b. Sectional SSE/JE (P.Way) will inspect his section on foot, once in three months.
c. Assistant SSE/JE (P.Way), whose beat shall be about 17 to 20 Km in single line
and 8 to 10 Km in double/multiple line covering the beat of 2 to 3 Keyman will
perform following duty:
• Inspect his beat once in a fortnight on foot.
• Supervise the maintenance and special works going on in his beat like keyman
and other patrolling activity, machine working, works especially requiring the
presence of JE (P.Way) including the working of contractors etc.
• He will also supervise TMMG when the same is deployed in his section as per
requirement.
d. The track shall be inspected daily by Keymen with a jurisdiction of about 6–8 Km
each in single line and 3–4 Km in double/multiple line.
e. On foot inspection schedule of SSE/JE/P.Way (In–charge) and SSE/JE/P.Way
(Sectional), as mentioned in Table 1–B (Para 106 and 109) and for SSE/JE
(P.Way) (Other than in–charge or Sectional) in Table–1C (para 110) of IRPWM–
2020 shall not be applicable in sections under Modified Three Tier System of Track
Maintenance.
f. Sectional gang will maintain the entire jurisdiction of Sectional SSE/JE (P.Way). It
will be supplemented with manpower through Zonal and/or Special P.Way
Contracts. The sectional gang will comprise of:
• Mobile Track Maintenance and Monitoring Gang (TMMG) with a multi-utility road
vehicle that transports the track maintainers, equipment and materials and will
have the same jurisdiction as that of sectional SSE/JE (P.Way). It will be headed
by one SSE/JE (P.Way)/TMMG.
• Manpower for patrolling of track.
• Stationary watchmen.
• Boulder gangs.
• Gatemen for manning level crossing gates in the section including rest giver.
g. The TMMG will generally be responsible for:
• Looking after overall safety of track in their beat.
• Carrying out works of casual renewal.
• Spot maintenance.
• Attention to fittings.
• Assisting the Mobile Maintenance Gang (MMG).
• Assisting the working of On–track machines.
• Protection of work sites.
• Other miscellaneous repair/maintenance activities etc. assigned by Sectional
JE/SSE (P.Way)
h. Each SSE (P.Way) (In–charge) shall be provided with a Zonal P.Way contract and
activity specific Special P.Way Contracts for the maintenance works not covered
under the works to be carried out by sectional gangs. The Zonal Contract will
supplement the departmental manpower and will cover the entire jurisdiction of the
SSE (P.Way) (In–charge). The special P.Way contracts shall be awarded for
specific maintenance works with predetermined quantities and locations.

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605 Systematic Tamping of Plain Track and Points & Crossings:-
(1) General: Systematic tamping of plain track as well as points & crossings should be
planned on long continuous lengths, based on results of TRC/OMS etc.
(2) Deployment of tamping machines – Deployment of tamping machines for plain track
and points & crossing shall be based on results of TRC/OMS, the past history of
deterioration of track, traffic GMT, type of formation, condition of track and its
components.
(3) Pre-requisites to introduction of mechanical maintenance –
(a) A minimum depth of 150 mm of clean ballast cushion below the bottom of the
sleepers is recommended for the proper functioning of the tie tampers. Adequate
ballast should be available in the shoulders and cribs.
(b) For this purpose, planning and execution of deep screening of ballast, where
required, as well as running out of ballast should be done well in advance.
(c) Time allowance for working the machines should be provided in the working
timetable. The block time should be interpolated in the master chart for passenger
and goods trains that is prepared with every change in timetable.
(d) It is as much the responsibility of the Operating Department as that of the
Engineering Department to ensure provision of adequate time for economical
working of machines.
(4) Pre-tamping attention – To achieve good results the JE/SSE/P.Way should carry out
the following preparatory work before taking up the tamping:
(a) Ballasting where there is shortage of ballast.
(b) Heaping up of ballast in the tamping zone, to ensure effective packing.
(c) Making up of low cess.
(d) Cleaning of pumping joints and providing additional clean ballast, where
necessary.
(e) Attention to hogged joints before tamping.
(f) Tightening of all fittings and fastenings like fish bolts and elastic fastenings and
replacement of worn out fittings.
(g) Renewing broken and damaged sleepers.
(h) Squaring of sleepers and spacing adjustment; re-gauging to be done as necessary.
(i) Adjusting creep and expansion gap in rails.
(j) Examination of rails for cracks, sleepers and fastenings etc.
(k) Survey for realignment of curves, which are badly out of alignment.
(l) Clearing of ballast on sleepers to make them visible to the operator.
(m) All obstructions such as signal rods, cables, pipes, level crossing check rails,
joggled fish plates etc., likely to be damaged by the tampers should be preferably
removed. In unavoidable case, these should be clearly marked and made known
to the tamping operator before he starts work. Tight overhead clearance should
also be brought to his notice; the beginning and end of transitions should be
marked. Slew, Super elevation and lift value, if any should be marked on every
second/third sleeper so that it can guide the operator for levelling up correctly.
(5) Attention during tamping – The following points should be observed by the machine
operator and JE/SSE/P.Way:
(a) The tamping depth i.e. gap between the top edge of the tamping blade and the
bottom edge of the sleeper in closed position of the tamping tool should be adjusted

251
to 15 mm to 20 mm. Care should be taken to ensure that tamping tools are inserted
centrally between the sleepers into the ballast to avoid any damage to the sleepers.
(b) The tamping (squeezing) Pressure (110 – 120 Kg/Sq. Cm for plain track and 125-
135 Kg/Sq.cm for P&C) and squeezing time (0.8 second to 1.2 second) should be
adjusted according to the track structure, as per the recommendations of the
manufacturer.
(c) Generally, one insertion is adequate. Two insertions may be necessary if the lift is
above 30 mm.
(d) The shoulders should be compacted along with tamping, where separate provision
for shoulder compaction is available.
(e) A run-off ramp of 1 in 1000 should be given before closing the day’s work.
(6) Post tamping attention – The JE/SSE/P.Way shall pay attention to following points:
(a) Immediately after the tamping work, the track should be checked for quality of work
done, in respect of cross levels and alignment and action taken as considered
necessary.
(b) As some of the fastenings might become loose, tightening of fittings should be
done immediately after tamping.
(c) Any broken fitting/sleeper should be replaced.
(d) The ballast should be dressed neatly and proper filling and consolidation of ballast
between the sleepers should be done.
606 Picking Up Slacks:-
(1) Slacks usually occur on stretches of yielding formation, on high banks and cuttings,
on approaches of bridges, LC approaches, SEJs, P&C zones, Glued Joints, on badly
aligned curves, axle counter locations and other electrical and S&T installations where
ballast is poor in quality or quantity or where drainage is defective. Need for attention
to slacks is determined by inspections and results of track recording car and OMS.
The locations needing urgent maintenance as detected by TRC/OMS shall be
targeted first for restoring normal condition quickly and thereafter the locations
identified for need based maintenance as determined by track recording car or other
inspections shall be attended. For spot attention/slack picking, multipurpose tampers
and off-track hand held tampers/any other approved equipment shall be used as a
regular measure. Each ADEN shall have one Multipurpose Tamper (MPT) for this
purpose progressively.
(ACS – 2)
(ACS – 3)
(2) For off-track tampers, the working instructions, issued by Railway Board/RDSO
should be followed. As an interim measure, where off-track tampers are not available,
packing may be done with the help of crowbar/beater, duly taking care that concrete
sleepers are not damaged.
(3) The quantum of work turned out by a gang during the day will depend on the extent
of slacks. In all cases, sighting is done, the defects assessed and marks made with
chalk on sleepers to be attended. The marked sleepers should then be dealt with as
in through packing as given in Para 607, care being taken to see that the packing of
adjacent sleepers does not get disturbed. In case a large percentage of sleepers
needs attention in a rail length, the entire rail length should be attended to. The
marking of defects shall be as indicated below –

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Sl. No. Defects Symbol Place of indication
1 Cross levels C-2 On the sleeper inside gauge face.
2 Loose packing H or P On the sleeper outside the gauge face
3 Gauge G± On the sleeper inside the gauge face
4 Unevenness → ← On the rail web on gauge face side
↓
5 Alignment On the foot of rail inside the gauge face
→
(4) In the case of a low joint, the fishplates should be slightly loosened and the joint
tapped, so that the rail ends are, rendered free and are capable of being lifted. After
the joint is thoroughly packed the fishplates should be tightened again. When joints
are picked up, at least three sleepers on either side of the joints should be packed.
(5) If the length of track marked for need based maintenance is more in a Kilometer then
this should be attended by on track Machine
607 Through Packing by Conventional Manual Method:- (Back to Para 345, 609)
Normally manual through packing is not to be done in concrete sleeper track.
However, in locations of slacks where multipurpose tampers are not available,
following steps in sequence shall be followed. The length of track opened out on any
one day shall not be more than that can be efficiently tackled before the end of the
day.
(a) Opening of the road.
(b) Examination of rails, sleepers and fastenings.
(c) Squaring of sleepers.
(d) Slewing of track to correct alignment.
(e) Gauging.
(f) Packing of sleepers.
(g) Repacking of joint sleepers.
(h) Boxing of ballast section and tidying.
The details of various steps listed above is given in Annexure - 6/9. The provisions
of Part D of Chapter 3 should be followed, wherever through packing is being done in
LWR/CWR track. Appropriate small track machines should be deployed instead of
conventional tools for carrying out various operations, wherever feasible.
608 Observance of Sleepers under Passage of Traffic – During the passage of
the trains within working hours, the Mate and Track Maintainers at the work site should
stand on the cess each about one rail-length apart on either side of the portion of track
they are attending to, and observe the movement of sleepers under load.
Immediately after the passing of train, loose sleepers should be marked, packed
uniformly and the packing tested. In respect of other trains, the mate and the trackmen
should observe the sleepers near where they are working and take similar action. Firm
and uniform packing is the primary need for good track maintenance.
609 Systematic Overhauling – The length of the section to be overhauled shall be
such that complete overhauling of track will be accomplished within a specific period
(normally 3 to 5 years). The overhauling should be done using SBCM for cleaning of
shoulder ballast. The crib ballast should also be shifted to shoulders for screening by
the machine, which should again be put back in crib portion. In case it is not feasible
to screen the crib ballast by machine, the same should be screened manually.
Adequate care should be taken in removing the crib ballast in LWR/CWR track.

253
All the loop lines should be shallow screened/overhauled once in 7 years or more
frequently as required, along with systematic tamping/packing.
(1) Sequence of operations – Overhauling consists of the following operations in
sequence:
(a) Shallow screening and making up of ballast.
(b) All items attended to, while doing through packing as detailed in Para 607.
(c) Making up the cess.
(2) Shallow screening and making up of ballast –
(a) For good drainage periodical screening of ballast is essential.
(b) In case of manual overhauling, the crib ballast in the shoulders should be opened
out to a depth of 75 to 100 mm below the bottom of sleepers, sloping from the
centre towards sleeper end. The ballast in the shoulders opposite to the crib as
well as between the sleepers is removed to the full depth. A slope is given at the
bottom sloping away from the sleeper end. The ballast is then screened and put
back. Care should be taken to see that the packing under the sleepers is not
disturbed and the muck removed is not allowed to raise the cess above the correct
level.
(c) Two contiguous spaces between sleepers should not be worked at the same time.
(d) Screening should be progressed in alternate panels of one rail length. In no
circumstances should several rail lengths of track be stripped of ballast
simultaneously.
(e) Where drains across the track exist, they should be cleaned and filled with boulders
or ballast to prevent packing from working out and forming slacks.
(f) After screening, full ballast section should be provided, extra ballast being run out
in advance for the purpose. Work should be commenced after making sure that
the ballast will not be seriously deficient. Deficiency, if any, should be shown in the
central portion of sleeper and this also should be made up soon.
(3) Through packing of track – The detailed operations are described in Para 607.
Through packing may be done preferably by using machines and in unavoidable
situations by conventional beater packing.
(4) Making up of Cess – Cess when high should be cut along with overhauling and when
low should be made up. A template should be used for this purpose.
(5) Overhauling should be completed before the end of March.
(6) Overhauling of SWR/LWR/CWR track – In such cases the relevant provisions detailed
in Para 324 & 345 should be followed.

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PART – B
Handling and Maintenance of Rails, Sleepers, Fastenings & Other
Misc. Items
610 Handling and Stacking of Rails –
(1) Any carelessness in loading, unloading, handling and laying of rails is liable to cause
damage, which will not only contribute towards bad running but also result in
irreparable damage to, or incipient failures of rails.
(a) During loading and unloading, ramps of un-serviceable rails should be made and
the rails slid over them, intermediate supports being given to prevent excessive
sagging. Preferably, crane may be used for loading/unloading of single rails.
(b) For handling rails, slings or tongs should be used.
(c) When hauled into position, prior to linking or otherwise, rails should be so spread
as to rest evenly along their entire length or on supports closely spaced and should
lie on the foot.
(2) During any operation requiring marking of rails such as yard surveys, curve
adjustments, and realigning operations etc., the marking on rail shall be done by paint
mark only and chisel or punch marking is not permitted.
(3) The gas cutting of rails; and making of holes using gas is prohibited.
(4) While stacking rails, care shall be taken that :
(a) The ground is level and well drained.
(b) Free rails are supported at least at four points, evenly along their length; Welded
rail panels shall be so spread on cess as to rest evenly along their entire length on
supports spaced at 4 metre centre to centre to prevent formation of kinks.
(c) Each stack of the rail should be of the same section and class.
(5) Detailed guidelines on stacking of rails as contained in RDSO's Guidelines for
Handling and Stacking of Rails (No. CT-35) may be referred to.
611 Inspection of Rails in Service –
(1) General - The detection of rail flaws is done by visual examination of the rail and by
Ultra Sonic Flaw Detection (USFD) of rails.
(2) Visual examination of rails – Rail ends should be examined for cracks during the
lubrication of rail joints by cleaning the surface of the rail by wire brush and using a
magnifying glass. A small mirror is of assistance in examining the underside of rails.
Such examination on important girder bridges and their approaches should be done
twice a year under the supervision of JE/SSE/P.Way.
(3) USFD testing of service rails – No rail, untested by USFD, shall be laid in the track
whether for new lines or layouts or renewals or for repair works or even temporarily
such as service rails for PQRS work.
(4) The JE/SSE/P.Way carrying out the ultrasonic testing of rails shall be trained by
RDSO. Detailed instructions for ultrasonic testing of rails and welds are contained in
the “Manual for Ultrasonic Testing of Rails and Welds”.
612 Causes of Rail Deterioration – The principal factors causing rail deterioration are
detailed below: (Back to Para 310 (2) (b))
(1) Corrosion and rusting – Corrosion is caused not so much by the dampness as by acid
gases dissolved in the film of moisture, which frequently coats the rails. Corrosion is
generally noticed on the web and foot of the rail. Corrosion is generally heavy in the
following locations:

255
(a) Platform lines where trains make prolonged halts.
(b) Sidings where saline or corrosive goods are dealt with.
(c) Near water hydrants due to insufficient drainage.
(d) Tunnels and deep cuttings.
(e) Areas near the seacoast.
(f) Industrial belts.
(2) Wear on rail table – The wear of top table increases with higher traffic density as in
suburban section, though not proportionately.
(3) Flattening of rail table – This mostly occurs on the inner rail of a curve because of
higher contact stresses due to heavy axle loads, large un-sprung mass or under
equilibrium speed on canted track, which causes slipping of wheel sets. Flattening of
rail table is an indication of overloading on inner rail; and this tendency can be
reduced, if appropriate cant is provided.
(4) Wear on gauge face – The outer rail of a curve has to withstand heavy pressure from
the wheels, which results in the running edge becoming worn or ‘side-cut’. Wear on
gauge face is especially pronounced in case of suburban sections where rolling stock
are provided with laterally un-sprung traction motors.
(5) Hogging of rail end – A hogged rail is one with its end or ends bent in vertical direction.
A hogged rail end in the track is ascertained by un-fishing the joints, removing the
fastenings and then measuring the extent of hog at the rail end by placing a 1 metre
long straight edge over the rail table, centrally over the joint as shown in the sketch
below:

Hogging of Rail – Method of Measurement

(6) Battering of rail ends – Rail end batter occurs where the joint gaps are excessive. It
is caused by the impact of wheels on end of a rail particularly if the fishplates do not
fit snugly. Rail end batter is measured as the difference in heights of the rail at its end
and at a point 30 cm away from the rail end as shown in the sketch below:

Rail End Batter – Method of Measurement

256
(7) Wheel burns – Wheel slipping occurs usually on adverse gradients or while starting
on rising grades when considerable heat is generated and top of the rail is torn off in
patches, causing depressions known as wheel burns, from which cracks may develop.
This also occurs when train brakes are applied suddenly and wheels lock and slide,
or due to under-powering of trains. Wheel burns cause the wheels to hammer the rails
and lead to difficulties in keeping the sleepers packed firmly and fastenings tight. Such
rail should be kept under observation and changed, in case repair by welding is not
feasible.
(8) Corrugation – In certain locations, rail table develops ridges and hollows called
corrugation and when vehicles pass over these rails, a roaring sound ensues. Such
rails are called “roaring rails”. In such locations, excessive vibrations are caused, due
to which fastenings and packing tend to get loose and track needs frequent attention.
(9) Rail flaw – During service life of rail, various other rail flaws like head checks, spalling,
shelling, squats etc. may develop which may have to be attended.
613 Rail Maintenance to Reduce Rail Deterioration –
(1) Efficient maintenance of rails results in increased service life of rails. The following
precautions/maintenance practices, if observed, will effectively reduce rail
deterioration.
(2) Prevention of corrosion –
(a) Identification and measurement –
(i) Areas prone to corrosion of rails shall be identified by the Principal Chief
Engineer of the Railway on the basis of reports sent by DENs.
(ii) In corrosion prone areas identified in accordance with above Para,
measurement of depth of corrosion both vertically and laterally (reduction in
bottom flange width of rail), shall be done using straight edge and feeler gauge
or any other suitable device at a fixed periodicity of once in a year on every 100
sleepers by removing elastic rail clips and liners and such measurements shall
be recorded in TMS by JE/SSE/P.Way as per Annexure - 6/5.
(iii) For new line/gauge conversion projects, corrosion prone areas shall be
identified by CAO(C) in consultation with Principal Chief Engineer.
(b) Anti-corrosive painting –
(i) In case of the new rails to be laid during track renewal/doublings/other
construction projects in identified corrosion prone areas, anti-corrosive
bituminous coating as per procedure mentioned in (iii) below should be provided
before laying in track. This should preferably be done in flash butt welding
plants.
For severe corrosion prone areas, wherever possible, Zinc Metallisation in lieu
of bituminous painting in centralized plant/flash butt welding plant can also be
done. The Zinc Metallisation shall be done as per procedure laid down in
Technical Specification for Zinc Aluminium Metallisation of Rails (IRS: T-51).
(ii) In case of rails that are already laid in track in identified corrosion prone areas,
anticorrosive bituminous coating to rails should be given in the track itself as per
procedure mentioned in (iii) below.
(iii) Surface preparation of rails shall be done, with the help of hand operated or
power operated tools i.e. scrappers, wire brushes, sand paper, pumice stones
etc. Wire brushing shall invariably be done at the end so as to obtain uniform
rubbed surface.
The surface prepared shall be checked visually for uniformity of surface. Special
care should be taken in surface preparation at weld collars and liner contact
areas. Surface preparation should not be done when ambient temperature is

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below 10° C or above 50° C, in rainy season, during night, in winter before 8AM,
in summer between 11AM to 3PM and in extremely windy/misty/dusty
conditions. Chemical should not be used for surface preparation. Painting
should be done in two coats of thickness of 100 microns each by anti-corrosive
bituminous black paint conforming to IS: 9862 after an interval of 8 hours
between two coats. All the liners and elastic rail clips shall also be painted with
anti-corrosive black bituminous paint after duly cleaning the surface.
(iv) In identified corrosion prone areas, bituminous painting of rails shall be done
once in a year on inside of gauge face including web and flange and once in
three years on non-gauge face side of rail including web and flange. In other
areas, wherever signs of corrosion are seen in isolated patches, prompt action
for anti-corrosive painting shall be taken.
(c) Greasing and sealing of liner contact area – In identified corrosion prone areas,
the rail liner seat should be greased using graphite grease IS-408-1981 Gr. O
specification after proper cleaning. The grease is also applied all around the liner
on the rail foot to prevent the ingress of toilet droppings in the gap between the
liner and the rail foot. Greasing and sealing of liners contact area shall be done
once in year for gauge face as well as non-gauge face side of rail.
(ACS – 3)
(d) Shifting of liner locations – Shifting of liner location on rail foot at regular intervals
is desirable to ensure that the effect of corrosion is not allowed to build up at liner
locations and render rails vulnerable to fractures due to increased depth of liner
bite pits.Longitudinal shifting of liner location from the sleeper seat can be done
when corrosion is less than 1.5mm. The extent to which shifting of liner bite location
will be done during de-stressing shall be decided by the SSE/P.Way (In-charge).
After new rails are laid in an identified corrosion prone area, regular watch on the
effect of corrosion shall be kept by taking measurement of depth of pits. Corrective
measure should be taken by shifting of the liner biting locations/interchanging of
rails at the time of de-stressing of rails in LWR/CWR track and pulling back rails in
SWR/fish-plated track as per frequency and guidelines approved by the Chief
Track Engineer based on local conditions.
(e) Rail flange/web should be kept free of the muck.
(f) Periodical cleaning of rubbish should be done in goods shed siding lines.
(g) Train watering arrangements should be avoided on the run through main lines as
far as possible. Proper drainage should be ensured in yard/station lines including
washing lines, washable aprons, Ballastless Track, train watering lines etc.

(3) Reducing side wear on rails - (Gauge face of outer rails):

(a) On sharp curves where the tendency of wear on the outer rail is noticeable,
lubricators should be installed as per Para 424 or hand lubrication of gauge face
should be done, care being taken not to apply the lubricant on the top of the table.
In case of hand lubrication, the DEN may decide frequency of lubrication duly
considering local conditions and traffic on the line.
(b) Spot renewals should not be carried out with new rails, if the heads of the existing
rails are worn badly. These should be spot renewed with matching sections of
serviceable rails.
(4) Repairs to wheel burns, corrugations, rail flaws – This could be carried out at site by
replacing the affected length or by grinding/milling of rail.
(5) Grinding of Rails – Rail Grinding is an important maintenance activity, which helps in
improving the asset reliability, safety and service life by reducing the damage to the
rail, wheel and other track components. Rail grinding machine can be used for
removal of wheel burns, corrugation and other rail flaws. Rail lubrication should be
used as per the provisions of Para 424.

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(6) Deployment priority of Rail Grinding Machine – The deployment of Rail Grinding
Machines is to be done as per priority order given below:
1. Priority 1 – All 25 T loading routes.
2. Priority 2 – All CC + 8 loading routes having more than 10 GMT.
3. Priority 3 – All CC + 6 loading routes having more than 10 GMT.
614 Rail Closures on other than LWR Track –
(1) Permanent rail closure in running lines should not be less than 11 metre in length.
However, on sections having maximum speed upto 100 Kmph, minimum length of
permanent rail closure can be 5.5 metre.
Temporary closure, not less than 4 m, can be used with speed restriction of 30 Kmph.
(2) For locations such as –
(a) Tunnel
(b) Major and important bridges
(c) Deep cuttings
(d) High embankments
(e) Junctions of different types of rails and/or sleepers
(f) Points and crossings
(g) Including 500 metre length on both side approaches of all the above,
Permanent closure in running lines should not be less than 11 metre in length. Closure
rails existing in track, which are less than 11 metre, should be welded at least at one
joint on either side to make the minimum rail length of 11 metre between two adjoining
fish plated joints. Until such time this welding is done and the length of at least 11
metre is achieved, speed restriction of 30 Kmph shall be imposed.
(3) Closures should not be located near each other, or opposite to each other. They
should be separated by at least 39 m on the same rail (left or right rail) and 11m on
opposite rails.
(4) Use of closures should be limited and reduced to the minimum possible.
615 Attention to Defective Rails and Welds Detected by USFD – On getting
information about a defective rail or weld JE/SSE/P.Way shall take action in
accordance with the Para 6.4 and 8.14 of “Manual for Ultrasonic Testing of Rails and
Welds” for provision of joggle fish plate and/or removal of defective rails or welds.
616 Casual Renewal of Rails – Casual rail renewal shall be done for replacement of
defective rail, fractured rail, wheel burnt rail or old worn out rail. On detection of such
defective rail, the affected rail length should be cut during block and the same should
be replaced with serviceable rail duly observing all the precautions for
SWR/LWR/CWR as the case may be.
For repairs and casual renewals, location-wise Imprest of tested rails of various
lengths (13 m, 9 m, 6 m etc.) shall be prescribed for each JE/SSE/P.Way by
Sr.DEN/DEN.
617 Rail Failures –
(1) Action to be taken in case of rail failures – When a rail fails in track, action as detailed
below is to be taken:
a) Entry in the JE/SSE/P.Way section register as detailed in Sub Para (2) below.
b) Preparation of a detailed report of the failure in cases where applicable as laid
down in Sub-Para (3) below.

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c) Detailed metallurgical investigation in cases, where applicable, as per Sub-Para
(3) & (4) below
(2) Record of rail failures – All the cases of rail failures have to be entered in TMS by the
JE/SSE/P.Way as laid down in Annexure - 6/6. For this purpose, all failures whether
in running lines, points and crossing rails etc. and irrespective of type and age of the
rails, have to be entered in the section register. This record is intended to serve as a
basic record, which should be available in the office of the JE/SSE/P.Way and will
serve to furnish data, if required subsequently for any statistical analysis or for framing
out proposals for track renewal works. Care should therefore be taken by the
JE/SSE/P.Way for filling up all the details. The DEN and ADEN concerned shall
frequently peruse the TMS records of rail/weld failures.
(3) Reports of rail failures – In addition to the records maintained, as detailed in Sub Para
(2) above, a report has to be prepared as per Annexure - 6/6 in all cases of rail failures
occurring in track with the exception of the cases noted below:
• Rail failures occurring in non-running lines.
• Non-standard and obsolete rails.
• Accidental damages to the rails such as wheel burn and scabbing, buckling,
kinks, derailments, abnormal slipping of loco wheels, excessive wear, loss of
section by corrosion, battering, elongation of holes etc.
a) JE/SSE/P.Way will prepare a ‘Rail failure’ Report as per proforma (Annexure -
6/6), enter into TMS and forward to the ADEN, who will transmit with his remarks
to the DEN, for onward transmission to the Chief Track Engineer and Executive
Director (M&C)/RDSO/Lucknow.
b) In case of failures requiring metallurgical investigation, a copy of report should be
sent to the Chemist and Metallurgist of the Zonal Railway along with the samples
as detailed in the Sub-Para (4 to 6) below.
c) Sketches and photographs illustrating the fractures should also be submitted with
the failure reports on each case duly indicating the running/gauge face of the rail.
d) It is particularly essential to record the type of failure in the failure reports against
item No. 5.3 as per RDSO monograph “Rail Failures - Description, Classification
and Reporting”. The Executive Director (M&C) will arrange to carry out analysis of
rail failures from the reports received from the JE/SSE/P.Way and the Chemist and
metallurgical investigation and publish reports with suggestions for reducing
failures.
e) In most cases, it is possible to determine the cause of the failure by visual
examination/ultrasonic detection report without the need for metallurgical
investigation however, in cases mentioned in Sub-Para (4) below, it is obligatory
to take up full metallurgical examination by the Chemist and Metallurgist of the
railway concerned with a view to ascertain the exact cause of failure.
f) In such cases the rail failure report should be made out in the prescribed proforma
inserting the most probable code of failure against item No. 5.3 of rail fracture
report proforma as given in Annexure - 6/7, and indicating whether the sample has
been sent to the chemist and metallurgist for metallurgical investigation.
g) In cases, detected visually or by ultrasonic flaw detectors, the rail pieces of 1m
length (500mm + 500mm) containing the flaw shall be sent for metallurgical test
only from those rails which are removed from track based on the criteria for removal
of rails and falling in the category listed in Sub-Para (4) below.
h) The test pieces for metallurgical examination are to be sent only for rail failures
which occur within first 25% of service life subject to maximum of 10 years of rolling
and for which detailed reports are to be prepared.

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i) In case of repetitive failures of rails of same rolling mark, irrespective of the type of
fracture/flaw, short rail piece of approximately 1m long (500mm + 500mm)
containing the fracture/flaw detected visually or by ultrasonic flaw detector should
be sent to the Chemist and Metallurgist together with a rail failure report for
metallurgical investigation.
j) Chief track engineer of zonal railway shall forward the cases of repetitive failure of
rails of same rolling mark on account of chemical & metallurgical reasons to
Executive Director/M&C/RDSO along with investigation reports from Chemist and
Metallurgist. The rail pieces of approximately 1m long (500mm + 500mm)
containing the fracture should be sent to Executive Director/M&C/RDSO together
with a rail failure report for metallurgical investigation where rail/weld failure is
prima facie cause of train accident.
k) To sum up, test pieces to the Chemist and Metallurgist or RDSO, would be sent in
either of the following condition
i. The rail failure is within first 25% of service life subject to maximum of 10
years of rolling of rail, irrespective of the type of fracture/flaw.
ii. The rails have been removed from track as a result of visual or ultrasonic
detection and rail failure falls in categories listed in Sub Para (4) below.
iii. The rail where rail/ weld failure is prima facie cause of train accident
should be sent to RDSO.
iv. The rails with repetitive failure of same rolling mark irrespective of type of
failure.
l) In cases of failures of imported rails occurring within guarantee period, stipulation of
Sub Para (5) shall be followed.
(4) Type of rail failures for which metallurgical investigation is required -
100/200 - Transverse breakage with apparent origin (sudden breakage)
1212/2212 - Head, surface, shallow surface defect (line).
1321/2321 - Web horizontal crack at top fillet radius.
1322/2322 - Web horizontal crack at bottom fillet radius.
1323/2323 - Web horizontal crack not at fillet radius.
238 - Web diagonal cracks not at a hole.
253 - Foot, vertical, longitudinal crack in foot half-moon break
1511/2511 - Foot transverse break at rail seat.
1512/2512 - Foot transverse break not at rail seat.
111/211 - Internal flaw in head, transverse breakage.
112/212 - Internal flaw in head, horizontal crack.
113/213 - Internal flaw in head, vertical longitudinal split
133/23 - Web, vertical longitudinal splitting
139/239 - Web, lap.
153/253 - Foot, vertical longitudinal split.
(5) Failure of imported rails within the guarantee period - In all cases of failure of imported
rail occurring within the guarantee period, irrespective of the type of fracture/flaw rail
piece approximately 1m long (500mm + 500mm) containing the fracture/ flaw detected
visually or by ultrasonic flaw detector should be sent to the Chemist and Metallurgist
together with a rail failure report for metallurgical investigation.
(6) Procedure for sending samples for metallurgical investigation - In case of fractured
rail, both the pieces of approximately 500 mm long each i.e. total 1m long containing
fractured faces/flaw should be sent to the Chemist and Metallurgist for investigation.

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To avoid damage in transit, the fractured faces shall be protected with mineral jelly
and suitably covered with hessian cloth. Cracked rails may also be suitably protected
at the crack location to avoid damage in transit. Pieces having internal defects may
be dispatched as such.
The Chemist and Metallurgist of the Railway will carry out metallurgical investigation,
as required, and forward one copy of the report each to the Chief Track Engineer of
the Railway and the Executive Director (M&C)/RDSO and the report shall be, attached
to rail/weld fracture report previously uploaded, in the TMS by DEN/Sr. DEN.
In case of failures of imported rails within the guarantee period, attributable to
manufacturing defects as revealed by metallurgical investigation, the Chief Track
Engineer should immediately lodge a provisional claim with the manufacturer pending
Executive Director (M&C)’s confirmation of the findings submitted by the Chemist and
Metallurgist of the Railway.
The Executive Director (M&C)/RDSO will scrutinize the report submitted by the
Chemist and Metallurgist and if he agrees with the findings as submitted, inform the
Chief Track Engineer accordingly.
Where the Executive Director (M&C)/RDSO feels the need for carrying out further
investigation before giving his verdict, he will call for the sample from the Chemist and
Metallurgist of the Railway and carry out confirmatory tests, as necessary and intimate
the findings to the Chief Track Engineer. On the basis of Executive Director (M&C)’s
advice, the Chief Track Engineer will then finalize the claim with the manufacturer.
In case of failures of rails other than imported, the Executive Director (M&C)/RDSO
will call for samples from the Chemist and Metallurgist, for confirmatory test, where
necessary. Based on the trend indicated by the numerical analysis of the rail failures
for the period under review, the Executive Director (M&C) will bring to the notice of
the indigenous manufacturers and Inspecting Agency, any predominance of failures
attributable to manufacturing defects, to enable corrective action being taken.
618 Action to be Taken in Case of Rail Fractures/Weld Failures – It is of
Paramount importance that whenever a fracture of a rail/welded joint is noticed,
immediate action is taken to restore the track, if necessary, with restricted speed, with
the least possible delay.
(1) The Mate/Keyman/Trackman, as soon as he notices the rail fracture/weld failure
should first protect the track. He should also send information to the JE/SSE/P.Way
and the Station Master of the nearest station.
(2) If the fracture is with a gap of less than 30 mm, the fractured rail ends should be joined
with fish plates and clamps.
(3) When the fracture gap is more than 30 mm, a closure of appropriate length should be
used, and fish plated with clamps.
(4) In cases where a small portion or piece of rail has come off or in the case of multiple
fractures, the rail has to be changed before allowing traffic.
(5) In the case of weld failure, joggled fishplates and clamps should be used.
(6) After carrying out the emergency repairs the trains may be passed by a Gang
Mate/Keyman at speed prescribed in Annexure - 3/8, until the permanent way official
replaces the rail. Trackman deputed as patrolman (railway employee) may also pass
only the first train which is stopped by him in the course of protection of track after
detecting rail/weld failure and after carrying out the emergency repairs, if he feels
confident of passing the train.
619 Lubrication of Rail Joints –
(1) The purpose of lubricating rail joints is not only to facilitate expansion of rails but also
to retard wear on the fishing planes of the rail and the fishplate. Reduced wear on

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the fishing planes is one of the preventives of the low joints.
(2) A stiff paste of plumbago (Graphite) and kerosene oil, made in the proportion of 3 kg
of plumbago to 2 kg of kerosene oil may be used as lubricant. Black oil or reclaimed
oil may be used for fish bolts and nuts. Alternatives to the above may be used, with
the specific approval of Chief Engineer.
(3) All rail joints should normally be lubricated once a year on a programmed basis
during the cold weather months after the monsoon, from October to February.
Lubrication should not be carried out in extremes of weather both hot and cold. On
non-running lines, this period may be extended to 2 years with the approval of the
Chief Engineer.
(4) Creep in excess of 150 mm should be adjusted before the work of lubrication of rail
joints is undertaken.
(5) The lubrication of rail joints should normally be carried out by gangs working under
the direct supervision of at least JE/P.Way. The work should be carried out under
caution orders arranged to be issued daily by the JE/SSE(P.Way) and under
protection of engineering signals or under traffic block, as per Para 806 The
procedure to be followed will be as below –
a) The nuts are unscrewed and the fish bolts and fishplates are removed.
b) The fishing surfaces of the fishplates and rail are then cleaned with a wire brush.
c) The rail ends are inspected for cracks and the fishing surfaces of rails and
fishplates are checked for wear. A magnifying glass and a mirror should be used
for detecting cracks in rail ends and fishplates.
d) The fishing surfaces of the rails and fishplates are then lubricated.
e) The fish bolts are then put back in reverse position and tightened using a standard
fish bolt spanner, the inner two bolts being tightened first.
f) While tightening overstraining of bolts shall be avoided.
g) Spare fishplates and bolts should be available for replacement of cracked ones.
(6) The Chief Engineer may issue subsidiary instructions as necessary.
(7) The lengths over which the rail joints are lubricated together with dates shall be
recorded in the TMS. In the month of April, SSE/P.Way (In-charge) should submit
the certificate of lubrication of rail joints giving reasons for any exception to the
ADEN. Copies of these certificates should be forwarded with the ADEN’s comments
to the DEN for scrutiny and record.
(8) During all works such as relaying, rail renewals and renewals of turnouts, etc. rail
joints should be lubricated. All such joints those have been lubricated by the gang
should be checked and retightened by Keyman during his routine patrolling.
(9) Insulated joint fishplates should not be greased.
620 Maintenance of Rail Joints –
(1) Special care is needed for maintenance of fish-plated joints to get better rail life as
well as improved running.
(2) The hammering of the fishplates is forbidden. For removing a fishplate, which has
seized to the rails, the fishplate may be tamped gently by a hammer, by interposing a
wooden piece.
(3) Over tightening of fish bolts shall be avoided. Mechanical/light weight battery operated
torque wrenches with predetermined torque should be used. Alternatively, Fish bolt
spanner of standard length shall be used. When tightening bolts, the two central bolts
should be tightened first.

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(4) The efficient maintenance of joint depends on –
(a) Efficiency of elastic fastenings.
(b) The efficiency of packing and correct spacing of sleepers.
(c) The provision and maintenance of correct expansion gaps.
(d) The proper lubrication and fishing of the joints.
(e) The correct maintenance of gauge and cross level.
(f) Efficient drainage.
(5) Defects in rail joints – Some of the major defects, noticed at the rail joints and the
preventive measures suggested to rectify or minimise the deficiencies /defects
noticed are detailed below:
(a) Slack sleepers – During packing ballast below sleepers, it should be ensured that
the sleepers do not get tilted.
(b) Loose fish plates – Fish bolts must be kept tight but not so tight as to prevent
expansion or contraction of rails.
(c) Wear of fish plates and rails at fishing surfaces – When wear takes place on the
fishing planes of rails and fish-plates, the joint dips down. The wear is generally
more at the centre of the top of the fishplates and less at the ends. Corrective
action should be taken by providing tapered shims or by replacing the rail end.
(d) Battering of rail ends – Battering can be avoided by packing the joint sleepers firmly
and by maintaining correct expansion gaps. Battering of rail ends can be repaired
by end cropping.
(e) Hogged rail joints – Cropping of rail ends can eliminate hogging. The use of
repressed fish plates also helps in improving the hogged joints. De-hogging
machines can be used for this purpose.
(f) Broken fish plates – Broken or cracked fishplates must be replaced.
(g) Cracked or broken rail ends – The fish bolt and bond holes at rail ends weaken the
rails, which might result in rail end fractures. Chamfering of boltholes and bond
holes should be done.
The fracture normally starts as a fine crack from the fish bolt or bond holes. During
lubrication of rail joints, opportunity should be taken to observe the rail ends
carefully for presence of fine cracks.
If cracks are noticed, rails should be replaced. Ultrasonic testing of rails helps in
detecting the cracks, which are difficult to detect by visual examination.
(h) Pumping of joints – Immediately after the monsoon, the ballast at such joints should
be removed and replaced. Cross drains should be provided between first and
second shoulder sleepers.
(6) Other important points regarding joint maintenance –
(a) Gap survey should be undertaken periodically and gap adjusted, as detailed in
Para 320.
(b) Ordinary fish-plated track could be converted into three-rail panel, wherever all
other conditions for SWR are satisfied, to minimize number of fish-plated joints.
(7) Chamfering of bolt holes in rails –
(a) General –
(i) Chamfering of boltholes work hardens the periphery of holes and thereby delays
the formation of star cracks. Each drilled hole, including holes done for providing
structural/continuity bonds by Electrical/S&T departments, shall be chamfered.
(ii) Existing boltholes, if elongated, should be removed; new holes drilled and

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chamfered.
(iii) Chamfering of bolt holes should be done with approved chamfering kit.
Procedure for chamfering of boltholes shall be as per the manufacturer's manual
accompanying the equipment.
(b) Bolt holes in new rails received directly from steel plant should be chamfered
before rails are laid in track.
(c) Chamfering of boltholes in the welded rail panels should be done before despatch
in the Flash Butt Welding Plants.
(d) When rails in track are end-cropped, new boltholes should be chamfered at site.
621 Fish Plate Failures –
(1) A fish-plate is said to have failed if it fractures or cracks for reasons other than service
wear and tear, accidents, or excessive wheel grazing noticed on it, and it becomes
necessary to remove it from track.
(2) Renewal of worn fishplates should be considered when condition so warrants.
622 Inspection and Maintenance of Insulated Rail joints/Glued Joints – (Back to Para
223)
(1) General - There are two types of insulated rail joints provided for track circuiting:
(a) Fish plated insulated joints – Insulating components of this type are provided and
maintained by S&T department. Rail ends shall be provided as square and smooth,
battered ends should be rectified and gap between rails, if large, should be
adjusted. The fish plated joint shall be kept tight and ballast well packed in the
vicinity of joints to prevent undue movement of rail ends. JE/SSE/P.Way and
JE/SSE/Signal should carry out the joint inspection of such insulated joints once in
year and observations recorded in TMS.
(b) Glued Insulated Joint - The G3L type glued joint should be provided on all run
through lines. The glued joints should be tested for insulation resistance as per
Para 3.3 & 3.5 of “Manual for Glued Insulated Rail Joints” both in dry and wet
condition before laying on track and in service.
(2) Laying and maintenance of insulated joints –
(a) Insulated joints, wherever provided, shall be maintained as square joints.
(b) Rail ends of the insulated joints shall be square and the gap between the rails
should be equal to the thickness of the end post.
(c) The metal burrs at the end, if any should be removed well in time to avoid short-
circuiting.
(d) Fish bolts at the insulated joints must be kept tight and the sleepers well packed in
the vicinity of the joints.
(e) Rail ends shall be kept free from brake dust, dirt, sand, rust, other foreign materials
etc.
(3) Maintenance of glued insulated joints –
(a) The ballast used in track in the vicinity of glued insulated joints shall be clean to
ensure efficient packing and drainage.
(b) Care should be taken to see that the ballast is clear of rails and rail fastenings.
(c) In glued joints, normally no relative movement occurs between rails and fishplates.
In case, failure of joints occurs by separation of rail, fishplate surfaces with
consequent relative movement, fishplates crack/breakages etc., the damaged
glued joint shall be refurbished/replaced. Refurbishing shall be done as per
“Technical Specification for Re-Furbishing of Existing Glued Insulated Rail Joints

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and In-Situ Fabrication of Glued Insulated Rail Joints (provisional)”.
(d) The track at glued joint and its vicinity shall be kept clean with efficient drainage.
623 Laying of PSC Plain Track Sleepers – (Back to Para 625)
(1) General – PSC sleepers shall be laid and maintained square to the rails on straights
and radially on curves. The rail joints should be suspended.
(2) Relaying with mechanical equipment should be adopted while carrying out track
renewals with concrete sleepers, as the manual handling of concrete sleepers is
difficult and may cause damage to the sleepers.
(3) The preliminary (preparatory) work prior to relaying at site, the actual relaying process
at site and the post relaying operations are described in detail in “IRTMM”.
(4) Operations Connected with manual relaying –
(a) Manual Laying will not normally be adopted except under exceptional
circumstances
(b) Loading and unloading – Concrete sleepers shall be placed perpendicular to the
length of the BFR. Manual unloading, if unavoidable, shall be done sleeper by
sleeper. Wooden or steel sleepers provided with hooks at the top ends for gripping
the side of the BFR shall be used as ramps for sliding the sleepers down to the
cess level.
Damage by over-running shall be prevented by placing the lower ends of the ramps
either inside an old motor truck tyre or between gunny bags filled with wood
shavings and the sleeper allowed to move down the ramp. Two men shall stand
on the cess with crowbars planted into the cess and control the downward sliding
of the concrete sleepers
After unloading, the sleepers shall be placed on the cess approximately alongside
the final position.
(c) Laying procedure – The following procedure shall be adopted for manual laying of
concrete sleepers under block protection –
(i) Just prior to the line block, a speed restriction of 20 Kmph shall be imposed on
the portion to be re-laid during the block and rail sleeper fastenings shall be
removed from the alternate sleepers. Ballast cribs between sleepers shall be
exposed upto bottom level of sleepers. It shall be ensured that the number of
sleepers taken up for replacement during the line block period shall not be more
than that which can be given at least one mechanical tamping with ‘on track’
tamper before the first train is allowed after the replacement of the sleepers.
(ii) After taking the line block, the rails over the length to be dealt with during the
line block period shall be disconnected and removed. The sleepers shall then
be taken out, taking care to disturb the ballast bed only to the minimum extent.
(iii) The new concrete sleepers shall then be laid in position by means of sleeper
slings taking care to ensure the correct longitudinal and lateral alignment. When
the sleepers are being placed in position, the prepared ballast bed should be
disturbed only as little as possible. Care should be taken not to damage the
edges of the sleepers or to chip the concrete. After the sleepers are placed,
rubber pads shall be placed at the rail seats. Elastic clips shall be loosely
fastened at this stage. If the original rails are to be continued after relaying, the
track rails shall be laid and connected on either side.
(iv) After the sleepers are packed, the rails shall be secured in position by inserting
liners and elastic rail clips and firmly fastened.
(d) Renewal of concrete sleepers without block protection can be carried out along with
manual deep screening as given in Para 637.

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624 Laying of Fan Shaped Turnout Sleeper –
(1) Loading of PSC turnout sleepers in BFRs – Sleeper of the approach and sleepers
meant for lock bar crank are loaded at right angles to the track. The remaining
sleepers are loaded Parallel to the track on the BFRs. Suitable nos. of wooden battens
to support the sleepers in between layers of turnout sleepers will be used as in case
of main line sleepers to prevent damage.
(2) Unloading – Depending upon the process of laying of the turnout adopted, the
sleepers shall be unloaded either near the proposed location on firm & level ground
or adjacent to a nearby siding or on a goods platform by means of a crane. While
unloading, due care shall be taken that the sleepers or the inserts are not damaged.
(3) Site preparation for laying – Ensure that a clean ballast cushion of 30 cm below the
bottom of sleeper is available. The ballast bed has to be perfectly level. Enough ballast
shall be stacked along the cess to enable the filling of ballast in the cribs on the same
day. Longitudinal and cross drains may be provided in turnout area to avoid
accumulation of water. The site preparation to be completed well before laying turnout
ensuring deep screening of ballast in turnout length and 30 m on either side along the
track.
(4) Assembling – Ensure the availability of all fittings at site strictly as per requirement of
latest drawings for switch portion, lead and crossing portion. The complete turnout will
be assembled on a level ground adjacent to the site of laying or on the loop line
connected to turnout. Red/blue rounded marking on the sleepers should invariably be
kept on the right hand side irrespective of left hand or right hand turnout.
Spacing of sleepers should be strictly as per layout drawing. The sleepers shall be
perpendicular to the straight track in switch portion only. In lead portion, the sleepers
will be inclined at half the angle between the normal to straight and curved track at
that point.
To ensure correct layout, laying of sleeper falling at transition from switch to lead and
lead to crossing portion should be paid special attention. Sleepers in the switch
portion, lead portion and crossing portion are as under –
Turnout Switch Lead Crossing
1 in 8½ 1 to 13 14 to 41 42 to 54
1 in 12 1 to 20 21 to 64 65 to 83
1 in 16 1 to 20 21 to 75 76 to 101
The spacing of the sleepers in the switch, lead and crossing portion should be as per
standard RDSO layout drawing to make a radial or fan shaped layout. The spacing
has been worked out separately for both the rails. The sleepers in the crossing portion
shall be perpendicular to bisector line of crossing angle. Long Sleepers in switch
portion meant for providing motor may be placed for housing motor with the extended
portion of sleeper in reverse direction only in circumstances where it cannot be
avoided.
The approach sleeper in advance of switch portion should be provided without fail,
they are for gradual elimination of slope of rail top (1 in 20). The exit sleepers behind
the crossing portion should also be provided for gradual introduction of rail slope (1 in
20).
(5) Insertion of pre-assembled turnout – The complete assembled turnout shall be
inserted in position by using T-28 machine as one unit or after breaking it into three
panels viz. Switch, lead and crossing portions by means of T-28 machine or cranes
or rollers.
(6) Manual insertion – In case the PSC turnout sleepers are to be manually inserted, then
the same must be done sleeper by sleeper ensuring that at no time the alignment and
level is beyond permissible limits. This work may be done under a suitable speed
restriction if necessary and adequate mechanical means for packing the sleepers
must also be available.

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625 Casual Renewal of Concrete Sleepers – While carrying out casual renewal of
Concrete sleepers, manual handling becomes necessary and precautions indicated
in Para 623 (4) should be observed. In addition, the provisions relating to LWR/CWR
regarding the precautions to be taken for casual renewal of sleepers shall be followed.
Special care shall be taken to consolidate the shoulders of the ballast section after
renewal of the sleepers.
626 Corrosion of Steel in Concrete Sleepers – Both the ends of concrete sleepers
should be painted with an approved type of anti-corrosive paint at the concrete sleeper
manufacturing plant to prevent corrosion of the exposed ends of pre-stressing wires.
627 Maintenance of Concrete Sleeper Fastenings –
(1) Elastic Rail Clips – The essential feature of the elastic rail clip is the correct driving of
the clip, which should be checked by the Keyman during his daily petrol. The clip
should be driven so that the leg of the clip is flush with the end face of the insert. Over
driving and under driving shall be guarded against by observations of the clips in
position. The clips should be driven/taken out with clip applicator/extractor.
Over driving/under driving of the clip causes eccentric load on the liners and results
in their displacement and variation of toe load. A vigilant watch should be kept to
ascertain that no creep is taking place in any of the portion of the track or excessive
movement near SEJs. The elastic fastenings should be checked for corrosion and
corroded fastenings should be replaced.
(2) Rubber Pads – It must be ensured that the rubber pads are in correct position.
Whenever it is found that the rubber pads have developed a permanent set, these
shall be renewed. The loss of toe load can also be due to ineffective pads. The toe
load should be checked regularly, as prescribed, and also if any creep is noticed
resulting in excessive movements of the SEJs. In case of Composite GRSP, it shall
be ensured that the manufacturer’s initials embossed on CGRSP are in contact with
the rail bottom.
(3) Metal Liners- The liners should be inspected and fitted in proper position.
Corroded/dent marked liners adversely affect the toe load and should be planned for
replacement.
(4) Insulating Liners – Nylon/composite insulating liners used with clip shall be examined
periodically for sign of cracking and breakage. Adequate care should be exercised
while driving the clip at the time of installation to prevent damage.
On first laying, a small indentation on the nylon insulating liner will be formed due to
the toe-load of the clip. This is not objectionable so long as the insulating liner does
not crack. All cracked insulating liners should be replaced with fresh ones.
628 Renewal of Fastenings – Precaution during renewal of fastenings shall be taken
as per the provisions of LWR/CWR (refer Chapter 3, Part D).
Large scale replacement of fastenings must be done under the supervision of
JE/SSE/P.Way. The cause for large-scale development of defects must be
investigated by ADEN.
(1) Periodicity of measurement of performance of Elastic Fastening Components –
Sample, Size and Testing frequency –
(a) Sample size – Toe load of elastic rail clip should be measured on 1% of ERCs
randomly on every 100 sleepers (all 4 ERCs to be measured on one sleeper).
(b) Testing frequency – The testing of ERCs is to be done after four years or passage
of 200 GMT of traffic, whichever is earlier. In corrosion prone area, the initial testing
of ERC is to be done after two years or passage of 100 GMT, whichever is earlier
However, if 20% or more of sample size records toe load below 600 kg, both
frequency of inspection and sample size are to be doubled.

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Replacement of ERC –
(i) If 20% or more of sample size records toe load below 400 kg, which is to be
confirmed by 5% sample size, proposal of through fastening renewal should be
initiated.
(ii) The provisions given above are only for guidance of Railways. The Railways on
the basis of the overall condition of track, pattern of traffic and the required level
of maintenance should undertake the large scale replacement of the fastening.
(iii) Further, as the loss of toe load is reflective of conditions of other elastic
fastening components like groove rubber sole plate, GFN/metal liners etc. as
well, the railways may also record condition of these components along with
measuring toe loads for elastic rail clips.
(2) Measures to prevent corrosion and seizure of ERCs with MCI inserts –
Initial treatment – At the base depot, all the elastic rail clips and MCI Inserts should
be thoroughly cleaned. Grease to IS: 408-1981(Specification for Grease Gr. ‘O’
Graphited) should then be applied on the central leg of the ERC and eye of the MCI
insert and then the clip should be driven at the time of assembly of the service panel.
Lubrication of ERCs – Grease Graphite to the specification IS-408-1981 Gr. O should
be used for this purpose. This work should not be carried out during extreme of
summer and heavy rainfall. At a time, ERCs should not be removed from more than
one sleeper. If for any reason mass lubrication of ERCs is taken up, at least 15
sleepers shall be kept intact between any two sleepers taken up for lubrication of
ERCs at the same time. The ERCs should be cleaned by wire brush and emery paper.
The eye of the insert shall also be cleaned by suitable brush. After cleaning, grease
graphite shall be applied to the inside surface of eye of insert and leg of ERC.
Inside/Outside ERCs should be interchanged and fixed again.
The lubrication of ERCs and insert at the time of initial laying should be done and
thereafter should be done once in a year in corrosion prone areas & platform lines
and once in two years in other areas or more frequently as decided by PCE.
629 Steel sleeper for Bridges –
(1) Maintenance –
(a) After laying steel sleepers, tightening of all fittings including hook bolts should be
done once in 15 days for initial one month. Thereafter it should be done once a
month for next six months and subsequently it should be on need basis as observed
by inspecting officials. Regarding hook bolts, Para 631 (3) should be followed.
(b) Guard rail fittings should be tightened once in three months for first six months and
thereafter on need basis.
(c) The above will be in addition to daily attention by Keyman.
(d) Replacement of grooved rubber pads & elastomeric pads shall be done on condition
basis.
(e) Suitable stock of spare fittings should always be maintained keeping different types
of girders in view.
(f) Suitable quantity of the Steel sleepers along with fittings should be kept as
emergency reserve. Emergency reserve stock of channel sleepers should be
maintained keeping different types of girders in view.
(g) In case galvanized coating is damaged, it should be repaired.
(2) Inspection of channel sleepers –
(a) During intensive inspection, the condition of rivets, distortion or crack in sleepers
or any sign of crack in girder flange and tightness of fittings should be looked for.

269
All loose fittings should be tightened after inspection. If required, for few days in
the beginning, a watch may be kept depending upon the need.
(b) During joint inspection, the effectiveness of insulation in track-circuited areas
should also be checked.
630 Inspection and Maintenance of Track on Approaches of Bridges –
(1) For all bridges –
(a) On the bridge approaches, sleepers with arrangement for fixing guard rails should
be provided for provision of guard rails as per Para 228.
(b) Full complement of track fittings at bridge approaches up to 100 metres should be
provided to maintain required track geometry and effort should be made to
immediately recoup deficiency noticed, if any.
(c) Rail level of track at approaches of bridges should be maintained as per designed
L-section and dips in rail level immediately after the abutments should be avoided.
The alignment and super elevation in case of curved track should also be
maintained as per provisions of Chapter 4.
(d) Rail joints should be avoided within three metres of a bridge abutment.
(e) In case of LWR/CWR track, full ballast section as specified should be provided up
to 100 metres from the abutment.
(f) Switch expansion joints should be provided at the bridge approaches in LWR/CWR
track as per provisions (Refer Chapter 3, Part D).
(g) Joggled fish plate with clamps or two far end bolts on good AT welds shall be
provided on bridges having length of water way as 100 m or more and on
approaches upto 100 m length.
(2) In addition, for important and major bridge approaches, for a length of about 100
metres, width of cess should be 90 cm clear of full ballast section to maintain ballast
profile.
(3) For maintaining ballast section, suitable ballast retaining arrangement should also be
provided.
631 Inspection and Maintenance of Track on Bridge proper – (Back to Para 629)
(1) Condition of track – It should be ascertained whether track is central on the rail bearers
and main girders and in good line and level. Departure from good alignment is caused
by incorrect seating of girders, shifting of girders laterally or lengthwise, incorrect
seating of sleepers on girders or rails on sleepers, varying gauge or creep.
Departure from level is caused by errors in level of bed blocks or careless sleepering.
The adequacy of clearances of running rails over ballast walls or ballasted girders at
the abutments and condition of sleepers and fastening on the run off and skew spans
should be inspected.
(2) Sleepers – The condition of sleepers and fastenings should be checked. The spacing
of sleepers should not exceed the limits laid down in Para 227 (2). Squareness of
sleepers shall be ensured. Sleepers requiring renewals should be marked with paint
and renewals carried out.
(3) Hook Bolts – Hook bolts shall, preferably be galvanised. These should be checked for
their firm grip. Position of arrows on top of the bolts should be at right angles to the
rails pointing towards the rail. Hook bolts, if not galvanised, should be oiled
periodically to prevent rusting.
(4) Creep and joint gaps should be checked and rails pulled back wherever necessary.
Rail fastenings should be tight. Defective rails should be replaced. Where switch
expansion joints are provided on the girder bridge, it should be ensured that free
movement of the switch is not hindered.

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(5) Guard rails – Adequacy of guardrail arrangements should be checked. Correct
distance between the running rail and guardrail should be maintained as per the
prescribed dimensions.
(6) On girder bridges adequacy of pathways for inspection should be checked.
632 Maintenance of Yard Lines – Train movement takes place through yard lines
though at a slower speed. Normally track recording to these lines is not covered by
TRC/OMS; hence, track Parameters on these lines will have to be measured manually
or mechanized means.
Measurement of track parameters will be recorded as per proforma given in Annexure
- 6/10 once in three months for passenger running loop lines including cross overs
and once in six months for all other running & non-running lines including cross overs.
Records of measurement and action taken will be kept in the form of registers, which
will be countersigned by ADEN and SSE/P.Way (In-charge) during their Foot/Push
Trolley inspections.
The defects noticed during inspection of yard lines shall be attended by deploying the
gangs or machine.
Preferably, all passenger loop lines should be maintained by track machines and other
loops can be maintained by manual/mechanised methods.
(ACS – 3)
633 Sand Hump / Dead End - Sand humps and dead ends are provided to give the
required signal overlap. These are safety works and brought in to use when trains
overshoot starter signals at danger. All sand humps shall be laid as per standard
RDSO drawing as given in figure below. A sand hump or snag dead end shall not be
obstructed for any purpose and when it has become obstructed, it shall cease to be a
substitute for the adequate distance for the purpose of taking ‘off’ signals. (See Fig.
6.1)
634 Sample of Standard Section of Track – At or near the commencement of each
gang length between stations a sample of three rail lengths of track should be maintained
in accordance with all standards laid down as given below:
(1) Formation of standard width and level below rail.
(2) Clean ballast of correct size, quantity and cross section.
(3) Correct alignment, level and gauge.
(4) Sleepers and fastenings in good condition.
The object of the sample track is to indicate the standard to which the track should be
maintained throughout the gang length.
635 Checking Work of Gangs by JE/SSE/P.Way –
(1) Examination of gang’s work – The work done by a gang either on the previous day or
during the interval when the JE/SSE/P.Way is next with the gang should be examined
for alignment, surfacing and boxing throughout. The JE/SSE/P.Way should inspect
rails and sleepers and their fastenings and check cross levels, gauge, squareness of
sleepers, packing, joint maintenance, profile of ballast and depths of cess below rail
level. The Mate’s Muster Sheet should be checked and initialled. Instructions to the
Mates should be recorded in the gang diaries.
(2) Examination of tools and equipment –
(a) The JE/SSE/P.Way should examine every month and replace, when necessary,
worn out tools and equipment.
(b) The JE/SSE/P.Way should check the accuracy of the spirit level/gauge and straight
edge every month, the result of this examination being entered in the Mate’s diary
book.
(c) Each gang should have the following minimum equipment –

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(i) Level-cum-gauge.
(ii) Two set of hand signal flags, red and green (2 hand signal/LED lamps at night).
(iii) 10 detonators.
(iv) Steel scale 30 cm long.
(v) Straight edge 1 metre long.
(vi) Square.
(vii) Hemp cord.
(viii) Keying and spiking hammer.
(ix) Marking chalk.
(x) Rail thermometer.
(xi) Sufficient No. of shovels, powrahs, beaters, crow-bars, ballast-forks or rakes,
mortar pans or baskets.
(xii) Wooden mallet or Canne-a-Boule.
(xiii) Feeler gauge.
(xiv) 2 no. whistle thunderers.
(xv) Jumper and Gloves (for electrified section) – 02 sets.
(3) Instructions and counselling – JE/SSE/P.Way should ensure that every man in each
gang is aware of the following rules in which the men should be examined periodically
and on appointment, promotion or transfer:
(a) Protecting the lines in an emergency or during work affecting the running of trains
(b) Method of fixing and safety range of detonators.
(c) Showing of signals with or without hand signal flags during day and with hand
signal/LED lamps during night.
(d) Action to be taken when a train is noticed to have parted.
(e) ‘Safety first’ rules.
(f) Patrolling of the line during heavy rains / storms and hot weather on LWR lengths.
The JE/SSE/P.Way should instruct the men for the proper use of tools and upkeep
of the road. The instructions should not be of a casual nature; they should be
demonstrative.

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Fig. 6.1 – Sand Hump

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PART – C
Works Incidental to Regular Track Maintenance
636 Deep Screening of Ballast -
(1) General –
(a) It is essential that track is well drained for which screening of ballast should be
carried out periodically as described in Sub Para (2) below. Due to presence of
bad formation, ballast attrition, excessive rainfall and dropping of fines and ore,
ballast gets choked up and track drainage is impaired. In such situations, it
becomes necessary to screen the entire ballast right up to the formation level /sub-
ballast level. Further, through screening restores the resilience and elasticity of the
ballast bed, resulting in improved running quality of track. Such screening is called
“Deep screening”, as distinguished from shallow screening, which is done, during
overhauling.
(b) The need for intermediate screening between track renewals may be decided by
the Chief Engineer depending on the local conditions.
(c) At the time of deep screening, standard ballast section should be provided
invariably.
(d) Side drains in cuttings, yards etc. should also be restored after deep screening.
(e) In case of the bad formation, formation treatment should be carried out along with
deep screening.
(f) The work of deep screening should be carried out continuously from one end of
the section to the other.
(2) Criteria for deep screening -
Deep screening should be carried out in the following situations by providing full
ballast cushion:
(a) Prior to complete track renewal.
(b) Prior to through sleeper renewal.
(c) Where the caking of ballast has resulted in unsatisfactory riding.
(d) Before converting existing track, fish plated or SWR into LWR or CWR, unless the
ballast was screened in recent past.
(e) In addition to (a) and (d) above, criteria for deep screening during regular
maintenance shall be as follows.
(i) Main Lines and Turnouts on Main Line: Proposal of deep screening works shall
be initiated in Works Programme, when clean ballast cushion is less than 200
mm. Deep screening shall be carried out before clean ballast cushion reaches
below 150 mm.
(ii) Passenger Running Loop Lines, Goods Running Loop Lines the derailments
on which may affect the traffic movement on main lines or passenger running
loop lines and turnouts on these lines: Proposals of deep screening works shall
be initiated in Works Programme, when clean ballast cushion is less than 200
mm. Deep screening shall be carried out when clean ballast cushion reaches
around 150 mm.
(iii) All other loop lines and turnouts on these lines: Deep screening shall be
carried out when clean ballast cushion is less than 100 mm.
(ACS – 1)

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637 Procedure for Systematic Deep Screening - (Back to Para 623)
(1) By manual method (not applicable to LWR sections) –
(a) Survey – Before deep screening of a section is undertaken, it is necessary to survey
the section. This will consist of the following operations:
(i) A longitudinal section of the track should be taken indicating the rail levels at
every 30 metres, and also at changes of the grades, obligatory points like
culverts, bridges, overhead structures, tunnels, level crossings, signal gantries,
and points and crossings etc.
(ii) In station yards, on run through lines, cross sections at every 50 metres should
be taken and plotted including platform levels, rail levels and clearance to
underside of overhead structures.
(iii) On the basis of longitudinal and cross sections, the final levels will be decided
by the DEN, keeping in view the depth of ballast cushion to be provided and the
relative implications of lifting or lowering of track.
(iv) The possibility of eliminating humps, sags, and unevenness in the existing
longitudinal section to be explored. It is not necessarily the intention that the
original longitudinal section of the line should be restored.
(b) Preliminary Works -
(i) Additional ballast required, should be unloaded/spread out opposite to the place
where it is required. When ballast is collected along the track, care should be
taken to see that the new ballast is not mixed with the unscreened ballast.
(ii) Cess should be brought up to correct level in relation to the final rail level.
(iii) Pegs should be provided at intervals of 30 metres to indicate the final rail levels.
(iv) Slewing of curves should be done in advance.
(v) Sleeper renewal as necessary should be carried out in advance.
(c) Screening operations – General:
(i) The work of deep screening would be done under the supervision of an official
not lower in rank than the (JE/P.Way).
Note – For LWR/CWR track, provisions given in Chapter 3 shall be followed.
(ii) The daily output should be predetermined, depending on the time allowance,
availability of labour, extent of ballasting/screening to be done etc.
(iii) Taking the length to be deep screened daily, planning of speed restriction
should be done and necessary notice should be issued to all concerned and
speed restriction boards put up.
(iv) It will be desirable to proceed with the work of deep screening in the direction
opposite to that of the traffic on double line.
(d) Detailed procedure – A day’s length will be deep screened as per the procedure
detailed below:
Stage I - The ballast should be removed from space ‘A’ and ‘B’ on either side of the
sleeper ‘1’ down to final formation level and wooden blocks provided to
support the rail for passing trains.
Stage II - The ballast is removed from under sleeper ‘1’ down to final formation
level/sub ballast level.
Stage III - The ballast should then be screened and placed back under sleeper ‘1’
which should then be packed.
Stage IV - The wooden blocks from space ‘A’ should then be removed.

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Stage V - The ballast from space ‘C’ down to formation level should be removed and
after screening, be placed in space ‘A’ upto bottom of sleeper. The balance
may be taken outside the track and screened. The rail in space ‘C’ should
be supported with wooden blocks.
Stage VI - The ballast should be removed from under sleeper ‘2’ down to formation
level.
Stage VII - Screened ballast should be provided under sleeper ‘2’ and sleeper well
packed.
Stage VIII - The ballast from space ‘D’ down to formation level should be removed and
after screening, be placed in space ‘B’ upto bottom of sleeper; the balance
may be taken outside the track and screened. The wooden blocks should
be removed from space ‘B’ and placed to support the rail in space ‘D’.
Stage IX - The ballast from under sleeper ‘3’ should be removed and so on till the
whole rail length is provided with screened ballast upto level of the bottom
of sleepers.

Fig. 6.2
Final Stage - The track should be lifted to provide additional cushion where required.
The track should be packed in the final position and then boxed.
Sequence of the operations is shown in the Fig 6.2 above.
(e) The following points may be kept in view while doing the work –
(i) No unscreened length should be left between screened lengths of the track at
the same time.
(ii) It should be ensured, that when ballast is being removed from any sleeper,
invariably, there are at least four fully supported sleepers between it and the
next sleeper worked upon.
(iii) Lifting should be limited to 50 mm at a time.
(iv) It should be ensured that packing, cross-levels and grade run off are satisfactory
before closing the day’s work.
(v) The work should be done under a speed restriction of 20 Kmph.
(vi) The speed should be gradually raised as in Para (f) below, which will vary
depending on the type of maintenance in the section.

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(f) Schedule for working and speed restriction to be observed, in deep screening
works:
(i) With manual packing – The details of the work to be carried out in stages on
various days, after the starting of the screening operation and the speed
restriction recommended to be imposed are shown in Table I. According to the
above schedule, normal Sectional speed can be resorted on the 21stday.
(ii) With machine packing – The details of work to be carried out in stages on
various days after the start of the screening operations and the speed restriction
recommended to be imposed are indicated in the schematic representation in
Table II. According to this schedule, normal sectional speed can be resumed
on the 10thday.
Table – I
Proposed Schedule for Manual Deep Screening (Manual Packing)
Day Sequence of events Speed in Kmph
1st Deep Screening and initial packing 20
2nd 1st through packing 20
3rd nd
2 through packing 20
4 to 9th
th Picking up of slacks as required 45
10th 3rd through packing 45
11 to 19th
th Picking up of slacks as required 75

Table – II
Proposed Schedule for Manual Deep Screening (Machine Packing)
Day Sequence of Events Speed in Kmph
1st Deep Screening with Initial Packing 20
2nd First Machine Packing 20
3 to 5th
rd Picking up of slacks as required 45
6th Second Machine packing 45
7 & 8th
th Picking up of slacks as required 75
9th Third Machine packing 75
10th Normal Sectional speed
(2) Deep Screening with BCM (Ballast Cleaning Machine) (Back to Para 346)- The deep
screening by BCM machine is to be carried out as detailed in IRTMM. The work of
deep screening shall be followed by tamping and stabilisation of track with TTM (Tie
Tamping Machine) and DTS (Dynamic Track Stabiliser) respectively. The work is to
be carried out in stages on various days after the start of the screening operations
and the speed restriction recommended to be imposed are indicated in the
schematic representation in Table – III. According to the schedule, normal sectional
speed can be resumed on the 8th day.
Speed raised to normal sectional speed, only after one round of tamping by machine
in design mode and stabilisation in controlled settlement mode

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Table— Ill
Schedule of Speed Restriction for Deep Screening By BCM Followed by Tamping and
Stabilisation by Dynamic Track Stabilizer (DTS) Machine
Speed
Details of Work Days of Work
Restriction
Deep screening of track by BCM, ballast equalization
followed by initial packing and initial stabilization by DTS 1st day 40 Kmph
in maximum settlement mode.
First round of tamping followed by stabilization of track by 2nd day 40 Kmph
DTS in maximum settlement mode. (1st Tamping)
Ballasting for recoupment of ballast deficiency (if
3rd day 40 Kmph
required), boxing of ballast section and tidying.
Boxing of ballast section and tidying. th
4 day 40 Kmph
Second round of tamping followed by stabilization of track 5th day
40 Kmph
by DTS in maximum settlement mode. (2nd Tamping)
Survey of track for design mode tamping as per annexure
6th day 75 Kmph
2.16 of IRTMM, boxing of ballast section and tidying.
Inspection of track, boxing of ballast section and tidying. 7th day 75 Kmph
Third round of tamping in design mode followed by two
8th day
rounds of stabilization of track by DTS in controlled 110 Kmph
(3rd Tamping)
settlement mode.
Footplate/last vehicle inspection and speed raising. 10th day 130 Kmph
Footplate/last vehicle inspection and speed raising. 12th day 160 Kmph
Note: The period of the schedule shown above can be suitably increased to suit local conditions
of track consolidation. Full ballasting as per prescribed ballast profile to be ensured before the
third round of tamping.
(3) Precautions to be taken during deep screening of track by BCM followed by TTM and
DTS machines -
(a) All precautions stipulated for LWR/CWR track (Chapter 3) shall be strictly followed.
(b) The cutter bar shall be removed after completion of day's work, ballast filled and
packed & stabilized by TTM/DTS.
(c) Ramp shall not be located in locations like level crossing, Girder Bridge, transition
portion of curve etc. It shall be kept minimum two rail length away.
(d) In case of malfunctioning of TTM and/or DTS, deep screening shall be stopped
and track which has not been tamped and stabilized shall be attended manually by
ballast ramming and correction of track geometry to ensure safety of running trains.
Speed restriction shall be imposed and relaxed in terms of Sub Para (1) (f) (i) or
(ii) above, whichever is the case.
(e) In case of non-availability of traffic block on subsequent days of deep screening by
BCM, speed restrictions shall be imposed and relaxed in terms of Sub Para (1) (f)
(i) or (ii) above, whichever is the case.
(f) When BRM is not deployed, adequate trackmen shall be deputed to recoup ballast,
particularly in shoulder and maintain ballast profile after machine working.
(g) Lifting of track shall be resorted to after ensuring adequate availability of ballast for
maintaining ballast profile for planned lifting.
(h) Adequate arrangements for supply and training out of ballast prior to deep
screening should be made. Special care shall be taken by deploying watchman on
stretches overdue for rail renewal.
638 Lifting of Track -
(1) Lifting of track will become necessary during re-grading and for elimination of minor
sags, which develop through improper maintenance or yielding soil, to keep a good
top.
(2) Correct level pegs should be fixed at suitable intervals, before lifting is commenced.

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(3) Heavy lifting should always be carried out under suitable speed restriction and under
the protection of corresponding engineering signals.
(4) The lifting should not exceed 50 mm at a time so as to allow proper consolidation.
The easement gradient for the passage of trains should not be steeper than 25 mm
in one rail length of 13 metres.
(5) The operation should be repeated until the required level is attained when the track
should be finally ballasted, through packed and boxed, the cess being made up to
proper level.
(6) Lifting should commence from the downhill end carried out in the direction of rising
grade in case of single line. It should proceed in the opposite direction to traffic, in
case of double line, care being taken not to exceed the easement grade.
(7) While lifting track under bridges and overhead structures and in tunnels, it should be
ensured that there is no infringement of standard dimensions.
(8) In case of curves, it is usual to set the inner rail to the correct level and grade and to
raise the outer rail to give the required super elevation, care being taken to see that
the cant gradient is within the permissible limit.
(9) For LWR/CWR track, provisions given in Chapter 3 shall be followed
639 Lowering of Track -
(1) Lowering of the track should not be resorted to except where it cannot be avoided and
if resorted to, it should be done under suitable speed restriction and under the
protection of Engineering signals.
(2) When lowering is to be done, trenches should be made across the track at every 30
m to the final level in order to give a continuous indication, while the work is in
progress. The ballast should be removed sufficiently far away from the track to prevent
it getting mixed up with excavated material.
(3) The procedure is to clear the spaces between the sleepers, then slightly lift the track,
break the packing beneath and level it into the space between sleepers. This material
is then removed and the operation repeated until the final level is reached. The road
should then be ballasted, through packed and boxed, the cess being cut down to
proper level.
(4) Lowering, should be restricted to a maximum of 75 mm at a time and the grade for
passage of trains should not exceed 25 mm in a rail length of 13 m.
(5) As opposed to lifting, lowering should be carried out in the direction of the falling
grade.
(6) Work of lifting or lowering of track shall be carried out under supervision of JE/P.Way.
(7) For LWR/CWR track, provisions given in Chapter 3 shall be followed.
640 Side and Catch Water Drains and Waterways -
(1) For efficient drainage of cuttings, side and catch water drains of suitable type and size
should be provided. The bottom of side drains should be at least 30 cm below the
formation level.
(2) Adequate openings to take the full flow of side drains should be provided under level
crossings where they exist in or at the end of the cuttings.
(3) In cuttings, in black cotton or similar soils, catch water drain should be provided
sufficiently away from the top of the cutting to avoid any danger of a breach occurring
between the drain and the cutting itself. The excavated spoil should be used to form
a ‘bund’ between the drain and the top of the cutting.
(4) Ballast walls, where provided in cuttings, should be regularly inspected. The efficient
maintenance of ballast walls includes regular cleaning of weep holes, the provision of

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weep holes where none exist and rebuilding where necessary.
(5) The cleaning of side and catch water drains, clearing of obstructions from outfalls and
cleaning water-ways of bridges and culverts shall be completed before the monsoon
sets in. The spoil from cleaning drains or cuttings should not be deposited at a place
from where it is likely to be washed back into the drains.
(6) In the Municipal areas, where the outfall of railway drains is in the municipal drains,
close co-ordination should be maintained with the municipal authorities to ensure free
flow from railway drains.
641 Drainage in Station Yards - The network of cross and longitudinal drains in yards,
should be so planned that storm water is led away in least possible time. The system of
surface drains of carriage-watering and carriage washing hydrants should be efficiently
maintained. Proper yard drainage plan should be prepared and maintained by SSE/Works.
642 Section Limit Boards -
(1) Boards at jurisdictional limits should be provided thus -
(a) End of Divisions -
BB DIVN. BSL DIVN.
D.E.N./BB D.E.N./BSL
A.D.E.N./IGP A.D.E.N./MMR
SSE/P.Way/IGP SSE/P.Way/DVL
(b) End of Sub-Divisions -
A.D.E.N./TNA A.D.E.N./KYN
SSE/P.Way/KYN SSE/P.Way/VSD
(c) End of Sections -
SSE/P.Way/TNA SSE/P.Way/KYN
(d) End of Gang lengths -
G-3 G-4
1+1+14 1+1+13
(2) If the gang beat ends in a curve the beat should be so adjusted that the entire curve
lies in one of the beats.
Similarly, in case of yards, Gang beats should be so adjusted that the yard is
maintained as far as possible by one gang, exception being in the case of big yards
where the yard may have to be maintained by more than one gang.
(3) Suitable boards should also be provided indicating the state and district boundaries.
(4) When a board has to be located at an exact kilometre, it should be fixed by the side
of the kilometre post.
(5) The boards, which may be of, scrap iron or RCC should throughout a division be fixed
on the cess on the same side of the line. The letters and figures should be painted
black on white background.
643 Kilometre and Gradient Posts - These may preferably be of RCC of suitable
dimensions and fixed at right angles to the track on the cess so as to be distinctly
visible. The figures, arrows and letters should be painted in black on a white
background.
644 OHE Mast/Hectometre Post Numbers -
(1) Kilometerage should be indicated on OHE Mast/Hectometer Post either by painting
or providing number plates thereon.
(2) Where single plates are provided, they should be fixed at 45 degrees to the track
and face alternatively in the up and down directions. Where one piece angle type
plates are provided, they should be fixed so that either face is at 45 degrees to the

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track. Figures should be painted in black on white background.
(3) In deep-cuttings or tunnels, OHE Mast/Hectometer post numbers should be repeated
at cess level.
(4) On double line section where one line is located away from the line along which the
OHE Mast/Hectometer post numbers are provided and from where the figures on the
Mast/Hectometer cannot be easily read, additional rail posts should be provided
along the other line, which should indicate the corresponding OHE Mast/Hectometer
Post numbers.
(5) On electrified sections, the kilometerage is indicated on the structure posts. The
responsibility of providing number plates or painting kilometerage on the Electric
structure devolves on the Electrical Department.
645 Verification of Land Boundaries -
(1) Every railway administration is responsible for the demarcation and periodical
verification of the boundaries and the maintenance of proper records in connection
therewith of all land in the possession of that Railway (Para 1048-E of Engineering
Code).
(2) The SSE/P.Way (In-charge) is responsible for maintaining the railway land
boundaries between stations and at unimportant stations. The unimportant stations
where the land boundaries are to be maintained by the SSE/P.Way (In-charge)
should be specified by the administration.
(3) The SSE/P.Way (in-charge) is responsible for reporting any encroachment that may
occur as soon as they are noticed, to the ADEN who will on receipt of such report
initiate measures to remove the encroachments.
(4) The SSE/P.Way (In-charge) shall submit, by the prescribed date every year, a
certificate to the ADEN, copy endorsed to the DEN for information, in the following
form:
I certify that I have inspected the Railway Land boundaries on my section during the year ending...
…… and that they are in accordance with the land plans. There have been no encroachments
except at the following kilometres that have been reported by me vide reference given against each.
I further certify that missing boundary stones at the kilometrages shown below have been replaced.
No.
Date: SSE/P.Way (In-charge)

(5) During his inspection, ADEN shall ensure that railway boundaries are demarcated
correctly and that there are no encroachments. In cases where he cannot prevail on
the parties to remove the encroachments, he must report the facts with particulars to
the DEN who will take up the matter with the Local Authorities.
646 Trolley Refuges -
(1) Maximum distance apart of trolley refuges shall not exceed 1 km, subject to following
-
(a) Cuttings – 200 m on straight and 100 m in curve.
(b) High banks – 200 m
However, Railways may provide trolley refuges at closer interval depending upon site
conditions such as speed of the trains in section, visibility, timings of the trains,
gradients etc.
(2) On double line these should be staggered, alternate trolley refuges being on up and
down sides respectively. The space between the track should be filled with ballast
and levelled up to the rail level for easy off-tracking of the trolleys opposite to the
trolley refuges.

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(3) Maximum distance apart of trolley refuges on bridges will be as under:
(a) On bridges with main spans of less than 100 metres – 100 metres.
(b) On bridges with main spans of 100 metres or more – A refuge over each
pier.
(4) In the case of tunnels, the maximum distance apart of trolley refuges shall not exceed
100 metres. For easy identification of the location of trolley refuges in tunnels and
deep cuttings a distinguishing mark such as a rail post, painted with luminous paint
with a mark ‘R’ may be erected by the side of the trolley refuge.
647 Standard Dimensions -
(1) Infringement – The SSE/P.Way (In-charge) should refer any work resulting in
infringement of standard dimension to ADEN for instructions. Work involving
permanent infringement should be referred to the Competent Authority for sanction
through the CRS.
Permanent way staff shall be on the alert to prevent occurrence of;
(a) ‘Slacks’ in platform line causing the platform heights to exceed the standard
dimension.
(b) Errors in alignment causing the minimum distance to adjacent structures infringed,
for example, platform coping, over-bridges, O.H.E. structures.

(c) Excessive lifting of the track, causing minimum height to overhead structure to be
infringed, for example, underside of over-bridge, roofs of tunnels, overhead
contact wires.
(2) Verification and preparation of yearly statements of infringements – Once a year, the
standard dimensions over their sections shall be verified personally by the
SSE/P.Way (In-charge) according to the profiles shown in the schedule of
dimensions and statements of infringements, if any, submitted to the ADEN by the
end of March. ADEN after scrutiny should forward these to DEN.
The statement shall briefly indicate against each infringement the reason for its
continuance together with reference to the sanction of Railway Board/ Commissioner
of Railway Safety. DEN after scrutinising the yearly returns will issue necessary
instructions to the ADEN. Important items should be referred to the Chief Track
Engineer.
648 Felling of Trees Obstructing View - (Back to Para 913) Trees and bushes that
interfere or tend to interfere with the view from a train or trolley, of signals or level
crossings or along the inside of curves, shall be cut. When cut, it should be ensured
that they do not foul the track.
When trees and bushes require to be cut in terms of Sub-Para above, on private
lands, action should be taken as laid down in Section 14 of the Railways Act 1989
(24 of 1989) reproduced below:
“14. (1) Where in the opinion of a Railway Administration;
(a) There is imminent danger that any tree, post or structure may fall on the railway
so as to obstruct the movement of rolling stock; or
(b) Any tree, post, structure or light obstructs the view of any signal provided for
movement of rolling stock; or
(c) Any tree, post or structure obstructs any telephone or telegraph line maintained
by it, it may take such steps as may be necessary to avert such danger or
remove such obstruction and submit a report thereof to the central government
in such manner and within such time as may be prescribed.”

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649 Distance Pieces to Platform Lines - Tracks adjacent to platforms should be
provided, with ‘distance pieces’ made of unserviceable timber or any suitable material
fixed at intervals of about 30 m one end of each such piece butting against the near
rail and the other against the face of the platform wall or any other suitable
arrangement to obviate the possibility of infringement of the horizontal distance from
centre of track to face of platform coping.
650 Fouling Marks -
(1) Fouling marks should be distinctly visible and difficult to remove.
(2) (a) Fouling Mark should be placed at a location where track centre begins to
reduce to:
(i) 4.265 m in existing works where normal track centre is between 4.265 m and
4.725m.
(ii) 4.725 m in existing works or new works or alteration to existing works where
normal track centre is 4.725 m or more.
(b) While placing FM between two berthing lines (main and loops line or between
two loop line) where points are involved, it must be ensured that glued joint is
placed 3.35m inside FM for ensuring safety.
(c) It should be ensured that chainages of FM are written on ESP along with the
mention of CSR (FM to FM) and CSL (from track circuit termination glued joint
in rear to signal in front).
(3) The CSL (Clear Standing Length) of loop and number of wagons, which can be
accommodated in a siding or a loop, should be marked on each fouling mark.
(4) The fouling marks should consist of a stone/ cement concrete block about 1500 mm
in length, 250 mm wide and 125 mm thick, with the top edge rounded off and the top
surface white-washed or of unserviceable rail pieces embedded in concrete support
& painted white. These should be laid level with the top line of the ballast section.
651 Maintenance of P.Way Store - SSE/P.Way (In-charge) shall maintain his store
duly maintaining all records in store module of TMS. He shall keep his store premises
neat and clean and all P.Way material properly stacked in an identifiable manner. The
material should be stacked in different category and in different locations duly marking
the boards for new, second hand and unserviceable or obsolete material. He should
dispose of all the scrap and obsolete material quickly as per the laid down procedure
in this regard.
SSE/P.Way (In-charge) should maintain minimum imprest of the store as decided by
Chief Track Engineer depending on type and condition of track, traffic density, terrain
and other misc. features.
652 Action in case of Derailments -
(1) For other than LWR track -
(a) When the damage is extensive and track is distorted in such a way that it is not
possible to pass traffic even at a restricted speed, the distorted track should be
removed and replaced by track laid with available rails and sleepers. The traffic
should be restored at a restricted speed.
(b) When the damage is not extensive and it is possible to pass traffic at a restricted
speed, suitable speed restriction should be imposed after assessing the damage to
track. After all the damaged sleepers are replaced and necessary repairs are done
including welding of joints, normal speed should be restored after consolidation.
(2) For LWR Track -
(a) When the damage is extensive and track is distorted in such a way that it is not
possible to pass traffic even at a restricted speed, the affected portion should be
isolated by introducing buffer rails/SEJ on either end of the affected portion. The

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distorted track should be removed and replaced by track laid with available rails and
sleepers. The traffic should be restored at a restricted speed. The affected portion
should then be converted to long welded rails by taking usual precautions for LWR.
(b) When the damage is not extensive and it is possible to pass traffic at a restricted
speed, suitable speed restriction should be imposed after assessing the damage to
track, sleepers should be replaced as in the case of casual renewals taking
precautions as laid down for LWR/CWR. After all the damaged sleepers are
replaced, the affected portion and 100 metres on either side should be de-stressed
after consolidation, and normal speed should be restored thereafter.

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PART – D
Record Keeping
653 Record of Gang Work - Almost all the records (except few) have to be maintained
in TMS. Entries in TMS have to be made by concerned JE/SSE/P.Way, which shall
be periodically scrutinized by ADEN.
(1) Each Gang Mate should be supplied with a gang chart (Annexure - 6/2) and a gang
diary.
(a) In the gang chart, the work set to the gang for a fortnight should be indicated
by suitable notations and the details of track maintenance work done over the
gang length, on a day-to-day basis shall be recorded by the JE/SSE/P.Way,
according to extant instructions.
(b) In the gang diary supplied to each gang, fortnightly programme of work should
be entered by the JE/SSE/P.Way. Each diary should be adequate for recording
the work during the complete year
(2) At the end of the fortnight, the JE/SSE/P.Way should carry out a quantitative and
qualitative assessment of the work done after thorough inspection and make suitable
observations in the gang diary.
Temporary gangs employed in work allied to track maintenance, should also be
supplied with gang diary, wherein the details of the work set and the work carried out
will be entered by the JE/SSE/P.Way.
(3) Details of maintenance work carried out by these gangs should be entered in the
TMS for the respective permanent gang.
(4) Gang charts/diaries should be checked by ADEN and DEN during their inspections.
They should record their observation in the gang diary.
(5) On withdrawal of gang diary and supply of fresh ones, the SSE/P.Way (In-charge)
should carefully analyse the work done and take notes of kilometerages that
frequently gave trouble during the previous year, with a view to formulating such
special measures as may be necessary.
(6) Maintenance attention given to the signalled loop lines and turnouts should be
recorded in TMS and Gang Chart.
(7) Whenever the gang equipment are checked by JE/SSE/P.Way, the same should be
recorded in gang dairy against the date on which such inspection is done. Inspecting
officials should initial against the date and also make suitable entries in gang diary.
(8) Six months after the end of each year, the gang charts will be collected by the
SSE/P.Way (In-charge) and maintained as record. Thus, for the overlapping period
of six months, the gang will have two gang charts with them. A six months record
will, therefore, always be available with the gang for reference. Normally, this record
should be kept for at least five years. When a particular kilometre or section is under
special observation, the record may be maintained for a longer period at the
discretion of P.Way officials.
654 Record of Work of Artisans and Other Workmen Employed - Each
artisan/workman will be supplied with a diary in which entries will be made by the
artisan/workman showing his movement by train and the details of daily work
performed by him. The JE/SSE/P.Way will scrutinise the work during his inspection
and make suitable observations in the artisan’s/workman’s diary. At the end of the
month, these diaries will be sent to the Office of the SSE/P.Way (In-charge).

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655 Half-Yearly Report on the Condition of Permanent Way -
(1) The SSE/P.Way (In-charge) shall submit half- yearly Reports on the state of track in
his charge, to DEN through ADEN in the format placed at Annexure - 6/3.
(2) In this Report the SSE/P.Way (In-charge) shall make candid statement of the defects
in the track, reasons for defects and proposals for rectifying them.
(3) The ADEN should check the track during his trolley inspections and verify the
conditions mentioned by the SSE/P.Way (In-charge), and also study the proposed
remedial actions. Remedial actions as necessary should be ordered within his power
or referred to DEN for further orders.
(4) DEN should scrutinize the half-yearly reports of the SSE/P.Way (In-charge) and the
comments forwarded by the ADEN, and give his orders thereon to the SSE/P.Way
(In-charge) through ADEN. ADEN and SSE/P.Way (In-charge) should promptly
attend to the orders issued by the DEN.
(5) Submission of half-year reports does not absolve the SSE/P.Way (In-charge) of this
basic responsibility of maintaining the track in fit condition for the load and speed
sanctioned for the section.
656 SSE/P.Way (In-charge)’s Section Register -
(1) Each SSE/P.Way (In-charge) shall maintain a Section register containing all
important information including a brief history of the section. The details as under
shall be entered in the register -
(a) Administration –
(i) Change in JE/SSE/P.Way and Clerks.
(ii)
Change in jurisdiction.
(b) Permanent Way –
(i) Formation – Sections giving frequent trouble with brief history and remedial
measures adopted, if any.
(ii) Track structure, method of maintenance, details of particular locations giving
frequent trouble and remedial measures adopted if any.
(iii) Details of kilometerages of track laid as short welded panels, long welded rails,
continuous welded rails, etc. incidence of buckling, maximum and minimum rail
temperatures observed.
(iv) Grades – Re-grading done, with brief details of lifting or lowering of track.
(v) Curves – Change in geometry or design Parameters of curve.
(vi) Particulars of deep screening carried out year wise.
(vii) Permanent Way renewals – Major renewal carried out as relaying, re-railing
and re-sleepering; large-scale renewal of track components at a section should
also be shown.
(viii) Station yards and sidings – Extension or alteration to yard layouts, sidings, and
platforms.
(ix) Material under trial – Brief particulars- Connect reference to notes in the
‘Materials-under-trial’ register.
(c) Bridges and floods –
(i) Yearly record of rainfall showing month wise distribution.
(ii) Important repairs and renewal to bridges, details of extensive repairs to
bridges, dismantling and rebuilding bridges, strengthening of girders, renewal
of girders, extension of bridges and through renewal of sleepers, should be
shown. Ordinary repairs need not be recorded.
(iii) Damage due to floods – Extent of damage with particulars of rainfall,
arrangements made for labour and material, time and labour spent for

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restoration and approximate cost. Cause of damage and notes of remedial
measures.
(iv) List of railway affecting works with brief history.
(v) List of vulnerable locations, where stationary watchmen are to be posted.
(d) Miscellaneous –
(i) Encroachment and steps taken to remove them.
(ii) Infringement particulars.
(iii) Accidents attributable to Permanent Way with details.
(iv) Any other important information necessary.
(2) The entries made in the section registers shall be brought up-to-date from time-to-
time and these shall be scrutinised in the beginning of every year by ADEN.
657 Permanent Way Plans and Diagrams -
(1) ADENs shall have in their possession complete set of the following -
(a) The IRS Track manual or IRS type plans, pertaining to track sections and turnouts
over their jurisdictions.
(b) Plans and longitudinal sections of the line, to a scale of 50 metres to 1 cm
horizontal (1:5,000) and 5 metres to 1 cm vertical (1:500) and Index Plans and
sections to a scale of 0.5 km to 1 cm horizontal (1:50,000) and 10 metres to 1 cm
vertical (1:1,000) showing the physical features, alignment, grades, location of
bridges and level crossings.
The longitudinal section of the line shall be updated by surveying the longitudinal
profile of the line at least once in five years.
The necessary action for elimination of humps, sags and unevenness or providing
vertical curves as provided in Para 417 be taken if the survey reveals variations in
grades.
Such an action may also become necessary as a result of track works viz. renewal
of rail/sleepers, lifting/lowering of track, bridge works etc.
(c) Drawing of bridges, level crossings and protective works and yard layouts over
their jurisdiction.
(d) Working drawings or diagrams pertaining to track and components on their
sections, issued from time-to-time.
(e) The permanent way track diagram of the railway line showing the type of track and
fittings when laid, type of ballast, type of formation with classification of soil as per
RDSO’s circular, blanket thickness, type of formation trouble (if any) and indication
of how the railway boundary is demarcated. Chainage points in the track diagram
shall be indicated correct to the nearest metre (details as in Annexure - 6/4).
(f) The Permanent Way diagrams of station yards showing complete dimension of
running lines, sidings, type of track and turnouts. (Details as per Annexure - 6/7).
(2) The SSE/P.Way(In-charge) shall have in their possession complete sets of drawings
and diagrams mentioned in item (a) and (d) to (f) pertaining to their jurisdictions; he
shall have in his possession the land plans pertaining to his jurisdictions covering
those between stations and unimportant station yards.
(3) Plans pertaining to their jurisdictions shall be maintained up-to-date by the ADEN
and SSE/P.Way (In-charge).

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658 Musters -
(1) The attendance of the Permanent Way staff and artisans and others shall be checked
by the JE/SSE/P.Way under whom the staff are employed according to such
instructions as issued by the Administration.
(2) No over-writing in the muster sheet should be permitted. Corrections should be
attested and initialled by the JE/SSE/P.Way.
(3) Separate musters should be allotted and issued to each batch of workmen such as
Track Maintainer, Gatemen, Trolleymen and Artisans.
(4) The muster sheet should be kept by the head of each batch and at the site of work
for checking attendance by the JE/SSE/P.Way concerned.
(5) The muster sheet of Trolleymen and office staff should be kept and maintained in the
office concerned.
(6) For each wage period, the muster sheet should be collected and fresh ones issued.
Before commencement of a month, the ADEN should issue requisite number of blank
muster sheet forms to each SSE/P.Way (In-charge) for the purpose of recording the
attendance.
(7) Before issue, ADEN, as a token of its authenticity, must initial on the top of each
blank muster sheet.
(8) The leave availed by each employee should be recorded in the leave register debiting
this leave to his account before the musters are dispatched to the DEN’s office.
(9) The ADEN should check the musters of the staff on their subdivision and initial the
muster sheet at least once in two months during his trolley inspection.
659 Strength and Jurisdiction of Gangs -
(1) Formula for Gang Strength: The formula for calculation of gang strength based on
different activities being carried out by gang, working of track machine and other
factors is MCNTM (Committee on Manpower and Cost Norms for Track
Maintenance) formula of 2010.
(2) The strength of each maintenance gang shall be worked out by approved formula
and should be sanctioned. Yearly calculation of gang strength should be done for
each gang duly taking in to account any changes in track structure and
addition/alteration of ETKM or any other feature. Before any new track is
commissioned, the additional gang strength required for its maintenance should be
calculated and got sanctioned in advance through Divisional Office. A register should
be maintained by each SSE/P.Way (In-charge) and in the Office of the DEN and
ADENs having the required strength of manpower, sanctioned strengths of gangs,
Gatemen, Watchmen, Lookout men, Trolleymen and other staff. No deviation from
the sanctioned strength of gangs and other staff shall be permitted without the
approval of the Chief Track Engineer. All details related to gang strength shall be
entered in TMS.
660 Custody of Gang Tools - For the safe custody of gang tools, boxes should be
provided at appropriate locations with proper locking arrangements. They may be
provided near gang quarters, gate lodges or in stations. The Gang mate shall ensure
that all tools are deposited in the tool box after working hours and kept locked.
Track maintainers should not leave any tool unprotected during the course of working
or during mid-day-break.

288
661 Records of Material Under Trial -
(1) CTEs of Zonal Railways may order limited trials of simple items, which do not infringe
with existing provisions of standard specification or instructions laid down in
Manuals/Codes. Before undertaking the trial, complete scheme of trial should be well
chalked out including the Parameters to be periodically measured/checked, official
to measure/check, periodicity of measurement/checking as per proforma given in
TMS. All measurements/observations are to be recorded in TMS. CRS may also be
kept informed about such trials.
(2) The Zonal Railways should periodically inform RDSO through TMS about such trials
to maximize advantage.
(3) Recording – All observations related to materials under trial duly indexed shall be
maintained by the SSE/P.Way and cross checked by ADEN.
(4) Particulars of entries – Particulars regarding each item should be completed in
regard to:
(a) Name of material.
(b) Kilometerage where laid.
(c) Date of laying.
(d) Object of trial.
(e) Nature and condition of ballast.
(f) Nature and type of formation.
(g) Track details.
(h) Behaviour.
(i) Any other relevant information.
In the case of items designed for improved track performance, notes should be made
about the extent to which such appliances are producing the desired results,
particulars being quoted, whenever possible.
(5) Trial lengths – Material under trial should, where practicable be laid near ADEN’s
headquarters. In the case of sleepers under trial, a special kilometre or kilometres
should be utilized for the purpose.
(6) Indication plates – Materials under trial should be indicated by plates of suitable
dimensions fixed on the cess at either end of the trial length, the description and
number of item, date laid and kilometerage, being shown thus: (Back to Para 354)

Reconditioned sleepers
Nos. 1000, January 2021
Km 72/0 – km 72/12

(7) Removal of materials under trial – In every case where sleepers or other materials
under trial have to be removed because of relaying or alterations, the ADEN
concerned should report to the DEN and ask for disposal instructions. When material
is removed for any reason, a full note should be made by the ADEN on its condition
after thorough examination. When material under trial is removed and re-laid in
another ADEN’s length, the previous history of the material shall be copied and
recorded in the TMS of the sub-division where it is now laid.
(8) The DEN should take interest in the trials in progress in his jurisdiction and ensure
that the stretch, where such material is laid, is maintained to the desired standard.

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PART – E
Maintenance of Track in Track Circuited Areas
662 Provision and Maintenance of Signalling Fixtures in Track -
(1) Provision of signalling fixtures in track –
(a) No signal fixtures/installation, which interfere with maintenance of track should be
provided on track unless the approval for same is available from Track Directorate
of RDSO or Railway Board.
(b) S&T Department shall provide adequate number of personnel for opening of
signal rod, signal gears, other installations etc. to facilitate mechanized track
maintenance. Opening of signal rods, signal gears etc. shall not be required where
In-sleeper Point Machine has been provided.
(2) Precautions to be taken while working in track circuited area –
(a) JE/SSE/P.Way should instruct the staff not to place across or touching two rails
in the track, any tool or metal object which may cause short circuiting.
(b) All gauges, levels and trolleys used in the track-circuited length should be
insulated.
(c) Steel or C.I. pipes used for carrying water/gas under the track should be run
sufficiently below the rails to prevent any short-circuiting.
(d) While carrying out the track maintenance, various S&T/Electrical installations
should be got removed, wherever they interfere with the maintenance activities so
as not to cause any damage of track circuit fittings like rail bonding wires, lead
wires to rails, boot leg, jumper wires etc. .
(e) Use of steel tapes should be avoided in track-circuited section.
(f) Pulling back of running rails in track should be done in track-circuited areas in the
presence of S&T staff, where signalling connections are involved.
(g) Proper drainage should be ensured so as to avoid flooding of track, during rains,
particularly in yards, where watering of coaches is done. It would be desirable to
provide ballastless track on platform lines, where watering of coaches is done.

(h) Ballast must be kept clean throughout the track circuited section and care should
be taken to see that minimum ballast resistance per kilometre of track should not
be less than 2 ohms per km in station yard and 4 ohms per km in the block section
as per Para 17.28 of “Signal Engineering Manual”. On PSC sleepers track,
availability of insulated liners upto a minimum level of 97% shall be ensured.
(i) Any hole drilled in the rail for providing S&T fixtures should be at the neutral axis
of the rail and chamfered.
(j) In case of curves in track circuited area, efforts should be made to keep inner rail
as positive rail so as not to exert additional lateral thrust on GFN liners.

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PART – F
Maintenance of Track in Electrified Areas
663 General Instructions to Staff -
(1) General Knowledge of Engineering Staff –
(a) Every engineering official working in electrical traction area shall be in possession
of a copy of rules framed for the purpose of the operation of the Traction Power
Distribution system pertaining to Engineering Department and ensure that staff
working under him are also acquainted with the rules. He will ensure that rules
pertaining to carrying out engineering works are strictly observed.
(b) All electrical equipment, every power line or cable shall be regarded as being ‘live’
at all times. No work shall be commenced adjacent to any electrical equipment
except on authority issued in writing by a competent official of the Electrical
Department to the effect that the equipment has been made dead and earthed.
(2) Defects in Overhead Equipment – Defects or break-downs in the overhead
equipment including track and structure bonds noticed by the Engineering staff shall
be reported immediately to the Traction Power Controller. When defects in the
overhead equipment that are likely to cause damage to pantographs or trains, are
noticed and it is not possible to convey information to Station Masters or signalmen
to enable them to issue caution orders, the line shall be protected by the staff noticing
such defects according to GR 3.62.
(3) Traction Bonds – In electrified areas the return current fully or partially flows through
the rail. To ensure reliable electrical circuit continuity and also to ensure proper
earthing in case of leakage of current, various types of traction bonds as described
below are provided at suitable places and maintained by the Electrical Traction
Department.
(a) Longitudinal Rail Bonds – In the case of D.C. traction system, practically the whole
return current flows through the rail. Therefore, two flexible copper bonds offering
minimum resistance to the flow of current are provided at each rail joint under the
fish-plates. Two solid lugs at the two ends of the copper bonds are inserted in
holes drilled at the two rail ends between the fish bolt holes and are pressed by
using a bend press to rivet them firmly to the rail. On points and crossings and at
junction fish-plates where continuity bonds of the above type cannot be provided
due to space constraint, continuity of return current path is achieved by using mild
steel straps or G.I. wire ropes.
Absence of such bonds may cause unsafe working condition and in extreme
cases may damage the rail ends.
(b) Cross Bonds – Cross bonds are provided between adjacent tracks at regular
intervals to reduce resistance of the current to the minimum. Such cross bonds
are also known as transverse bonds.
(c) Structure Bonds – All structures supporting overhead equipment either in AC or
DC track circuited areas are connected to the running rails for ensuring good
earthing. Failure of insulator or leakage of current switches off the supply from the
sub- station so that men coming in contact with supporting structure etc. do not
get electric shock. Removal or tampering of such bonds can, therefore, result in
unsafe conditions. Since the structures are grouted in concrete, they are likely to
become charged in case such bonds are kept disconnected. Similarly, other steel
structures such as foot-over bridges, sheds, etc., in the vicinity of O.H.E. lines are
also connected to rails through similar structure bonds.
(d) Any hole drilled in the rail for providing OHE bonds should be at the neutral axis
of the rail and chamfered.

291
(e) While carrying out the track maintenance, various OHE installations should be got
removed, wherever they interfere with the maintenance activities so as not to
cause any damage to such fixtures.
664 Special Instructions to Staff Working in Traction Area -
(1) Need for precautions – Precautions are required to be taken on account of following:
(a) Proximity of a live conductor – The risk of direct contact with live O.H.E. is ever
present while working in electrified sections such as for painting of steel work of
through spans of bridges and platform cover.
(b) Build up of potential due to return current in rails – The return current in the rails
may cause a potential difference:
(i) Between rail and the surrounding mass of earth.
(ii) Between two ends of a fractured rail.
(iii) Between the two rails at an insulated joint.
(iv) Between earth and any other metallic mass.
(2) The following precautions should, therefore, be taken while working in traction areas:
(a) No work shall be done within a distance of two metres from the live parts of the
O.H.E. without a ‘permit-to-work’.
(b) For work adjacent to overhead equipment the Engineering Inspector shall apply
to the proper authority sufficiently in advance for sanctioning the traffic and power
block required.
The traction power controller through Traction Foreman will arrange to isolate and
earth the section concerned on the date and at the time specified in consultation
with the Traffic Controller. He shall then issue ‘permit-to-work’ to the
JE/SSE/P.Way. On completion of the work the ‘Permit-to-work’ should be cancelled
and Traction Power Controller advised, who will then arrange to remove the earth
and restore power supply.
(c) No part of the tree shall be nearer than 4 m from the nearest live conductor. Any
tree or branches likely to fall on the live conductor should be cut or trimmed
periodically to maintain the safety clearances. The responsibility for wholesale
cutting of the trees, i.e. cutting of tree trunks, will rest with the Engineering
Department. In the electrified territories, however, the cutting of the trees shall be
done by the Engineering Department in the presence of authorized TRD staff to
ensure safety and satisfactory completion of the work. The day to day trimming of
the tree branches, wherever required, to maintain the 4 m safety clearances from
OHE shall be done by the authorized TRD staff and Supervisors.
In case of dispute, the decision whether to cut or trim a tree, shall be taken through
a joint inspection of Engineering and Electrical officials.
The modalities to be adopted for cutting/ trimming of the trees i.e. contractually or
departmentally, may be decided by the respective departments based on local
conditions. Accountal and disposal of trees cut wholesale will be done by the
Engineering Department. While the disposal of the trimmed tree branches will be
the responsibility of the TRD Department. The expenditure for cutting/trimming of
trees to maintain safe clearance for OHE, shall be debited to revenue grant of
TRD Department.”
(d) No fallen wire or wires shall be touched unless power is switched off and the wire
or wires suitably earthed. In case the wires drop at a level crossing, the
Gatekeeper shall immediately make arrangements to stop all road traffic.
(e) Work on station roofs and signal gantries – Staff working on station roofs and
signal gantries and similar structures adjacent to live overhead equipment shall

292
not use any measuring tapes, tools and materials when there is a possibility of
their being dropped or carried by wind on to the live overhead equipment.
(f) Earth Work – For excavation work adjacent to tracks, the following action is taken:
(i) In D.C. traction areas, intimation should be given in writing sufficiently in
advance to the concerned Traction Distribution Officer to enable him to
depute the Traction staff to be present in order to prevent possible damage
to the traction underground feeder cables witch are always located near the
running lines.
(ii) In A.C. traction areas, intimation should be given to the concerned officers
of the Electrical General Services and also S&T Department, since all the
S&T and Electrical lines are cabled on account of Electrical Induction.
In all A.C. and D.C. traction areas, cable markers showing location of cables
are provided by the Traction Department. In addition, the cables are
protected by tiles and bricks, and during excavation if workmen come across
such tiles or bricks in an arranged manner, they should at once report the
matter to the higher officials. Any further excavation should be carried out
only in the presence of the authorised staff of Electrical Traction and or S&T
Department as the case may be.
(g) Alteration to Tracks – The relative alignments of the centreline of the track with
respect to the alignment of the contact wire must be maintained within the specified
tolerances. This applies to both horizontal and vertical clearances. Slewing or lifting
of track must not be done outside the agreed maintenance limits, unless the
position of the contact wire is altered at the same time. Adjustment of cant has a
magnified effect of the horizontal displacement of the centreline of the track with
respect to the alignment of the contact wire.
Horizontal clearances to structures within the limits laid down in the Schedule of
Dimensions must be maintained. For Slewing or alterations to track involving
adjustment of contact wire (outside the agreed maintenance limits) sufficient notice
should be given to the traction staff so that they arrange to adjust the overhead
equipment.
(h) Alterations to Track Bonding – All bonds removed by the staff of the Engineering
Department shall be replaced by the staff of the Engineering Department and all
such removals and replacements shall be reported to the Assistant Electrical
Engineer, Traction Distribution in-charge, concerned without delay.
(i) Working of Cranes – No crane shall be worked except on the authorised ‘permit-
to-work’. In every case of working a crane, arrangement should be made for the
presence of authorised overhead equipment staff to ensure that all safety
precautions are taken.
(j) Inspection of Tunnels – For inspection of roofs and sides of a tunnel, the overhead
equipment shall be rendered ‘dead’. Special insulated apparatus should be used
if sounding the unlined portions to locate loose rock in the roof and sides, is
required to be carried out, when the overhead equipment is ‘live’.
(k) As far as possible closed wagons shall be used for material trains. In case open
or hopper wagons are used, loading and unloading of such wagons in electrified
tracks shall be done under the supervision of an Engineering Official not below
the rank of a JE/P.Way, who shall personally ensure that no tool or any part of
body of the workers comes within the ‘danger zone’ i.e., within 2 m of O.H.E.
(l) Steel tapes or metallic tapes with woven metal reinforcement or metallic staff
should not be used in electrified tracks. Linen tapes are safer and, therefore,
should be used even though they are not accurate.
(m) The top foundation blocks in electrified structures should be kept clear of all
materials.

293
665 Maintaining Continuity of Track -
(1) During maintenance or renewal of track, continuity of the rails serving electrified
tracks shall invariably be maintained. For bridging gaps which may be caused during
removal of fish-plates or rails, temporary metallic jumpers of approved design shall
be provided as under. The necessary jumper will be provided by the electrical
department on requisition.
(2) In case of rail fracture, the two ends of the fractured rail shall be first temporarily
connected by a temporary metallic jumper of approved design (as shown in the
sketch below). In all cases of discontinuity of rails, the two parts of the rail shall not
be touched with bare hands; Gloves of approved quality shall be used.

(3) In the case of track renewals temporary connection shall be made as shown in
Annexure - 6/8.
(4) In the case of defective or broken rail bond, a temporary connection shall be made
as shown in Sub-Para (2) above.
(5) Before fish-plates are loosened or removed temporary connection shall be made as
in Sub-Para (3) above.

294
666 Additional Precautions in A.C. Traction Area - The following additional
precautions are required to be taken in A.C. traction areas:
(1) Build-up of potential due to induction in metallic bodies situated close to O.H.E. – It
is important to note that dangerous voltages may be induced in metallic masses such
as fencing posts in the vicinity of traction conductors. To avoid possibility of shock
due to such voltages, the metallic structures are bonded together and earthed.
(2) Unloading of rails – When unloading rails along tracks, care shall be taken to ensure
that rails do not touch each other to form a continuous metallic mass of length greater
than 300 metres.
(3) Permanent way staffs are advised to keep clear of the tracks and avoid contact with
the rails when an electrically hauled train is within 250 m.
667 Fire in Electrified Areas - The permanent way officials noticing a fire likely to result
in loss of life or cause damage to property shall take all possible steps to prevent it
from spreading and to extinguish it. In case the fire is on adjacent to any electrified
equipment, the permanent way official shall make no attempt to extinguish the fire but
shall report the occurrence of fire to the nearest Station Master by most expeditious
means.
668 Catch Sidings - Normally all catch sidings, except, those which are sanded, shall
be kept alive. On sanded catch siding, the rails shall be kept clear of sand for a length
of 21.5 metres, beyond the section insulators in the overhead lines and the switches
controlling the sanded catch sidings shall be kept in the neutral position. If an electric
engine or single or multiple unit train runs into the sanded length of a catch siding, it
may possibly be insulated from earth except through the buffers or couplings if
connected to other vehicles. Therefore, these sidings shall not be made alive when
an electric engine or single or multiple unit train or any vehicle coupled thereto are
standing in the sanded tracks, until, all staff have been moved away from positions
where they are likely to make contact between the Permanent Way formation and any
part of the locomotive or single or multiple unit train or coupled vehicles. No person
shall attempt to enter or leave or in any other way make contact between the
permanent way formation and the electric engine or single or multiple unit train or any
vehicles coupled thereto while the overhead equipment of the sanded length of siding
is alive.
669 Permanent Way Tools - Permanent way tools (insulated and un-insulated) along
with gloves shall be used in manner as approved by the Chief Track Engineer of the
railway.
670 Treatment of Persons Suffering from Electric Shock - When persons receive
electric shock, practically in every case they can be revived with prompt application
of First-Aid.
Method of resuscitation – The method of resuscitation resorted to should be that
known as artificial respiration.
Continuity of treatment – The efforts to restore breathing must be continued regularly
and with perseverance and must not be discontinued until a Doctor has taken charge
of the case.
671 Accident to Power Lines of Outside Bodies - The engineering inspector shall
be in possession of the name and address of the officer-in-charge of each power line
across Railway land to enable an immediate report of any defect or accident
appertaining thereto being made, under advice to the ADEN/DEN.

295
Annexure - 6/1 (Para 604)
List of Equipment

(A) Communication Equipment 42 Axe 2 No.

1 Walkie Talkie 4 Sets 43 Motorized Wood Cutting Saw 2 No.
2 Portable field telephones 4 Sets 44 Hand Wood Cutting Saw 2 No.
3 CUG mobile Set 1 No. (I) Manual & Codes
(B) Rail cutting/Drilling Equipment 45 Working Time Table 1 No.
4 Abrasive Disc Cutter 2 No. 46 G & SR Book 1 No.
5 Rail Drilling Machine 1 No. 47 Accident Manual 1 No.
6 Chamfering kit 1 No. 48 IRPWM 1 No.
(C) Rail Welding Equipment 49 Track Machine Manual 1 No.
7 Rail Welding Equipment 2 Sets 50 USFD Manual 1 No.
8 Generator 2 No. 51 LWR Manual 1 No.
9 Weld Trimmer 1 No. 52 PN Book 1 No.
10 Rail profile Grinder for welded 1 No. 53 AT Welding Manual 1 No.
(D) Spot Tamping with lifting Lining 54 Small Track Machine Manual 1 No.
11 Off Track Hand Held Tamper 4 No. (J) Safety & Protection Equipment
12 Tamping Tools 4 No. 55 Detonators 20No.
13 Lifting Jack-hydraulic 4 Sets 56 Banner Flag 4 No.
/mechanical
14 Lifting-cum Slewing Device 2 Sets 57 Red Flag 4 No.
(E) Material Handling Equipment 58 Green flag 2 No.
15 Rail Dolly 4 No. 59 Tricolour Torch 4 No.
16 Mono Rail Wheel Barrow 2 No. 60 First Aid Medical Box 1 No.
(F) Material Handling Equipment (K) Measuring Equipment
17 Joggled Fishplates 10No. 61 P.Way Kit 1 Set
18 C Clamps 20No. 62 Gauge-Cum-Level 2 No.
19 Fish plate 600 mm: 60kg/52kg 10No. 63 Straight Edge 1 M 1 No.
each
20 Fish Plate 1 m:60kg/52kg 10No. 64 Measurement Tape 15 m 1 No.
each
21 Fish Bolt 50No. 65 Rail Thermometer 1 No.
22 SEJ nut and bolts 20No. 66 Vernier Calipers 1 No.
23 Plate Screws 50No. 67 Micrometre 1 No.
24 Fire Extinguisher 1 Set (L) Miscellaneous
25 Wooden Blocks 10No 68 Welding Material Portion 20No.
26 Box Spanner 4 No. 69 Rail Closers of various lengths 10No.
27 Fish Plate Spanner (Small) 4 No. 70 Safety Belt 6 No.
(G) Gas Cutting Equipment with 1 Set 71 Aluminium Ladder 1 No.
Accessories
(H) Tools: 72 Safety Goggles 6 No.
28 Crow Bars (low carbon with 20No. 73 Halogen Set 1 No.
alloy steel)
29 Sledge Hammer 6 No. 74 Safety Helmet with miner light 10No.
30 Small Hammer 2 No. 75 Water Dispenser with cans 2 No.
31 Spanner (low Carbon steel, 2 No. 76 Tarpaulin 3 No.
chromium and vanadium alloy)
(in set)
32 Rail Tongue 6 No. 77 Rail Cutting Disc 10No.
33 Sleeper Tongue 6 No. 78 Grinding Wheel 10No.
34 Pick axe 2 No. 79 Mould Shoes(Pairs) 2 No.
35 Powrah 4 No. 80 Safety Apron for welding 10No.
36 Mortar Pan (Steel light weight) 10No. 81 Chain link 1 No.
37 Chisel 6 No. 82 Hand Gloves 10 Pairs
38 Sickle 3 No. 83 Wire Rope 15 M 1 No.
39 Wire Claw 10No. 84 2T oil 500 ml
40 Tool Box 1 No. 85 Transmission Oil 5 Ltr.
41 Shovel 2 No. 86 Nylon Rope-15 m 1 No.

296
Gang Chart
Annexure - 6/9 (Para 607)

Details of the 8 operations of Systematic Through Packing are as detailed below:

1. Opening of Road – Ballast should be opened out on either side of the rail seats to the
extent from end of sleepers to 450 mm inside of the rail seat to a depth of 50 mm
below the packing surface without disturbing the cores under the sleepers.
The ballast should be drawn by phowrahs/ shovels or rake iron ballast outwards and
inwards i.e. that portion of the ballast on the outside of the rail should be drawn
outwards, the portions between the rails being drawn towards the centre, care
however, should be taken to see that the ridge between the rails does not project
more than 50 mm above rail level.
2. Examination of rails, sleepers and fastenings –
(i) Rails should be examined, the underside for corrosion, the ends for cracks, the
head for top and side wear, rail joints for wear on the fishing planes, fish bolts
for tightness.
1) If rails on curves wear at an unusually rapid rate, lubrication of the gauge
face should be done.
2) Rust and dust must be removed from the corroded rails by using wire
brushes.
3) Kinks in rails should be removed by Jim crowing.
(ii) Sleepers should be inspected for their condition and soundness particularly at
the rail seats.
(iii) Fastenings and fittings should be examined to ensure that they are in good
order, appropriately tightened so that they firmly hold the rails. Broken ones
should be replaced immediately.
3. Squaring of sleepers – Gauge variations and kinks inevitably result from sleepers
getting out of square, therefore the spacing of sleepers on the sighting rail should first
be checked and correctly chalk – marked. Corresponding marks should then be made
on the other rail using the square at every point.
The core of sleepers that are out-of-square should then be ‘picked’ with the pick ends
of beaters, the fastenings loosened and the sleepers levered and squared to correct
position.
Squaring should be done by using mechanical/hydraulic spacer or by planting the
crow bars firmly against the sleeper and pushing it. Under no circumstances should
sleepers be hammered. Sleepers that are squared should be re-gauged immediately,
the fastenings tightened and repacked.
4. Slewing of track to correct alignment –
(i) Heavy slewing will only be required during realignment of curves when it will be
necessary to loosen the rail, joints and the packing cores being broken with the
pick-ends of beaters. Slewing for normal maintenance will be of a small order and
should be done after opening out the road, loosening the cores at ends and
drawing out sufficient ballast at the ends of the sleepers.
(ii) Slewing of track shall be directed by the Mate, who should sight the rail from a
distance of 30 to 60 meters on straight track. On curves, the Mate should sight the
outer rail.
(iii) Slewing is best done in the morning unless it is cloudy, as later on, sighting
conditions become unfavourable.
(iv) Slewing should preferably be done using hydraulic/mechanical jacks or TRALIS. If
crow bars are used, these should be planted well into the ballast at an angle not

305
more than 30 degrees from the vertical; otherwise lifting of the track may occur.
5. Gauging –
(i) Preservation of gauge is an important part of track maintenance especially through
points and crossings. For good riding, the basic requirement is uniform gauge over
a continuous stretch of track and such gauge should be allowed to continue so
long as it is within the permissible limits of tightness or slackness.
(ii) Gauging should only be done after ensuring that sleepers are truly square.
(iii) The track gauge cum level should be held firm with one lug against the base rail,
and the other end being swivelled over the opposite rails. The tightest position
obtained determines the correct point to test the gauge. The gauge cum level
should not be forced as that causes considerable wear on the gauge lug.
(iv) While it is desirable to maintain correct gauge, it may not be possible to maintain
correct gauge due to wear in rail and sleeper inserts. It is good practice to work
within the tolerances of gauge, as specified in Para 525 (1), provided generally
uniform gauge can be maintained over long lengths.
6. Packing of sleepers –
(i) The aim of packing is to have each sleeper firmly and uniformly packed to ensure
that the rails are at their correct relative levels i.e., level on the straight track and
to the required cant on curves and that no sleeper has any void between it and its
bed.
(ii) Before packing is commenced, it is necessary to ensure that all the fittings are
intact. Wherever feasible packing is to be done by worksite tampers. However, if
worksite tampers are not available, manual packing as detailed below may be
done.
(iii) The Mate shall sight the base rail with eye along the lower edge of the head of rail
and any dip or low joint lifted correctly. The adjacent sleepers should then be
packed and the top checked. After two rail lengths have been attended to, the rail
on the other side should be brought to the correct level by checking cross level
with the gauge-cum-level at every rail joint and at every fourth sleeper. The next
two rail lengths should then be taken up and the process continued.
(iv) No joint or dip should be lifted higher than the proper level in the expectation that
it will settle to the correct level. Instead it will settle more under traffic as a result of
being high and cause rough running.
(v) Having aligned the track and the rail table adjusted, Track Maintainers should be
distributed in batches of two for packing all sleepers in a systematic manner,
commencing from one end. Four men should deal with every sleeper successively,
two at each rail seat. The ballast under the sleeper should be packed by the men
standing back-to-back and working their off track hand held tampers diagonally
under the rail seat at the same time to ensure firm packing. Where off track hand
held tampers are not available the packing can be done by crowbars / straightening
bars.
(vi) While using crowbars, it is important that the cores are thoroughly broken before
packing and re-packed.
(vii) After packing the rail seat, the packing should be continued outwards and inwards
to the requisite extent on each side of the rail seat i.e., end of the sleeper to 450
mm inside, the strokes being kept as nearly horizontal as possible. Care must be
taken to avoid forcing any large stone under the sleeper so as not to cause uneven
bearing and to avoid striking the edges of the sleepers. All men should aim to work
the crowbars from the same height so that the sleepers are uniformly packed.
Higher or lower lifting of the crowbars results in uneven compactness.

306
(viii) Before final dressing is done, it should be ensured that no sleeper is centre-bound
by working the pick-ends over the central range. Centre bound sleepers cause
vehicles to roll from side to side.
(ix) Care must also be taken while packing to ensure that the work does not result in
the sleepers adjoining those being packed, lifted off their bed, thus creating artificial
voids under them.
(x) The packing on the inside and outside at every rail seat should, before boxing the
track, be checked by the Mate by tapping with a rubberised Canne-a boule. An
inadequate rebound would indicate defective packing, which should be attended
to again.
(xi) As soon as the packing is completed, slight distortions in alignment and top should
be checked and corrected by the Mate, the sleeper disturbed for this purpose being
finally repacked.
7. Repacking of joint sleepers – The joint and ‘shoulder’ sleepers should be repacked,
before boxing is done and the cross- levels at joints checked. The rail joint being the
weakest portion, firmness of its support is essential.
8. Boxing of ballast section and tidying –
(i) After completing the preceding operations in sequence, clean ballast should be
worked in with ballast forks or rakes. The ballast section should be dressed to the
specified dimensions, a template being used for the purpose. Hemp cords 6 mm
dia. of sufficient length should be used for lining the top and bottom edges of the
ballast section. Where the quantity of ballast is inadequate, full section of ballast
should be provided near the rail seat, the deficiency being reflected along the
centre of the track and not under the rails or in the shoulders.
(ii) The cess should then be tidied up.
(iii) Where earth ridging exists at the edge of the bank, it should be removed.
(iv) Cess should be maintained to the correct depth below rail level according to the
ballast-section and formation profile. Too high a cess affects drainage; too low a
cess results in ballast-spread and wastage.

307
Proforma for Measurement of Track Parameter on Yard Lines
S. Date of Line No./ X- PRL/ NPRL/ X- Station/ Station G XL Twist Versine Signature Remarks, Parameters after attention Date of Name and Remarks,
No. Inspection over No. over Location no. (1, 2, of curve/ of if any attention signature if any
3, … at Turn in Sectional of the
every 5th curve JE/ SSE/ supervisor
sleeper) P.Way who has
Values beyond new G XL Twist Versine attended
acceptable limits to be of curve/ the
highlighted with red circle Turn in deficiency
curve

308
Annexure – 6/10 (Para 632)
309
CHAPTER – 7
PERMANENT WAY RENEWALS

701 Classification of Renewals –

(1) All track renewals can be classified generally into one of the following categories:
(a) Complete Track Renewal (Primary) Abbreviated as CTR(P)
(b) Complete Track Renewal (Secondary) Abbreviated as CTR(S)
(c) Through Rail Renewal (Primary) Abbreviated as TRR(P)
(d) Through Rail Renewal (Secondary) Abbreviated as TRR(S)
(e) Through Sleeper Renewal (Primary) Abbreviated as TSR(P)
(f) Through Sleeper Renewal (Secondary) Abbreviated as TSR(S)
(g) Casual Renewal
(h) Through Turnout Renewal Abbreviated as TTR
(i) Through Fitting Renewal Abbreviated as TFR
(j) Through Fitting Renewal (R) Abbreviated as TFR (R)
(k) Through Weld Renewal Abbreviated as TWR
(l) Through Bridge Sleeper Renewal Abbreviated as TBSR
(m) Scattered Renewal
(n) Through Ballast Renewal Abbreviated as TBR
(2) Primary renewals are those where only new materials are used and secondary
renewals are those where released serviceable materials are used.
(3) Scattered Renewal – In this case, unserviceable rails, sleepers and fastenings are
replaced by identical sections of serviceable and nearly the same vintage track
components. These are carried out in isolated locations and not more than 10 rails
and/or 250 sleepers in a gang beat in a year. Such renewals are part of normal
maintenance operations.
(4) Casual Renewal – In this case, unserviceable rails, sleepers and fastenings are
replaced by identical sections of serviceable and nearly the same vintage or new track
components. These are carried out in isolated locations of continuous but small
stretches. Such renewals are not a part of normal maintenance operations and cannot
be covered under scattered renewals.
(5) Through Fitting Renewal (R) – In this case, through fittings renewal without
replacement of ERCs is carried out i.e. only liners and GRSPs/CGRSPs are renewed.
702 Factors Governing Permanent Way Renewal –
(1) Criteria for Rail Renewal - The following are to be considered in connection with the
criteria of rail renewals –
i. Incidence of rail fractures/failures.
ii. Wear on rails.
iii. Maintainability of track to prescribed standards.
iv. Expected service life in terms of Gross Million Tonnes of traffic carried.
v. Plan based renewals.
(a) Incidence of Rail Fractures/Failures – A spate of rail fractures on a particular
section having 5 withdrawals of rails per 10 km in a year due to fracture and/ or rail
flaws detected ultrasonically falling in the category of IMR will have priority while

310
G1111u111y, 琀䨀• uv1u㨀欀u 氀ⰀUI 1u1uu11 rail is satisfactory as per the other stipulated
criteria mentioned in Para 702 (1)(a), (b) and (c) above.
(iii) The service life in terms of total GMT of tra昀昀ic carried for considering through
rail renewal on the bridge proper and in approaches (up to 100 m on either side)
for all the important bridges and such of the major bridges where height of bank
is 5.0 m or more, all tunnels and their approaches (up to 100 m on either side)
shall be half of the GMT specified above.
(e) Plan based Renewa氀猀 - Renewals to pre determ ined plan with the objective of
modernizing the track structure on selected routes in the quickest possible time
may be planned even if it involves premature renewals.
(f) Renewal of special track components 氀椀ke SEJ, Glued jo椀渀ts etc. -Renewal of such
special track components to be planned after they have degenerated to a level
where they are not able to serve their desired purpose.
(2) Criteria for Renewal of Sleepers – (Back to Para 717, 721) Generally a sleeper is
serviceable if it can hold gauge, provide satisfactory rail seat and permit rail
fastenings being maintained in tight condition, and retain the packing underneath
the sleepers. Concrete sleepers will be considered for replacement/renewal if they
have developed notches more than 3 mm at rail seat locations, their inserts are
broken or elongated, or they are not able to provide required toe load, sleeper
themselves are broken or any other reason for which they are not able to hold
gauge and level. Where re-sleepering only is justified, this should be carried out in
continuous stretches, the released serviceable sleepers being utilized for casual
renewals elsewhere. Through sleeper renewal should be considered if the
percentage of such sleepers exceeds 20% in a patch. On girder bridges when
several sleepers are defective, renewals should be carried out for the full span, the
released serviceable sleepers being used for casual renewals on the other spans.
703 Planning of Renewals – Renewals may be planned in as long and continuous
lengths as practicable, within the available resources with priorities to meet the
projected traffic. Short isolated stretches of 10 km and less, not due for renewal on
condition basis may be programmed along with the adjoining lengths, if these
stretches do not confirm to the required standards. Priority in planning renewals
should be given to busy and important lines.
Track renewal programmes shall be framed by the Chief Track Engineer of each
Railway taking into consideration the proposals submitted by the DENs.
704 Track Renewal Programme –
(1) Initiation of Proposals – Track renewal proposals are submitted to the DEN by the
ADEN on condition basis and on the basis of various inspections carried out during
the year. The DEN shall personally check the details submitted by the ADEN at site,
compile and initiate the track renewal proposal indicating the priorities. The
justification for track works shall be prepared on the basis of factually correct data and
submitted through IRPSM. It shall include an abstract estimate of the cost of work and
detailed narrative justification covering technical and financial aspects. The DEN
should personally satisfy himself about the reasonableness of the proposal and certify
that the justification furnished is factually correct. The ADEN should keep a close
watch on the condition of all track on their sub-divisions so that every length which
after careful and judicious examination requires renewal, is included in the proposals,
bearing in mind that the programme is prepared a year in advance and as much as
two years may elapse before renewals are carried out. The proposals should reach
the Chief Engineer’s Office as per the schedule prescribed under IRPSM from time to
time.
(2) Verification of proposals by the Track Cell in the Chief Engineer’s Office – Important
items relating to complete track renewal, through sleeper renewal or through rail
renewal shall be test checked by the nominated administrative officer of the
Headquarters who will –
(a) Co-ordinate the proposals received from the divisions;
(b) Frame programmes for renewal taking into account the sections planned for
renewal;
(c) Decide priority for the works;
(d) Satisfy himself that the renewal is unavoidable in the case of track renewal
proposals which are justified primarily on condition basis but are premature as far
as quantum of traffic carried (GMT) is concerned and
(e) Finalise the track renewal proposal and submit the same to the Chief Track
Engineer/Chief Engineer for his approval. On receipt of Railway Board’s sanction
to the track renewal proposal, arrangements will be made by the Headquarters for

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supply of track Materials to the Divisions and for co-ordinated execution and control
over the works.
705 Track Standards for Renewals – (Back to Para 715)
(1) Rails – The recommended section of rail to be adopted for track renewals shall be in
accordance with Para 205. In case of Secondary Renewals, if the condition of rail is
satisfactory, it is a good practice to crop the rail ends and weld them into SWR and
use them in lesser important lines. The rails should be ultrasonically tested before
use. The rails released from primary relaying and not fit for use in secondary relaying
should be used in sidings or non-passenger running lines in yards.
(2) Sleepers and Fastenings – The recommended types of sleepers and fastenings to be
adopted for track renewals should be as given below.
(a) All primary renewals in future shall be carried out with PRC sleepers.
(b) PRC sleepers to be used on loop lines and private sidings.
(3) Sleeper Density and Sleeper Spacing –
Sleeper density and spacing of sleepers shall be in accordance with the provisions in
Para 209.
(4) Ballast Section – The ballast section to be adopted should confirm to the standards
laid down in Para 212.
706 Planning for Posting of Staff and Other Facilities –
(1) Special JE/SSEs/P.Way with clerical staff at the executive and office levels as
provided in the estimates shall be posted. Provision of gazetted staff may be made in
the estimate in the case of large scale permanent way renewals according to the yard
sticks laid down.
(2) The JE/SSE/P.Way (In-charge) of track renewal will take over the maintenance of
suitable lengths of the section to be re-laid a few days in advance of the actual
commencement of the work. He will be responsible for its maintenance till the section
is handed over to the maintenance JE/SSE/P.Way after completion of the work.
(3) Watchman for Materials at site and at depots should be appointed. Watchman should
be drawn from the permanent gangs.
(4) The Special JE/SSE/P.Way shall make all arrangements for the transportation of
Materials, selection of camp sites etc. A fully equipped First Aid Box should be kept
at the site of work.
707 Traffic Facilities for Renewals –
(1) In the case of big relaying works, additional sidings as necessary should be provided
at the depots for receipt and dispatch of Materials as well as for working of track
relaying machines.
(2) Arrangements for special rakes for movement of rails and sleepers should be made
by the DEN in consultation with the Operating Department. Where necessary,
separate power and crew should be arranged. Provision of additional Engineering
Time Allowance in the working time table should be arranged with the Traffic
Department.
(3) Traffic blocks may be necessary depending on the method of relaying adopted. In
such cases, the DEN should give adequate notice to the Operating Department well
in advance for the period during which the track renewal work will be carried out. Such
information is useful to the Operating Department in framing the timetable and making
the required time available by regulating certain trains, as necessary. In case of any
difficulty, the DEN should refer the matter to the Chief Engineer, who will arrange for
the required blocks in consultation with the Chief Operating Manager. A minimum
block of 2 to 3 hours duration is necessary where renewal works are carried out

314
manually. In the case of mechanical relaying, a minimum block of 3-4 hours is
desirable depending upon the type of machines deployed for the work.
(4) When work is being carried out between trains in a location from where the JE/SSE/
(P.Way) cannot readily communicate with the Station Master at either side of the block
section, a field telephone, on controlled sections may be installed, in order to obtain
permit and utilize every suitable interval between trains.
(5) The DEN, in consultation with the Operating Department Officers, should manage to
carry out permanent way renewals with the minimum obstruction and detention to
traffic.
Whenever possible, the following arrangements should be made in consultation with
the Operating Department –
(a) On double line, the traffic of both lines may be worked over the unaffected line
under the “Single line-working” regulations.
(b) If there are triple or more lines, two lines may be worked as the up line and the
down line respectively, subject to compliance with single line working regulations
in respect of the line over which trains run in a direction contrary to the normal
usage of that line.
(6) Arrangements should be made for –
(a) Notification by the Operating Department to all concerned regarding work to be
executed by Engineering Department.
(b) Imposition of blocks and protection by temporary Engineering fixed signals.
(c) Issue of caution orders to Drivers by Station Masters on daily advice of actual
kilometerage received from the SSE/JE in-charge of the work.

708 Speed Restrictions – (Back to Para 714) The speed restrictions to be imposed
during various sequences of work are given in Table I, II and III which are as shown below:
Table I
Manual Packing
Day Sequence of events Speed in Kmph
1st Opening, relaying and initial packing 20
2nd 1st through packing 20
3rd 2nd through packing 20
th th 45
4 to 9 Picking up of slacks as required
(after 2nd through packing)
10th 3rd through packing 45
th th
11 to 19 Picking up of slacks as required 75 (after 3rd through packing)
Speed raised to normal sectional speed, only after one round of tamping by machine in design mode
and stabilisation in controlled settlement mode
Note – The work of Track renewals on double line should normally proceed in the direction
opposite to Traffic.

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Table-II (A)
Machine Packing followed by stabilisation using DTS
(Manual laying of sleepers)
Day Sequence of Events Speed in Kmph
1st Opening , Relaying and Packing 20
2nd Ballasting and Manual packing 20
1st Tamping in smoothening mode and 1st 40
3rd
stabilisation in maximum settlement mode. (after tamping and stabilisation)
4th& 5th Ballasting 40
2nd tamping in smoothening mode and 2nd 75
6th
stabilisation in maximum settlement mode. (after tamping and stabilisation)
Survey of track for design tamping as per
7th & 8th 75
IRTMM, boxing of ballast etc.,
rd
3 tamping in design mode and 3 rd Speed up to 110
9th
stabilisation in controlled settlement mode. (after tamping and stabilisation)
Checking ride quality and attention as
10th Normal speed
required

Table-II (B)
Machine Packing followed by stabilisation using DTS
(Mechanised laying of Track by TLE)
Day Sequence of Events Speed in Kmph
1st Opening, Relaying and equalisation of ballast 20
nd
2 & Rail renewal and welding & attention to track as
20
3rd required
1st tamping in smoothening mode and 1st 40
4th
stabilisation in maximum settlement mode. (after tamping and stabilisation)
5th Ballasting 40
2nd tamping in smoothening mode and 2nd 75
6th
stabilisation in maximum settlement mode. (after tamping and stabilisation)
Survey of track for design tamping as per IRTMM,
7th& 8th 75
boxing of ballast etc.
rd rd
3 tamping in design mode and 3 stabilisation in Speed up to 110
9th
controlled settlement mode. (after tamping and stabilisation
10th Checking ride quality and attention as required Normal speed

Table-II (C)
Machine Packing followed by stabilisation using DTS
(Mechanised laying of Track by TRT)
Day Sequence of Events Speed in Kmph
1st Opening, Relaying and equalisation of ballast 30
2nd Welding and Manual attention to track as required 30
3rd 1st tamping in smoothening mode and 1st 40 (after tamping and
stabilisation in maximum settlement mode. stabilisation)
4th Ballasting 40
5th 2nd tamping in smoothening mode and 2nd 75
stabilisation in maximum settlement mode. (after tamping and stabilisation)
6th & Survey of track for design tamping as per IRTMM, 75
7th boxing of ballast etc.
8th 3rd tamping in design mode and 3rd stabilisation in Speed up to 110
controlled settlement mode. (after tamping and stabilisation)
9th Checking ride quality and attention as required Normal speed
Note: The above schedule for relaxing speed is based only on expected track Parameters and
consolidation likely to be achieved after tamping and stabilisation. Other factors like ballast
deficiency, rail condition or joints in track may further restrict the speed mentioned above.

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Table – III(A)
Mechanized laying of track by Track Laying Equipment (TLE) followed by machine tamping
without Dynamic Track Stabilizer (DTS)
Speed in
Day Sequence of Events
Kmph
1st Opening, relaying, equalization of ballast and manual packing. 20
2nd &
Rail renewal, welding and attention to track as required. 20
3rd
4th First tamping in smoothening mode. 20
5th & Ballasting, Picking up of slacks and stabilization of track by
40
6th passage of traffic.
7th Second tamping in smoothening mode. 40
Survey of track for design mode tamping as per annexure 2.16 of
8th &
IRTMM, boxing of ballast section and tidying. Stabilization of 75
9th
track by passage of traffic.
10th Third tamping in design mode. 75
11th & Boxing of ballast section, tidying and stabilization of track by
110
12th passage of traffic.
14th Foot plate/last vehicle inspection and speed raising 130
16th Foot plate/last vehicle inspection and speed raising 160
Note: i. Above schedule is based on para 337(5) and shall be followed for minimum 10
GMT traffic density routes. For routes having traffic density less than 10 GMT,
consolidation period provided should be suitably increased to ensure passage of
minimum 50000 tonnes of traffic before relaxation of speed after each round of tamping.
ii. Full ballasting as per prescribed ballast profile to be ensured before the third round
of tamping.

Table – III(B)
Mechanized laying of track by Track Relaying Train (TRT) followed by machine tamping
without DTS
Speed in
Day Sequence of Events
Kmph
1st Opening, relaying, equalization of ballast and manual packing. 30
2nd Welding and manual attention to track as required. 30
3rd First tamping in smoothening mode. 30
4th & Ballasting, Picking up of slacks and stabilization of track by
40
5th passage of traffic.
6th Second tamping in smoothening mode. 40
Survey of track for design mode tamping as per annexure 2.16 of
7th &
IRTMM, boxing of ballast section and tidying. Stabilization of 75
8th
track by passage of traffic.
9th Third tamping in design mode. 75
10th & Boxing of ballast section, tidying and stabilization of track by
110
11th passage of traffic.
13th Foot plate/last vehicle inspection and speed raising 130
15th Foot plate/last vehicle inspection and speed raising 160
Note: i. Above schedule is based on para 337(5) and shall be followed for minimum 10
GMT traffic density routes. For routes having traffic density less than 10 GMT,
consolidation period provided should be suitably increased to ensure passage of
minimum 50000 tonnes of traffic before relaxation of speed after each round of tamping.
ii. Full ballasting as per prescribed ballast profile to be ensured before the third round
of tamping.

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709 Project Report for Track Renewal Works – Systematic and meticulous planning
for various items of execution of track works is essential for achieving quality,
economy and timely completion of works. For every sanctioned track work e.g. CTR,
TSR, TRR, deep screening, bridge sleeper renewal etc., a detailed project report
should be prepared. The report should, inter alia, cover the following aspects:
(1) Details of Work – Pink book detail, scope of work, location details, cost and estimate
particulars etc.
(2) Existing track structure – Inventory of existing track structure including the rails,
sleepers, fittings, turnouts, SEJs, Glued Joints, ballast quantity/deficiency in track,
width of formation, details of level crossings, bridges, electrical fittings, curves, height
of bank/ cuttings, yards, sidings, etc. and other details should be taken as prescribed
in P.Way diagram.
(3) Classification of Track Materials – During inventory of the existing track structure by
foot by foot survey, identification, classification and colour marking of existing track
Materials as second hand and scrap would be done as provided in Para 721 & 722.
The classification should be approved by the competent authority. Action plan for
stacking/ storage and disposal of the released materials should be clearly indicated.
Inventory of existing track materials would normally be prepared jointly by the
SSE/P.Way of the section and the SSE/JE/P.Way (Spl).
(4) Proposed Track Structure – The proposed P.Way diagram of the affected length
should be prepared in the same format as done for the existing track structure and
incorporated in the project report.
(5) Existing/Proposed Gradient Profile – The levels of existing track should be taken at
every 20 metres and a gradient diagram prepared. Introduction of vertical curves
should be critically examined and to be shown in the diagram where required.
Lowering of track should be avoided. Precise lift of track at girder bridges should be
worked out and a separate scheme developed for lifting of girders on each of the
affected bridges. Similarly, the magnitude of lifting at level crossing should be worked
out and indicated in the report. Care should be taken to keep the road surface at one
level on level crossings spanning to across multiple tracks. This may require regrading
of adjacent lines too.
(6) Realignment of Curves – All curves should be measured afresh and slews worked out
for realignment wherever necessary, keeping the obligatory points in view.
(7) Method of execution – The work should be executed “bottom upwards” i.e. sequence
of execution of works will be in the following order –
Formation Ballast Sleepers Rails
(8) Formation –
(a) Repair and widening of cess – The project report should indicate the requirement
of and plan for widening of formation in both banks and cuttings wherever
necessary. Provision of proper drains in cuttings should also be planned.
(b) Formation treatment – Areas needing formation rehabilitation should be identified
and a study for possible solutions and method of execution of the rehabilitation
scheme should form part of the project report.
(9) Ballast – The requirement indicating bifurcation of cess supply and depot supply and
the source and means of each should be spelt out clearly (mode of providing ballast
cushion i.e. deep screening or raising should be identified along with sketches of cross
sections present and proposed). Sleeper renewal would normally not be started
unless adequate arrangements for supply of ballast have been made.
(10) Transportation of P.Way Materials – The mode of transportation for various track
components and unloading of rails and sleepers in particular, at the work sites should
be indicated in the project report.

318
(11) Welding – The complete details of welding requirements, the arrangements need to
be made for its execution whether departmentally or through contract should be
clearly indicated in the report.
(12) Renewal of Turnouts, Bridge Sleeper, etc. – The project report should cover the
complete details of turnouts, bridge sleepers, level crossings, etc. where renewal is
to be carried out. Whether turnouts are to be laid manually or by mechanized means,
should be clearly brought out indicating the arrangements made(the report should
also include the mode and agency for overhauling, track laying and making up of road
surface at the level crossings).
(13) Use of Machines – The requirement of machines for renewal (if mechanized renewal
is planned) deep screening (if mechanized deep screening is planned) and tamping/
stabilizing and the duration for which the machines are required should be indicated.
The machines that would be deployed should be identified and staff nominated. The
planning for repair of machines at the works site, supply of fuel and other
consumables should be planned. The requirement of additional lines in the existing
yards for making base depot and arrangements made for the same should be
indicated.
(14) Contracts – The contracts that are required to be entered into for various activities of
works and the activities, which are to be done departmentally, should be spelt out.
The planning for deployment of staff/supervisors for execution at various activities
should be indicated.
(15) Material Planning – The material requirement should indicate the materials to be
arranged by the headquarters and by the Divisions. Against each material, the proper
nomenclature and drawing number should be indicated. Rails nos. and sizes
(including lead rails, checkrails etc.), sleepers (including specials), rails and sleeper
fastenings, switches and crossings, level crossing and bridge sleepers and fittings,
etc. should be fully covered. The consignee particulars and the destination, the mode
of transport should also be indicated.
(16) Manpower Planning – The requirement of manpower including the officers,
supervisors, artisan and other staff should be worked out with minute details. The
arrangements made for camping of these officials and mobilization should be
reflected.
(17) LWR/CWR plans – For welding of rails into LWR/CWR, the LWR plan should be got
approved by the competent authority in advance. Such plan should form part of the
project reports.
(18) Requirement of Speed Restrictions, Traffic Blocks and other Material Train – Planning
for execution of track renewal works should be such that the time loss on account of
speed restriction is minimal and is within the permissible limits. The report should
indicate requirement of speed restrictions and traffic blocks together with duration.
The corridor for blocks is required to be planned in consultation with the Operating
Department and accordingly reflected in the report after obtaining the approval of
DRM. Arrangements made for various types of wagons for transportation of ballast,
sleepers, etc. together with requirement of locomotives should be indicated in the
report in consultation with Sr. DOM and with the approval of DRM.
(19) Monitoring Mechanism – The list of all activities involved and the time estimation for
each activity should be worked out. These activities should be sequenced and co-
related in logical manner and network diagram prepared duly identifying the critical
activities. These should form part of the project report.
(20) The detailed project report covering the various points as mentioned above should be
prepared as soon as the approval of Board to include the works in FWP is conveyed
to the Railways. These reports should be submitted to headquarters for scrutiny and
approval.

319
710 Preliminary Works –
(1) Where complete track renewal or through sleeper renewal is planned, deep screening
of ballast should also be planned and executed. The progress of deep screening
should match with the progress of renewals and should precede complete track
renewal or through sleeper renewal by a couple of days.
(2) Treatment of bad formation should be carried out in advance of the relaying.
(3) Reference for Centre line and level for realignment of curves and straight should be
fixed beforehand. Where necessary, curves should be realigned and transitioned.
Longer transitions should be provided to cater for future increase in speed wherever
possible. In case heavy slewing is necessary for providing longer transitions, centre
line indicating revised alignments should be fixed and new track laid accordingly. The
formation should be suitably widened.
(4) On sections where creep is noticeable, joints should be squared and gaps rectified
for short length at the point of commencement.
(5) On section with single rail and 3 rail panel, as a preliminary measure, the
JE/SSE/P.Way should actually mark out the position of the new rail joints with a tape.
The lengths marked out should be the length of the new rail together with one
expansion space. On a curve, the rail lengths should be set out along each rail,
starting from a point on the straight where the sites of the two joints have been set out
opposite one another by means of square. The square should be used at each joint
on the curve to determine the amount by which the inner rails gaining over the outer
rail. As soon as the lead of the inner rail is equal to half the distance between fish bolt
holes, a length shall be sawn off the end of the rail equal to the full distance and a
new fish bolt hole drilled. The length of cut rails varies according to the degree of each
curve, and should be determined beforehand; a cut rail will be required after every
two or three full length rails depending on the curvature.
(6) Sufficient track gauges, gauge-cum-levels, spanners, keyman hammers, insert
cleaning brush, wire basket, crow bars, tommy bars, claw bars, beaters, ballast rakes,
wire claws, forks, wire brushes, ballast screens, rail thermometers, expansion liners,
slotted fish-plates, rail closures, combination fish-plates, and all tools and equipment
necessary for efficient execution of work including that for rail cutting, rail drilling and
mechanical tampers where used, should be arranged by the JE/SSE(P.Way), in
advance. Before starting and during the course of work, the track gauges and the
gauge-cum-levels should be checked periodically for their accuracy.
(7) Labour should be properly organized and suitably distributed to ensure maximum
efficiency.
(8) Before carrying out track renewal work in electrified areas sufficient notice should be
given to the Electrical Traction Distribution Department so that they can arrange for
adjustment of overhead wires to conform to the new alignment and level. They will
also arrange for bonding the new track. In track circuited sections and in yards where
change in yard layout is contemplated notice should be given to the Signalling
Department for getting assistance in executing joint works. Advance Notice as laid
down by the respective railway should be given to the Operating Department of the
actual commencement of work by the JE/SSE/P.Way, for sending advice to all
concerned. The safety of traffic is of Paramount consideration.
711 Unloading of Rails, Sleepers and Fastenings –
(1) It should be ensured that Materials are unloaded fairly opposite to the position where
they are to be laid. Care should be taken to avoid unloading of Materials in excess of
the actual requirement, so as to avoid double handling.
(2) Utmost care should be exercised in unloading rails. Ramps made of unserviceable
rails should be used for unloading. Short welded panels as well as rail panels for laying
welded rails may be unloaded by “end-off-loading” method, wherever possible.

320
(3) The unloaded panels should be carefully stacked on a level base; care being taken to
prevent formation of kinks. Flat footed rails, as a rule should rest on the foot. Any
carelessness in unloading and stacking is liable to cause irreparable damage,
resulting in bad running. While carrying rails they should be supported at several
places by rail tongs or rail slings. Carrying of rails and heavy articles on the head or
shoulder should be avoided. Kinked rails must be jim-crowed and straightened. Punch
marks on rails or marking by chisel should be prohibited as these cause incipient
failures.
(4) New rails and sleepers for the next day’s work should be hauled from the place of
unloading to opposite to the place, where they are to be laid.
(5) Material new or old, lying alongside the track is always a potential source of danger
and efforts should be made to remove the same as soon as possible.
(6) Detailed guidelines on unloading of rails and related to operation of End Unloading
Roller Rakes as contained in RDSO’s Guidelines for Handling and Stacking of Rails
(CT-35) shall be followed.
712 Methods of Carrying out Renewal – Complete track renewal is carried out by
any one of the following methods –
(1) With Mechanical equipment.
(2) Manual Method of Relaying.
Detailed instructions shall be issued by the ADEN regarding the method of relaying,
which depends on the site conditions and availability of machines.
713 Relaying with Mechanical Equipment – This method should be adopted while
carrying out track renewals with concrete sleepers, as the manual handling of
concrete sleepers is difficult and may cause damage to the sleepers. It can be used
with advantage for carrying out relaying with other types of sleepers also.
The preliminary (preparatory) work prior to relaying at site, the actual relaying
process at site and the post relaying operations as described in IRTMM should be
followed.
714 Manual Method of Relaying -
The method described can be followed for single rail, 3 rail panel and LWR track. For LWR
track, in addition to the following, the precautions described in Para 346 & 347 shall also
be followed.
(1) General – In this method Through Sleeper Renewals (TSR) is carried out first.
Through Rail Renewal (TRR) is carried out after the track gets consolidated by three
rounds of through packing and also on account of passage of trains. This method can
be carried out when the section of the new rail is the same as the existing rail or where
52kg/m rails are renewed by 60 kg/m rails.
(2) Preparatory Work before Relaying –
(a) The exact position of rail joints after allowing for one expansion gap each is marked
accurately with steel tape on the base rail.
(b) Position of new sleepers is then marked on the base rail with white paint and
transferred to the opposite rail by means of T-square.
(c) A speed restriction of 20 Kmph is imposed and temporary Engineering restriction
boards are fixed at appropriate places.
(3) Work during Relaying –
(a) Deep screening is carried out under speed restriction. While carrying out the deep
screening work, renewal of sleepers is also carried out simultaneously. The work
is so programmed that at the end of a day’s work both deep screening and re-

321
sleepering is completed in a continuous stretch without leaving any gap.
(b) At the end of the day’s work, the track is lifted and packed to the final level and
suitable ramp should be provided to meet with the levels of the existing track.
(c) After three rounds of through packing, through rail renewal is carried out under
suitable short block.
(d) The final round of through packing is undertaken and the speed relaxed to normal
in accordance with the time scheduled described in Para 708 Table I.
Note – If adequate blocks are available for carrying out the work of deep screening,
both the deep screening and sleeper renewal works are carried out in a
continuous stretch. If, however, the work is carried out under speed restriction, as
described above, every fifth sleeper is renewed leaving at least four sleeper space
in-between intact.
(4) Post Relaying Works –
During this period, special attention is given to the following items –
(a) Alignment, surfacing, gauging, cross-levels, tightening of fittings & greasing of
ERCs.
(b) Boxing and providing full ballast section.
(c) Making up cess to the required width.
(d) Providing curve boards over each curve, providing correct super-elevation on
curves.
(e) Cleaning of side drains,
(f) Removal of all released Materials and clearing the site.

715 Essential Points to be observed During Linking –

(1) Laying of Rails –
(a) Correct expansion gap should be provided according to the temperature at the time
of laying, in accordance with the existing instructions as contained in Para 319 in
the case of SWR. In the case of free rails (single rails) the recommended initial
laying gap for 12/13 m rail length for various temperature ranges is as follows:
Rail temperature range Recommended initial laying gap for12/13 m rail length
0° to 10°C 10 mm
10° to 25°C 8 mm
25° to 40°C 6 mm
40° to 55°C 4 mm
55° to 70°C 2 mm
Above 70°C Zero
(b) Fishing surfaces of rail and fish-plates should be greased before putting the fish-
plates in position.
(c) Bent rails shall on no account be put into the track. These should be straightened
with a jim crow, before laying.
(d) The rails used at Level Crossings and Station Yards should be given a coat of
anticorrosive painting as per Para 613(2) before laying.
(e) The shortest length of rails to be used in track shall be as per Para 614.
(f) Rails of the same length should be used in pairs.
(2) Rail Joints –
(a) Rail joints shall be laid square to track. Provisions of Para 421 and 422 will apply
322
while laying track on curves.
(b) Provision of rail joints at Level Crossings and approaches will be governed by
provisions in Para 918.
(c) Provision of rail joints on Bridges and approaches will be governed by provisions
in Para 226.
(3) Spacing of Sleepers – Para 209 lays down the standard spacing to be adopted in the
case of fishplated track, SWR and LWR.
(4) Gauge on Straights and Curves – The standards laid down for gauge in Para 520 (3)
(a) may be followed while relaying is carried out.
(5) Provisions of Creep Posts – Provision in Para 321(5) may be followed.
716 Track Laying standards –
(1) Utmost care should be taken during linking to ensure good quality of work, which on
no account should be allowed to suffer.
(2) As a good practice, the laying standards of track geometry during primary renewals
should be achieved (Track laid with new Materials). The track geometry will be
recorded three months after the speed is raised to normal.
(a) Track Parameters to be measured in floating condition (refer Para 520 (3))
(b) Standard Deviation and Peak based limits for unevenness and alignment as
measured by TRC, shall be as per Para 520(2).
717 Renewal of Points and Crossing –
(1) Renewal of Points and Crossing shall be planned under following conditions:
(a) Wear on switches and crossing reaches as per Para 429 (2) (c) and Para 429 (3)
(e).
(b) After it has carried the minimum total traffic as shown below or on condition basis
as decided by Chief Track Engineer of the Railway for item at SN 1 & 2 below:
S. No Item GMT carried
52 Kg 60 Kg
1 Fabricated switch (ORS) 250 300
2 Thick Web Switch 500 800
3 CMS crossing after three
rounds of in-situ
350 350
reconditioning using Robotic
welding machine
4 WCMS Crossing after three
rounds of in-situ
- 350
reconditioning using robotic
welding machine
(c) Renewal of Sleepers when they become due as per Para 702 (2)
(d) When the rail section on either side is changed to a higher section in through
running lines.
(2) Any modification in the layout of passenger lines should be carried out with the
sanction of the Commissioner of Railway Safety.
(3) The following aspects should be considered while relaying points and crossings in
station yards –
(a) When points and crossings are renewed, particular care should be taken to effect
improvements in the lay out.
(b) The renewal should as a rule be carried out with standard rail sections, in
accordance with the standard drawings and not with obsolescent sections. Special

323
crossing in main line, loops and sidings should be replaced with standard
crossings.
(c) At least one rail length on either side of the turnout should have the same section
of rail as the turnout.
(d) References must be fixed for the centre line of new assembly, particular care being
taken to fix accurately the inter-section point of the turnout track and the main line
track, from which measurements are taken to fix other points.
(e) Joints on the SRJ and lead rail should be welded.
(f) Gauge tie Plates – New gauge tie plates in replacement of the unserviceable ones
should be fitted jointly by the JE/SSE/P.Way and the JE/SSE (Signal). The
JE/SSE/P.Way will be responsible for the correct gauging of the switches and the
JE/SSE (Signal) for the correct fixing of the interlocking apparatus.
(g) Switches – Before stretcher bars are connected, each tongue rail should be
examined to see that it lies properly housed against the stock rail upto JOH, without
any pressure being applied to keep it in position. If a tongue rail does not fit properly
against the stock rail, it should be carefully jim-crowed.
In case of interlocked points close co-ordination should be maintained by the
JE/SSE/P.Way with the JE/SSE/Signal and JE/SSE (Elect/TRD) (in case of
electrified sections) and work should be carried out jointly.
(4) Actual procedure of carrying out renewals –
(a) Before renewing points and crossings, the ballast in the layout should be deep
screened. After deep screening, the ballast should be laid only up to the bottom of
the sleepers and extra quantity of ballast kept ready by the side of the layout for
fully ballasting the layout, after renewal. Equipment for rail cutting and rail drilling
should be kept ready at site.
(b) Renewals can be carried out by any of the following methods –
(i) Building up at the site (Manual) – In this method, all the Permanent Way
Materials for the turnout are brought to the site and the turnout assembled at
site in its correct position after dismantling the old turnout.
(ii) Slewing of Pre-assembled turnout at site (Manual) – The layout is assembled
by the side of the existing layout. The ground on which the turnout is to be
assembled is levelled first. If necessary room is not available, additional space
is created by doing extra earthwork or by constructing a working platform with
the old rails and sleepers. The assembly is usually built on a rail grid, the top
surface of which is greased beforehand to facilitate easy slewing. During the
block period, the existing layout is dismantled and removed and the pre-
assembled layout is slewed in its correct position, aligned and packed.
(iii) Preassembling &laying with mechanical (Machines) – IRTMM may be referred
for mechanized laying of turn out.
718 Renewal of Track Fittings and other track components- (Back to Para 702)
Renewal of track fittings to be planned after they have degenerated to a level where
they are not able to serve their desired purpose. Service Life of different fittings are
as under:

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S. Item Location Criteria for Renewal
No.
1 GFN-66 Liners Plain Track 200 GMT or 4 years whichever is earlier or on condition basis as
decided by CTE
2 Metal Liner Plain Track 400 GMT or 8 years whichever is earlier or on condition basis as
decided by CTE
3 ERC Plain Track 400 GMT or 8 years whichever is earlier or on condition basis as
decided by CTE
4 GRSP Plain Track 200 GMT or 4 years whichever is earlier or on condition basis as
decided by CTE
5 CGRSP Plain Track 400 GMT or 8 years whichever is earlier or on condition basis as
decided by CTE
Note: The service life of P.Way components at special locations like turnout, washable aprons,
Ballastless Track being used as washable apron, Curves sharper than 5 Degree, SEJ,
Gradient sharper than 1 in 100, coastal areas, station yards including approaches etc. is 50%
that of plain track or on condition basis as decided by CTE.
719 Sleepers in Yards and Running Lines –
(1) Sleeper Density –
(a) For loop lines, sleeper density would be as per Para 209(2).
(b) For other running lines and busy lines in the yards, sleeper density would be
M+4.
(c) Other yard lines should have a sleeper density of M + 2.
Where, M is the length of free rail (of 13m).
(d) For symmetrical splits where speeds on the main and loop lines will be the same,
the sleeper density to be adopted on the loop line shall be the same as that on
the main line.
(2) Types of Sleepers –
Concrete sleepers should be used for both running lines and yard lines.
720 Rails in Station Yards –
(1) In non-running lines of yards, only class II rail will be used.
(2) While carrying out through rail renewals or complete track renewal in yards, short
welded panels of 3 rail length may be used. However, it is preferable to weld them
into LWR.
(3) LWR may be provided in yards in terms of and subject to conditions laid down in
Chapter No 3, Part D pertaining to provisions on LWR.
721 Classification and Use of Released Material – (Back to Para 709)
(1) Need for Classification-
(a) After a section of track has been renewed, the released Material shall be carefully
sorted out so that greatest possible use may be made of them. They should then
be classified by the SSE/P.Way. Tools and plant left over should also be classified
and action taken on their disposal.
(b) The rails should be graded according to their weight and condition into groups
suitable for re-use in running lines, non-running lines and for conversion into posts
or structural members for various purposes or for sale as scrap. Where rail-ends
are worn or hogged, the feasibility of “Cropping” the ends should be considered if
the condition of the rail is otherwise satisfactory.
(c) The sleepers should be sorted into various grades suitable for re-use in the track
or as unserviceable Material not fit for use in track works.

325
(d) Fish-plates, fish-bolts, ERCs & Liners should be sorted into those suitable for re-
use and the rest as scrap.
(e) If the switches and crossings themselves are badly worn to be re-used, the small
fittings such as stretcher bars, switch anchors, stud-bolts and blocks can generally
be used. Switches and Crossings should be reconditioned by welding, if the wear
is not excessive.
(2) Basis for Classification – For the purpose of classification, Permanent Way Materials
should be divided into three classes depending upon the section and condition as
detailed below –
(a) Class I Material is that which is new and of standard section. New items of
obsolescent sections, which are interchangeable with standard Materials and are
purchased from time to time to prevent wastage of other serviceable Material,
should be brought on to the stock account as Class I Material. These items should
be included in the price lists for the miscellaneous and common items.
No other Material of an obsolescent section is to be treated as Class I, even though
it may never have been put in the track.
(b) Class II Material includes all new Material of obsolescent sections other than those
included under Class I and all standard and obsolete Material released from the
track and fit for further use on track.
Class II released rails should be classified and sub-divided as under –
Class II (a) rails fit for use in running lines.
Class II (b) rails fit for use in non-running lines.
(c) Class III Materials shall include all Materials that has become unserviceable. This
is either metal scrap or unserviceable sleepers. This class will include all rails which
are neither Class I nor Class II.
(3) Accountal of released P.Way Materials –
(a) The quantity of released Materials from every work included for track renewal/
gauge conversion will be based on yardsticks for loss of weight to be fixed on the
basis of data collected during foot by foot survey. If there is more than one work on
the same route, near to each other and under similar ground conditions, only one
set of yardsticks would suffice.
(b) List of Materials likely to be released will be prepared indicating the quantum of
such Materials separately as second hand (SH) and scrap following the instructions
given in sub Para (2) above.
(c) While second hand Materials will be indicated only in length/nos. in case of scrap
Materials, the accountal will be following:
(i) Rails – in length, then converted to weight.
(ii) Sleepers – nos. separately as whole and in parts.
(iii) Fittings & fastenings – by weight.
(d) During foot by foot survey, actual observations will be recorded jointly by
SSE/P.Way and ISA/Stock Verifier giving the percentage loss of weight over the
new component for each and every Material likely to be declared as `scrap’. This
can be done by actual weighment of few representative samples. Concrete
sleepers that have been replaced on condition basis as per Para 702 (2) shall be
declared as scrap.
(e) The yardsticks will then be approved by the Sr.DEN/DEN personally based on the
report duly test checked by ADEN or DEN. These will specify the maximum
percentage loss of weight for different components under different ground
conditions as per format given in the Annexure - 7/1.

326
(f) The conversion to weight in case of each of the items for purpose of accountal will
then be done by the SSE/P.Way on the basis of the specified percentage loss of
weight over the new components. In case, however, some abnormal variation of
weight is observed after the Materials have been released and the percentage loss
is more than that specified for that category, specific justification will have to be
recorded for the same by the SSE/P.Way and all such cases would have to be
certified by DEN/Sr.DEN after actual sample checking at site.
(g) In case, however, the actual loss after release is seen to be lower than the yardstick
the accountal will be done on the basis of the actual.
(h) After actual releases of Materials, the SSE/P.Way will take the releases on books
on the basis of summary sheet as per Annexure - 7/2.
(i) The sectional ADEN will carry out test checks to the extent of 20% of each item
and make entries to this effect in the summary sheet. The sectional DEN/ Sr.DEN
will also carry out random checks to ensure that the category and weight of
releases are correct to the maximum possible extent.
(j) The periodical returns for track renewals/gauge conversions are to be submitted at
the laid down periodicity as per rules and the existing procedure for checking
should be streamlined to ensure that the returns are looked into detail in the
ADEN’s office in nos.as also their conversion in weight. The returns will be
specifically checked with regard to the correctness of input/output Materials having
been prepared on the basis of instructions given in Sub Para (2) above.
(k) As an internal check by the department, one of the works accountants in the
division with engineering department or with construction department should be
made responsible to carry out methodical checks of all MAS (Material At Site)
accounts of track renewals/gauge conversion works.
(l) In cases where the track work is to be done by contractor, the list of released
Materials shall be jointly prepared on the basis of a field survey to be conducted by
the SSE/P.Way and contractor’s representative after the work has been awarded
but before the dismantling work is allowed to commence. The contractor shall be
bound to hand over the Materials according to the said agreed list and should be
responsible for any shortages.
722 Marking of Permanent Way Material – All Permanent Way Material should be
distinguished as follows or as otherwise directed – (Back to Note of Annexure - 2/1, 709)
(1) Class I – No marks.
(2) Class II
(a) For rails –
(i) Class II (a) Second hand rail fit to be re-laid in running lines – Ends to be painted
with a daub of white.
(ii) Class II (b) Second hand rail fit for use in non-running lines – Ends to be painted
with a daub of yellow.
(b) For other track Materials like sleepers etc., -Second hand fit for use in track works
to be painted with a daub of white.
(3) Unserviceable Material Class III - not fit for use – Ends to be painted with a daub of
red.
It should be ensured by the ADEN and JE/SSE/P.Way that the Materials of each class
including fittings, are separately stacked for convenience of accounting and despatch
and indication plates erected accordingly.
723 Works to be attended after completion of relaying –
(1) Classification and loading of released Materials – Materials as and when removed
during the progress of relaying should be collected and classified and despatched to

327
the destination. No released Material should be left at the site of the renewals.
Relaying work shall not be considered complete until all released Materials are
removed from site and necessary credit accorded.
(2) Temporary strengthening of gangs – After the relaying is completed it would be
necessary to strengthen the regular maintenance gangs temporarily to maintain it to
the required standard for the maximum permissible speed on the section.
(3) Description Boards – Boards displaying information in regard to track Materials laid
for special or experimental purposes should be erected at each end of the length over
which the trial is being conducted & maintained only for so long as the Materials
remain under trial.
(4) Revision of Permanent Way Diagrams – As soon as the rail or the sleeper
replacement work is completed, the Permanent Way diagrams, the station yard
diagrams and the index section that embody the detailed particulars of the track in
regard to the year of laying, section of rail, type of sleepers, fish-plates& fittings should
be amended up-to-date in the Divisional office and head-quarter. The same should be
advised to all concerned. The daily progress details will also be updated in TMS.
Copies of amended diagrams should be issued by the DEN to the ADEN &
SSE/P.Way concerned for record in their offices.
(5) Closing of the Accounts – The account for relaying works should be closed within 3
months of completion of the work & completion report submitted.

328
Annexure - 7/1- Para 721

Loss of Weight of Released Scrap (P.Way Components)

Description of Work: __________________________________

Foot by Foot Survey Carried Out by: ________________________________
Date: _____________________
Division: _________________
S. Description of Material Weight of Max.% loss of Weight of Remarks
No. (Rail, Sleeper, Fittings New item weight on release released
etc.) item
(1)
(2)
(3)
(4)

Annexure - 7/2-Para 721

Summary of P.Way Material to be released

Name of work

Division….…………………section…………………..SSE/P.Way………………………

DEN/Sr.DEN

Period of execution of work from dd/mm/yy to dd/mm/yy

List of Material to be released Remarks for Sign. of Test

Category Name
Km of section If scrap abnormality, JE//SSE/P check Remarks
of Service- if any .Way by
Material able or No/ Rate
Wt. (In charge/ ADEN
scrap Length (/Wt.)
Spl)

329
CHAPTER – 8
ENGINEERING RESTRICTIONS & INDICATORS,
WORKING OF TROLLIES, LORRIES & MATERIAL TRAINS
PART – A
Engineering Restrictions & Indicators
801 Work Involving Danger to Train or Traffic – A gang shall not commence or
carry on any work which will involve danger to trains or to traffic without the previous
permission of the JE/SSE/P.Way or of some competent railway servant appointed on
this behalf by special instructions. The railway servant who has given the permission
should be himself present at site to supervise the work.
802 Carrying Out of Works, in case of Emergency – In the case of emergency,
when the requirements of safety warrant the commencement of the work by the
railway servant at site, he shall himself ensure that engineering signals are exhibited
at specified distances according to rules and flagmen are posted with necessary
equipment to man them, before commencing the work.
803 Responsibility of the Railway Servant In-charge of the Work – The railway
servant in-charge of the work, who is present at the site of work, shall ensure that
Engineering signals are exhibited at the specified distance according to rules and
flagmen are posted with necessary equipment to man them. Trains shall be permitted
over the track under repair at such restricted speed as is specified, only after the track
is rendered safe for the traffic. He should ensure that the provisions of Para 804 are
fulfilled before commencing the work.
804 Works, which Obstruct the Line –
(1) Precautions before commencing operations, which would obstruct the line – No
person employed on the way, works or bridges shall, cause discontinuity in track,
disconnect points or signals or commence any other operation which would obstruct
the line without obtaining the written permission of the Station Master who shall
ensure that all necessary signals have been placed at ‘ON’. In addition, the employee
mentioned above shall also ensure that the necessary stop signals like banner flags,
detonators and hand signal flags have also been placed/exhibited at the prescribed
locations as per Para 806.
Provided further that in emergent cases the persons undertaking such operations
shall first bring the train to stop as stipulated in Para 812 and advice the driver of the
train about the need to stop the train through a written memo. The railway servant
shall simultaneously arrange to send a message to the Station Master for the need to
block the track as per Para 810 and obtain written confirmation of the same. The work
which may lead to obstruction to the track shall however be done only during the traffic
block, the written confirmation for which shall be obtained from the concerned Station
Master. On completion of the work again the authorized railway servant shall advise
the driver through a written memo to proceed at the prescribed speed.
(2) Works requiring complete block protection – The following category of works will
necessarily require complete block protection:
(a) Category of works where track is required to be occupied:
(i) Working of on-track machines
(ii) Working of material trains or girder specials
(iii) Working of dip-lorries
(iv) Working of motor trollies
(v) Working of push trolley in heavily graded sections.

330
(vi) Working of push trolley in sections where visibility is obstructed
(vii) Push trolley in long tunnels.
(b) Works where discontinuity in track is created or such conditions are created
which may result in discontinuity or obstruction to running track:
(i) Through rail renewal
(ii) Casual replacement of rail
(iii) Replacement of SEJs or replacement of buffer rail with SEJ
(iv) Insertion or replacement of glued joints
(v) Temporary/Permanent repairs of rail fractures
(vi) Temporary/Permanent repairs of rail on account of buckling
(vii) Replacement of switch/crossing or any part of turnouts
(viii) De-stressing of LWRs
(ix) In-situ welding of rails
(x) End cropping and welding
(xi) Through renewal of bridge sleeper
(xii) Replacement of girders with slabs
(xiii) Removal of rail from track for any purpose
(xiv) Renewal of sleeper on important and major bridges,
(xv) Changing of guard rails on important and major bridges.
Note:
1. Some of the works listed above may also necessitate mandatory imposition of
speed restrictions.
2. The list of works indicated above is indicative only and other works may be
required to be done under block protection based on site-specific conditions
as decided by P.Way officials.
805 Categories of Engineering Works: Engineering works can be broadly divided
into three categories –
(1) Category 1 – Works of routine maintenance, requiring no speed restriction, not
necessitating exhibition of hand signals and involving no danger to trains or traffic.
These include works of routine maintenance such as through packing, picking up
slacks and overhauling of track etc.
(2) Category 2 – Works of short duration:
(a) Works such as casual renewals of rails and sleepers, adjustment of creep and
lubrication of rail joints which are completed by sunset of the day of
commencement and no restriction of speed thereafter is required, are termed
“works of short duration”.
(b) Hand-signal and banner flags and fog-signals shall be used at specified
distances to protect the trains.
(3) Category 3 – Works of Long Duration:
(a) Works such as relaying and deep screening of track, bridge construction,
diversions which extend over a few days or weeks during which period a
continuous restriction of speed is to be in force, are termed as “works of long
duration”.
(b) Temporary engineering fixed signals shall be used at specified distances to
protect the trains. These works should be carried out to a programme, about
which all concerned will be advised in advance.

331
806 Works of Short Duration (Back to Para 114(9), 114(17), 321(7), 619, 804,868)
Protection in block section and procedure for passing of trains – Before commencing
any work of such category the JE/SSE/P.Way or authorised Railway servant should
issue a notice to the Station Master/Block-hut in-charge at each end of the Block
section and obtain their acknowledgment. Depending as to whether the train is to be
passed through the work site after stopping or at a restricted speed, the line should
be protected in the following manner:
(1) When the train is required to stop at the site of work (in Block section) –
(a) Post a flagman with hand signals at a distance of 30 metres in rear of the place of
obstruction, to show stop hand signals.
(b) Post a flagman with hand signals and place a banner flag across the track at a
distance of 600 metres in rear of the work. The flagman will show stop hand
signals.
(c) Post a flagman with hand signals and detonators at a distance of 1200 metres in
rear of the work. The flagman shall fix three detonators on the line 10 metres apart
and stand at a place not less than 45 metres from the three detonators, from where
he can obtain a clear view of the approaching train. He will show stop hand signals.
(d) The man at the site of obstruction shall give proceed hand signal to indicate to the
Driver, when he may resume normal speed after the train has been hand signalled
past the obstruction (Annexure - 8/1).
(2) When the train can pass over the work spot at restricted speed in block section - The
following protections should be adopted in the above cases –
(a) Post a flagman exhibiting caution hand signals at a distance of 30 metres from the
place of obstruction.
(b) Post a flagman exhibiting caution hand signals at a distance of 1200 metres for
Broad Gauge from the place of obstruction.
(c) Post an intermediate flagman with hand signals at a distance of 600 metres for
Broad Gauge from the place of obstruction. He will also place a banner flag across
the track. The intermediate banner flag must be kept across the line until the speed
of the train has been reduced, after which the banner flag shall be removed and
the train hand signalled forward.
(d) The railway servant at the site of work should give proceed hand signals to indicate
to the Driver, that he may resume normal speed after the train has been hand
signalled past the site of work- (Annexure - 8/2).
(3) The following points should be kept in view, while protecting the track in the cases
mentioned in Sub-Para (1) and (2) above:
(a) On single line, the line must be so protected on both sides of the work.
(b) At places where there are curves or falling gradients and at times of poor visibility
the distances laid down in Sub-Para (1) and (2) above may be suitably increased
wherever necessary and intermediate flagman posted to relay hand signals.
(c) The location of the banner flag, detonators and hand signals should be so selected
as to avoid stopping of trains, as far as possible, on continuous steep rising
gradients.
(d) If in an emergency, it becomes necessary to carry out such works at night, the
provisions for protection of line as detailed in Sub-Para (1) and (2) must be
complied with except that red light must be exhibited in the direction of approaching
trains in place of red hand signalling flags and banner flags.
(e) In an Emergency, when it is necessary on considerations of safety, the
JE/SSE/P.Way, or authorised railway servant may commence such work after

332
protecting the line as per GR 15.08 and 15.09, before issuing notice to the Station
Master. If the work is likely to be prolonged, he should notify the Station Master as
soon as possible.
(4) Works to be carried out in station limits –
(a) No work should be commenced on running line at a station without the written
permission of the Station Master and until the relevant signals have been placed
at ‘ON’.
(b) Before commencing a work on a line which can be isolated from the other running
lines, the JE/SSE/P.Way should ensure that the line has been isolated and retain
the keys of locking device in his possession. Where isolation is effected by the
setting of points, they must be locked by means of clamps or bolts and cotters.
(c) Before commencing work on a line which cannot be isolated from other running
lines as provided for above, the JE/SSE/P.Way should provide the prescribed hand
signals, detonators and banner flags as detailed in Para 806 (1) & (2).
(5) Works in Automatic Territory, Para 15.09 (3)(a) of General Rules 1976- – In automatic
territory, if the distance from the place of works/obstruction to the automatic signal
controlling entry of a train into the signalling section is less than 1200 metres and the
automatic signal is secured at ‘ON’ the banner flag and three detonators may be
provided at 90 and 180 metres respectively.
807 Works of Long Duration –
(1) Preliminary Arrangements –
(a) For doing such works the Engineering Department will arrange with the
Operating Department for the issue of the circular/ notice as per extant
instructions.
(b) The concerned Divisional Engineer will be responsible for obtaining the sanction
of Commissioner of Railway Safety wherever necessary and sending Safety
Certificate on completion of such works.
(c) The SSE/P.Way (In-charge) should obtain permission to commence work from
DEN/ ADEN and should arrange to block the line when work is proposed to be
done under block with the permission of the Controller/Chief Controller on the
day of block and issue a notice to the Station Master on either side.
(d) Caution orders will be issued by the Station Masters concerned as necessary.
(e) The necessary temporary Engineering fixed signals as prescribed should be
provided.
(f) In an emergency, when it is necessary on considerations of safety, the
JE/SSE/P.Way or authorised railway servant may commence such work before
issuing the notice, under the protection of hand signals and banner flags as per
GR 15.08 and 15.09. As soon as possible, he should issue the notice and
replace the hand signals and banner flags by temporary engineering fixed
signals.
(2) Protection of line in block section –
(a) In case where stop dead restriction is to be imposed when restriction is to last
for more than a day, the following temporary engineering indicators should be
exhibited at the appropriate distance.
(i) Caution indicator.
(ii) Stop indicator.
(iii) Termination indicators.

333
(b) In case where the train is not required to stop (non-stop restriction) and the
restriction is likely to last for more than a day, the following temporary Engineering
indicators should be exhibited at the appropriate distances –
(i) Caution indicator.
(ii) Speed indicator.
(iii) Termination indicators.
Note –
(i) Annexure - 8/3 and 8/3 A indicate the distances at which these are to be
fixed.
(ii) When during the course of the work, on consideration of safety it is not
desirable to pass trains over the site of work for the time being, the track
should be further protected by hand signals and banner flags, by the
authorised railway servant.
(3) Protection of line in station limits, Para 15.09(2) of General Rules (1976) - Protection
of the line as prescribed for block section may be dispensed with if the affected line
has been isolated by setting and securing of points or by securing at “ON” the
necessary manually controlled signal or signals and approach signal shall not be
taken ‘OFF’ for a train unless the train has been brought to a stop at the first stop
signal, except in cases where the loco pilot has been issued with caution order at the
station in rear, informing him of the obstruction and the details thereof.
808 Temporary Engineering Fixed Signals – Location and Details –
(1) These consists of
(a) Caution indicator.
(b) Speed indicator.
(c) Stop indicator.
(d) Termination indicators (T/P & T/G).
(2) (a) Multi Speed Restriction (i.e. existence of two or more than two speed restrictions
in continuation) – When work of deep screening or sleeper renewal is in progress,
there is situation of having two or more than two speed restrictions in continuation. In
such situation, placement of speed boards for following speed restriction shall be as
under:
(i) In case of following speed restriction being more restrictive, a minimum of
200 m track should be under earlier speed restriction zone. If not, then only
one SR board should be provided, considering that the previous speed
restriction is at par with the following SR, which is more restrictive.
(ii) In case of following speed restriction being less restrictive, corresponding
speed indicator board for following speed restriction shall be placed at a
distance equal to the length of the longest goods train operating on the
section after termination point of previous speed restriction zone.
(b) The details and position of fixing each indicator are detailed in Annexure - 8/3,
8/3A and 8/4.
(3) For intermediate tracks on triple or multiple lines, engineering indicators should be
fixed between tracks to within 300 mm from rail-level, to avoid infringements of
standard dimensions.
(4) All indicators should be placed on the left hand side as seen by the Drivers except on
Centralised Traffic Control (CTC) sections (single line) where they should be placed
on Right hand side.
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(5) One termination indicator bearing letters T/G should be located at a distance equal to
the length of the longest goods trains operating on the section from the place of work.
Another Termination indicator bearing the letters T/P should be located at a distance
equal to the length of the longest passenger train operating on the section from the
place of work, which will help the passenger trains to pick up speed after reaching T/P
indicator, without losing time. The Guard of a passenger train shorter than the longest
passenger train will exhibit an “all-clear” signal to his Driver when the rearmost vehicle
has cleared the restricted length and the Driver will resume normal speed. In the case
of light-engines or single unit rail cars, the Drivers will resume normal speed after
clearing the restricted length.
809 Procedure for Passing Trains at Stop Dead Restrictions – The flagman at
the stop indicators shall present his restriction book to the Driver who should stop in
the rear of the stop indicator.
The “Restriction Book” should be to the following form:
Engineering indicator at km…………………
Date Train No. Time Signature of the Driver

After the flagman has obtained the signature of the Driver at the indicator, he should
exhibit proceed with caution signal to the Driver. The Driver will then be authorised to
pass the stop indicator and continue at this speed until his train has cleared the
restricted length, after which he will resume normal speed.
810 Procedure for Blocking Line for Engineering Purposes – (Back to Para 804)
(1) Arrangements for Block –
(a) Except in very urgent cases arrangements for blocking the lines between stations
shall be made by the DEN in consultation with the Divisional Operating Manager,
sometime before the block is imposed.
(b) The Divisional Operating Manager will issue instructions to the Station Masters on
either side of the section to be blocked and Station Masters/Yard Masters of train
ordering stations concerned about the last train to pass over the section before the
block is imposed, the trains to be cancelled because of the block and any other
particulars and will conclude by stating which official of the Engineering
Department will impose and remove the block. The instructions will be
acknowledged by those to whom issued.
(c) In an emergency when there is no time to refer to Divisional Operating Manager or
where block will not interfere appreciably with the traffic the Station Master (after
consulting control on controlled section) will arrange block directly.
(2) Imposition of engineering block –
(a) The JE/SSE/P.Way or authorised railway servant who wishes to block the line
should transmit a message to the nearest Station Master on section to be blocked,
copy to the DEN, ADEN, SSE (Loco), Controller of controlled sections and
Divisional Operating Manager, advising them the time from which the block is to
be imposed and the kilometerage and asking for acknowledgement from the
concerned Station Masters.
(b) The Station Master receiving the message for transmission will sign for it, noting
the time of receipt and shall transmit the message to the Station Master on the
other side of the block section, which is to be blocked, and to the Controller. The
Station Master on the other side will acknowledge receipt by a message addressed
to JE/SSE/P.Way or authorised railway servant and the Station Master of the
transmitting station.
(c) On receipt of this message the Station Master of the station from which the
message was transmitted will block the line in the manner prescribed and hand

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over a signed copy to the JE/SSE/P.Way.
(d) Field telephone should be used for liaison with the Control during the block.
(3) Removal of engineering block –
(a) When removing a block, the JE/SSE/P.Way or authorised railway servant
responsible will transmit a message to any one of the Station Master on either side
of the block section blocked, copy to the DEN, ADEN, SSE (Loco), Controller and
Divisional Operating Manager, advising them that the block has been removed and
asking for acknowledgement from Station Masters. Particulars of kilometerage,
restriction of speed and position of Engineering Indicators should be given in the
telegram.
(b) The Station Master who receives the message for transmission will sign for it,
noting the time of receipt and transmit the message to the Station Master of the
other station. The message must be acknowledged by the latter, addressed to the
JE/SSE/P.Way and Station Master of the transmitting station.
On receipt of this acknowledgement the Station Master who originally imposed the
block, will remove it in the manner prescribed. The Control or the Divisional
Operating Manager will advise the Station Masters on the train ordering stations
when a block is finally removed.
(4) Issue of Caution Orders to Drivers – Caution order to Drivers of all trains will be issued
by the Station Masters for temporary engineering restrictions. Caution order will
indicate the exact kilometrages, speed restrictions, stops, as the case may be, but will
not include permanent restrictions that are notified in the working time-table.
811 Works at Times of Poor Visibility – In thick foggy or tempestuous weather
impairing visibility, no rail shall be displaced and no other work, which is likely to cause
obstruction to the passage of trains shall be performed except in case of emergency.
When such work has to be undertaken and the site is protected by temporary
engineering fixed signals, 2 detonators on the line 10 metres apart should be fixed
not less than 270 metres in rear of the caution indicator and a caution hand signal
exhibited to approaching trains.
812 Temporary Signals in Emergency – ( Back to Para 114(9), 114(17), 804,
1005)
(1) Whenever in consequence of an obstruction of a line or for any other reason it is
necessary for a railway servant to stop approaching train he shall plant a danger
signal at the spot and proceed with all haste in the direction of an approaching train
with a danger signal (red flag by day and red light by night) to a point 600 metres from
the obstruction and place one detonator on the line after which he shall proceed
further for not less than 1200 metres from the obstruction and place three detonators
on the line 10 metres apart. He should then take a stand at a place not less than
45metres from there, from where he can obtain a good view of an approaching train
and continue to exhibit the danger signal, until recalled. If recalled, he shall leave on
the line three detonators and on his way back pick up the intermediate detonator
continuing to show the danger signal.
(2) On single line the line must be protected on each side of obstruction.
(3) Where there are adjacent lines and it is necessary to protect such lines, action should
be taken on each such line in a similar manner.
813 Periodical Notice of Engineering Restrictions – For works involving restriction
of speeds of trains the DEN will arrange publication in the periodical gazette of the
railway furnishing following details –
(1) The names of the block stations on either side of the site where the engineering work
will be undertaken in order that caution orders may be issued.
(2) Kilometerage of site of work.
(3) Restricted speed and stop dead restriction to be observed by the Driver.

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(4) Nature of work being undertaken or reasons for restriction.
(5) Probable duration.
814 Permanent Speed Restriction Indicators –
(1) Permanent speed restrictions boards –
(a) Permanent speed restrictions in force are notified in working time-table. The speed
indictors are erected to indicate to the Drivers the speed restrictions to be observed
e.g., between stations, and at stations due to weaker track/bridges, restrictions on
curves, grades and points and crossings etc.
(b) The indicators to be used are similar to those used for temporary restrictions,
namely, caution indicator, speed/stop indicators and termination indicators (T/P &
T/G). The details of the indicators and the distance at which they are to be fixed
are the same in both the cases (Annexure - 8/3 & 8/4).
(2) Siding Boards – When speed restriction has been imposed on account of facing points
of an outlying siding an ‘S’ marker (a circular board of1 metre dia. painted yellow, with
300 mm letter ‘S’ painted in black on it) should be fixed at the points in addition to the
speed and caution boards fixed in rear of the points. Where however, the sanctioned
speed of the section does not exceed 50 Kmph the speed indicator and the ‘S’ board
need not be provided except where the speed over the points is less than sanctioned
speed of the section. ‘S’ marker should be so fixed that the centre of the board is 2
metres above the rail level.
(3) Board indicating speed over points – Where the speed over the points at a station is
less than the speed sanctioned at other stations on the same section, a permanent
speed indicator should be fixed on the first approach signal of the station.
(4) The posts of permanent speed indicator marker boards should be painted with 300
mm high bands in white and black.
(5) Where a permanent speed restriction is in force on any intermediate track on triple or
multiple lines, the engineering indicators should be fixed between tracks to within 300
mm from rail-level to avoid infringement of standard dimensions.
815 Indicators (General):
(1) Where indicators are provided under special instructions to furnish information to
Drivers, these should be in black letters or figures on yellow back ground.
(2) Whistle indicator –
(a) Whistle boards should be provided in rear of all places where the view of the
Drivers is obstructed by cuttings or tunnels or curves and where it is necessary to
give audible warnings of the approach of a train to those working on the track. The
whistle boards are fixed at a distance of 600 metres.
(b) Whistle indicator for Level Crossings – Whistle boards are also provided on the
approach of all level crossings, where a clear view is not obtained. These bear the
letters W/L. The details of these whistle boards are described in Para 915.
(3) Shunting Limit Boards (SLB) – They are provided at an adequate distance in advance
of the trailing points. This shall consist of 600 mm x 1000 mm rectangular board
painted yellow with a black cross on the top and words “shunting limit” written in black
below it. Its height should be 2 metres from the rail level to the underside of the portion
containing the cross and the post on which it is fixed, painted with 300 mm high bands
in white and black. It should be fitted with a lamp/light showing white light in both
directions.

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816 Detonating Signals – Detonating signals otherwise known as detonators or fog
signals are appliances, which are fixed on the rails, and when an Engine (or vehicle)
passes over them, they explode with a loud sound so as to attract the attention of the
Driver.
(1) Care and Custody –
(a) Detonators should be protected against dampness. They should be stored in tin
cases with papers wrapped over them, a layer of waste cotton must be kept at
bottom and top of the tin cases to avoid contact with the metal.
(b) In one tin case not more than ten detonators should be kept.
(c) The tin cases should be stored in wooden boxes which should be kept in dry places
and not left in contact with the brick walls, damp wood, chloride of lime or other
disinfectants; these should not be exposed to steam or other vapours.
(d) Unexploded detonators should not be, as far as possible, sent from place to place
by consignment; they should be conveyed personally or by a messenger.
(2) Stock with Engineering Official –
(a) Each P.Way, Works and Bridge Engineer shall have a stock of detonators sufficient
to recoup the number annually tested and any which may be exploded for works
and emergency. The SSE/P.Way (In-charge) shall ensure that all Gangs,
Gatemen, Keymen, Patrolmen and Watchmen are equipped with the specified
number of detonators.
(b) Every ADEN, Gang Mate, Keyman, Gateman, Patrolman and Watchman, whose
duties include protection of track shall carry the specified stock of detonators with
him on duty, for use during an emergency.
(c) The month and year of manufacture are shown on the label outside each case and
also stamped on each detonator. Detonators should be used in the order of the
dates stamped on them, the oldest being used first. To facilitate ready withdrawal
in this sequence, they should be stored also accordingly.
(3) Use of Detonators –
(a) The staff in possession of detonators shall not make any improper use of them. All
Engineers are responsible to ensure that the staff working under them know how
and when to use detonators.
(b) A detonator when required to be used shall be placed on the rail with the label or
brand facing upwards and shall be fixed to the rail by bending the clasps around
the head of the rail.
(4) Testing –
(a) Once a year, one detonator shall be taken by the SSE/P.Way (In-charge) from his
own stock and from Gang Mate, Keyman, Gateman, Patrolman and Watchman for
testing, one also from each of the lots in the personal custody of DEN, Bridge
Engineer, ADEN, SSE (Works), JE/SSE/P.Way where the headquarters of these
officials falls within the SSE/P.Way's jurisdiction. The oldest detonators should be
selected for the test.
(b) The testing of detonators should be done under an empty 8-wheeled wagon
propelled by an engine and moving at walking speed under the direct supervision
of the SSE/P.Way (In-charge), who shall ensure safety range during testing.
Results of tests should be entered in a Register.
(c) The SSE/P.Way (In-charge) shall submit by the end of the year (31st December)
a certificate in duplicate to the ADEN to the effect. “I certify that I have tested the
detonators from stocks mentioned below in accordance with standing orders for
the year ending …… and append a list of those that failed to explode.” The ADEN

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shall countersign and forward one copy of the certificate to the DEN with remarks,
if any. Orders regarding the return or destruction of those lots, the samples from
which failed to explode, shall be issued by the DEN.
(5) Life of Detonators – The normal life of detonators is five years. The life of the
detonators can be extended to eight years on a yearly basis subject to the condition
that two detonators from each lot of over 5 year old ones are tested for their
effectiveness as discussed above and the results being found satisfactory. Such time
extended detonators can be used on all sections after satisfactory testing. In case the
results are not satisfactory, they should be destroyed as envisaged in Sub-Para (6)
below. In any case, no detonator should be kept in use after 8 years.
(6) Disposal of time-barred detonators – No detonator that bears any sign of rust and
is time- barred shall be held in stock. Such detonators shall be destroyed by one of
the following methods
(a) By soaking them in light mineral oil for 48 hours and then throwing them one by
one into fire with due precautions.
(b) By burning them in incinerator.
(c) By detonating them under wagon during shunting operations.
(d) By throwing them in deep sea.
The destruction of time-barred detonators should be done in the presence of a
JE/SSE/P.Way who should ensure that every care is taken to see that splinters
of detonators do not cause any injury to life and property. They should not be
buried or thrown in places from where they could be recovered.
(7) Safety Range – When detonators are being tested, no person should be allowed
within a radius of 45 metres from the detonators to be exploded; the engine crew shall
remain well within the cab. In practice, splinters from detonators when exploded
seldom fly in a direction to the rear of the wheel, which detonates them. Staff should
therefore, when observing the safety radius, place themselves, as far as possible on
the rear side.
817 Warning Signal - Descriptions – (Back to Para 910) The signals to be used to
warn the incoming train of an obstruction shall be red flashing hand signal lamp at
night or red flag during day as per Para 3.65 of General (Amendment) Rules.
818 Use of Warning Signals – When it becomes necessary to protect an obstruction
in a Block section, a warning signal may be used, as prescribed under Para 3.66 of
General (Amendment) Rules while the railway servant proceeds to place detonators.
A warning signal is to be shown to give timely warning to a driver of approaching train
of any obstruction such as derailed train obstructing adjacent lines, breaches, wash
away, floods, landslides etc., when the railway servant does not have adequate time
to do the protection in the normal manner with the detonators as envisaged under
rules. The knowledge and possession of warning signals shall be ensured by every
railway servant concerned with the use of warning signals as stipulated in Para 3.67
of General (Amendment) Rules.
819 Safe Working of Contractors – A large number of men and machinery are
deployed by the contractors for track renewals, gauge conversions, doublings, bridge
rebuilding etc. It is therefore essential that adequate safety measures are taken for
safety of the trains as well as the work force. The following measures should invariably
be adopted:
(1) The contractor shall not start any work without the presence of railway supervisor or
his representative and contractor’s supervisor at site.
(2) Wherever the road vehicles and/or machinery are required to work in the close vicinity
of railway line, the work shall be so carried out that there is no infringement to the

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Railway’s Schedule of Dimensions. For this purpose, the area where road vehicles
and/or machinery are required to ply, shall be demarcated and acknowledged by the
contractor. Special care shall be taken for turning/reversal of road vehicles/machinery
without infringing the running track. Barricading shall be provided wherever justified
and feasible as per site conditions.
(3) The look out and whistle caution orders shall be issued to the trains and speed
restrictions imposed where considered necessary. Suitable flagmen/detonators shall
be provided where necessary for protection of trains.
(4) The supervisor/workmen should be counselled about safety measures. A competency
certificate to the contractor’s supervisor as per proforma annexed shall be issued by
ADEN which will be valid only for the work for which it has been issued. (Annexure -
8/5).
(5) The ballast/rails/sleepers/other P.Way materials after unloading along track should be
kept clear off moving dimensions and stacked as per the specified heights and
distance from the running track.
(6) Supplementary site-specific instructions, wherever considered necessary, shall be
issued by the engineer in-charge.
(7) The engineer in-charge shall approve the methodology proposed to be adopted by
the contractor, with a view to ensure safety of trains, passengers and workers and he
shall also ensure that the methods and arrangements are actually available at site
before start of the work and the contractor’s supervisors and the workers have clearly
understood the safety aspects and requirements to be adopted/ followed while
executing the work.
There shall be an assurance register kept at each site, which will have to be signed
by both, i.e. railway supervisor or his representative as well as the contractor’s
supervisor as a token of their having understood the safety precautions to be
observed at site.

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PART – B
Working of Trollies, Motor Trollies and Lorries
820 The rules for working trollies, motor trollies and lorries are contained in Para 15.18 to
Para 15.28 of Chapter XV-B of General Rules for Indian Railways (1976),
supplemented by the Subsidiary Rules issued by individual railways. The instructions
contained in this chapter are in amplification of these rules and will not supersede the
General and Subsidiary Rules of Railways.
821 Distinction between Trolley, Motor Trolley and Lorry –
(1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be a
trolley. Any similar but heavier vehicle (which includes dip lorry) shall be deemed to
be a lorry.
(2) Any trolley which is self-propelled, by means of a motor, is a motor trolley.
(3) A trolley shall not, except in cases of emergency, be used for the carriage of
permanent way or other heavy material, and when a trolley is so loaded, it shall be
deemed, to be a lorry.
822 Certificate of Competency –
(1) No trolley, motor trolley or lorry shall be placed on the line except by a qualified person
appointed by special instructions.
(2) Such qualified person shall accompany the trolley, motor trolley or lorry and shall be
responsible for its proper protection and for its being used in accordance with special
instructions.
(3) The qualified person shall hold a certificate of competency which shall be issued
according to prescribed instructions in Chapter 14.
(4) Staff in whose favour a certificate is issued should be literate, having knowledge of
Hindi or other local languages, should have passed the prescribed Medical test and
should be conversant with the rules for working of trollies, motor trollies and lorries,
as the case may be. The certificate of competency will be issued for a specified period
by an officer authorised to do so and renewed periodically.
823 Officials Permitted to use Trollies, Motor Trollies and Lorries – Subject to
their being certified competent, the following officials of the Engineering Department
are permitted to use Trollies/Lorries:
(1) Trollies/Lorries –
(a) All officers and JEs/SSEs of Engineering Department.
(b) Gang Mates, Head Trolleymen as may be authorised.
(2) Motor Trollies – All officers of Engineering Department, motor trolley Drivers and such
JEs/SSEs as may be authorised.
824 Responsibility for Safe Working –
(1) The official-in-charge of trolley/motor trolley/lorry is responsible at all times for its safe
working. When more than one person holding competency certificate travels in a
trolley, the official-in-charge of the trolley is responsible for its safe working.
(2) It shall be clearly understood by officers and staff that they are to take every possible
precaution and protection against accidents. When entering a tunnel or cutting or
proceeding over a long bridge or curve, the official-in- charge will make sure that no
train is likely to be met. While approaching a level crossing the official-in-charge,
should look out for road traffic and ensure safe passage of his vehicle over the level
crossing.

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825 Efficient Brakes – No lorry, trolley or motor trolley shall be placed on the line unless,
it is fitted with efficient brakes. The brakes should be tested before the
commencement of each journey. It is desirable that trollies and lorries working on
Ghat section are fitted with screw down brakes in addition to ordinary hand/foot
brakes. It will be the responsibility of the official-in-charge to ensure the adequacy of
braking.
826 Attachment to Trains Prohibited – No trolley/motor trolley/lorry shall be attached
to a train.
827 Working on Track Circuited Sections and Sections Provided with Axle
counters – Each Railway shall issue subsidiary rules for the working of trolley/motor
trolley/lorries in sections where axle counters or track circuits form part of the Block
instruments or where automatic signalling has been provided.
828 Numbering of Trollies/Motor Trollies/Lorries – Each trolley/motor trolley and
lorry shall be marked with its number, code, initials of the department, the designation
and headquarters of the official-in-charge.
829 Conveyance of Trollies/Motor Trollies/Lorries by Trains –
(1) No trolley/motor trolley/lorry should be loaded in a train without the consent of the
Guard in-charge of the train, who will direct where it is to be placed.
(2) In the case of an accident/emergency, trollies/motor trollies may be carried by Mail/
Express trains on which there are restrictions normally for loading of Trolley/Motor
Trolley.
(3) When loading a motor trolley with petrol in the tank, it shall be ensured that;
(a) The flow of petrol in the carburettor has been cut off;
(b) Any pressure has been released from the tanks;
(c) The tank is in sound condition and closed by a well fitted cap;
(d) The engine has been run by the official- in-charge until the carburettor has
become exhausted and the engine stops automatically.
830 Trollies, Motor Trollies and Lorries not in Use –
(1) A trolley, motor trolley or lorry, when not in use shall be placed clear of the line, and
wheels thereof secured with a chain and padlock.
(2) When a trolley/motor trolley is placed on a platform to be loaded into a train, it should
be under the charge of a Trolleymen and placed where it will not be in the way of
passengers or working staff.
(3) Whenever possible, motor trollies, should be placed in a shed, the key of which, shall
be in the possession of the official-in-charge.
831 Conveyance of Non-Railway Officials – Trollies shall not be used for the
conveyance of persons other than railway officials. In special cases, Magistrates,
Police, Civil, Telegraph, Military, Medical and Forest Department Personnel or a
person requiring medical aid, may be conveyed by trolley by order of the competent
authority (ADEN or above), after a bond on form in Annexure - 8/6 is signed
indemnifying the Railways against all liabilities and risks.
Contractors and their Agents may be conveyed on trolley in connection with works,
provided they have executed a general indemnity bond similar to Form Annexure -
8/6.
832 Trolley-Permits for Private Sidings – A non-railway official is permitted to use a
trolley on private sidings when he is in possession of a permit signed by the competent
authority. Such permits are granted for use of the trolley on sidings where there is no
passenger traffic. The party shall execute a bond on Form Annexure - 8/7

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indemnifying the railways against all liabilities and risks. The issue of trolley permits
will be subject to such rules as may be prescribed. In such cases, the Head
Trolleyman shall hold a certificate of competency issued by the authorised railway
official.
833 Military Officers Using Trollies in Ordnance Depots – Railway shall not
accept any liability whatsoever for damage or compensation arising out of accidents
caused in the working of trollies used by Military Officers on duty in Ordnance
Factories in respect of claims of officers themselves or third persons.
834 Trolley Refuges and Observation Posts –
(1) Trolley Refuges – Trolley refuges over long Bridges should be provided at such
intervals, as prescribed in the Schedule of Dimensions. In cuttings and high banks
trolley refuges should be provided at suitable intervals.
(2) Observation Posts – Where, owing to curves in cuttings or other causes view of the
line is restricted, “observation posts” should be established at such sites as command
the best view in both directions for the use of Flagmen, thus enabling hand signals
being conveyed to the trolley on line.
835 Equipment for Trolley / Motor Trolley / Lorry – Each trolley/motor trolley/lorry
shall have the following equipment:
(1) Two hand signal lamps/tri colour LED Flashing hand signal lamp;
(2) Two red and two green hand signal flags;
(3) Detonators 10 Nos;
(4) A chain and a padlock;
(5) A copy of the working time table and all correction slips and appendices, if any, in
force on that section of the railway over which the trolley, lorry or motor trolley is to
run;
(6) A motor horn and a search light (for motor trolley only);
(7) Two banner flags and additional detonators (for lorry only); and
(8) Such other articles as may be prescribed by the Railway Administration in this behalf.
Note – The official-in-charge of the trolley/motor trolley/lorry shall also be in
possession of a watch in addition to the prescribed equipment.
836 Signals for Trolley/Motor Trolley/Lorry –
(1) Day Signal – Every trolley, motor trolley or lorry when on the line shall show a red flag
by day, fixed to a staff which will be placed on a socket and conspicuously visible in
both directions.
(2) Night Signal – On a double line the night signal shall be red light in the direction from
which trains are expected and white in the other direction and on a single line, red in
both directions. Where on double line, single line working is introduced, the night
signal should be as per a single line. When working within the station limits, the light
displayed at night shall be red in both directions.
(3) Signals within long tunnels – On sections where there are long and dark tunnels, the
night signals prescribed must be displayed during the day in addition to the red flag,
in the case of trollies, motor trollies and lorries. In the case of thick foggy or
tempestuous weather impairing visibility, light signals must be displayed in addition to
the red flag.
(4) Removal of trolley/motor trolley/lorry – As soon as a trolley/motor trolley/lorry is
removed from the track and placed clear of it, the red flag or light signal shall be
removed, but care should be taken to see that this signal is not taken off before the
lines have been cleared of all the obstructions.

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837 Working of Trollies –
(1) Manning of Trollies – Trollies in all cases shall be manned by four men.
(2) Mode of working of trolley – Trollies in all cases should be pushed and not pulled.
(3) Working under block protection –
(a) Trolley may be worked under block protection wherever it is possible to do so
without interference to train service.
(b) Trollies should be worked under block protection in the night.
(c) During daytime in foggy weather and during dust storm, when the visibility is
poor, a Trolley should be worked under block protection.
(d) Sections with restricted visibility due to curves, cuttings or due to other local
conditions specified by railway Administration, wherever practicable, should be
traversed under block protection.
(e) When working under block protection trollies will be worked in the same manner
as trains.
(4) Working without block protection – (Back to Para 838)
(a) During day time in sections with normal visibility the official-in-charge shall
before leaving a station/block post, ascertain the whereabouts of the trains likely
to be met and set off on trolley.
(b) In sections with restricted visibility specified sections, (Sub-Para (3)(d)) when
the official-in-charge, is not able to block the section and work under Block
protection, he will follow the following procedure:
(i) The Station Master/Signalman will on receipt of advice from official- in-charge
(in triplicate on form Annexure - 8/8) giving his trolley programme ascertain
and fill in particulars of trains running on the section, retain one copy and return
the other two to the official-in-charge of the trolley.
(ii) As a reminder that the block section is occupied by the trolley and caution
orders must be issued, a small placard with words “trolley on line”, will be hung
in front of the block instrument, until advice of the removal of the trolley is
received.
(iii) If telegraph and telephone communications are interrupted and the Station
Master/Signalman is unable to communicate with the station at the other end
of the block section, the official-in-charge of the trolley will be advised of this
fact and form Annexure - 8/8 endorsed accordingly. When communication
between the two stations is restored, the messages referred to above will be
exchanged, if the trolley has not cleared the section or removal report has not
been received.
(iv) From the time of exchange of the messages, until intimation has been received
that the trolley has cleared the block section, the Station Master/ Signalman
at both ends of the block section shall issue caution orders to Drivers of all
trains entering the block section. On the double line, caution order should be
issued for both up and down trains.
(v) The issue of caution orders in no way relieves the official-in-charge of the
trolley of the duty of complying strictly with the rules for protecting the trolley.
(vi) On arrival of the trolley at the other end of the block section, the person- in-
charge of the trolley shall fill in the removal report and send it to the Station
Master/Signalman who will return the third copy signed. The Station
Master/Signalman will then advise the Station Master/ Signalman at the other
end of the block section of the trolley having cleared the section.

344
(vii) If the trolley is removed from the track at the station not provided with telegraph
or telephone instruments or in the block section and if it is not intended to place
it on the track again, the official-in-charge of the trolley shall fill in the removal
report and send it to the Station Master/Signalman at the nearest block station.
In the former case, the Station Master will send written advice by the first train
in either direction to the next block station. The Station Master/Signalman at
the latter station should then advise the Station Master/Signalman at the other
end of the removal of the trolley.
(viii) Station Masters/Signalmen at the both ends, of the block section will enter
remarks in the train registers pertaining to the block section concerned
showing the times at which the trolley entered and cleared the block section
and the number of the trolley.
(5) Protection in Block Section – (Back to Para 838)
(a) When a trolley is worked other than under the rules for working of trains i.e.,
without block protection and when a clear view is not obtainable for an adequate
distance of 1200 m, the following precautions should be taken (Annexure - 8/9)
(i) On a double line, he must depute a Flagman with detonators to precede or
follow the trolley, and to exhibit a hand danger signal at a distance of not less
than 1200 m in the direction from which trains may approach.
(ii) On single line, depute a Flagman with detonators to precede and another to
follow the trolley and to exhibit hand danger signals at a distance of not less
than 1200 m.
(iii) Where necessary, intermediate Flagman should be posted to relay signals.
(b) The flagman should only be withdrawn when a clear view of at least 1200 m can
be obtained in the direction from which trains may approach.
(c) When a train is sighted, the Flagman should wave the red flag vigorously to
warn the official-in-charge of the trolley of the approach of the train, and at the
same time place three detonators 10 m apart on the line to protect the trolley.
The detonators should be removed only on receipts of hand signals from the
official- in-charge by waving of a green flag to withdraw the danger signal
indicating that the trolley has been removed.
When conditions are such that the Flagman cannot be seen by the official- in-
charge of trolley, the latter must arrange before entering the section to take with
him sufficient men with hand signals who will be placed in suitable positions
between the trolley and the Flagman so that the signals from the Flagman can
be repeated to the person- in-charge of the trolley and vice-versa.
(d) On sighting an approaching train or the Flagman’s signal, the trolley must be
removed clear of the line and kept in such a manner that it cannot roll towards the
line.
(6) Trollies travelling together – When two or more trollies are running together in the
same direction in the same line, care should be taken to ensure that they are kept at
least 100 m apart to safeguard the trolley in rear from colliding with the front one, in
case the front trolley has to be stopped suddenly for any reason.
838 Working of Motor Trollies –
(1) A motor trolley shall only be run in accordance with special instructions.
(2) A motor trolley may be worked under block protection or without block protection, as
may be prescribed by the railway administration.
(3) Working under block protection –

345
(a) A motor trolley should be run only under block protection (i) during night; (ii)
during day time, when the visibility is poor due to fog or dust storm.
(b) Sections of restricted visibility should invariably be traversed under block
protection. A list of “sections of restricted visibility” may be specified for the
guidance of all concerned, either in the subsidiary rules or in the working time
table.
(c) When a motor trolley that is worked under block protection breaks down in the
block section, the official-in-charge should remove it clear of the line and send
a written advice to the nearest Station Master/Block Hut -in-charge returning the
line clear ticket or token or in the case of a motor trolley when the token has
been clamped for a preceding train the key of the padlock. He should not replace
the motor trolley on the line without the written permission of either Station
Master/Block Hut-in-charge at the end of the block section concerned. On arrival
at the other end, the official- in-charge will deliver the authority to the Station
Master after the trolley has arrived complete.
(4) Following a Train/Motor Trolley – Motor trolley may follow a fully vacuum/air brake
train or a light engine or another motor trolley in the same block section during day
light hours and in clear weather under special instructions issued by the Railway
Administration.
(5) Working without block protection –
(a) When a motor trolley is worked without block protection, it should be manned
by at least four men.
(b) In case a motor trolley is worked without block protection, the procedure outlined
in Para 837(4) for trollies shall be followed for working of the motor trollies.
(c) When a motor trolley is worked without block protection, as per special
instructions, the procedure outlined in Para 837(5)should be followed for the
protection of trolley in block section.
839 Working of Lorries –
(1) Mode of working of Lorry – Lorries should be worked only under block protection.
Lorries in all cases should be pushed and never pulled. Riding of persons on the same
is prohibited.
(2) Manning of Lorries – Lorry must be accompanied on foot by not less than four men in
addition to the number of men required for expeditiously loading and unloading
materials being conveyed on the lorry.
(3) Actual working of Lorry –
(i) Before obtaining line clear, the official-in-charge of a lorry should advise the
Station Master/Block Hut- in-charge, whether it is his intention to return to that
station, to run to the other end of block section, or to remove the lorry in mid-
section.
(ii) The official-in-charge, after getting the authority to proceed in the form of line
clear ticket/token, double line certificate or shunting key, as the case may be,
should work his lorry.
(iii) He should, after completion of his work, hand over the authority to proceed to
the concerned Station Master/Block Hut-in-charge and remove his lorry.
(iv) In case the lorry is off loaded in the mid-section, the authority to proceed should
be returned by a special messenger to the nearest station after ensuring that
the lorry is kept clear off the line.

346
(v) On the double line, the official-in- charge should run the lorry on the proper road.
The lorry should be taken along the line in the direction in which the trains will
run; except when returning to the original starting station/Block Hut.
(4) (a) Working in Station limits – When a lorry is required to work within Station limits,
the permission of the Station Master shall be obtained in writing before working
the lorry and the lorry should be worked as per the approved special
instructions.
(b) Protection in Station limits – When a lorry works in a station yard the Flagman
must exhibit danger signals at such a distance on both sides as will ensure
safety. When the lorry is required to remain stationary for more than 15 minutes,
it must be protected by banner flags placed at an adequate distance
supplemented by three detonators on both sides.
(c) When a lorry has to work on a section with a steep down gradient (gradients
steeper than 1/100), the same should not only be controlled by hand brakes,
but by a rope tied in the rear and held in tension by men following a lorry.
840 Working of Moped Trollies – These are light motor trollies, which can be lifted off
the track normally by three men. They should be manned by at least three men
including the Driver. These may be worked as per the rules pertaining to a motor
trolley, for which the Railway Administration may issue special instructions, as
necessary.
841 Rail Dolleys –
(1) Rail dolley is a device with two or more wheels, which in balanced condition, can be
moved manually on one rail of track and can carry one rail/sleeper in suspended
condition. When necessary, the suspended material can be dropped and rail dolley
cleared off the track.
(2) Manning of Rail Dolley – Every rail dolley shall be manned by not less than 2 able
bodied persons. The person- in-charge for the working of rail dolleys shall be a railway
servant not lower in rank than a JE/P.Way.
(ACS – 3)
(3) Working of Rail Dolleys –
(a) The railway servant in-charge of rail dolleys must inspect the section in advance
particularly in reference to heaping of ballast, girder bridges and any other
special features which make it difficult to drop the material and remove the rail
dolley in the event of an approaching train. He shall get the ballast heaps
cleared and work the dolley(s) only when the visibility is clear for at least 1200
metre and the rails/sleepers can be dropped off safely without affecting the
safety of trains and workers both.
(b) Rail dolley shall not be worked on sections having gradients steeper than1 in
200.
(c) Not more than 6 rail dolleys should be worked in a group in any one block
section.
(d) Normally, not longer than 3 rail welded panels should be carried by rail dolleys.
The rail dolleys must not be worked after sunset and before sunrise and in bad
weather when the visibility is poor. Rail dolleys should not be worked in deep
cuttings, steep grades, sharp curves and heavily built up areas where the
visibility is not clear for 1200 metres. In such locations, the rail dolleys should
be worked under block protection.
(e) In case, a rail dolley is to carry rails longer than 3 rail panel or it is required to
move over x-overs in yard crossing more than one line in deep cuttings and
curves then it should work under block protection.

347
(f) No traffic block or caution order is normally necessary for working of rail dolleys
except as indicated in Sub Para (3) (d) & (e) above.
(g) Every rail dolley/group of rail dolley when on line shall exhibit a red flag.
(h) The rail dolley shall be protected by a flagman at a distance of 1200 metre from
the rail dolley, on a double line in the direction from which trains may approach,
and by two flagmen one on either direction on single line. The flagmen shall also
carry three detonators for use in any emergency.
(i) Where necessary intermediate Flagman should be posted to relay signals.
(j) When a train is sighted, the Flagman should wave the red flag vigorously to
warn the official-in-charge of the dolley of the train and at the same time place
three detonators 10 m apart on the line to protect the rail dolley(s). The
detonators should be removed only on receipt of hand signals from the official-
in-charge by waving of a green signal to withdraw the danger signals from
indicating that rail dolleys have been removed.
(k) The official-in-charge of the rail dolley shall keep a look out for approaching
trains and will get the rail dolley(s) and materials cleared off the track as soon
as an approaching train is sighted.
(l) While approaching level crossings, the official in-charge shall look out for road
vehicles and ensure safe passage of rail dolleys.
(m) The official in-charge shall be fully responsible for the safe working of rail
dolleys.

348
PART – C
Working of Material Trains & Track Machines
842 The Rules for the Working of Material Trains are outlined in Appendix IX of
the Indian Railway Code for the Engineering Department and Para 4.62 to 4.65 of
General Rules for Indian Railways (1976) and Subsidiary Rules thereto –
When the quantity of material is such as could be conveniently trained out in stages,
wagon - loads may be attached to goods trains by arrangement with the Operating
Department.
843 Material Train – Material train means a departmental train intended solely or mainly
for carriage of railway material when picked or put down for execution of works, either
between stations or within station limits. The railway material may include stone
boulders, ballast, sand, cinder, Moorum, rails, sleepers and fittings etc.
844 Economical Working – Material train should be expeditiously and economically
worked. The ADEN should arrange to form a train of maximum capacity consistent
with the haulage capacity of the engine and tonnage approved for the section. In
consultation with the Operating Department, the running of goods trains should be
suitably regulated so as to provide as long a working time for Material train as
possible. Delays in working should be traced to their source and remedies applied as
circumstances demand.
845 Restrictions in Running –
(1) Except with the permission of the ADEN or Divisional Engineer, a material train should
not be permitted to work during periods of poor visibility due to fog, storm or any other
cause.
(2) Except in an emergency such as, an accident or breach of the railway line, working of
Material trains carrying labour should not be permitted between sunset and sunrise.
If due to certain circumstances it is necessary to work Material Trains during night,
permission to do so should be obtained from the Divisional Operating Manager.
846 Brake-Vans and Shelter Wagons –
(1) A Material train must be equipped with at least one brake-van in the rear. When
running through between stations the engine should be marshalled at one end of the
train, and the brake-van at the other end.
(2) Covered wagons to afford shelter to the labour may be coupled to the material train
as required.
847 Ordering of Material Trains – Operating Department is the authority for ordering
a material train. On receipt of requisition from the ADEN/DEN, the Divisional
Operating Manager shall advise the staff concerned by letter, detailing the
composition of train, the loading kilometrages, the sections over which the train will
work, the date of commencement of work, the station at which the rake will be stabled
and the engineering official who will be deputed to be in-charge of the train. The notice
to be given by the Engineering department should not normally be less than a week.
848 Issue of “Fit-to-Run” Certificate – Before a material train is allowed to work, the
complete rake should be examined by the carriage and wagon staff and a “fit-to-run”
certificate issued to the Guard. The rake may also be examined by the carriage and
wagon staff each time it arrives at the train examining station and whenever possible,
once a week.

349
849 Official – in – charge of Material Train – Whenever a material train is worked, it
shall be accompanied by a Guard. As the Guard is not qualified to carry out such
duties as working of hoppers, distribution of ballast/materials, supervising loading and
unloading, maintaining muster rolls and daily reports of labour and preparation of daily
reports on material train working, a qualified engineering official (not be below the
rank of JE/P.Way) should be deputed on the train to ensure working of material train
to the programme specified by ADEN.
850 Equipment – Every material train Guard must have with him while on duty:
(1) A copy of General and Subsidiary Rules or such of them as related to his duties.
(2) An up-to-date copy of working time table with correction slips and appendices, relating
to the section of the railway over which the material train is to be worked.
(3) A watch.
(4) Hand signal lamps/tri colour LED Flashing hand signal Lamp
(5) Two red flags and a green flag.
(6) A whistle.
(7) Not less than 10 detonators in a tin case.
(8) A carriage key.
(9) Padlocks as prescribed by special instructions.
(10) A set of clamp for point locking and/or other locking devices.
(11) A spare pair of glasses if he is required to wear glasses.
(12) First aid box.
(13) Wedge/Skid and chains.
(14) A tail lamp/LV Board.
(15) Portable telephone (on controlled sections), and any other equipment and stores
prescribed by special instructions.
851 Testing of Brake Power –
(1) Before starting from a station, the Guard should ensure that the train is equipped with
requisite brake power prescribed for the load.
(2) Each vehicle of material train whether or not provided with vacuum brake, must be
provided with an efficient hand brake capable of being fastened down.
852 Working in Block Section –
(1) A material train shall be worked with the permission of the Station Master on either
side and in accordance with the provisions and system of working in force on the
section. Before a material Train enters a block section for work, the Station Master
should advise the driver and the guard in writing of the time by which the train must
clear the block and whether it is to proceed to the block station in advance or return
to the same station.
(2) On double line, a material train must not push back to the Station in rear but should
run through to the station in advance and return on proper running line except when
otherwise directed.
Where provided, lever collars or other visual indicators must be used to remind Station
Master that the material train is working in the block section.

350

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Irpwmpart2 P-way Manual

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Proforma for Detailed Inspection of Points and Crossings

Location: Rail Section:

Type of Sleepers/Assembly: Angel of Crossing

Nominal Gauge of T/out: Left Hand or Right Hand:

Laid on Straight or on curve of Radius: Similar/Contrary Flexure:

Date of laying sleepers (mm/yyyy): Type of Crossing:

Details of Deep Screening: 1st 2nd 3rd 4th

1st 2nd 3rd 4th

Crossing Unique No.:

1st 2nd 3rd 4th

II) Switch Assembly and Lead:

2) Condition of sleepers, slide chairs, plate

5) Creep and squareness of tongue rail

9) Housing of stock and tongue rails:

10) Gap between top edge of leading

11) Working of SDD (if provided):

12) Gauge and cross level in switch &

a) At 450 mm ahead of Toe of Switch

b) At ATS between two stock rails

c) Gauge and cross level for ML and Main Line T/Out

b) Burring on top surface at nose.

15) Gauge and Cross level at crossing: G XL G XL

b) 150 mm behind ANC

20) Availability of 150 mm additional ballast

21) Any other special feature/defects:

22) Signature of the inspection official with date:

Proforma for Intermediate Inspection

Station: Point No.

Pre-curving requirements and revised sleeper spacing of 1 in 8½, 1 in 12 & 1 in 16 Thick

a) 1 in 8½, BG 60kg Thick Web Switch in Contrary Flexure Turnout

Curvature Group Applicable range of

b) 1 in 12, BG 60kg Thick Web Switch in Contrary Flexure Turnout

Versine in mm for Main Line Track Versine in mm for Diverging Track

Contrary Flexure Turnout:-

Versine in mm for Main Line Versine in mm for Diverging

Contrary Flexure Turnout

Contrary Flexure Turnout

745 745 745 745 745 745 745

20 10599 10599 10599 10599 10599 10599 10599

Pre-curving requirements and revised sleeper spacing of 1 in 12 & 1 in 16 Thick Web

a) 1 in 12, BG 60kg Thick Web Switch in Similar Flexure Turnout

b) 1 in 16, BG 60kg Thick Web Switch in Similar Flexure Turnout

Similar Flexure Turnout

Similar Flexure Turnout

510 Action to be Taken After Track Recording by TRC:-

(b) On Long Chord (ALI2):

(2) Unevenness Index:

(b) On Long Chord (UNI2):

512 Track Quality Index (TQI):-

Others Less than 1.5 1.5-3.0 Greater than 3

517 (Deleted) (ACS – 3)

518 (Deleted) (ACS – 3)

(4) For Speeds above 130 Kmph and up to 160 Kmph:

603 Rolling Block Programme and Maintenance Planning:-

Hogging of Rail – Method of Measurement

Rail End Batter – Method of Measurement

(3) Reducing side wear on rails - (Gauge face of outer rails):

(A) Communication Equipment 42 Axe 2 No.

Details of the 8 operations of Systematic Through Packing are as detailed below:

701 Classification of Renewals –

715 Essential Points to be observed During Linking –

Loss of Weight of Released Scrap (P.Way Components)

Description of Work: __________________________________

Annexure - 7/2-Para 721

Summary of P.Way Material to be released

Period of execution of work from dd/mm/yy to dd/mm/yy

List of Material to be released Remarks for Sign. of Test

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