GOVERNMENT OF INDIA MINISTRY OF RAILWAYSrdso.indianrailways.gov.in/works/uploads/File/tsc.pdf · 8 1177 Anomalies in IRPWM & LWR Manual Item Proposed in CTE’s Seminar-2010 19 9

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

Agenda 81st Meeting

Track Standards Committee

2010

NEW DELHI

RESEARCH DESIGNS & STANDARDS ORGANISATION

LUCKNOW -226 011

81st MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMBE R 2010

ii

P R E F A C E The agenda for 81st Track Standards Committee meeting has been prepared based on the items received from Zonal Railways. As per instructions of Railway Board in different meetings, the agenda items received from various Zonal Railways have been scrutinised at RDSO and items requiring detailed technical discussion have only been included as agenda item for TSC meeting. The concerned Zonal Railways have been separately advised about status of all the items proposed by them along with RDSO’s comments. Out of the items proposed by Zonal Railways, IRICEN, items referred from CTE Seminar and RDSO, 14 items have been included in the agenda. In addition, 37 items have been carried over from previous TSC.

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


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INDEX- I

S.N. Item No.

Item Item Proposed by Page No.

1 1170 Renewal of ‘D’ marked rails Southern Railway’s Email dt:27-08-2010

1

2 1171 Gauge at toe of points & crossing

South Eastern Railway’s Email dt:14-09-10

9

3 1172 SEJs for curves up to 4 Degree

Northern Railway’s Email dt:14-09-10

11

4 1173 Provision of online printing facilities in PC-based OMS equipment

Item Proposed in CTE’s Seminar-2008

12

5 1174 Revision of Specification and fixing life cycle for avoiding frequent failure of glued joints. (Proposed by CR)


13

6 1175 Push trolley wheels suitable for digital axle counter Item Proposed in CTE’s Seminar-2009

14

7 1176 (i)Experience of tamping based on TM 115 (ii) Experience on Tamping based on TM – 115 (iii)TM-115 report has not been implemented on Northern Railway

Item Proposed in CTE’s Seminar-2009 Item Proposed in CTE’s Seminar-2010 Item Proposed in CTE’s Seminar-2010

16

8 1177 Anomalies in IRPWM & LWR Manual Item Proposed in CTE’s Seminar-2010

19

9 1178 Threshold values for load testing of in service rails by FBW


21

10 1179 Standards of track maintenance to C&M-(Vol.1) Item Proposed in CTE’s Seminar-2010

23

11 1180 Reflective type indicator boards South Eastern Railway’s Email dt:22-09-10

26

12 1181 Extra clearance on curves IRICEN’s letter dt:01-10-2010

28

13 1182 Clips with higher toe load being used on Indian Railways

Track Design directorate of RDSO

30

14 1183 Restoring whistle board distance from level crossing to 600m on single line. Ref: Para 916 (1) (i) of IRPWM.

Track Design directorate of RDSO

38

15 1184 Review of Pending Items: As per details in INDEX-II

-

39-96


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INDEX- II

S.N. Brief description of item Reference Page

No. 1 Review of accident proforma (1167/1/80)

(958/73/02/Safety) 39

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

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

39

3 Possibility of permitting 26 m rails on major and important bridges

(1167/4/80) (986/74/JW/SWR)

40

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

41

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

41

6 Modification in the lifting barrier assembly for level crossings

(1167/8/80) (1070/76/EL)

42

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

43

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

(1167/11/80) (1077/76/IM/LWR/RSM)

44

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

45

10 Revision of Workload of PWIs

(1167/13/80) (1087/77/IRPWM)

48

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

52

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

(1167/15/80) (1098/78/USFD)

53

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

(1167/16/80) (1102/78/ACP/RP)

54

14 Maintenance of channel sleeper (1167/19/80) (1121/79/JE)

56

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

(1167/20/80) (1124/79/TM/GL/70 79th)

56

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

57

17 Reduction in thickness of end post of glued joints. (1167/22/80) (1127/79/MT/GJ)

59

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

(1167/23/80) (1128/79/GE/GEN/13 TSC VOL-X)

59

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

61

20 Use of 700 (2MHz) 8mm probe for detection of half moon crack.

(1167/27/80) (1134/79/USFD)

63

21 Carrying out deep screening by BCM at a speed of 40Kmph.

(1167/28/80) (1136/79/TM/GL/70 79th)

64

22 Maintenance problem in 1 in 12 Fan shaped layout. (1167/30/80) (1142/79/PTX) 64 23 Yardstick for USFD testing. (1167/31/80)

(1143/79/USFD) 65

24 Visibility requirement for unmanned LCs (1147/80/ EL) 66 25 Discrepancies in IRPWM & USFD Manual

regarding provisions pertaining to metallurgical (1148/80/ IRPWM, USFD & AT Welding Sub Committee)

67


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testing of rails/welds. 26 Flaw detected in SKV welds with 3 piece moulds

by 450 2 MHz single crystal probe (1150/80/ USFD & Welding/Policy)

68

27 Maintenance of thick web switches (1151/80/ TWS) 69 28 Maintenance of Spring Setting Device (1152/80/ TWS) 79 29 Emergency sliding boom at level crossing gates (1154/80/ LC/Safety) 84 30 Formulation of procedure for testing of vertical

flaws in USFD testing. (1156/80/ USFD) 84

31 Minimum track centre for new 3rd and 4th Lines (1157/80/ SD/Rev/BG/MG) 86 32 Trial of different fastening components on Indian

Railways. (1160/80/ EF/TRIAL) 87

33 Inspection and maintenance of points and crossings (1161/80/ PTX) 91 34 Increase in top formation width. (1163/80/ GE/Gen/TSC/13) 92 35 Criteria for deep screening of ballast (1166/80/ GE/Gen/TSC/13) 93 36 Maintenance tolerance of gauge (1168/80/ IRPWM) 95 37 Modification in F/S Turn Out

(1 in 8.5 & 1.12) Drawings. (1169/80/ PTX/Policy) 95

81st MEETING OF THE TRACK STANDARDS COMMITTEE – DECEMB ER, 2010

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ITEM NO.1170

SUBJECT: Renewal of ‘D’ marked rails (Proposed by SR) RDSO FILE REF: CT/Specification/T-12 & CT/RG/RIC

AGENDA: Southern Railway vide their email dt:27-08-10 has proposed the item as under:

‘D’ marking of rails was carried out in Bhilai Steel Plant for rails manufactured prior to year 1999. This marking signifies that dispensation with regard to any one or more parameters of IRS T-12 have been granted while inspecting the rails. One of the causes of ‘D’ marking was dispensation with respect to degassing. It is suspected that these rails would be of consequence as regard to transverse flaw in railhead.

Two failures in Palakkad division, five failures in Thiruvananthapuram division and two

failures in Madurai division have talen place on the major bridge and approaches which were laid with ‘D’ marked rails.

A total length of about 1248 km of rails were laid with ‘D’ marked rails over Southern

Railway, out of which 47,843 km are on major bridges and approaches. The “D” marked rails are failing prematurely with the combination of defects such as localized corrosion, scabbing, wheel burns etc.

There were 52 failures in the stretch of “D” marked rails during the year. Further,

during USFD testing defects in rails were observed in 25 locations, defects in welds were detected in 240 locations over Southern Railway.

SUGGESTIONS : In view of the above, a policy may be formulated to replace all the ‘D’ marked rails

from mainline duly giving priority for renewal of ‘D’ marked rails on bridges and its approaches , curves and high banks.

NOTES BY SECRETARY:

The Indian Railways Standard Specification for Flat Bottom Rails i.e. IRS T-12/1964 was revised in the year 1988 and designated as IRST-12-1988. This specification was


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issued vide letter no. CT/Specification/IRST-12 dated 06.03.1989. This specification introduced major changes in the process of steel production and acceptance of rails. Since adequate facilities for such production were not available in Bhilai Steel Plant, therefore, grace period of two years was granted for introduction of above specification. The rails produced with such dispensation were marked as IRS T-12-88-D vide Railways Board’s letter no. Track/21/87/0503/7 dated 25.02.1991. The letter ‘D’ stands for dispensation. The facilities could not be developed in two years time and subsequently relaxation/dispensation was granted vide letter no. CT/Specification/T-12 dated 10/18.03.1991 upto March 1993. The clauses of specification IRST-12-88 on which dispensation was granted along with dispensation permitted are tabulated in Table 1 below. For some of the provisions, dispensation was further extended till March 1994. The specification was further revised in 1996 and IRS T-12-1996 was issued in August 1996. In this specification dispensation was granted upto 31.12.1999 for Hydrogen content, end straightness and on-line ultrasonic testing. The clauses of IRS T-12-1996 on which dispensation was granted along with dispensation permitted are tabulated in Table 2 below. These dispensations were permitted upto 31.12.1998. The dispensation on Hydrogen content were permitted for 52 Kg rails only and no dispensation were permitted for 60 Kg rails. The dispensation for Hydrogen content for 52 Kg rails was further extended till 31.12.1999. In view of problem of multiple fracture on ‘D’ marked rails reported by NF Railway instructions for USFD testing of these rails were issued vide letter no. M&C/NDT/1/5 dated 19.4.2007 and subsequently revised instructions for USFD testing of ‘D’ marked rails were included in Manual for Ultrasonic Testing of Rails vide Addendum & Corrigendum Slip No. 2 to Manual for Ultrasonic Testing of Rails and Welds Rev. 2006. The dispensation in some of the clauses of IRS T-12 were granted in 1991 and 1996 to Bhilai Steel Plant when they were not able to meet revised specifications as the revised specification required introduction of new processes, modification in existing processes and setting of additional units i.e. RH degassing biplanner roller straightening machine and on-line ultrasonic tester etc. The ‘D’ marked rails though have been accepted with dispensation permitted in existing specifications but cannot be termed as defective, if such is the case then all the rails produced prior to revision of specifications should be replaced. The defects of corrosion, scabbing and wheel burns mentioned in the agenda are not related to dispensation permitted to Bhilai Steel Plant.

The Committee may deliberate on the issue.


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Table 1

IRST-88 provisions and dispensations S.N. Clause IRS-T-!2-88 provisions Dispensation 1.

Following relaxations were permitted to Bhilai Steel Plant against the provisions of IRS/T-12-88 specifications up to March 1993.

2. 5.1 The steel for rails shall be of the best quality made by open hearth, basic oxygen or any other process approved by the Purchaser. For grade 880, the steel shall be of fully killed quality and cast in hot topped bottom poured ingots. Blooms produced by continuous casting process may also be used for production of rails. The manufacturer in his offer shall furnish the steel making process including the details of subsequent refining such as vacuum degassing, control cooling of blooms/rails, etc. which he will follow.

Not more than 20% of grade 880 rails should be manufactured by top poured ingots from the steel produced by open hearth process

3. 7.2 Hot stamping (i) Existing clause 7.2.1 and 7.2.2 have been relaxed to the following extent till such time necessary facilities for stamping of rails are created by Bhilai Steel Plant: -

4. 7.2.1 For ingot route

Every rail shall have distinctly hot stamped on one side of the web or cold stamped on one side of head at the lower position of its vertical face at a distance not less than 150mm from each end.

a) Cast number b) Number of the ingot 1, 2, 3 …………. c) The letters A, B …………………….Z in

order, starting from top of the ingot, Z being reserved for the bottom end rail.

For ingot route Every rail shall be distinctly hot stamped on one side of the web or cold stamped on one side of the head at the lower position of its vertical face at a distance not less than 150*mm from each end.

a) Cast number. b) ‘*’ (star) on the first rail of the head

blooms. c) “Z” on the bottom end rail of the ingot

in case of 880 grade.” Note - * This should now be read as 250mm

5. 7.2.2 For continuous cast route Hot stamping on one side of the web where they shall appear at least once, in a position to be agreed to between the producer and the Purchaser and according to a numerical, alphabetical or combined alphabetical and numerical code, from which the following information can be obtained.

- The number of the cast from which the rail has been rolled with letter C.

- The position of the rail in relation to top of the bloom or continuous cast strand.

- All other reference positions of the rail in the cast agreed between the producer and purchaser.

For continuous cast route Hot stamping on one side of the web where they shall appear at least once, in a position to be agreed to between the manufacturer and the purchaser and according to a numerical alphabetical or combined alphabetical and numerical code, from which the following information can be obtained: -

- The number of the cast from which the rail has been rolled with letter C.


4

Note: In the event of hot stamped identification marks having been removed through cropping, re-identification of such marks shall be made in agreement with the Purchaser.

Note – In the event of hot stamped identification marks having been removed through cropping, re-identification of such marks shall be made in agreement with the Purchaser.”

6. 8.1.1 Tolerances in sectional dimensions Overall height of rails :±0.6mm Width of head :±0.5mm This will be measured 14mm below the rail top Width of flange :±1.0mm for sections less than 60 Kg/m :+1.0mm for sections -1.1mm 60 kg/m and above

Relaxation in the sectional dimensions has been permitted to the following extent: - Overall height of rails : +1.0mm

- 0.5mm Width of head : +1.0mm -0.5mm This will be measured 14mm below the rail top.

Width of flange : +1.0mm for section less than 60 Kg/m. + 1.0mm -1.5mm. for sections 60 Kg/m and above

7. 8.4.1

The straightness of the rail shall be judged by eye but in case of doubt or dispute, the affected portion shall be checked using 1.5m straight edge. The maximum permissible deviation shall be 0.80mm measured as the maximum ordinate on a chord of 1.5m. Wavy, kinky and twisted rails shall not be accepted.

“Present practice of acceptance of rails based on visual inspection may continue for straightness of the rails. Wavy kinky and twisted rails shall not be accepted. All rails shall have the straightness at the ends checked by means of 1.5m straight edge. The deviation from straight edge both in vertical and horizontal direction, shall generally (for not less than 80% of rails inspected and passed) be not more than 1.00 mm measured as the maximum ordinate on a chord of 1.5m. However, this ordinate shall in no case exceed 1.5mm. This tolerance is allowed only if the deviation raises the end in vertical direction. No tolerance shall be allowed if the deviation lowers the end. Any rail not complying with these requirements may be rectified by the producer and offered for inspection.”

8.4.2 End Straightness Rails shall have the straightness at the ends checked by means of 1.5m straight edge. The deviation from straight edge, both in vertical and horizontal direction shall not exceed 0.70mm measured as a maximum ordinate on a chord of 1.5m. This tolerance is allowed if the deviation raises the end in vertical direction. No tolerance shall be allowed if the deviation lowers the end. Any rail not complying with these requirements may be rectified by the Producer and offered for re-inspection.

8. 15.2 The manufacturer shall, at his own expenses, make and furnish to the Inspecting Officer chemical analysis for the specified limits after rolling from each cast. Extent of test shall be one per cast upto and including 150 tonnes and two per cast for the cast more than 150 tonnes.

The manufacturer shall, at his own expense, make and furnish to the Inspecting Officer chemical analysis for the specified elements after rolling from each cast. Extent of test shall be one per cast up to and including 150t of rails rolled and two per cast for the casts from which more than 150t of rails are rolled.”


5

9. 15.5.1 The manufacturer shall determine the tensile

properties of the steel in accordance with the requirements of IS:1608-1972. Such tests shall be made on standard test pieces taken from position shown in figure below. Diameter D 20.60mm, 14.56mm

The suggestion of Bhilai Steel Plant for permitting diameter of tensile test as 10mm, in addition to the two standard diameters permitted in IRS/T-12-88 was accepted. The stipulation of stress relieving was also agreed but in accordance with provisions of UIC 860-0 which is reproduced below: - “Tensile test specimens of grade 900 and 1100 may be maintained at a temperature not exceeding 1000C for a maximum 2 hours before testing.”

10. The minimum tensile strength shall be as given in Table 1, clause 6. Should the test piece break outside the middle half of the gauge length, it may be discarded and such breaks should not be considered as a failure of the test. A fresh test or fresh tests may be made by the manufacturer with a test piece or test pieces taken from rail from the same cast from which the discarded test piece was taken.

The minimum tensile strength shall be as given in Table 1, clause 6. Should the test piece break outside the middle half of the gauge length and elongation is less than the minimum specified value, it may be discarded and such breaks should not be considered as a failure of test. A fresh test may be made by the manufacturer with a test piece taken from rail from same cast.”

11. 15.5.5 For rails from continuously cast blooms When a first tensile test carried out on any of the rail from the same cast does not give satisfactory result, two check tests shall be made. The first check test shall be made on any of the rails from the same strand and the second check test on any of the rails from another strand of the same cast. If the two check tests are satisfactory, the cast shall be accepted. When one or both of these two check tests do not give satisfactory result, the causes may be investigated by the Producer and if established to the satisfaction of the Purchaser two further re-tests for each unsatisfactory first retest shall be carried out on other rails represented by the original tests.

“When the first tensile test carried out on any of the rails from the same cast does not give satisfactory results, 2 check tests shall be made on samples taken from any of the rails from same cast. If the two check tests are satisfactory, the cast shall be accepted. If one or both of these check tests do not give satisfactory results, the cast shall be rejected.”

12. 15.6.4 For rails from ingots route: When a top end or a bottom end print is unsatisfactory, a check test shall be carried out on two more rails from the top end section, of the ‘A’ rail or bottom end section of the ‘Z’ rail from the same cast. If the two check tests are satisfactory, all the rails of the cast shall be accepted. If any check test is unsatisfactory, further check tests shall be carried out on top of ‘Z’ rail or on bottom of ‘A’ rail as the case may be. If this second series of check tests is satisfactory, all rails of the cast shall be accepted except ‘A’ or ‘Z’ rails (as the case may be) which shall be rejected.

For rails from ingot route When top end or a bottom end print is unsatisfactory, a check test shall be carried out on two more rails from the top end section, of ‘*’ (star) rail or bottom end section of the ‘Z’ rail from the same cast. If the two check tests are satisfactory, all the rails of the cast shall be accepted. If any check test is unsatisfactory, further check tests shall be carried out on top of ‘Z’ rail or on bottom of ‘*’ (star) rail as the case may be. If this second series of check tests is satisfactory, all rails of the cast shall be accepted except ‘*’ (star) or ‘Z’ rails (as the case may be) which shall be rejected.

13. For rails from continuous cast route: If macroscopic and macro-graphic examination conducted according to 15.6.3 does not give satisfactory results two further samples taken from the same strand shall be tested. These samples shall be taken one from each side of the original sample at positions selected by the manufacturer. At

For rails from continuous cast route If macroscopic and macro-graphic examination conducted according to Clause 15.6.3 does not give satisfactory results, 2 further samples taken from any of the rails of the same cast shall be tested. If two check tests are satisfactory, rails


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least one of the two re-tests shall be taken from a rail rolled from the same bloom as the failed test and the rails from between the two retest positions shall be rejected. If both retests are satisfactory, all the remaining rails manufactured from that strand of the cast shall be accepted. In the event of failure of one or both retests, the reason for failure may be investigated by the manufacturer.

from the cast shall be accepted. If one or both of these two check tests do not give satisfactory results, the cast shall be rejected.”

14. 15.8.4 Check tests If a falling weight test piece gives unsatisfactory result, the following procedure shall be adopted. For rails from ingot route Two check tests shall be carried out, on test pieces taken from top of ‘A’ rails of two other ingots from the same cast. If all the check tests are satisfactory, the cast shall be accepted. If a check test is unsatisfactory, all ‘A’ rails shall be rejected and a second series of four check tests shall be done on samples drawn from bottom end of ‘A’ rails. If all these check tests are satisfactory, the remainder of the cast shall be accepted (rejecting all the ‘A’ rails). If a check test does not give satisfactory results, the cast shall be rejected.

For rails from ingot route Two check tests shall be carried out, on test pieces, taken from top of ‘*’ (star) rails of two ingots from the same cast. If the two check tests are satisfactory, the cast shall be accepted. If a check test is unsatisfactory all ‘*’ (star) rails shall be rejected and a second series of four check tests shall be done on samples drawn from bottom end of ‘*’ (star) rails. If all these check tests are satisfactory, the reminder of the cast shall be accepted (rejecting all the ‘*’ (star) rails). If a check test does not give satisfactory results, the cast shall be rejected.

15. For rails from continuous casting route When a falling weight test carried out on a rail does not give satisfactory results, two further tests shall be made on rails from the same strand at either side of the location of the unsatisfactory test, at points chosen with the agreement of the Producer and the Purchaser. At least one of these check tests must be carried out on rails from the same bloom and the rails between the two check test positions shall be rejected. If the two check tests are satisfactory, all the remaining rails, from this strand, shall be accepted. In case of failure of one or more retests, the cast of part cast shall be liable to rejection. However, the reasons for failure may be investigated by the manufacturer and if established to the satisfaction of the Purchaser further check tests shall be made.

For rails from continuous cast route When a falling weight test carried out on a rail does not give satisfactory results, two further tests shall be made on rails from the same cast. If the two check tests are satisfactory all the rails from this cast shall be accepted. In case of failure of one or more retests, the cast shall be rejected.”

16. 16.2 Inspection Before the rails are submitted to the Inspecting Officer for inspection, these shall be properly examined by the manufacturer’s inspectors and all defective rails removed and placed in a separate stack for examination by the Inspecting Officer. The analysis of all casts rolled together with a report on the manufacturer’s rejections shall be submitted inspection every accepted rail shall be clearly stamped with the Inspecting Officer’s stamp at one end in the presence of the Inspecting Officer. In agreement with Inspecting Oficer, all the rails shall be inspected jointly with the manufacturer’s inspectors. Cast numbers shall be cold stamped on the faces of the rails at one end.

has been re-worded as follows (taking into consideration difficulty expressed by Bhilai Steel Plant in immediately segregating the defective rails detected as a result of internal inspection):- “Before the rails are submitted to the Inspecting Officer for inspection, these shall be properly examined by the manufacturers’ Inspectors and all the defective rails shall be distinctly marked. The Inspecting Officer shall only inspect those rails which have been passed by manufacturer’s Inspectors. The analysis of all casts rolled together with a report on manufacturer’s rejections shall be submitted to the Inspecting Officer at the time of inspection. After


7

inspection, every accepted rail shall be clearly stamped with the Inspecting Officer’s stamp at one end in the presence of the Inspecting Officer. Cast Nos. shall be cold stamped on the faces of the rails at one end.”

17. ------------------- In addition, the following important decisions were taken for action by Bhilai Steel Plant: -

18. -------------------- For the rails produced from Open Hearth Route, Bhilai Steel Plant agreed that for generating data, they will check hydrogen content of 5% of the cast from Open Hearth Process for liquid steel. All these rails will be slow cooled.

19. -------------------- For the rails made from Convertor Shop, hydrogen content in liquid steel is being checked for all casts. It was decided that the heats showing hydrogen content in liquid steel more than 3 ppm should be suitably slow cooled. Rail heats showing hydrogen content in liquid steel less than 3 ppm need not be slow cooled.

20. ------------------------ Bhilai Steel Plant confirmed that on-line ultrasonic testing equipment shall be commissioned by March 1991. It was also agreed that Bhilai Steel Plant should procure -some portable ultrasonic flaw detecting machines which will be useful when the on-line ultrasonic equipment goes out of order

21. ------------------------------ Regarding the limits of permissible defects of ultrasonic testing on rails, Bhilai Steel Plant agreed to generate data and to submit to Railways for consideration; and

22. ---------------------------- Hardness test would not be mandatory for

acceptance of rails. However, hardness test for 10% of the cast shall continue to be conducted by Directorate of Inspection to generate data base.

23. --------------------------- Note – These relaxations are in supersession to explanation annexed to IRS/T-12-88 for rails manufactured by Bhilai Steel Plant.

24. 8.1.1 Overall height of rails : + 0.6mm Width of head : + 0.5mm This will be measured 14mm below the rails top. Width of flange: + 1.0 mm for section less than 60 Kg/m + 1.0 mm - 1.1 mm for sections 60Kg/m and above

Overall height of rails : + 1.0 mm : - 0.5 mm Width of head : +1.0 mm, -0.5mm This will be measured 14mm below the rails top. Width of flange: + 1.0 mm for

section less than 60Kg/m

+ 1.0mm -1.5mm for

sections 60Kg/m and above


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Table 2 IRST-96 provisions and dispensations

1. 21.1 Hydrogen in Liquid Steel (PPM) Up to 2.5 Heat satisfactory > 2.5 - 3.0 Heat satisfactory if all rails are slow cooled. > 3.0 Heat shall be rejected

Hydrogen in Liquid Steel (PPM) Up to 3.0 Heat acceptable without treatment 3.0 to 4.5 All rails to be slow cooled. 4.5 to 5.5 All blooms and rails to be slow cooled > 5.5 Heat to be rejected. The above dispensation is only permitted for 52kg rails and valid up to 31.07.98 the position will be reviewed after exact date of commissioning of degassing plant. First BSP should ensure supply of all 52 kg rails within 3ppm. After all 52 kg rails are being received with hydrogen within 3ppm, order for 60 kg will be placed.

2. 9.4.2 End Straightness Tolerances End straightness

Class ‘A’

rails

Class ‘B’

rails

Up to 0.7 over chord length of

1.5m

90% rails

Horizontal 0.5mm over chord length 2.0m

0.7mm over chord length 1.5m

Vertical

a) up sweep



Between 0.8 to 1.2 mm over

chord length of 1.5m

10% rails

b) down sweep Nil Nil

3. The manufacturer in his offer shall furnish the detailed method of on-line ultrasonic testing of rails to be followed by him. The limits of permissible defects for ultrasonic testing of rails shall be as follows and the standard test piece shall be as shown in appendix-V. Head :1.5 mm dia through hole Web :2.0 mm dia through hole Web & foot junction :2.0 mm dia through hole Foot :0.5mm deep, 12.5mm long and 1.0mm wide notch (inclined at 20o with vertical axis)

USFD Testing ON-line USFD facilities are to be commissioned latest by December 1998. Manual USFD testing of the rails which has been proposed for 60 kg rails may be started for 52 kg rails, which are only rails to be supplied at present.


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ITEM NO.1171

SUBJECT: Gauge at toe of points & crossing (Proposed by SER) RDSO FILE REF: CT/PTX

AGENDA: South Eastern Railway vide their email dt:14-09-10 has proposed the item as under: As per provision of IRPWM, nominal gauge has to be maintained at toe of switch i.e. 1673mm. there is no tolerance given for track maintenance. Keeping exact 1673 mm gauge all the time is not practicable. Therefore, a tolerance of + 3 mm may be allowed under para 237(9) e of IRPWM 2004.

NOTES BY SECRETARY:

Para 237 of IRPWM for Inspection of points & crossings regarding gauge is as under: 237(1)(g)

The Track geometry at the turnout should not be inferior to that applicable to the route. However, gauge just ahead of actual toe of switch shall be nominal gauge/nominal gauge+6. Further, Para-237 (8) is as under:

237(8) Gauge and super elevation in Turnouts - a) It is a good practice to maintain uniform gauge over turnouts.

b) If gauge of track adjoining the points & crossings is maintained wider/tighter

than the gauge on the points & crossings, the gauge on the adjoining track must be brought to the same gauge as in the points & crossings and run out at the rate of 1mm in 3 M to the requisite extent. In the above paras, no tolerances for gauge on points & crossings has been prescribed. IRPWM para-607 (2) regarding the track tolerances state that there is no special specification for gauge variations. The maximum limits for tight and slack gauge should be as indicated in para-224(2). Recently, a correction slip has been proposed for approval of Railway Board for para-224(2)(e) as under : Para 224 (e) (v) : A sub para 224 (e) (v) may be modified in IRPWM as given below :


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“ While it is desirable to maintain correct gauge, where due to age and condition of the sleepers, it is not possible to maintain correct gauge, it is good practice to work within the following tolerances of gauge, provided generally uniform gauge can be maintained over long lengths : Broad Gauge a) On straight -6mm to +6mm b) On curves with radius 440 m or more -6mm to +15mm

c) On curves with radius less than 440m Upto +20mm Note : These tolerances are with respect to nominal gauge of 1676mm.

Moreover, the para-224(e)(1) of IRPWM states as under : Preservation of gauge is an important part of track maintenance specially through points & 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 limit of tightness or slackness.

From the above paras of IRPWM, it is very much evident that the tolerances for gauge should be in unison with the approaching and following track i.e. before and after points & crossings. In view of above, committee is requested to deliberate and make suitable recommendation.


11

ITEM NO.1172

SUBJECT: SEJs for curves up to 4 Degree (Proposed by NR) RDSO FILE REF: CT/JW3

AGENDA: Northern Railway vide their email dt:14-09-10 has proposed the item as under: LWR/CWRs are permitted to be laid on curves up to 4 degree. The improved design SEJs can be laid only up to 2 degree. There are many curves of 4 degree where LWR can be laid if improved design of SEJ is available up to 4 degree. This can help avoid laying of Buffer rails.

NOTES BY SECRETARY:

The item of SEJs on curves up to 20 was discussed in 76th TSC. Further, in 78th TSC it was recommended by the committee that Southern Railway and West Central Railway have used SEJs manufactured by M/s Rahee, Kolkata & M/s BMW, Jamshedpur and performance is satisfactory, therefore, improved SEJ on curve up to 20 can be adopted. The recommendation of the committee was duly approved by Railway Board. Further, in 79th TSC it was informed to the committee that Railway Board has been asked to communicate modalities for transfer of IPR to RDSO and the same is under process. Therefore, improved design of SEJ can be laid only up to 20. Further, if there is requirement of SEJ’s for laying in curve up to 40 , the same can be taken up by RDSO for development. In view of above, the committee is requested to deliberate and make suitable recommendation.


12

ITEM NO.1173

SUBJECT: Provision of online printing facilities in PC-based OMS

equipment (Proposed in CTE’s seminar 2008) RDSO FILE REF: TM/GL/70 (81st)

AGENDA: The item has been referred by CTE’s seminar 2008 as follows:

Item No. Description Issue Recommendation Board’s

Remarks Item No.8 Provision of

online printing facilities in PC-based OMS equipment.

PC-based (laptop)OMS machines do not have facility to take printout of data

RDSO to validate the software

Agreed

NOTES BY SECRETARY:

Draft specification for PC based OMS equipment by incorporating the provision of online printing has been framed. After making the trials, final specification will be issued.


13

ITEM NO.1174

SUBJECT: Revision of Specification and fixing life cycle for avoiding

frequent failure of glued joints. (Proposed by CR in CTE’s seminar 2009) RDSO FILE REF: CT/MT/GJ


Item no. & Description

Issue Recommendation Board’s Remarks/ Comments

3.5 Revision of Specification and fixing life cycle for avoiding frequent failure of glued joints. (Proposed by CR)

CC+6+2 was introduced on Central Railway in Nov.2005 and subsequently CC+8+2 has been introduced. BSL-JL section on Geetanjali route in one of the highest GMT carrying section with annual GMT of 43.98 on DN road and 62.14 on UP track. Since introduction of higher axle load on this section, failures of glued joints have increased considerably. Out of 139 failures, 84 failures (60.4%) have occurred due to failures of insulation and remaining 55 (39.6%) failures are attributed to breakage of bolts & fish plates. In terms of GMT, prior to introductions of higher axle load, average life of glued joints had been about 200 GMT, but the average life has reduced to 80-100 GMT, after introduction of higher axle load.

Railway Board is requested to issue necessary instructions regarding life cycle of glued joints.

RDSO should study the problem of Glued Joint failures and suggest further action.

NOTES BY SECRETARY:

For analysis of fixing life cycle of glued joint the Chief Track Engineers of Zonal Railways were requested vide letter no. CT/MT/GJ dated 30.06.2010 to provide last five years data on failure of glued joints in proforma forwarded by RDSO. However, only Western Railway has provided the same. In absence of details, analysis could not be carried out. Remaining Zonal Railways are requested to expedite submission of glued joint failure data in said proforma.


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ITEM NO.1175

SUBJECT: Push trolley wheels suitable for digital axle counter (Proposed in CTE’s seminar 2009) RDSO FILE REF: TM/GL/70 (81st)




5.16 Push trolley wheels suitable for digital axle counter

Railway Board vide letter number 207/SIGM/7 dated 18.06.2007 jointly issued by EDCE (P) and ED (Signal), directed that wheels of trolley with slotted wheels should be replaced by 4/6 spoke wheels as one time measure chargeable to signaling works by the agency executing the axle counter works. The directives were issued considering that digital axle counter are being progressively installed on Indian Railways. S & T directorate of RDSO had issued a drawing for fabrication of these wheels which was modified later as the trials were not successful. The modified drawing (copy enclosed) issued by RDSO vide their letter No.STS/E/AC/Wheel Interaction dated 04.07.07 contemplates dia as 20” with 4 spokes instead of normal wheel of 16”. Above letter indicated two vendors for supply of these wheels. WC railway has given procurement order for supply of 15 sets of wheels and axles to

RDSO should develop a fresh drawing of trolley wheels on the digital axle counter section based on the report of CR.

Agreed.


15

M/s International Motors, 8 khairu place, Kolkata- 72. Proprietor of the firm indicates that with the use of high graded steel casting and dia of 20” results in extra weight of about 6 to 7 Kg/wheel. Thus increased weight of trolley is as much as 25 Kg. Trial also indicated that additional trolley men will be required to off load the trolley, with wheels as per drawings of RDSO.

NOTES BY SECRETARY:

On the basis of detailed deliberations with Signal Dte. of RDSO and the details collected from fields, a tentative drawing of push trolley wheel suitable for digital axle counter zone, has been prepared. Some trials have also been done with different wheels in different railways. Work for finalization of the parameters of trolley wheel are under mutual deliberation with signal Dte. and will be finalized shortly.


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ITEM NO.1176

SUBJECT: (i)Experience of tamping based on TM 115 (ii) Experience on Tamping based on TM – 115 (iii)TM-115 report has not been implemented on Northern Railway (Proposed in CTE’s seminar 2009 & 2010) RDSO FILE REF:




5.22 Experience of tamping based on TM 115

Tamping cycle was stipulated as 2 years or 100 GMT whichever is earlier as per IRTMM 2000 for PSC sleeper. Tamping cycle for other than PSC sleeper was once in a year. In this tamping cycle there was no consideration of whether the running is really downgraded to a level requiring through attention. RDSO vide TM 115(Oct ’07) replaced this criteria. Now packing is requiring to be done only if 60% of the track length has got TGI value less than 90 or 80 (depending on sectional speed). The scope of tamping is likely to change on account of this criteria. State of implementation of this criteria along with its effect on the tamping requirement and track condition may be discussed.

The Committee on TGI should also take these considerations while reviewing the TGI formula and should also review the limit of TGI value which can be achievable after tamping as well as the values to be fixed for deciding the tamping requirement. The report should be expedited.

The issue may be examined by the Committee already appointed earlier on the subject matter based on the recommendation of TSC.


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The item has been referred by CTE’s seminar 2010 as follows:


Issue Recommendation

5.1.3 Experience on Tamping based on TM – 115

i) In Eastern Railway it is found that after tamping the 60% CFD of TGI value more than 115 is not generally achieved on non screened track and due to seasonal effect.

ii) On ‘A’ route TRC frequency is 03 months and on ‘B’ route the TRC frequency is 04 months. Hence, yearly planning of through tamping is difficult.

iii) Due to high water table on major portion of track of Eastern Railway, the deterioration of track parameters at these locations is very fast. Hence, at these locations tamping should not be linked with TGI parameter.

Suggestion:

i) The threshold TGI value of 60% CFD after tamping i.e. 115 is on higher side, which is to be reduced.

ii) The yearly planning of tamping should be on earlier policy of 02 years or 100 GMT whichever is earlier.

ER

5.1.4 TM-115 report has not been implemented on Northern Railway. The tamping plans are prepared on the basis of GMT. TGI values are used for need based tamping. The sections having TGI values less than 35 are tamped on Out of Turn basis.

NR

NOTES BY SECRETARY:

The item relating to tamping standards i.e. TGI, standard deviation of unevenness, twist, gauge and alignment achieved after tamping was discussed in the 76th meeting of the track standards committee. Railway Board had passed the following orders on Item No. 1073 (Machine Maintenance of Track), which was discussed in the 76th meeting of the track standard committee, “Railways should prepare database regarding TGI, standard deviation of unevenness, twist, gauge and alignment achieved after tamping, for monitoring of quality of work done by track machine and send the same to RDSO for further analysis”.


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Analysis of data made available by various Railways was carried out & following recommendation were made in RDSO report TM-115 : Speeds greater than or equal to 110 kmph

S.No. INDICES TGI value 1. 60% CFD before tamping < 90 2. 60% CFD after tamping

(i.e. minimum 40% of track length after tamping should have TGI)

> 115

3. 10% CFD after tamping (i.e. minimum 90% of track after tamping should have TGI)

> 75

Speeds less than 110 kmph

S.No. INDICES TGI value 1. 60% CFD before tamping < 80 2. 60% CFD after tamping

(i.e. minimum 40% of track length after tamping should have TGI)

> 115

3. 10% CFD after tamping (i.e. minimum 90% of track after tamping should have TGI)

> 75

While making out the recommendation, it is mentioned in the report that all pre tamping works, post tamping works, long level correction etc. are to be carried out, as without proper accomplishment of these works, the recommended level of TGI post tamping cannot be achieved. The various indices proposed in the report are based on the data made available by Zonal Railways. The proposed value mentioned in the report were corrobated by the 5 years data from NCR & NWR. Recommendation of RDSO report were approved by Railway Board vide letter no. 2007/Track III/TK/7 Pt dated 16-01-2008. During the CTE Seminar- 2010 Eastern Railway has raised the point that they are generally not able to achieve 60% CFD of TGI value more than 115 after tamping due to non screened track , seasoned effect & high water table on major portion of track. No other zonal railway has specifically come out about achieving the standard as approved by Railway Board. Other Zonal Railways should also share there experiences with data about the state of implementation of this criteria along with its effect on the tamping requirement.


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ITEM NO.1177

SUBJECT: Anomalies in IRPWM & LWR Manual (Proposed by NWR in CTE’s seminar 2010) RDSO FILE REF: CT/IRPWM & CT/IM/LWR


Anomalies in IRPWM & LWR Manual:

a) Supervision of Deep screening:

As per para 238 (2) (d) of IRPWM, work of deep screening should not be carried out under the supervision of an official lower than PWI grade-III.

Whereas as per annexure VI, item 3 (d) of LWR manual authorized level of supervision for work of deep screening is PWM.

b) Lifting/lowering of track: As per para 234 (5) of IRPWM, the work of lifting and lowering of track should be carried out in the presence of Permanent way Inspector.

Whereas as per annexure –IV, item (1) (c) of LWR manual, the authorized level of supervision for work of Lifting/ Lowering of track is PWM.

c) Ballast profile for Single line BG track:

As per Annexure- 2/11 Para 263 of IRPWM, ballast profile for LWR track (Single line B.G. is shown) In this the value of dimension E (half of base width of ballast profile in case of curved track) (on outer side of curve only), is shown as 2,510 mm for PRC sleepers.

Whereas as per Figure 4.2.1 (a) in LWR manual, this width is shown as 2675 mm for PRC sleepers.

These anomalies in above three Para of Pway manual and LWR manual should be corrected.

NOTES BY SECRETARY:

(a) As per IRPWM Para 238(2) (d) Screening Operations – General- (i) The work would be done under the supervision of an official not lower in rank than the Permanent Way Inspector Grade III.


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In LWR Manual (Annexure-VI Item 3 (d)) Deep Screening – PWM. (b) As per IRPWM Para 234 (5) work of lifting or lowering of track should be

carried out in the presence of Permanent Way Inspector. In LWR Manual (Annexure-IV item 1 (c)) Lifting/lowering of track- PWM.

(c) As per IRPWM Para 263 Annexure 2/11 shown 2510mm but in LWR Manual

fig. 4.2.1 (a) width is 2675mm. In IRPWM depth is fixed as 630 mm. However, in LWR Manual distance calculated on the basis of depth 640mm. There are discrepancies in above provisions of IRPWM & LWR Manual; it is proposed that these provisions of LWR manual be amended in line with that of IRPWM by issuing correction slip to LWR Manual.

TSC may deliberate on the issue.


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ITEM NO.1178

SUBJECT: Threshold values for load testing of in service rails by FBW (Proposed by SCR in CTE’s seminar 2010) RDSO FILE REF: CT/JW/C

AGENDA: The item has been referred by CTE’s seminar 2010 as follows: Present System: The values of breaking load and deflections in transverse load test vide para 10.2.2.1 of Manual of Flash Butt welding of Rails are given only for new rails. As per said para, “the specified load is 100T with minimum deflection of 15mm; the sample should withstand the above load without rupture”. But, Manual does not spell the threshold values of these tests for TWR done with mobile flash butt welding plant and in service rails. Problems encountered: TWR work using mobile flash butt welding plant at site and on line is in progress on South Central Railway. During testing of sample welds, though deflection values are satisfactory, one sample recorded breaking load of 98 T and other sample recorded 100 T. The in-service rails are subjected to wear and tear and have already undergone certain fatigue under traffic, and hence may not sustain the test load prescribed for new rails. Suggestions: RDSO may propose revised values of minimum breaking load and deflection in transverse load test under para 10.2.2.1 of Manual for Flash Butt Welding of Rails applicable for in-service rails considering the conditions. Committee may deliberate the above subject and recommend RDSO to issue guidelines.

NOTES BY SECRETARY:

South Central Railway vide letter no. W 496/ATWJ/FBWJ/Vol. I dated 10.06.2010 referred the issue of lower breaking load found in one sample out of three samples tested for transverse test (slow bend test) for second hand rails for through weld renewal. The values of transverse breaking load achieved in three samples tested were 118t, 110t and 98t against the minimum specified breaking load of 100t prescribed in Para 10.2.2.1 of Manual for Flash Butt Welding of Rails in respect of 52 Kg rails. In


22

this connection it is mentioned that the provision of Para 10.2.2.1 of Manual for Flash Butt Welding of Rails does not distinguish between new rails and second hand rails hence it is applicable for second hand rails also. Since transverse breaking load values of two samples out of three samples tested are well above the minimum specified value and the value of third sample is marginally lower than the minimum specified value and there is no further problem of lower value of transverse breaking load reported so far, therefore, it does not appear to be a fit case for considering lowering of minimum value of transverse breaking load specially when higher axle loads are operating on Railway system.

Committee may deliberate on the issue.


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ITEM NO.1179

SUBJECT: Standard of track maintenance to C&M-(Vol.1) (Proposed by CR in CTE’s seminar 2009) RDSO FILE REF:

AGENDA: The item has been referred by CTE’s seminar 2010 as follows: 1. As per speed certificates issued by RDSO for various types of locos/wagons, minimum track standards are specified for track maintained to C&M-1 (Vol.1) standard.

2. In this connection, it is observed that recommendation of C&M-1 (Vol.1) regarding standard of track maintenance published in May’1969 has been incorporated in IRPWM-2004 with certain modification vide para 224(E) & 607(2) of IRPWM. Provision of para 607(2) of IRPWM lays down maintenance standard of track for speed above 100 kmph & up to 140 kmph on BG track. The variations in track maintenance standard recommended in C&M-1 (Vol.1) report and that incorporated in para 607(2) of IRPWM is indicated below:

(i) Track standard recommendations in RDSO report is for 120 kmph where as the track maintenance standard in IRPWM is for speed above 100 kmph and upto 140 kmph.

(ii) C&M-1 (Vol.1) stipulates unevenness, 6 mm in general and 10 mm at isolated locations. Further, relaxation upto 10 mm in general and 15 mm at isolated locations has been stipulated in the report to permit higher speed at the material time. IRPWM, however, has adopted relaxed standard of 10 mm in general and 15 mm at isolated locations for speed above 100 kmph and upto 140 kmph.

(iii) The RDSO report does not specify no. of isolated locations whereas IRPWM defines isolated locations not exceeding 10 no. per km.

(iv) RDSO report stipulates versine measurement for alignment defect either on floating track or on loaded track. IRPWM, however, stipulates versine measurement under floating condition only.

3. Since relaxed maintenance standard of RDSO report has been incorporated in IRPWM even for higher speed, it may be concluded that track maintained to Maintenance Standard as stipulated in para 224(E) & 607(2) of IRPWM, are maintained


24

as per C&M-1 (Vol.1) standard. Track maintained to a standard below IRPWM provisions may be considered as maintained to other than C&M-1 (Vol.1).

4. TRC recording is the basis to adjudge whether track is maintained as per maintenance standard. The chord/base adopted for track recording is, however, different in TRC & IRPWM and by extension to track maintained as per C&M-1 (Vol.1). The same is indicated below:

S.No. Track parameter As per IRPWM

(in M)

As adopted for track recording

(in M)

1. Unevenness 3.5 3.6

2. Alignment 7.5 7.2

3. Twist 3.5 3.6

5. Track categories for various track parameters of track recording car as per para 607(1) are also not in conformity with maintenance standard as per C&M-1 (Vol.1) or IRPWM. Limit of track categories as indicated below needs to be incorporated in para 607(1) to segregate kilometers where track maintenance is not as per C&M-1 (Vol.1) / IRPWM:-

A B C D

1. Unevenness No change

2. Alignment No change 5 to 10mm >10mm

3. Twist 0 to 1.2 mm/M

1.2 to 2.4mm/M

2.4 to 3.5mm/M

>3.5mm/M

6. Following is, therefore, suggested:

i. Speed certificates issued by RDSO should stipulate track maintenance standard as per IRPWM rather than C&M-1 (Vol.1).

ii. Category of track parameters for TRC should be modified to track maintenance standard stipulated in 607(2) of IRPWM so that track not maintained as per IRPWM can be segregated.


25

iii. Base/chord for measurement of track parameters for IRPWM & TRC are made compatible as suggested in para 5 above.

The above issues need to be reviewed & accordingly correction slip in IRPWM be issued. The matter has been referred to RDSO Vide ECR letter No. W-7/632/0/Policy/Pt.I, dt-06.01.10 addressed to ED/Track/RDSO with copy to EDCE(P)/Rly Bd,

NOTES BY SECRETARY:

Railway Board has nominated a SAG committee to address the issue.


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ITEM NO.1180

SUBJECT: Reflective type indicator boards (Proposed by SER) RDSO FILE REF: CT/MS/SD/WW

AGENDA: South Eastern Railway vide their email dt:22-09-10 has proposed the item as under:

1. Railway Board vide letter No: 94/CE-II/TK/4 dated 17-8-2000 (Copy

enclosed) directed that the procurement of reflective type indicator boards should be limited to the Engineering restriction boards which are required to be lit during night. The scope mentioned in the letter does not cover normal boards like W/L, road sign indicator boards of the level crossings and indicator boards required for permanent speed restrictions.

2. Para 808 of IRPWM specifies that temporary indicator boards which are not reflective type should be lit up during the night.

3. With the above instructions, procurement of reflective type indicator boards for level crossings, PSRs etc could not be done by the Railway. With the changed scenario of development, increase in rail/road traffic and availability of the reflective type boards, it is proposed that Railway Board may consider to withdraw the decision of limiting the scope of procurement of Engineering reflective sign boards.

4. It is noted that the reflective sign boards are to be procured as per specification of “encapsulated lens type” issued by the Railway Board.


27

NOTES BY SECRETARY:

With the changed Scenario of development, provision of retro-reflective indication boards in addition to temporary speed restriction boards will certainly help the drivers in safe operation of trains and road vehicle drivers in negotiating level crossings.

Committee may deliberate on the issue.


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ITEM NO.1181

SUBJECT: Extra clearance on curves RDSO FILE REF: CT/SD/Rev/BG/MG

AGENDA: IRICEN vide their letter dt:01-10-10 has proposed the item as under: As per Schedule of Dimension, Schedule-1, Chapter I, Item 1.0, minimum distance from centre to centre of tracks for new work is stipulated as 5300 mm with the stipulation that this minimum distance from centre to centre takes care of extra clearance for curve upto 5o. For 5o curve extra clearance on inside of curve required is 695 mm and on outside of curve it is 60 mm hence a total additional clearance required for 5o curve comes out to 755 mm. It is understood that the track centre distance from centre to centre of track was increased to 5.3 metres on the requirement of Electrical Department for implantation distance of OHE mast. In order to allow fixing of one OHE mast (width 30 cm) in between the track, the track centre was raised to 5.3 metres (2.5 + 0.3 + 2.5). In such circumstances, if an OHE mast is provided at the centre of curved track of 5o, implantation of 2.5 metres will not be available. In old Schedule of Dimension (Year 1939) in the Chapter I, the minimum distance from centre to centre of track was stipulated as 4265 mm. In this case, the extra clearance of curve required was to be added separately. In such circumstances on curves of 5o, distance between centre to centre of track works out to 5020 mm (4265 + 755). But with present stipulations where a total of 755 mm extra clearance for 5o curve have been accounted for in the track centre of 5300 mm. Hence even by providing track centre of 5300 mm, one OHE mast cannot be provided in between the track.

Earlier in old SOD for station yard where some structure like water column, signal post, pier of over bridge was likely to come, recommended track centre was 4725mm with extra clearance for curve to be separately provided. But to maintain extra clearance for curve of 5o in station yard, track centre requirement will be 4725 + 755 = 5480 mm. whereas we are providing only 5300 mm. So the existing provisions are actually reducing the space available.

So the provision of schedule of dimension regarding minimum track centre needs revision.


29

NOTES BY SECRETARY:

In IRSOD (BG) revised 2004 distance from center of track to fixed structure is mentioned only 2.36 m for new work and 2.135m for existing work. Considering the dimension of 2.36m the distance worked out to 5.02m (2.36+2.36+.30) for new work. Track centre distance from centre to centre of track was kept to 5.3 metres up to curved track of 50 considering economy point of view as large space will increase cost of land. However, 5.3m track centre distance from centre to centre of track is specified is minimum. For erection of OHE mast in between track, Railways have to obtain Railway Board approval for provision of OHE mast in between track as basis of adoption of 5.3m dimension is not available. In view of this TSC may deliberate the Item.


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ITEM NO.1182

SUBJECT: Clips with higher toe load being used on Indian Railways (Proposed by Track Design Directorate of RDSO) RDSO FILE REF: CT/FD/2/ERC MK-V, CT/EF/Trial & CT/Insp/ERC-G clip/Logwell AGENDA: 1. To decide the requirement of toe load of fastening assembly on Indian Railways for

BG track. 2. To decide upon the adoption of ERC Mk-V & G- clip on Indian Railways as regular

Fastening for BG track.

NOTES BY SECRETARY:

Toe Load Requirement of Elastic Rail Clips for Broad Gauge Track in Indian Railways:

1.1 A perfect holding of rail to the sleepers at all times with or without the traffic is reducing the breathing lengths of LWR track & in containing the gap at fracture.

Under loaded condition of track, the fastening should be able to absorb vibrations and hold the rail on to the sleeper under all modes of vibration without falling off, thus ensuring safety. Accordingly, the clip shall offer adequate creep resistance, as the rail tends to move longitudinally due to thermal expansion/ contraction and longitudinal forces due to acceleration & breaking.

1.2 For an ideal fastening system, the creep resistance offered by the clip shall be nearly equal to the longitudinal ballast resistance of track. The approximate toe load requirement on Indian Railway track with 60kg UIC rail and sleeper density of 1660 nos./km works out to be 1045 kg per clips for temperature zone IV.

1.3 Presently Indian Railway is using ERC MK-III on PSC sleeper. Designed toe load of ERC MK-III is 850-1100 kg at a deflection of 13.5 mm. It is observed with present ERC MK-III, average toe load comes about 700 kg in the field due to tolerances on different fastening components & PSC sleeper. It further decreases during service due to wear of liner, pad, rail foot thickness and cyclic loading on ERC & fastening system. The lower toe load results in longer breathing length to withstand thermal forces, increase in maintenance effort in terms of SEJ gap adjustment, distressing etc.

1.4 Thus there is a need clip with higher toe load, so that in service toe load of about 1050 kg is available.


31

2.0 Efforts made to develop clips of improved toe load:

2.1 ERC MK-V: 2.1.1 With above view, RDSO has designed ERC Mk-V using rod dia as 23mm and

having toe load 1200-1500Kg at the toe deflection of 13.5mm. Stress level of ERC Mk-V is lower than ERC Mk-III at same toe deflection of 13.5 mm. This clip can be used on existing sleeper and assembly components which is a major advantage. Details of ERC Mk-V are as under:-

i) Rod dia of clip - 23.00 mm & 20.64 mm for central leg

portion ii) Toe load - 1200 – 1500 kg iii) Toe deflection - 13.5 mm iv) Flat size - 35 x 12 mm2 v) Approx. weight - 1.14 kg (rod) 1.08 kg (clip) 2.1.2 For trial 25,000 nos. of ERC Mk-V was procured though Railway Board's

contract and laid under section of SSE/P.Way/ Kurushetra of Delhi division of NR, Hoshangabad of Bhopal division of WCR & Kottavalsa of Waltair division of ECoR under initial trial. The trial was monitored for one year and report of the same (report no. CT-18) was submitted to Railway Board in June’ 2008.

2.1.3 The performance of ERC Mk-V was also discussed in 77th TSC vide item no

1094 S.no.31. After discussion, it was recommended by TSC that extended trial should be conducted by WCR, WR & ECoR in a stretch of 50 km, and the same was approved by Railway Board.

2.2 ‘G’ CLIP OF FIRM’S DESIGN: 2.2.1 As per instruction of Railway Board, initial trial of G clip developed by M/s

Logwell Forge Ltd, Gurgaon was also taken up alongwith ERC Mk-V. The design of G clip was such that it could be used on existing PSC sleepers in place of ERC Mk – III with existing/assembly components. As informed by firm 'G' clip has toe load of 1000-1300Kg. Rod dia used for manufacture of the clip is 20.64 mm. Weight of the clip as claimed by the firm is 825 gm. Details of ‘G’ clip as informed by the firm are as under:-

i) Rod dia of clip - 20.64 mm

ii) Toe load - 1000 – 1300 kg iii) Toe deflection - Not mentioned iv) Flat size - 36 x 15 mm2 v) Approx. weight - 0.825 kg 2.2.2 For trial 25,000 nos. of G clip was procured and laid under section of

SSE/P.Way, of Kurushetra of Delhi division of NR, Hoshangabad of Bhopal


32

division of WCR & Kottavalsa of Waltair division of E CoR under initial. The trial was monitored for one year and report of the same (report no. CT-18) was submitted to Railway Board in June’ 2008.

3.0 Trial of clip:

3.1 As per instruction of Railway Board limited/ initial trial of both types of clips was conducted along with normal ERC Mk-III clip on three zonal railways ie. NR, WCR & ECoR in a stretch of one km for each clip on each railway at following location and details.

Rly Div. SSE.P.Way Clip Between Km UP/DN Trial

started on NR Delhi KKDE ERC Mk-V

ERC Mk-III 'G' clip

158/10-159/10DN 15710-158/10DN 155/0-155/32DN

Aug.,06 Aug.,06 April, 07

WCR Bhopal Hoshangabad ERC Mk-V ERC Mk-III 'G' clip

773B/0-773C/6DN 773D/10-773E/12DN 773C/6-773D/10DN

June, 06 June, 06 June, 06

ECo.R Waltair Kottavalsa ERC Mk-V ERC Mk-III 'G' clip

838/0-839/0UP 837/0-838/0UP 839/0-840/0UP

June, 06 June, 06 June, 06

3.2 The trial was monitored for one year and report of the same (report no. CT-18)

was submitted to Railway Board in June’ 2008. 4.0 Extended Trial 4.1 The extended trial for ERC Mk-V was ordered to WCR, WR & ECoR and for G

Clip, it was ordered in SR, SER, SECR & SWR. 4.2 ERC Mk-V has been laid under extended trial in WCR only. None of the

Railway have given information about trial of G clip, so far. 4.3 As the work of extended trial for both types of clip is very slow, it is decided by

Railway Board to draw conclusion on the basis of performance of the clip laid under initial trial as on date.

4.4 The trial sites of Hoshangabad & Kurukshetra under initial trial and Gangapur

city under extended trial have been visited by RDSO official. Toe load of both types of clip of some sleeper have been measured.

4.5 Toe load of all the four clips of one sleeper of ERC Mk-V & G clip, which was

also measured at site of Hoshangabad & Kurukshetra was taken out for toe load measurement in RDSO lab.


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4.6 As per comments of ECoR, after 5 years of service since its laying, performance of both types of clips are satisfactory with average toe load of ERC Mk-V and G-clip as 900-1150 Kg & 1000-1250 Kg respectively.

5.0 Summary of Toe Load evaluation: 5.1 ERC Mk-V: 5.1.1 Average toe load of ERC Mk-V clip measured at Hoshangabad & Kurukshetra

site in field condition has been worked out as 910.7 kg and 1167.6 kg respectively on existing GRSP and liner. This indicates that ERC Mk-V clip has some more residual life.

5.1.2 As per ECoR report, the average toe load is between 900-1150 Kg.

5.1.3 Increase in average toe load of ERC Mk-V from field to lab condition for Hoshangabad & Kurukshetra site has been worked out as 24.1% (average toe load in field & lab condition are 910.7 kg & 1130 kg respectively) & - 6.11% (average toe load in field & lab condition are 1167.5 kg & 1096.25 kg respectively) respectively. This indicates that condition of GRSP & liner at Hoshangabad site is poor. Minus loss of toe load at Kurukshetra site may be due to human intervention, least count of toe load machine, number of reading taken in averaging etc.

5.1.4 The difference of toe load measured in field and laboratory is unexpectedly more i.e. 24.1% for Hoshangabad site. Therefore, the measurement of toe load taken at Hoshangabad site should not be taken into consideration.

5.1.5 It may be seen that after service of five years, the average toe load of ERC Mk-V measured in laboratory for Hoshangabad and Kurukshetra are 1130 kg and 1096.25 kg respectively.

5.1.6 As per report CT-18, average toe load of ERC Mk-V for Kurukshetra site at the end of trial was worked out as 1016.1kg. This time average toe load has been worked out for the clips of five sleepers which were measured during visit of RDSO official as 1167.6 kg. Above average toe load values are just indicative. Based on the above, it can be said that loss of toe load for the period in between is not substantial/ negligible.

5.2 G-clip:

5.2.1 Average toe load of G clip measured at Hoshangabad & Kurukshetra site in field condition has been worked out as 763.6 kg and 1123.5 kg respectively. This indicates that G clip has some more residual life.

5.2.2 As per ECoR report, the average toe load is between 1000-1250 Kg.

5.2.3 Increase in average toe load of G clip from field to lab condition for Hoshangabad & Kurukshetra site has been worked out as 28.4% (average toe load in field & lab condition are 763.3 kg & 980 kg respectively) & - 1.76% (average toe load in field & lab condition are 1123.5 kg & 1103.75 kg respectively) respectively. This indicates that condition of GRSP & liner at


34

Hoshangabad site is poor. Minus loss of toe load at Kurukshetra site may be due to human intervention, least count of toe load machine, number of reading taken in averaging etc.

5.2.4 The difference of toe load measured in field at Hoshangabad site and laboratory is unexpectedly more i.e. 28.4%. Therefore, the measurement of toe load taken at site should not be taken into consideration.

5.2.5 It may be seen that after service of five years, the average toe load of G-clip measured in laboratory for Hoshangabad and Kurukshetra are 980 Kg and 1103.75 Kg respectively.

5.2.6 As per report CT-18, average toe load of G clip for Kurukshetra site at the end of trial was worked out as 1168.8kg. This time average toe load has been worked out for the clips of five sleepers which were measured during visit of RDSO official as 1103.75kg. Above average toe load values are just indicative. Based on the above, it can be said that loss of toe load for the period in between is not substantial/ negligible.

6.0 Remarks by Zonal Railway:

6.1 ECoR:

6.1.1 ERC Mk-V:

6.1.1.1 The present toe load after service of about 5 years is in the range of 900 to1150 kg.

6.1.1.2 No falling or breakage of ERC Mk-V has been noticed. Also no special problem during driving/ extracting/ oiling & greasing of clip has been noticed. No falling of rubber pads and metal liners is noticed.

6.1.1.3 Corrosion on the clip is negligible. Corrosion in liner contact area is same as that of ERC Mk-III.

6.1.1.4 No sleepers are damaged during removal of clip.

6.1.1.5 TGI during last run in the section is in the range of 120 to 130. 6.1.2 G clip: 6.1.2.1 The present toe load after service of about 5 years is in the range of 1000-1250

kg.

6.1.2.2 Insertion & removal of clip is easy.

6.1.2.3 Less corrosion, less liner biting as less obstruction to toilet dropping.

6.1.2.4 Very good performance in place of J- clip & in crossing and glued joint area.

6.1.2.5 Performance of G clip is better than ERC Mk-V with regard to toe load, maintainability, driving weight etc.


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7.0 Conclusion:

7.1 Basic requirement of toe load as 1045 Kg in the field has already been described in para 1.2.

7.2 In the initial trial report submitted to Railway Board, it was mentioned that the condition of track at Hoshangabad has not been good due to which the % of toe load loss has been more.

7.3 WCR (Hoshangabad site):

Due to poor condition at site as explained in para 3.0 above, the toe load measured at site should not been considered for appraisal. The lab results for average toe load of the same samples are 1130 kg for ERC Mk-V and 980 kg for G-clip.

7.4 NR (Kurukshetra site):

Average toe load of ERC Mk-V clip measured at site in field condition and in lab have been worked out as 1167.6 kg and 1096.25 kg on existing GRSP and liner. This indicates that ERC Mk-V clip has some more residual life.

Average toe load of G clip measured at site in field condition and in lab have been worked out as 1123.5 kg and 1103.75 kg. This indicates that G clip has some more residual life.

7.5 ECoR site:

7.5.1 As per ECoR report, the average toe load of ERC Mk-V measured at site is between 900-1150 kg.

7.5.2 As per ECoR report, the average toe load of G-clip measured at site is between 1000-1250 kg.

7.6 No case of falling of clips, creep & abnormal variation in track gauge have been reported, hence functioning of both the clips are satisfactory at different traffic conditions. Both the above clips are serving purpose of toe load required for track even after about 5 years of service.


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Annexure-I A. Toe load of ERC Mk-V & G laid under initial trial

i) Hoshangabad site:

a. ERC Mk-V Sleeper Toe load (kg)

Left out Left in Right out Right in 1 436* (ERC Mk-III) 874 786 908 2 897 956 1012 743 3 846 1045 912 1034 4 1060 698 1026 864

*The clip laid in the stretch of ERC Mk-V was ERC-III.

b. G clip Sleeper Toe load (kg)

Left out Left in Right out Right in 1 602 702 910 882 2 642 531 635 1034 3 1009 481 993 665 4 1080 763 823 465

ii) Kurukshetra site:

a. ERC Mk-V Sleeper Toe load (kg)

Left out Left in Right out Right in 1 943 1343 941 1131 2 1240 1387 1106 1224 3 1310 1269 1006 1179 4 1208 1209 1121 1017 5 1283 1046 1143 1246

b. G clip

Sleeper Toe load (kg) Left out Left in Right out Right in

1 1012 1135 1083 1135 2 1113 1150 1020 1145 3 1140 1193 1218 1231 4 1203 1127 1103 1147 5 1084 1051 1340 1140

B. Toe load of ERC Mk-V & G laid under extended trial i) Gangapur City site a. ERC Mk-V

Sleeper Toe load (kg) Left out Left in Right out Right in

1 1250 1275 1295 1342 2 1242 1280 1310 1295 3 1372 1310 1280 1245 4 1253 1300 1320 1260


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Annexure-II

Toe load values of clips in field & lab condition

i) Hoshangabad site a. ERC Mk-V

Toe lload measured in Toe load (kg) Left out Left in Right out Right in

Site condition 436* 874 786 908 Lab condition 565* 1050 1090 1250 *The clip laid in the stretch of ERC Mk-V was ERC-III. b. G clip

Toe load measured in Toe load (kg) Left out Left in Right out Right in

Site condition 602 702 910 882 Lab condition 1010 950 1050 910

ii) Kurukshetra site a. ERC Mk-V


Site condition 943 1343 941 1131 Lab condition 950 1205 1215 1015 b. G clip


Site condition 1040 1193 1218 1231 Lab condition 1125 1280 900 1110


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ITEM NO.1183

SUBJECT: Restoring whistle board distance from level crossing to 600m on

single line. Ref: Para 916 (1) (i) of IRPWM. (Item proposed by RDSO)

RDSO FILE REF: CT/IRPWM & CT/LC/Safety

AGENDA: The whistle board distance in Para 916 (1) (i) of IRPWM from level crossing on single line was reduced from 600m to 350m vide correction slip no. 100 to IRPWM issued on 21.06.2006. This distance is inadequate, as warning time given by whistle of approaching train from 350m is insufficient for slow moving vehicles i.e. tractor trolley, loaded trucks and bullock carts etc., to enable them to cross the track and reach to safety. The original whistle board distance of 600m needs to be restored.

� Time taken by train running at 100 kmph to cover 600m distance to reach level crossing = 60 x 60 x 600/(100 x 1000) = 21.6 i.e. 22 seconds � Time taken by train running at 100 kmph to cover 350m distance to

reach level crossing = 60 x 60 x 350/(100 x 1000) = 12.6 i.e. 13 seconds � Time required by slowest vehicles to travel from stop board to gate post

on other side (without stopping) = 09 seconds (SL) � Reaction time = 03 seconds � Time taken for starting the vehicle = 04 seconds. � Time taken by slowest vehicle to travel from stop board to other side

gate post and clearing the vehicle = 03 + 04 + 09 = 16 seconds Warning time of 13 seconds (in case of 350m distance of whistle board from level crossing), is insufficient for slow moving vehicles to travel from stop board to other side of gate post by following procedure of crossing the unmanned level crossing. Therefore, it is suggested that whistle board distance from level crossing be restored to 600m.

NOTES BY SECRETARY:

TSC may deliberate on the issue.


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ITEM NO.1184

SUBJECT: REVIEW OF PENDING ITEMS

S. No.1: SUBJECT: Review of accident proforma.

(958/73/02/Safety) (1167/1/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee expressed dissatisfaction in progress and requested Railway Board to pursue the matter more

vigoursly.

COMMITTEE’S RECOMMENDATIONS: Committee recommends that matter to be pursued in Railway Board more vigoursly.

RAILWAY BOARD’S ORDERS: Noted. RDSO to expedite developing of proforma in consultation with other Dte. as already directed by

the Board.

SECRETARY’S REMARKS: Revised proforma for recording of measurements of Rolling Stock after accident has been submitted to Railway Board by Director General/RDSO vide letter no. GE/GEN/Revision of Proforma (Accident) dated 17.06.2010 for further action. S. No.2: SUBJECT: LWR/CWR over Ballasted Deck Bridges. ( Provision of LWR with SEJ on

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

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


40

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : HAG committee is requested to expedite. COMMITTEE’S RECOMMENDATIONS: HAG committee to expedite. RAILWAY BOARD’S ORDERS: HAG committee to expedite. SECRETARY’S REMARKS: The issue of provision of LWR/CWR on bridges is being deliberated by HAG Committee. S. No. 3: SUBJECT: Possibility of permitting 26m rails on major and important bridges.

(986/74/JW/SWR) (1167/4/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Railway Board to expedite issue of Correction Slip. COMMITTEE’S RECOMMENDATIONS: Railway Board to expedite issue of Correction Slip. RAILWAY BOARD’S ORDERS: Item to be closed after issue of correction slip to IRPWM. SECRETARY’S REMARKS: Draft Correction Slip has been sent to Railway Board vide letter no. CT/IRPWM dated 22/23.09.2009 for approval. Reference from Railway Board has been replied vide CT/IRPWM dated 07.10.2010.


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S. No. 4: SUBJECT: Modification in design of combination fish plate

(1015/74/FF) (1167/5/80) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed that the issue of loosening of fish bolts of combination fish plate and its tightening

by keyman has not yet been addressed. SE Railway agreed to develop. Combination fish plate with slot

for fish bolt so that it does not rotate or get loosened.

COMMITTEE’S RECOMMENDATIONS: SE Railway to develop suitable combination fish plate with slot for tightening of fish bolts and prevent it

from loosening.

RAILWAY BOARD’S ORDERS: SE Railway should develop suitable combination fish plate with slot for tightening of fish bolts and prevent it from loosening and send proposed design to RDSO for evaluation. SECRETARY’S REMARKS: South Eastern Railway to develop suitable combination fish plate with slot for tightening of fish bolts and prevent from loosening. Proposed design of such combination fish plate which is to be evaluated by RDSO, is awaited from South Eastern Railway. S. No. 5: SUBJECT: Change of Rail Section in LWR/CWR.

(1042/75/ IM/LWR) (1167/6/80) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under: In view of large number of defective combination welds found from radiographic test, it is not

appropriate to continue with combination welds. Further, as per LWR manual, LWR/CWR can not be

continued through different rail sections. Zonal railway to firm up requirement of junction forged rails so

that discussion can be held with Bhilai Steel Plant are its manufacturing.


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COMMITTEE’S RECOMMENDATIONS: Committee recommends as under: Zonal railways to firm up demand of junction forged rails and advised it to Railway Board so that its

manufacturing can be discussed with Bhilai Steel Plant.

RAILWAY BOARD’S ORDERS: Zonal railways to firm up demand of junction forged rails and advise it to Railway Board so that its manufacturing can be discussed with Bhilai Steel Plant. SECRETARY’S REMARKS : Zonal Railways may expedite submission of demand to Railway Board. S.No.6: SUBJECT : Modification in the lifting barrier assembly for level crossings.

(1070/76/EL) (1167/8/80) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Southern Railway informed that the modified lifting barrier has been installed in Chennai and Trichi

Division of Southern Railway. Other Zonal Railways may inspect it in these divisions. CR, SCR, WCR

& WR should have submitted the performance report by October 09, as per Railway Board’s orders,

which is still pending.

COMMITTEE’S RECOMMENDATIONS: CR, SCR, WCR & WR should expedite trial of modified lifting barrier. RAILWAY BOARD’S ORDERS: CR,SCR,WCR & WR shall expedite the trial of modified lifting barrier at the earliest. Report should be submitted to RDSO by Oct, 2010. SECRETARY’S REMARKS: Central, South Central, Western and West Central Railways have been reminded to submit trial/performance report of modified lifting barrier assembly to RDSO. So far, none of the railway has submitted the feedback/trial report. Central, South Central, Western and West Central Railways should expedite the trial and sent performance to RDSO.


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S. No. 7: SUBJECT: Machine Maintenance of Track

(1073/76/TM/GL/70) (1167/9/80) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : In the presentation of review of TGI formula, apart from the existing formula four other formulas for TGI by giving various weightages to unevenness, twist, gauge & alignment were shown. In the existing formula weightage of 2 has been given to unevenness, 1 to twist, 1 to gauge and 6 to alignment. Members of TSC observed that safety is mainly endangered due twist, hence more weightage to be given to twist and less weightage to alignment. The correlation of existing and other formulas with ride index also shown in presentation. Members of TSC observed that apart from track irregularity R.I. is depend on suspension characteristics and speed of the vehicles. Committee of CTE/W, CTE/C and ED/TM/RDSO recommended weightage of 2 to twist, 1 to unevenness, 1 to gauge and 6 to alignment based on urgent maintenance. Members of TSC observed that at present weightage to various parameters has been given based on urgent maintenance. Worldwide practices should be studied that whether the index should be based on maintenance only or ride comfort is also to be considered. The committee was to submit the report within six months from last TSC, which is still awaited. COMMITTEE’S RECOMMENDATIONS: After studying the worldwide practices, the committee should put up recommendation for review of TGI formula. RAILWAY BOARD’S ORDERS Approved. RDSO should collect the data through internet/correspondence and study of literature & put up to the committee formed for this purpose. Recommendations should be submitted to Board by June 2010. SECRETARY’S REMARKS: RDSO has carried out the literature survey to find out the indices being followed by other world Railways and methodology adopted for evolving the Track Geometry Performance index being followed by their Railway. Some information regarding the indices being followed could be obtained which is given below, however the details for evolving the indices could not obtained.

1. Polish State Railway uses Track quality Index which is based on the SD of four track parameters, Vertical level, Alignment, Twist and Gauge. However information regarding the chords on which these parameters are being measured


44

or whether these are being measured on absolute profile is not available. The Formula being used is furnished below:

J = SZ+SY+SW+0.5SE

Where : J = Track Quality Index SZ = Standard Deviation of Vertical Level

SY = Standard Deviation of Alignment SW = Standard Deviation of Twist SE = Standard Deviation of Track Gauge

2. Netherland Railways uses Q norms. Q norms use SD values of various parameters with exponential equation. However exact formula being used could not be traced. The Q norms are calculated on a 10 point scale and if the value of Q norm is less than 6 deployment of machine is planned. However information regarding the chords on which these parameters are being measured or whether these are being measured on absolute profile is also not available in case of Neitherland Railway also.

3. British Railway uses concept of “Quality Band” Different bands of Standard Deviation values for Vertical Level and Alignment are used for different speed potential routes and no single Index is used.

4. Australian Railway uses TQI which is based on the SD derived from measurement of relative Alignment, Surface, gauge, cross-level and twist. However information regarding the chords on which these parameters are being measured or whether these are being measured on absolute profile is also not available in case of Australian Railway also.

Efforts were also made to search the Indices being followed on various Railways and whether the indexes are based on maintenance only or ride comfort also, on Internet also but no useful information could be traced.

S. No.8: SUBJECT: Non-destructive stress free temperature measurement of CWR by force

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

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Results obtained in trials of SFT equipment as carried out on S.Rly do not co-relate with destressing temperature. RDSO should look into the specification of equipment and method of determination of SFT. It was also observed that there are several


45

methods and equipment being used in world Railways for the purpose, which can record the SFT ‘ On line ‘. These also should be evaluated by RDSO. COMMITTEE’S RECOMMENDATIONS: RDSO to associate with trial for determination of SFT in Zonal Railways and examine specification of equipment and method of its determination. Further, other equipment being used on world Railways, may be evaluated. RAILWAY BOARD’S ORDERS: Zonal railways should continue further trial and RDSO should associate for validation of correlation, development and evaluation of other equipment being used over world Railways. SECRETARY’S REMARKS: (i) A detailed trial scheme for validation of Stress Free Temperature measurement

equipment has been sent to North Eastern Railway vide letter no. CT/IM/LWR/RSM dt.15.09.2010.

(ii) N.E.Railway has nominated Malhur - Badshahnagar section of LJN Division for

conducting trial.

(iii) Programme for conducting of trial from LJN Div. is awaited.

(iv) No report for further trial on Zonal Railways has been received in RDSO. S. No.9: SUBJECT: Review of Rail Stress Calculation Methodology

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

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS :

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

analytical tools like FEM has been lost since the 76th TSC.

2. It is well established that the defect generation is not directly related to average stress in rail

but to ‘contact stress’ developed at Rail-Wheel contact. To understand and take remedial

action for control of defect generation, the rail wheel interaction needs to be studied through

some research organization.


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3. Committee observed that data pertaining to only one section i.e. Tata-Noamundi have been

made available by SER.

4. Committee observed that data for other sections of SER and other zonal railways where 25t

axle load is in operation have not been made available to RDSO which was to be furnished

within 1 month from last TSC.

5. Committee observed that defect generation rate in Tata-Noamundi section Dn line (Loaded

direction) in rails and welds is quite high.

COMMITTEE’S RECOMMENDATIONS: 1 Committee recommends that Zonal Railways should expedite submission of data to RDSO for

analyzing trend of defect generation rate in rails and welds. 2 RDSO should study the ‘contact stresses’ on different axle loads, with different rolling stock. RAILWAY BOARD’S ORDERS:

1. Approved.

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

association with respective zonal railways.

SECRETARY’S REMARKS: 1.0 Zonal railways were requested to share their experience on operation of 25t axle

loads in the proforma circulated vide RDSO’s letter no.CT/DG/LW/HAW dtd:9/17-10-07. This was followed by reminders dtd: 16/17-12-08, 8/9-09-09, 30-9/5-10-09 6/8-10-09 and 3-11-2010. However, so far, position has not been received from any railway. Zonal Railways are requested to provide feedback within a month.

Further ECoR, SCR has advised test of sections where 25t axle load is in operation/proposed vide letter no.W-7/675/Policy/Pt I dated 7-10-09 ,W508/1/79th TSC dated 5-10-09. Western railway, NWR and Northern Railway vide their letter T5/18/EL (Policy) dated 20/23-11-2009,C/616/1/W dated 12-10-2009 and 219-W/24(CC+6+2t)pt.III dated 13-10-2009 has advised no test sections where 25t axle load is in operation. Eastern railway vide their letter W(7)/632/1/3(25t axle load) dated 22-12-2009 advised that operation of 25t axle load has not been started. ECR and SR vide their letter W-7/632/09/DFC dated 08-10-2009 and W.315/265/3/CC+8+2t/vol.vi dated 22-12-08 has mentioned that there is no such route is at present. NF railway vide their letter W/340/4pt-i/W-7/TK (loose) dated 08-10-09 advised that 25t axle load is not running.NCR vide their leer 116-W/2/NCR/TP/Pt-II advisd that no movement of 25t axle load has been started. Railway Board had ordered that feedback be provided to RDSO within a month on 79th TSC’s recommendations.


47

25T axle load freight trains are running on SER, SECR and ECoR. SER, SECR and ECoR should send the details to RDSO regarding experience of running 25T axle load trains.

2.0 This study is being done.


48

S. No.10:

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

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS & RECOMMENDATIONS : Item No.

Type of inspection

Observation Recommendation SE JE SE JE

1. Push trolley inspection

Agreed with SAG Committee recommendations except double line/multiple lines need not be trollied independently and all gangs should be inspected during inspection.

Agreed with SAG Committee recommendation except multiple lines need not be trollied independently and all gangs should be inspected during inspection.

Once in two months in a systematic manner in which all gangs shall be inspected.

Once in a fortnight systematically in which all gangs shall be inspected.

2. Foot plate/brake van/rear window

Agreed with SAG committee recommendations.

No need to prescribe inspection frequency but he shall do FP inspection as much as possible.

Once in a month. As much as found feasible.

3. Curves Agreed with SAG committee recommendations.

Agreed with SAG committee recommendations and should be need based.

Once in a year by rotation and need based

Once in six month by rotation and need based on the basis of FP inspection TRC/OMS run.

4. Points & Crossings

Agreed with SAG committee recommendations

Agreed with SAG committee recommendations

Points & Xings on passenger and running lines once in three months by rotation and other lines and yard lines once in six months by rotation between sectional JE and SE. (The detailed inspection as per para-237/5(annexure2/6) of IRPWM should be done

Points & Xings on passenger and running lines once in three months by rotation and other lines and yard lines once in six months by rotation between sectional JE and SE. (The detailed inspection as per para-237/5(annexure2/6) of IRPWM should be done


49

once in a year and all other in between inspections on PSC sleepers should be carried out as per Proforma enclosed as annexure IX).

once in a year and all other in between inspections on PSC sleepers should be carried out as per Proforma enclosed as annexure IX).

5. Foot Inspection

Should do foot inspection in corrosion prone areas (to be decided by Sr.DEN/DEN and above) once in a year.

Existing provisions to continue.

Once in a year in corrosion prone areas (decided by Sr.DEN/ DEN and above).

At least once in six month in a systematic manner (every month on pro rata basis to cover entire length of running track).

6. Night foot plate

Agreed with SAG committee recommendation but night inspection should be between 00.00hrs. to 05.00hrs.

Agreed with SAG committee recommendation but night inspection should be between 00.00hrs. to 05.00hrs.

Once in a month. Once in a month to check alertness of gatekeepers, night watchmen and patrolmen, observance of SRs by drivers, riding quality, any other unusual features.

. Night Push trolley

Not possible. Not possible. To be deleted. To be deleted.

8. Level Crossings

Agreed with SAG committee recommendation but all level crossings will continue to be inspected once in a month alternatively between SSE and JE.

Agreed with SAG committee recommendation but all level crossings will continue to be inspected once in a month alternatively between SSE and JE.

Once in two months during PT inspection in a systematic manner but all level crossings will continue to be inspected once in a month alternatively between SSE and JE.

Once in a month during PT inspection in a systematic manner but all level crossings will continue to be inspected once in a month alternatively between SSE and JE.

9. LWR/SEJs Existing provisions to continue.


Once in fortnight during two coldest and two hottest months otherwise once in two months.

Once in fortnight during two coldest and two hottest months otherwise once in two months.


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10. Monsoon Patrolling



Atleast once in fortnight.

One inspection in a week by rotation with SE (P Way) Incharge.

11. Hot Weather Patrolling



Frequently need based during hottest temperature.

Need based during hottest temperature minimum once a week.

12 Small track machines

Should be deleted. Should be deleted.

To be deleted. To be deleted.

13. Inspection of on going works of construction and other organizations



14. Inspection of side drains, catch water drains, bridge waterways, cuttings, tunnels



15 Land boundary verification



Atleast once in a year.

Once in six months.

16 Private sidings

Agreed with SAG committee recommendation.

Agreed with SAG committee recommendation.

Once in a year. Once in a three months.

17 Review of inspection by subordinate



18. TRC/OMS run



19 Gangs To be included in item- 1

To be included in item- 1



20 Cuttings Existing provisions to continue.


Once after monsoon. More frequent inspections if pass history and vulnerability so requires.

-

21 Track patrolling



22 Track machines



23 Joint inspection of interlocked P&C on pass lines



Once in three months with SE (S&T) if not done by JE.

Once in three months with SE (S&T) if not done by SE.


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24. Joint inspection of interlocked P&C on non pass lines



Once in six months with SE (S&T) if not done by JE.

Once in six months with SE (S&T) if not done by SE.

25. Night/ surprise inspection



26 Inspection of works of other agencies.



27. Inspection of side drain,catch water drains, cuttings and tunnels



28. Bridges and tunnels & cuttings.



29. USFD testing Should be deleted. Should be deleted.


30 Turn tables Should be deleted. Should be deleted.


31. Ash pit/inspection pit



32. Review of inspection done by subordinates



33 Recommendation in connection with office set up of Incharge SSE/P.Way para 5.11.3


- In the existing set up two clerical staff are working for store and establishment.

-

34 Inspection of pre-tamping, during tamping and post tamping operations during working of track machines.



RAILWAY BOARD’S ORDERS: Board’s decision will be conveyed separately.


52

SECRETARY’S REMARKS: Decision of Railway Board is awaited. S. No.11: SUBJECT : Criteria for re-alignment of curve

(1055/75/IRPWM) (1167/14/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Correction slip to IRPWM has already been sent to Railway Board. Railway Board is requested to

expedite its approval and issue.

COMMITTEE’S RECOMMENDATIONS: Railway Board is requested to issue correction slips. Item to be closed after issue of correction slip.

RAILWAY BOARD’S ORDERS: Approved. Item to be closed after issue of correction slip. SECRETARY’S REMARKS: Draft Correction Slip has been sent to Railway Board vide letter no. CT/IRPWM dated 22/23.09.2009 for approval. Reference from Railway Board has been replied vide letter no. CT/IRPWM dated 07.10.2010. Further examination is being done by RDSO with respect to rate of change of lateral acceleration and speed and report will be sent to Railway Board as per discussion held with Director/Civil Engg. (Planning)/Railway Board.


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S.No.12: SUBJECT: Necessity of detailed guidelines for USFD testing of Tongue Rails

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


1. Committee observed that so far only one tongue rail sample has been received from W.

Railway that too of SEJ tongue rail.

2. Committee observed that none of the Zonal Railways have sent samples of broken points

and crossings tongue rails to RDSO for study.

COMMITTEE’S RECOMMENDATIONS: Committee recommends that Zonal Railways should expedite samples of points & crossings tongue rail

which are having defects detectable by USFD testing for study of RDSO and framing of USFD testing

procedure.

RAILWAY BOARD’S ORDERS: Approved.

SECRETARY’S REMARKS: 1. CTE/WR has been again requested vide letter no. CT/USFD dt. 20.10.10 to send

the broken tongue rails with stock rail & fittings to RDSO for detailed study. 2. So far only one instance of broken tongue rail due to fatigue has been advised

from Western Railway. Since, various types of fatigue defects in tongue rails occurring in field need to be studied for preparation of procedure suitable for various types of defects, it was desired that Zonal Railways may sent more samples of such failures to RDSO for study and development of procedure suitable for various types of flaws.

3. Committee had recommended during 80th TSC that Zonal Railways should

expedite sending of samples of points & crossings tongue rail which are having defects detectable by USFD testing for study of RDSO and framing of USFD testing procedure. However, so far no samples have been received at RDSO in this regard.


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S.No.13:

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

(1102/78/ACP/RP) (1167/16/80)


1. Committee agreed with recommendations of SAG committee.

2. ‘O’ Grade graphite may cause increase in corrosion due to conduction. RDSO to specify

graphite free grease for sealing the liner.

3. The rails under galvanized liner are having far less corrosion. Hence, they should be used.

4. Zinc rich primer could be applied on rail at liner seat to reduce liner bite corrosion.

5. Liner free fastening such as i.e. Vossloh type fittings are showing insignificant corrosion.

Liner free fastenings should be developed by RDSO.

COMMITTEE’S RECOMMENDATIONS:

1. SAG committee’s recommendations may be accepted.

2. RDSO to issue specification for graphite free grease for sealing the liner.

3. Galvanized liner should be used by Zonal Railways to reduce liner bite corrosion.

4. RDSO to develop liner free fastenings. RAILWAY BOARD’S ORDERS:

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

2 Corrosion at liner biting locations should be measured at a fixed periodicity of once a year. RDSO will issue the necessary proforma and methodology for measuring the corrosion.

3 Greasing, sealing of liner and painting of rails area should be done as per RDSO’s instructions contained in letter no. CT/ACP dated 24.02.06. Frequency for greasing & sealing of liner contact should be once a year for gauge face side of rails and once in two years for non gauge face side of rails.

4 Shifting of the liner biting locations by destressing of rails may be resorted to for the

locations and frequency personally approved by the Chief Track Engineers.

5 RDSO should issue specifications and identify vendors for graphite free grease for sealing

of the liners in the next 2 months.

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


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

systems free of liners.

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

SECRETARY’S REMARKS:

(1) Areas prone to liner bite corrosion are to be identified by Principal Chief Engineer.

(2) Draft Correction Slip to IRPWM incorporating proforma and methodology for measuring corrosion is under preparation and scrutiny.

(3) Instructions for sealing of liners and painting of rails as per RDSO’s letter no. CT/ACP dated 24.02.2006 are being included in proposed correction slip to IRPWM.

(4) Zonal Railways to take action and share their experiences.

(5) Railway Board has approved trial of improved graphite grease on Eastern and Southern Railways. Eastern and Southern Railways have been advised to conduct trial of improved graphite grease accordingly vide letter no. CT/ACP/RP dated 15/17.09.2010.

(6) Proposal for investigation of corrosion of rails due micro-organisms is under finance vetting in RDSO.

(7) RDSO has taken up the project for designing the fastening system free of liners to minimize the effect of liner biting due to corrosion. Preliminary design is expected to be completed by 31.12.2010.

(8) Instructions already exist regarding use of galvanized liners and same is already incorporated in the drawing. RDSO has issued detailed specification of galvanizing of liners to Zonal Railways. None of the Zonal Railways have reported any feedback on the issue in spite of repeated reminders. CTEs should inform the committee about the action taken for galvanizing of metal liner and advantages thereof.

(9) RDSO is framing a correction slip of IRPWM for anti-corrosive treatment of rails and methodology for measurement of corrosion in rail for approval of Railway Board.


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S. No.14:

SUBJECT : Maintenance of channel sleeper (1121/79/JE)(1167/19/80)


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

ED/Track-II/RDSO & ED/B&S/RDSO on maintenance of channel sleeper should be

provided in IRPWM.


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

should be sent by RDSO to Railway Board.

2. Item is closed.

RAILWAY BOARD’S ORDERS:

1. Approved. 2. Not approved.

SECRETARY’S REMARKS: The committee constituted for proposing new para in IRPWM on maintenance of channel sleeper has not submitted its report to RDSO. The convener of above committee should present the current status.

S.No. 15:

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

(1124/79/ TM/GL/70 79th) (1167/20/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Trials for making standard deviation based track maintenance standards has been done. RDSO should

finalize the report early.

COMMITTEE’S RECOMMENDATIONS: RDSO should finalize the report early.


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RAILWAY BOARD’S ORDERS: Approved. SECRETARY’S REMARKS: A trial was conducted in Sept 2009 with testing directorate of RDSO in NDLS-AGC section. Analysis of Track & Ride data reveals that good correlation between Ride data & Track data does not exist. This could happen due to collection of Ride and Track data in different time frame or some problem in data collection by TRC or Oscillograph car. Till now tolerances has been fixed for ICF all coil coaches but now tolerances for speed above 130 kmph is to be fixed for LHB coaches. Now RDSO have TRC which can measure upto 130 kmph & actual track data upto 130 kmph will be available as till now contact base TRC can record upto speed of 110 kmph. Now actual data can be collected upto speed of 130 kmph & tolerances in speed range of 130 – 160 kmph can be arrived by extrapolation assuming linear relationship between RI of coach and SD of track parameter. Now TM dte. Of RDSO has got LHB coach & after fixing of transition coupling in LHB coach ( for which matter is in consultation with RCF & carriage dte. of RDSO ) the trial will be conducted in same time frame. S.No. 16:

SUBJECT : Improving small track machine organization

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

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

Railway Board/RDSO are awaited.

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

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

grade officers, Director/TM/Rly. Board as convener has already submitted report to Railway Board vide

letter no. 2006/CE-II/TK/9 dated 03.08.06. However, specification of self propelled 8 wheeler RBMV has

also been finalized and tender has been invited by Railway Board.


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

be issued.

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

S.No. 2 – Board’s order on JA Grade Officer’s committee regarding transportation of small track

machines, letter no. /CE-II/TK/9 dated 03.08.06 is awaited.

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

amendments required in extant instructions and / or provisions of manuals. S.No. 1 C Review of specifications of small track machines is to be expedited by RDSO and

completed within 6 months. S.No. 2 Board has already issued instructions for pilot projects of MMU duly concurred by

Finance Dte. SECRETARY’S REMARKS: S.No.1 (A to H except C) Necessary amendments in the Indian Railway Small Track Machine Manual (July 2005) are being incorporated and the draft amendments will be sent to Railway Board shortly for approval. S.No.1 C Revision of specifications of Small Track Machines have been taken up. The specification of “Chamfering Machine Battery Operated” has been framed and sent to Board for approval. Further revision of five small track machines is under process S.No. 2 Item recommended for closure


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S.No. 17:

SUBJECT : Reduction in thickness of end post of glued joints.

(1127/79/CT/MT/GJ) (1167/22/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : SE Railway observed that there is crushing of end post which is made manually by joining layers of glass

fiber cloth reinforcement by glue. Ferule is also getting crushed as it is also made of same material. SE

Railway suggested to use pre fabricated material. RDSO to continue search of suitable material for end

post and ferule.

COMMITTEE’S RECOMMENDATIONS: RDSO to expedite search of suitable material for 6mm end post and ferule.


Approved.

SECRETARY’S REMARKS: This item may be clubbed with Item for Revision of Specification and fixing of life cycle for avoiding frequent failures of Glued Joints. In order to determine the life of Glued Joints scheme for transverse load testing and fatigue testing in line with that followed for weld testing of joints is being prepared and Glued Joints manufactured with existing specification will be tested in RDSO. In addition, it is proposed to invite Global Expression of Interest (EoI) for exploring sources of improved technology for manufacturing of improved Glued Joints with higher strength and better fatigue life as well as fabrication of Glued Joints in-situ. In the proposed Global Expression of Interest (EoI) it is also proposed to shortlist the sources for development of vendors for manufacturing of improved Glued Joints and in-situ Glued Joints. S.No.18:

SUBJECT : Formation treatment and recommendations of RDSO for treatment

other than blanketing.

(1128/79/GE/Gen/13 TSC Vol-X) (1167/23/80)


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1. SCR may expedite usage of various type of geo grids for gathering experience and

subsequent helping in decision making for most appropriate size & properties for railway

usage.

2. “Sand dumping” cannot be standardized at this stage.


1. SCR may take up trials of geo-grids of the sizes for which offers have been received, so as

to get the data for the efficacy of different sizes of geo-grids.

2. Sand dumping method cannot be standardized as method of formation rehabilitation at this

stage.

RAILWAY BOARD’S ORDER :

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

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


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

2. Formation treatment can best be carried out with the use of Formation

Rehabiliation Machine only and other methods are highly tedious and non-practicable. Efforts for inducting Formation Rehabilitation Machine, i.e. planning for enabling its working should continue.

3. Vide SCR letter no. W 49/III/WF/2002/Vol. VI dated: 14.07.2010, SCR has

stated that they had planed to conduct the extended field trails with available geogrid of 5 sizes in 15 combinations. Vide this office letter no. RS/F/57/Geo-synthetics dated: 08.10.2010, SCR was requested to expedite the matter and apprise about the progress of extended field trial of geogrid.


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S.No.19:

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

(1133/79/CT/Welding/Policy) (1167/26/80)


1. Committee observed that RDSO has issued specification for non contact type rail

temperature thermometer.

2. Committee observed that SC Railway has carried out experiments regarding measurement

of rail temperature outside mould using contact type thermometer.


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

temperature outside mould and its correlation with temperature of rail ends.

2. Committee recommends that RDSO should make efforts towards standardization of temperature

measurement.

3. Feasibility of direct measurement of temperature on rail faces be examined by RDSO.

RAILWAY BOARD’S ORDERS: 1,2 & 3. Approved.

SECRETARY’S REMARKS: 1. Following details have been submitted by SCR :

“In the experiments conducted with the thermocouple digital thermometer it was found that at a locations of 6 cm from the rail end the temperature was between 280o C to 3400 C when the temperature at rail end was 650 to 8500 C for 52kg/60kg 90UTS rails on rail top in case of air petrol welding technique. Temperature at 6 cm from rail end, on rail top, will be 160 to 200o C, when temperature at rail end is 760 to 950 o C for 52 kg/60kg rail with compressed air petrol preheating.

Nearly 70% of the defects were due to in adequate preheat of rail ends. The procedure of checking the preheat based on measurement of temperature of rail ends at a place 6 cm from rail end with thermocouple digital thermometers found effective in achieving quality welds.


62

Time based welding can be replaced by temperature based welding with the use of Thermo sensing Thermometers.”

2. From the details submitted by SCR, it can be seen that there is large variation of

rail temperature as compared to variation in temperature at 6cm away from rail end. Therefore, smaller rise in temperature measured at 6cm away from rail end will result into higher rail end temperature thus giving rise to extent of heat affected zone which is detrimental to life of AT weld.

3. AT welding technique is a unique combination of pre-heating time with respect to particular type of pre-heating equipment, pre-heating fuel combination used and AT portion developed for the purpose. Each firm developing the AT welding technique offers the AT welding technique using particular combination of above mentioned variants. The AT portion used also plays a crucial role during AT welding of rails as the same itself releases lot of heat built-in and it controls the amount of initial pre-heat required for rails. Therefore, the firm developing the AT welding technique decides these parameters in view of above on the basis of in-house experiments before offering the technique for approval and the same are verified during various stages of approval i.e. Lab evaluation, fatigue testing and Field trial. The parameters once approved are sacrosanct for that particular AT welding technique and the same are required to be used for that particular AT welding technique i.e. combination of pre-heating equipment, pre-heating fuel combination used and AT portion developed by the firm.

4. During execution of AT welds, the welder has to handle lot of equipment and

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

The project methodology is based on continuous monitoring of temperature at a location (external location) 60+5mm distance from rail ends tip. A relation will be developed between temperature at rail ends tip and the external location. This relation will ensure that the temperature at external location corresponds to real


63

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

5. Committee may deliberate the above subject and recommend regarding need to

replace Time based welding by temperature based welding and to modifiy para 4.9 of AT welding manual.

S.No.20:

SUBJECT : Use of 700 (2MHz) 8mm probe for detection of Half Moon Crack. (1134/79/CT/USFD) (1167/27/80)


1. Committee observed that RDSO has already proposed a correction slip to USFD manual

which will replace existing procedure of testing of weld flanges using 8mm x 8mm, 70

degree probes by 70 degree side looking probes.

2. Committee observed that the proposed procedure is better in detecting defects in weld

flanges and at web / foot junction.


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

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

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


1. Railway Board had conveyed approval to draft A&C slip regarding proposed procedure using 70o side looking probe (SLP) for approval and deletion of procedure using 700 (2MHz) 8mm x 8mm miniature probe for detection of half moon defect.

2. The A&C slip no. 05 of May, 2010 to Manual for Ultrasonic testing of Rails and Welds, (Revised-2006) has been issued vide letter no. CT/USFD dt. 26/28.05.2010.

3. The item may be closed.


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S.No.21:

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

(1136/79/TM/GL/70 79th) (1167/28/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : There are constraints in opening of track after deep screening by BCM @ 40kmph i.e. availability of

adequate block, packing of cutter bar / end sleeper etc. These constraints should be removed first. At

present there is no need to issue correction slip to IRPWM.

COMMITTEE’S RECOMMENDATIONS: There is no need to modify existing provision of IRPWM regarding relaxing of speed restriction after

deep screening at present and proposal to issue correction slip be dropped and item closed.

RAILWAY BOARD’S ORDERS: Board has already issued instructions to Zonal Railways for opening BCM sites with 40kmph. It is necessary to issue correction slip to IRPWM. RDSO should submit the draft correction slip stipulating the procedure & precautions. SECRETARY’S REMARKS: Draft Correction Slip has been sent to Railway Board vide letter no. CT/IRPWM dated 30.07.2010 for approval and issue.

S.No.22:

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

(1142/79/CT/PTX) (1167/30/80) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS:

COMMITTEE’S OBSERVATIONS : 1. RDSO has issued the drawing for holding the tongue rail by steel shoulder (RT-7074) at sleeper

no. 24, 25, 26 & 27.

2. RDSO should circulate the modified drawing to Zonal Railways.


65

COMMITTEE’S RECOMMENDATIONS: 1. RDSO should circulate the modified drawing to all Zonal Railways for trial.

RAILWAY BOARD’S ORDERS: RDSO shall circulate the modified drawing to all Zonal Railways for trial. All Zonal Railways shall

report the performance in next TSC.

SECRETARY’S REMARKS: RDSO has developed the drawing of special bearing plates and circulated to Zonal Railways vide letter No. CT/PTX dt.22.06/16.07.10. No Zonal Railways has given any feedback regarding its performance. However, they should discuss the same in TSC.

S.No.23:

SUBJECT : Yardstick for USFD testing. (1143/79/CT/USFD) (1167/31/80)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : 1. Committee observed that NFR has carried out work study using analogue SRT for testing of rail,

SEJ and AT welds.

2. Committee observed that CR has also carried out trials and committee is likely to meet shortly.

3. Committee observed that the present item is not for digital machines, thus work study of digital

machines should not be discussed under purview of this item.


Committee recommends that works study for suburban and high density sections be carried out on

Western and Central Railway using analogue machines and committee should expedite submission of

report based on results.

RAILWAY BOARD’S ORDERS: NF, Central and Western railway shall undertake work study using analogue as well as digital rail

tester/weld tester and submit the results at the earliest.


66


1 NF, Central and Western railway were to undertake work study using analogue as well as digital rail tester/weld tester and submit the results. Works study for suburban and high density sections was also required to be carried out on Western and Central Railway using analogue as well as digital machines.

2 The report of committee incorporating work studies on various sections is awaited.

S.No.24:

SUBJECT : Visibility requirement for unmanned LCs (1147/80/ EL)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S RDERS: COMMITTEE’S OBSERVATIONS : As per Railway Board’s Circular No. 2006/CE-I/LX/WP dated 10.06.2006 the unmanned level crossing

with visibility less than 800m is to be considered as level crossing with restricted visibility for manning of

unmanned level crossings. This is in conflict with para 917 of IRPWM where visibility requirement of

new unmanned level crossing is 600m. More visibility is needed to enable the road user to cross the

unmanned level crossing safely due to present behaviour pattern of road users in view of large number of

accidents at unmanned level crossings. Therefore, the existing visibility requirement of 600m in para 917

of IRPWM needs to be revised to 800m.


In para 917 visibility requirement to be amended to 800 m and para 924 of IRPWM to be amended as per

Railway Board letter No. 2006/CE-I/LX/WP dated 10.06.2006. Suitable correction slips to be sent to

Railway Board.


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

SECRETARY’S REMARKS: Draft Correction Slip to IRPWM has been sent to Railway Board for approval vide letter

no. CT/IRPWM dated 30.7.2010.


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S.No.25:

SUBJECT : Discrepancies in IRPWM & USFD Manual regarding provisions

pertaining to metallurgical testing of rails/welds.

(1148/80/ IRPWM, USFD & AT Welding Sub Committee) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS :

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

AT Welding Manual regarding rail and weld pieces to be sent to CMT/RDSO in case of

fracture.

2. Committee observed that existence of instructions in multiple manuals creates confusions in

the field and results in anomalies.

3. Committee observed that changes are proposed by RDSO for rail failure investigations in

case of failure involved in accident / derailment, early failure of rail of Indian origin,

imported rails within guarantee period and repetitive failure of same rolling mark. These

changes are reasonable and can be incorporated in one Manual i.e. IRPWM.

4. Committee further observed that changes are also proposed by RDSO for weld failure cases

involved in accident / derailment and early weld failure. Early weld failure period

prescribed presently is less than warranty period. These changes are reasonable and can be

incorporated in one manual i.e. IRPWM.

5. The duplicate provisions can be removed from USFD Manual and AT Welding Manual.

6. Committee observed that RDSO is better equipped for investigation cases of serious nature

such as derailment / investigations. Thus these cases can be continued to be sent to RDSO.

Other cases can be sent to CMT.


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

appropriate paragraphs.

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

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

future.

RAILWAY BOARD’S ORDERS: 1. Approved.


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2. Approved.


1. Draft Correction Slip to IRPWM has been sent to Railway Board for approval vide letter no. CT/IRPWM dated 30.7.2010.

2. Necessary amendments to USFD Manual and AT Welding Manual will be processed after issue of above correction slip to IRPWM.

S.No.26:

SUBJECT : Flaw detected in SKV welds with 3 piece moulds by 450 2 MHz single crystal

probe

(1150/80/ USFD & Welding/Policy)


1. Committee observed that AT weld collar profile is responsible for false echoes. This is causing

misclassification of AT welds as defective. This problem was also existing in case of 2 piece

moulds as a result of which corrections to chapter 9 of USFD Manual where incorporated in past.

Thus, there is a need to redesign weld profile.

2. Committee observed that weld collar at bottom cannot be eliminated since this contributes to

enhancement of fatigue strength of welds.

3. Committee also observed that the grinding of weld collar to avoid false echoes is also not a

practical and safe solution. The revision in profile of weld collar to avoid false echoes needs to be

examined.

4. Committee observed that RDSO has analysed the problem in details and suggested method of

interpretation to NFR. As a result there is substantial reduction in over reporting of defective AT

welds executed using 3 piece moulds.

5. Committee observed that the procedure suggested by RDSO requires greater skill in interpretation

whether weld is defective or not and may not be practically possible in field using analogue weld

testers. The interpretation can be easily done while using digital weld testers.

6. Committee observed that AT weld testing has not yet fully switched over to digital AT weld

testers which is causing problems in interpretation. Committee also observed that Railway Board

has issued instructions for mandatory use of digital AT weld testers.


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

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

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

problem of over reporting. RAILWAY BOARD’S ORDERS: 1. Zonal railways shall use methodology suggested by RDSO for pinpointing

defective welds.

2, 3. Approved.


1. Zonal Railways may provide feed back regarding methodology suggested by RDSO for pinpointing defective welds. The methodology suggested is already laid down in Chapter 8 of ‘Manual for Ultrasonic testing of Rails and Welds (Revised 2006) as ‘Guidelines for operator’. However, Zonal Railways may share their experience regarding usage of suggested methodology so as make modification, if required.

2. Zonal Railways may share the status of procurement of digital weld tester on their Railways.

S.No.27:

SUBJECT : Maintenance of thick web switches

(1151/80/ TWS)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under:

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


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2. Para no. 237 of IRPWM does not provide details and Drawing numbers for

thick web switches.

3. The locations for wear measurement have not been specified.

4. The proforma for inspection of thick web switches should be developed

based on experience of field.

COMMITTEE’S RECOMMENDATIONS: Committee recommends as under:

1. The locations for the measurement of wear should be specified by RDSO and same will be

sent to Zonal Railways.

2. Zonal Railways should send details of Thick web switch where wear of tongue rail is taking

place as per location given by RDSO.

3. The proforma for inspection of thick web switches should also be developed based on

experience of field which will be provided by Zonal Railways.


1. Approved.

2. Approved.

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

SECRETARY’S REMARKS: None of the Zonal Railways have sent the details of thick web switches where wear is taking place. RDSO has developed the proforma for inspection of thick web switches based on the available experience. The draft proforma has already been circulated to Zonal Railways vide letter No.CT/PTX dt.30.07.2010 for comments. The same is enclosed as Enclosure-A


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Enclosure-A Proforma for Inspection of Thick Web Switches

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

Particulars Details of Inspection

Action taken with date and sign

Details of inspection


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


72

Particulars Details of

Inspection Action taken with date and sign



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






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1 2 3 4 5 Left hand i) At point with 22mm head width (as per annexure A) ii) At point with 55mm head width, where thick web tongue rail and stock rail level is same. (as per annexure A) Vertical and lateral wear may be measured starting at point ‘H’ (22mm head width) and ‘G’ (55mm head width), point where the thick web tongue rail and stock rails are at same level. (as per annexure A) 5. Condition of stock rail a) Right hand: i) Vertical wear ii)Lateral wear (to be measured at 13mm to 15mm below stock rail) (as per annexure A) b) Left hand: i) Vertical wear ii)Lateral wear (to be measured at 13mm to 15mm below of stock rail) (as per annexure A) 6. Condition of fittings of thick web switches 7. Gauge and cross level in thick web switch and lead portion:- a) At 450mm ahead of toe of switch b) At ATS between the two stock rails: c) At 150mm behind toe of switch (only gauge): i) For straight road: ii) For turnout:


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


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12. Versines in thick web switch and lead portion. a) Versines of curved stock rail and lead rails up to end of lead curve (see note below): Station Versines in mm 0. (Heel/ATS) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. b. Versines of curved thick web tongue rail and lead rails upto end of lead curve (see notes below) Station Versines in mm 0. (Heel/ATS) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Note: Versines to be recorded at 3m interval on 6m chord length commencing from ATS for curved switches.


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1 2 3 4 5 13. Housing of stock thick web and tongue rails: LH: RH: 14. Seating of thick web tongue rails on slide chairs: LH: RH: 15. Straightness of straight stock rail: (measured on 10m chord) 16. Straightness of straight thick web tongue rail: (measured on 10m chord) 17. Distance between gauge faces of stock rails at JOH: 18. Distance between web to web of thick web tongue rails at respective stretcher bar locations (if provided): a) Leading stretcher bar b) 1st following stretcher bar c) 2nd following stretcher bar 19. Gap between top edge of stretcher bar and bottom of rail foot at: a) Leading stretcher bar b) 1st following stretcher bar c) 2nd following stretcher bar 20. Clearance at JOH: i) When set for mainline a) On open tongue rail side b) On closed tongue rail side ii) When set for turnout side a) On open tongue rail side b) On closed tongue rail side


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Particulars Details of

Inspection Action taken with date and sign



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


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Annexure - A

Particulars of Tongue Rails Showing Location and Head Thickness at Level Point of Stock and Tongue rail.

SN Description of switches Drg. No.

of Tongue rails

Location of (22mm) head from ATS

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

Location of JOH from ATS

1

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

RT-

6155/1

2678

4958

5837

2


RT-

6280/1

1098

2621

3229

3


RT-

7076/1

3054

5916

7043


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S.No.28:

SUBJECT : Maintenance of Spring Setting Devise :

(1152/80/ TWS) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under: 1. For maintenance of SSD, instructions do not exist.

2. SSD can be used where there is problem of setting of tongue rail with stock rail.

3. There are maintenance problems in the field where SSD have been provided. SSD is not a fit and

forget item.

4. The periodic oiling, greasing, replacement of grease etc. have not been specified.

5. Zonal Railways are already procuring SSD with laying and maintenance by supplier.

6. Manufacturers have not supplied the details of maintenance as IPR is not transferred.

7. RDSO has already evaluated the SSD for 1.5 lakh cycle movement.

COMMITTEE’S RECOMMENDATIONS: Committee recommends as under:

1. Central, Eastern, North Eastern, South Eastern and South Central Railway will send the

report on maintenance problem and suggested maintenance procedure to RDSO.

2. RDSO will study the above and prepare the maintenance instructions.


1. Approved.

2. Approved.

SECRETARY’S REMARKS: Central, Eastern, North Eastern, South Eastern & South Central Railways were requested to send report on maintenance problem and to suggest maintenance procedure of SSD to RDSO. The same have not yet been received. However, RDSO has prepared laying and maintenance instructions for Spring Setting Device (SSD) which is enclosed as Annexure-A


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Annexure-A LAYING & MAINTENANCE INSTRUCTIONS FOR

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

1. The point selected for laying SSD should be on straight layout with point machine operation.

2. Before laying SSD, the point should be attended for gauge and cross levels. The sleepers should be packed properly.

3. Versines of curved stock and tongue rails should be within +2mm of the desired values. Designed versines of curved stock and tongue rails for various types of Over Riding and Thick-web curved switches are as under :

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

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

30 40 30 32 43 32

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

52 69 52 57 76 57

6400mm thick-web curved switch RT-6280

52 69 52 57 76 57

10125mm curved thick-web switch RT-6155

30 40 30 33 44 33


17 22.5 17 20 26.5 20

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

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

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

10125mm O.R. curved switch RT-4219

1530 1544 1566 1576


1530.5 1545 1566 1579


1558 1577.5 1596.5 --


1559 1578 1596.5 --

6400mm thick-web curved switch RT-6280

1528 1543 1546 --


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1458 1474 1516.5 1582

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

and 1740mm for 52Kg switches. Values in field should be within +2mm or as close as possible.

6. Distance between gauge faces of stock rails at Heel should be 1848 +1 for 1:12 and 1:16 and 1855+1 for 1:8.5 curved switches.

7. Distance between gauge faces of stock rails at ATS should be 1673+2mm in both types of switches.

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

9. Straightness of stock/tongue rail should be within +2mm and same should be free from kinks.

10. SSD with gauge tie plate should be installed near JOH. 11. AT the time of installation, if all the above conditions are fulfilled, the SSD must give a

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

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

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

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

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

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

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

18. Observations shall be recorded on the requisite proforma.


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Enclosure-A

PROFORMA FOR MONITORING PERFORMANCE OF SPRING SETTI NG DEVICE FOR OVER-RIDING CURVED SWITCHES LAID ON FAN-SHAPED PSC SLEEPERS.

1. Rly./Division : 2. Station : 3. Point No. : 4. SSD drawing no. : RT-6945 5. Date of laying : 6. Type of turnout : 1:8 ½ /1:12 7. Throw : 115 mm 8. Rail Section : 60 kg/52 kg Stock Rail 9. G.M.T. of the Section : 10. Gap at JOH :

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

Throw at

ATS

Gap on open side of tongue

rail

Gap on closed side of tongue

rail

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

part of it.

i) Set for main line

ii) Set for turnout

11. Check

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

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

Sleeper Number/

location

3

At ATS

5

7

At JOH for 1:8.5 Switch

9

11

At JOH for

1:12 Switch

15

i) Set for main line ii) Set for turnout

14. Comparative behaviour of wear of tongue rail on same or nearby location laid without SSD: 15. Behaviour of SSD from signaling point of view: 16. Remarks: RDSO Official SE/P.Way


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PROFORMA FOR MONITORING PERFORMANCE OF SPRING SETTI NG DEVICE FOR THICK-WEB CURVED SWITCHES LAID ON FAN-SH APED PSC SLEEPERS.

1. Rly./Division : 2. Station : 3. Point No. : 4. SSD drawing no. : / RT-6216 5. Date of laying : 6. Type of turnout. : 1:8 ½ /1:12/1:16 7. Throw : 160mm 8. Rail Section : 60 kg/52 kg Stock Rail 9. G.M.T. of the Section : 10. Gap at JOH :

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

Throw at

ATS

Gap on open side of tongue

rail

Gap on closed side of tongue

rail

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

part of it. i) Set for main line

ii) Set for turnout

11. Check

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

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

Sleeper Number/ Location

2/3

At ATS

5

7

At JOH for 1:8.5 Switch

9

11

At JOH for

1:12/ 1:16

Switch

15

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


84

S.No.29:

SUBJECT : Emergency sliding boom at level crossing gates.

(1154/80/ LC/Safety)

DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Zonal Railways to conduct trial of emergency sliding boom after obtaining drawing from SCR. E.Co.R

& NR to take lead.

COMMITTEE’S RECOMMENDATIONS: Zonal Railways to conduct trial of emergency sliding boom after obtaining drawings from SCR, E.Co.R

& NR to take lead. Trial results to be sent to RDSO for compilation and adoption.

RAILWAY BOARD’S ORDERS: Approved.


Trial report is awaited from East Coast and Northern Railways.

S.No.30:

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

(1156/80/ USFD) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS :

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

problem.


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2. The phenomenon of generation of vertical transverse defects in rail head is becoming wide

spread. Previously it was seen only in single line sections and rails with ‘D’ mark. Now

this phenomenon is being seen on multiple line sections and other than ‘D’ mark rails also,

3. Committee observed that RDSO had issued a procedure for detecting such defects in ‘D’

marked rails using 70 degree probes vide correction slip no. 2 to USFD Manual. This was

based on increased gain of 10 dB. This procedure can be used to identify the problem

stretches in field for confirmatory checking with 70 degree / 45 degree probes.

4. Committee observed that Zonal Railways need to identify the stretches prone to such defects

for scanning these stretches with 45 degree probe using side probing for pin pointing

location and extant of defect. However, side scanning with 45 degree probe is having

problem where there is wear on gauge face / rusting on non gauge face. Difficulties are also

faced with water as couplant on vertical faces. This may require grease as couplant.

5. Committee observed that SCR has conducted some trials using 45 degree probes from rail

top and results are reported to be encouraging. This procedure can avoid difficulties of

couplant stability on vertical faces of rail.


1. Committee recommends use of procedure suggested by RDSO for ‘D’ marked rails for identified stretches where phenomena of occurrence of vertical transverse defects is common.

2. Use of 45 degree probe for side scanning can be resorted to for confirming existence of defects. 3. Details of procedure under trial by SCR for scanning from rail top be sent to RDSO for

examining feasibility of its adoption. RAILWAY BOARD’S ORDERS: 1,2 & 3. Approved.


1. The details sent by SCR were examined in consultation with M&C Dte./RDSO and following observations were made:

i) During the trial, rail end has been taken as reference for vertical transverse flaw. It is clarified that signal coming from rail end is due to geometry of rail profile and can not be absolutely presumed as vertical flaw.

ii) SCR shall create flat bottom holes (FBH) of various diameter viz. 5mm, 7mm, 10mm etc. at rail end and perform experiment with these flat bottom holes. The depth of FBH shall be of sufficient depth so that signal from FBH and rail end may be differentiated.

iii) The results obtained from above mentioned exercise using 73.5º probe may be sent to this office for study. CTE/SCR has been requested to undertake above mentioned exercise and advise RDSO.


86

2. CTE/WR has also sent the details and it was observed that type and size of

artificial flaw is not mentioned. CTE/WR has been requested to carry out experiments using flat bottom holes of various diameter viz. 5mm, 7mm, 10mm etc. at 10mm below rail head.

3. M&C Dte./RDSO is also undertaking in-house experimentation regarding

detection of vertical transverse flaw in rail head and any breakthrough regarding same shall be apprised in due course of time.

S.No.31:

SUBJECT : Minimum track centre for new 3rd and 4th lines.

(1157/80/ SD/Rev/BG/MG) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS :

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

however, in this case also clearing of all tracks quickly cannot be ensured at all times.

2. Committee observed that in case of multiple line sections patroller/keyman faces problem in

clearing all the tracks when he is on middle lines. Thus safety of workman is involved.

3. Problems are also being faced at work sites in clearing tracks when there are trains on one or

more multiple lines.

4. Presently, muck wagons are not being used with BCM machines which is giving rise to

problem of muck disposal while working on multiple line section.

5. Committee observed that provision of increased centre will also facilitate provision of

proper cess width and drains.

6. Committee observed that while adopting increased track centers in mid sections and not

doing so in yard would create reverse curves at the approaches of stations. On the other

hand if the increased centre distance is adopted in yard also, lot of dismantling in station

area many become necessary. Thus there are pros and cons of adopting increased track

centre.

7. If trolley removal between lines is considered then requirement of increase in track centre

comes to 5.3m (existing track centre distance) + 2.5m (trolley width) = 7.8 m.


1. Committee recommends adoption of 7.8 m track centers in case of new 3rd line.


87

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

pairs to ensure safety of patroller, inspecting officials, workmen/gangmen and removal of

push trolley.

RAILWAY BOARD’S ORDERS: 1 & 2. Not Approved as increase in centre to centre distance of the track will increase the cost of

the projects considerably. RDSO should study the existing inspection and maintenance practices in

multiple lines and suggest changes having regard to the mechanization and study track structure.


In view of Railway Board order a letter to all Zonal Railways has been sent on 3-11-2010 for obtaining their experience regarding maintenance practices on above subject.

S.No.32:

SUBJECT : Trial of different fastening components on Indian Railways.

(1160/80/ EF/TRIAL) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under:

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

2. SE, SC Railways takes lot of interest in trial of new item for technological development.

3. Other Zonal Railways have raised problem for procurement of trial item as under:

a) There is constraint of fund and separate head is not provided.

b) Finance do not vet indent as procurement of trial item is not vetted by Railway Board

Finance.

c) There is need to frame policy for trial, so that same can be monitored and action can be

taken at all level.

4. Thermoplastic and elastomer rail pad has been procured recently. NR and E.Co.R laid recently.

Performance to be sent to RDSO regularly.

5. Tender condition has been framed by CR for improved rubber pad and vetted by finance. RDSO

should obtain this and circulate to Zonal Railways for universal adoption.

6. SER & SCR should carry out trial of nylon cord reinforced GRSP in turnout portion & report

performance.


88

7. Trial of rail pad developed by M/s Rawatsons in turnout portion should be expedited by Zonal

Railways. S C Railway already procured the pads. Other Zonal Railways has to taken actions.

8. Insulated metal liners developed by M/s Rawatsons have been procured by SE Railway. SE

Railway to send performance particularly from corrosion of rail point of view.

9. ERC Mk-V not procured by WR & E.Co.R. These railways yet to take action. ECoR should

send latest performance as CTE mentioned that performance

of clips supplied earlier is not satisfactory.

10. Performance of G clip is satisfactory. Railway should take early action for procurement of

extended trial purpose.

11. Zonal Railways reported that tender of PSC sleeper for 25T is in finalization stage.

12. Performance of fittings in track circuited area will be sent by Zonal Railways jointly with Signal

Department to RDSO. RDSO will carry out joint inspection in SE & SC Railways. In general,

CTE’s advised committee that performance is satisfactory and item to be adopted.

COMMITTEE’S RECOMMENDATIONS: Committee recommends as under:-

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

2. Policy for trial should be issued by Railway Board and separate funds for the same should

be provided.

3. Tender condition for improved rail pad prepared & vetted by CR should be issued to all

Zonal Railways for universal adoption.

4. SER & SCR should carry out trial of nylon cord reinforced GRSP in turnout portion &

report performance to RDSO.

5. E.Co.R should send the latest performance report of ERC Mk-V to RDSO.

6. Performance of fittings in track circuited area to be send by Zonal Railways jointly with

Signal Department to RDSO. RDSO to carry out joint inspection in SE & SC Railways. In

general, committee advised that performance is satisfactory and item to be adopted.

7. Zonal Railways should expedite the trial and report performance to RDSO of all the trial

items.

RAILWAY BOARD’S ORDERS : Item nos-1,5&7 Approved. Item no-2- Trials should be charged to appropriate head under Revenue/DRF.


89

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

Item no.3- RDSO has already issued specification for improved rubber pads. This should be

adopted. Tender conditions should be framed by Zonal Railways in consultation with associate finance. Improved rubber pad should be procured from RDSOs approved part-I suppliers of GRSP 6mm.

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

RDSO. SECRETARY’S REMARKS: Trial of different fastening components & sleeper is in progress. Status of trial of these components are-

Status of trial of different fastening components and sleeper

S.N Item Railways

Date of order for trial

Trial proforma/scheme issued

Status

1 Thermoplastic Elastomer rail pad

N, NC, ECo., SC & C

29.05.03 Yes

Procurement and laying has been completed. These pads have been laid by concerned Zonal Railways between Sep’09 to Mar’10. Performance of the pad as reported by NCR & ECoR after six months of laying is satisfactory.

2 Improved rail pad All Zonal Rlys

05.12.08 Yes

Trial of this item should be deferred due to non-availability of testing facility i.e. impact attenuation & inclined repeated load test. M&C directorate is procuring these machines.

3 Nylon cord reinforced GRSP for turn outs

All Zonal Rlys

03.07.09 Yes None of the Zonal Railways procured this item till now in compliance to item no.4 of Railway Board orders on TSC recommendations. However, RDSO has started process of short listing of firms as per Railway Board’s instruction.

4 Rail pad developed by M/s Rawatsons

N, NC, ECo., SC & C

07.04.08 Yes South Central Railway had laid these pads and sent performance of 3 months service. As per report, performance is satisfactory. Other Railways are in process of procurement of pads.

5 Insulated Metal Liner developed by M/s Rawatsons

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

21.08.07 Yes Except SER, none of the Zonal Railways have procured the item. SER to send detailed report on proper proforma.

6 ERC Mk -V WC, W, & ECo. (Extended trial)

01.06.07 Yes Out of WR, WCR & ECoR, only WCR has laid the clip under extended trial. As the work of extended trial is very slow, it is decided by Railway Board to draw conclusion on the basis of performance of the clip laid under initial trial as on date. Report on the basis of initial trial and testing of clip taken out from the field which was laid under initial trial at RDSO has been prepared and submitted to Railway Board. For consideration of this item for regular adoption or otherwise, this item has been separately proposed as an item in agenda.


90

7. G-clip developed by M/s Logwell Forge Ltd.

S, SE, SEC & SW (Extended trial)

27.03. 09 Yes None of the railways has given any feedback. As the work of extended trial is very slow, it is decided by Railway Board to draw conclusion on the basis of performance of the clip laid under initial trial as on date. Report on the basis of initial trial and testing of clip taken out from the field which was laid under initial trial at RDSO has been prepared and submitted to Railway Board. For consideration of this item for regular adoption or otherwise, this item has been separately proposed as an item in agenda.

8. PSC sleeper for 25 t axle load

ECo., SE, SC & SW

27.01.09 Yes ECoR and SER have placed PO. However, report has not been furnished about laying. Action has not been taken by SWR & SCR for laying of these sleepers.

9 Insulated fittings for steel channel sleeper on bridges in track circuited areas.

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

1. Through 74th TSC vide this office letter no.CT/JE dated 6.8.2004. 2.Vide letterCT/JE dated 18.6.07

Yes

Yes

In spite of repeated chasing, no joint performance has been reported by any zonal railway. The performance of insulated fittings of M/s Shree Bihari Ji Corporation is awaited from NRly.


91

S.No.33:

SUBJECT : Inspection and maintenance of points and crossings

(1161/80/ PTX) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under:-

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

2. Gauge for vertical wear measurement of tongue rail are not available.

3. There is no need to include the condition of gapless fish plated joint in the proforma.

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

Usually, super elevation is not provided in turn-in-curve.

5. Item no. 12 for measurement of versine in switch and lead portion, may remain in proforma

and their measurement may be recorded at reduced frequency.

6. Item no. 14 for seating of tongue rail on slide chairs, is not so important.

7. Item no. 18 for distance between web to web of tongue rail at respective stretcher bar

locations, may remain in proforma but, should be recorded at, reduced frequency.

8. Duty of PWI is being discussed separately and the above provision of proforma will be

discussed in regard to their recording frequency.

9. All the suggestions given for revision of proforma for inspection of Points & Crossings have

been noted by IRICEN.

COMMITTEE’S RECOMMENDATIONS: Committee recommends as under:- IRICEN will look into the suggestions given by Zonal Railways. The proforma for inspection of Points

& Crossings will be suitably modified by IRICEN taking into consideration all the relevant points. The

proforma shall be circulated to all Zonal Railways.


1. Approved.

2. New proposed Proforma shall be discussed in next TSC. SECRETARY’S REMARKS: RDSO has not received any proforma from IRICEN. IRICEN should present the new proforma of inspection and maintenance of Points and Crossings to committee.


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S.No.34:

SUBJECT : Increase in top formation width

(1163/80/ GE/Gen/TSC/13) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under: It is highly desirable to increase formation width to provide more cess and better working conditions on track. Also it will add to the safety of trackmen. Existing formation width needs to be increased to accommodate increased ballast depth of 350mm, ballast side slope of 2H:1V and 1200mm cess width, as recommended & approved for DFC in recently approved RDSO’s ‘Guidelines & Specifications of Formation for Heavy Axle Load, Nov, 2009. Calculation of Formation Width with 350mm ballast cushion is as under: Ballast Side Slope = 2H:1V & Cess Width = 1200mm Formation width = sleeper Length +2(Ballast Haunch Width+ Ballast Side Slope Width + Cess Width) Hence, Formation width = 2750 +2(350+ 1525 + 1200) = 8.9m Calculation of Formation Width with 300mm ballast cushion is as under: Ballast Side Slope = 2H:1V & Cess Width = 1200mm Formation width = sleeper Length +2(Ballast Haunch Width+ Ballast Side Slope Width + Cess Width) Hence, Formation width = 2750 +2(350+ 1325 + 1200) = 8.5m Formation width should be adopted same as recommended for DFC i.e. 8.5m for single line with 300mm ballast cushion and 8.9m for single line with 350mm ballast cushion for single line and for double line additional width of 5.3m as track centre over formation width for single line. COMMITTEE’S RECOMMENDATIONS : Committee recommended as under: Committee recommended for adoption of same section as recommended for DFC i.e. 8.5m for single line with 300mm ballast cushion and 8.9m for single line with 350mm ballast cushion for single line and for double line additional width of 5.3m as track centre over formation width for single line.

RAILWAY BOARD’S ORDER :

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


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SECRETARY’S REMARKS: Since this item was not approved by Railway Board, but this item still needs to be reconsidered i.e. formation width is required to be increased due to the following reasons:

a) Ballast cushion has been increased from 300 to 350 mm. To accommodate

increase ballast cushion, formation width should be increased by 150 mm to 200 mm.

b) Ballast side slope is presently 1:1 which is unstable and keeps on disturbing due to train vibrations. This needs to be flattened upto 2H:1V (or Min. 1.5 H:1V).

c) Cess width is 90cm at present which needs to increased upto 1.2 m from safety considerations of track men and facilitation of movement.

More over vide this office letter of even no. dt. 17.08.2010, addressed to Director Civil Engg.(P), Railway Board, formation width is required to be increased due to the above reasons. Hence, the committee may consider again and recommend formation width considering above facts.

S.No.35:

SUBJECT : Criteria for Deep Screening of ballast

(1166/80/ GE/Gen/TSC/13) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under: Concept of fouling index for fouling of ballast: Objective is to find out the fouling index based on the muck content which is achieved from the sieve analysis done by 40mm, 20mm, 10 mm, 4.75mm sieves. The criteria will save the maintenance cost and ballast procurement towards replacement on account of different work, reducing the tamping cycle and also increase the deep screening cycle. RDSO suggest following experimental Fouling Index formula i.e FI = 0.3(P40-50) +(0.3 P20) +(0.3 P10) +(0.4 P4.75)* P40, P20, P10 & P4.75 are % passing on 40mm, 20mm, 10 mm & 4.75mm sieve. * Underline factor cannot be –ve. Omit underline factor if –ve. Where: FI = % Contamination Fouling Index P40 = % Undersize 40mm sieve, P20 = % Undersize 20mm sieve, P10 = % Undersize 10mm sieve, P4.75 = % Undersize 4.75mm sieve


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Proposed values for Fouling Index for Deep screening Criteria are as under: Criteria for fixing Contamination / Ballast fouling Index for deep screening of Ballast vis-a-vis Speed & Annual GMT are mentioned under Speed Annual Contamination fouling GMT Index(FI) >120 Kmph 30 > 30 % >100 Kmph 15 > 35% > 90 Kmph 10 > 40% Others > 50% There is immediate need to evolve such formula to assess condition of ballast in situ for cleaning requirements on IR. The formula suggested by RDSO needs to be checked & validated for large no. field data of sieve analysis of contaminated ballast on various sections in zonal railways. Formula can be reviewed, if required for border lines cases requiring cleaning for various sections exposed to varying speed, GMT, axle load and conditions. Thus, there is need to evolve a generalized formula considering actual field data of existing ballast for tracks on all over Indian Railways. Zonal railways should provide actual ballast data to RDSO for the study. COMMITTEE’S RECOMMENDATIONS : Committee recommended as under: RDSO to continue the study at few more locations for varying speed, axle load and conditions. Zonal Railways to assist in identifying the locations of studying the specific locations to evolve a comprehensive formula for ballast contamination. RAILWAY BAORD ORDERS: Zonal Railways to provide the data to RDSO for evolving criteria of Deep Screening as per need based requirements. SECRETARY’S REMARKS: It was mentioned in the Railway Board’s orders that Zonal Railways to provide the data to RDSO for evolving criteria of Deep Screening as per need based requirements. All Zonal Railways have been requested vide letter no. GE/GEN/11/CE Conference, dated 03.02.2010 to provide screening results and GMT, Axle load, and ballast specification of the caked up ballast specifications just before deep screening so that need based formulae can be evolved as per the field conditions. So far Zonal Railways has not provided the data to RDSO for evolving criteria of Deep Screening as per need based requirements, mentioned in RDSO letter dated 03.2.2010. Item was also discussed in CTE conference held in IRICEN/Pune recently and asked to send data for deep screening. No railway has so far sent the data.


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S.No.36:

SUBJECT : Maintenance tolerance of gauge

(1168/80/ IRPWM) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : There is problem of wear in rail due to tight gauge in curves, therefore, slack gauge need to be provided

by using slack gauge sleepers, on curves with radius less than 440 m. Committee further observed that

provision of Para 224 (2) (e) (v) should be amended to allow slack gauge upto +20 mm applicable for

curves with radius less than 440 m. -6 to +15mm gauge tolerance limit to be applicable for curves with

radius 440 m or more.

COMMITTEE’S RECOMMENDATIONS: Committee recommended to modify existing provision of Para 224 (2) (e)(v) of IRPWM where limit of

curve for maintenance tolerance of gauge should be modified to 440m radius instead of existing

provision of 350m radius. On curves with radius less than 440m slack gauge sleeper should be used.

RAILWAY BOARD’S ORDERS: Approved. RDSO should send draft correction slip to IRPWM. Item to be closed after issue of correction slip to IRPWM. SECRETARY’S REMARKS:

Draft Correction Slip to IRPWM has been sent to Railway Board for approval vide letter no. CT/IRPWM dated 30.7.2010.

S.No.37:

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

(1169/80/ PTX/Policy) DELIBERATIONS DURING 80 th MEETING OF TSC & RAILWAY BOARD’S ORDERS: COMMITTEE’S OBSERVATIONS : Committee observed as under:

1. None of the Zonal Railways have reported the problems due to change of cant from1 in 20

to zero in four number of sleepers.


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2. There is a problem of tamping of exit sleepers in field because of space constraint. RDSO

should look into the possibility of design of longer exit sleepers.

COMMITTEE’S RECOMMENDATIONS: Committee recommends as under: As there is a problem of tamping of exit sleepers in field because of space constraint, RDSO should look

into the possibility of design of longer exit sleepers.

RAILWAY BOARD’S ORDERS: Approved. SECRETARY’S REMARKS: RDSO checked the position of design of longer exit sleeper. Accordingly, 08 nos. of longer sleepers for 1 in 12 with longest sleeper of 5310mm and 06 nos. of longer sleepers for 1 in 8 ½ have been designed with longest sleeper of 5290mm. These drawings have been issued to NCR vide letter No. CT/SRC/PTS/UIC-60Kg dated 23-09-2010. NCR should report performance.

Documents

GOVERNMENT OF INDIA MINISTRY OF RAILWAYSrdso.indianrailways.gov.in/works/uploads/File/tsc.pdf · 8 1177 Anomalies in IRPWM & LWR Manual Item Proposed in CTE’s Seminar-2010 19 9