GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS
MANUAL OF INSTRUCTIONS ON
LONG WELDED RAILS
1996
rt |rz tt =t
+ |+tt
|;t + : zs
|+t = 1+-1-zz = = t = a = =
t | |qx t|r
Second Reprint 2005
Embodying all advance correction slips upto
number 8 dated 14-01-2002
tt nt=tt
t xt
= t=ttt :t r
For official use only
+ t+ |=r t+= +
o+= - zzt11
RESEARCH DESIGNS AND STANDARDS ORGANISATION
LUCKNOW - 226011
=+ - =-
-t |rx t t =t + |+tt 1sst
(|;t + :)
|t
``=--| - |-:- t = +|t| =| =+ + |--=|`` -+ :vv + =|t| =| ; || ;= |++|-=| +
|t-| t = +t =--| - |-:- t =| (= :- =|t) - =-- - |-:- t =| (=| :- =|t) =|
|--|++| - =+ t = =+ =+||r- |
= | |- |++|-=| -+ :vvr + =|t| =| ; |, |==+ -+ :vv =| |++|-=| = |= =|t|
|= =+-- |= ++ -| rc|= | t =| = +| , = |++| |+ = (= = -|) |= |{= -|
|-{+= - - |-: { +|= - =+ t -| |t-| t = t =+ =| t =| |++|-=| = -|+ +t
|t-| t = t =+ |++|-=| (|.t .t .+.|+.) =| =++|+ = =|t =+ |- +|t-- + =+||r- r |
-- +|+ |-|- + = | |- |++|-=| = |= =|= |=++ =|t| |= =| = r | r |++|-=|
-+ :vvr + =|t| |++|-=| =| |a-| + ++ : r - ;=+ = c|- -+ :cc: -= = =| |= ++
=+||r- r | ;= |++|-=| =| |.t .t .+.|+. = =+|+ r| ||=|t |+ r | + c ; =||+t =+-=+
+t -|+| =| = |=+ +|t|-|-| = =+ = = + t= =+ =|t| =t ==- r | ;= |++|-=| =|
|==||t, +r= = r| =++||- +|+= -=|+t| - -=| = +| = |= =| ; r|
=--| -|-:- t=|{=-- -|-:- t=| + =- |==| =|t = -=|+t| - -=| =| +| =-=
+ c ; =||+t = =+ +| + = +-|- | +=| |-|r ||=|t + |+ r| + = +-|- r| |=| =| ==-|
r|
(i)
MANUAL OF INSTRUCTIONS ON LONG WELDED RAILS 1996
(SECOND REPRINT)
INTRODUCTION
Manual of Instructions on Long Welded Rails was issued in 1979. This Manual
contained instructions for the installation and maintenance of Long Welded Rails
(LWR) and Continuous Welded Rails (CWR) on Indian Railways.
The Revised Manual issued in 1996 incorporated all the correction slips issued to
the Manual of 1979 and also changes required due to use of 60kg rails, adoption of
Alumino Thermic (SKV process)/Mobile Gas Pressure/Flash Butt welding, mechanized
maintenance & adoption of Indian Railways Permanent Way Manual (IRPWM) in
place of Indian Railways Way and Works Manual (IRWWM) etc.
To date, eight correction slips have been issued to the Revised Manual. This
Manual is the second reprint of the Manual issued in 1996 and incorporates all these
correction slips. This Manual shall have the same authority as IRPWM. The Chief
Engineers may issue supplementary instructions from time to time to suit local working
conditions.
The recommendations in the Manual have been framed for use of standard sleepers
and fastenings already approved. Any other type of sleepers and fastenings may be
used in LWR/CWR only after the same are approved or specifically authorized by the
Chief Engineer.
(i)
)M0
tt . |t s
1. |ttt :
:.: =--| - |-:- t = :
:.: =-- - |-:- t = :
:. =|| -|-:- t= :
:.+ --=+ =--|; :
:. |-- |---|t =| : (= ; = ) :
:.r -=t t = :
:. t = =| -|++|+ :
:. =| =- t = -|++|+ :
:.v |--= t|r- =t+| (:|-- |=) :
:.:c = -|++ -|++|+ :
:.:: |--= r|+ =| -|++|+ :
:.:: =| = =+ |=- t = -|++|+ :
:.: |--= + +- -|++|+ :
:.:+ t= =t (-||+=|)
:.: =t =--|; (=

)
:.:r + +| =+ =| --
:.: =: +|=+ =| --
:.: t =+ =| = -|=t (=|-=| |=: + =|= =)
:.:v + c ; =||+t
z. t = = tt+ =t t+ +
:.: +|+|t +
:.: -|++|+ =| +|++ +
:. = :- =|t{=| :- =|t + -|+| -=
(ii)
CONTENTS
Para No. Description Page
1. DEFINITIONS 1
1.1 Long Welded Rail 1
1.2 Continuous Welded Rail 1
1.3 Short Welded Rail 1
1.4 Breathing Length 1
1.5 Switch Expansion Joint 2
1.6 Buffer Rails 2
1.7 Rail Temperature 2
1.8 Mean Rail Temperture 2
1.9 Destressing 2
1.10 Installation Temperature 2
1.11 Destressing Temperature 2
1.12 Prevailing Rail Temperature 2
1.13 Stress-free Temperature 2
1.14 Rail Tensor 3
1.15 Anchor Length 3
1.16 Hot Weather Patrol 3
1.17 Cold Weather Patrol 3
1.18 Consolidation of Track 3
1.19 Chief Engineer/Chief Track Engineer 3
2. MEASUREMENT OF RAIL TEMPERATURE 4
2.1 Thermometer 4
2.2 Temperature Measurements 4
2.3 Thermal Forces in LWR/CWR 5
(ii)
tt . |t s
+. = xr tt{t xr tt = |= + tt+
.: = :- =|t{=| :- =|t |-=|+ = |= =|+|- |-|-|
.: = t
. -|= r
.+ + c ; =||+t =| =+ +| + r
+. = xr tt{t xr tt = |= t = t+t r
+.: =| t+ + (t+|) r
+.: |;| = + -| = ++ r
+. -=|+t -| - =
+.+ t=
+. |-|-
s. =-t |rx t =t t t |rx t =t =t |ct+t ::
.: =- ::
.: -|++|+ =|= :
. =+ |- =|+ | :
.+ |t |= =| :+
. = :- =|t -+|+ = |= - |-: :+
.r = ; = = |=| =r :
. = :- =|t =| :|-- |= :
. = :- =|t =| =| :- =|t + =| :+| :v
.v = +|= ::
t. = xr tt{t xr tt =t + ta ::
r.: =|+|- ::
(iii)
Para No. Description Page
3. PERMITTED LOCATIONS FOR LWR/CWR 5
3.1 General Considerations for Laying LWR/CWR 5
3.2 Alignment 5
3.3 Gradients 6
3.4 Approval of Chief Engineer 6
4. TRACK STRUCTURE FOR LWR/CWR 6
4.1 Formation 6
4.2 Ballast Cushion and Section 6
4.3 Sleepers & Fastenings 7
4.4 Rails 8
4.5 Miscellaneous 8
5. LAYING OF LWR & CWR 12
5.1 Survey 12
5.2 Temperature Records 13
5.3 Materials Required 13
5.4 Preliminary Works 14
5.5 Welding of Rails to form LWR 14
5.6 Gaps at SEJ 15
5.7 Destressing of LWR 15
5.8 Joining LWRs into CWR 19
5.9 Reference Marks 21
6. MAINTENANCE OF LWR/CWR 21
6.1 General 21
(iii)
tt . |t s
r.: |+|+- t =+ =+ t ::
r. |- + t =+ =+ t :+
r.+ =+ t = | t|+ :|-- |= :r
r. = := =|t{=| :- =|t = =+ t r - |- + +-=t :
:. tt- +t :
.: ==|+|- +|=| =| = | :
.: t= +| =| +t-+- :
. |-- |---|t =| : :v
.+ t =+ =| -=|= c
. -= =-|; :t -| +|: :
a. |+tta t t |= o :
.: |+t| :
.: |t=|: :
s. = t|tt = =-t , |- t|tt t v|a
v.: =| =| t |=-+ ||t|
v.: |
v. ``=t`` =|t ``+ =t``
(iv)
Para No. Description Page
6.2 Regular Track Maintenance 21
6.3 Special Track Maintenance 24
6.4 Destressing during Maintenance 26
6.5 Special Equipment for Maintenance of LWR/CWR 27
7. UNUSUAL OCCURRENCES 27
7.1 List of Unusual Occurrences 27
7.2 Rectification of Rail Fractures 27
7.3 Damage to Switch Expansion Joint 29
7.4 Buckling of Track 30
7.5 Breaches, Temporary Girders and Diversions 31
8. INSPECTION AND RECORDS 31
8.1 Inspection 31
8.2 Records 32
9. DUTIES, RESPONSIBILITIES, 33
AND TRAINING OF STAFF
9.1 Duties and Responsibilities 33
9.2 Training 38
9.3 Dos and Donts 38
(iv)
|t| t
|t|e . |t s
I --=+ =--|;| v-+:
II - :| =|;+ = +| = | =| = |-v -=|+t| +t = :- =|t +:-+
|-=|+ = +r= =| t =+ t = =+ + t= =+
III |- =|+|=| =| = | ++
IV vc | = -| =: |+ -|= t=| +-+
= |= =+
V |-| t = -|++|+| =| t t =+ = t+|=| +-rr
r - = ; = + + (=r)
VI =| | -| + - =| ||= - --t r-rv
VII |---|t -||==| c
VIII t = =t =| | |= - t = :- =|t{=| :- =|t :
++=| =| :|--|= =|
IX = :- =|t{=| :- =|t = = - +t -=t t =| =| :-+
|-=|+ =| t =+ t r - =+
X |+ - =| -- -r
X -| =| : =| - =| --
X =| = | =||t
XI |-=| = :- =|t{=| :- =|t = t+| |--t v-c
XII = :- =|t{=| :- =|t = =+ t =| t :-:
|++|+ =| -||+= |t=|:
XIII = :- =|t{=| :- =|t =| = =+ |
XIII -| = :- =|t{=| :- =|t = + | =| = =+ | +
XIV t =+ |+=|, + -| =|+ + = |= -r
= :- =|t = =+ +- - |+|+= =|
(v)
LIST OF ANNEXURES
Annexure No. Description Page
I Breathing Lengths 39-41
II Supplementary Instructions for Laying & 42-43
Maintenance of LWR on
CST-9 sleepers on BG
III Schedules of Speed Restrictions 44
IV Handling Instructions for 90 UTS and HH Rails 45-47
V Gaps at SEJ for Various Rail 48-66
Temperatures and Track Structure
VI Work Chart and Authorised Level 67-69
of Supervision
VII Extension Table 70
VIII Destressing Operation of LWR/CWRs 71
Panels without the use of Rail Tensor
IX Instructions for Laying and 72-74
Maintenance of Buffer Rails at the
end of LWRs/CWRs
X A Hot Weather Patrolling 75-76
X B Cold Weather Patrolling 77
X C Mobile Watchman 78
XI Details of Structure of LWR/CWR as laid 79-80
XII Annual Record of LWR/CWR Maintenance 81-82
and Performance
XIII A Chart of Movement of LWR/CWR 83
XIII B Chart of Movement in 84
Central Portion of LWR/CWR
XIV Dos and Donts of LWR for PWM, 85-86
Mates and Keymen
(v)
|xt =t t
|x . |t s
:.: =--| - |-:- t = :
.() = ; = =| {-|= t= = |=t| = |- ==+ c
=| |- r |r-t|== -=
.(-|) +|t|-V + | |rt = |= = ; = +t |=| =r :
:. t = -|++|+ +| =| | - r |t- =| +|+|+
+.:.:() |;| + | =|;= (;=rt| =|;+ - :| =|;+)
+.:.:(-|) |;| + | =|;= (;=rt| =|;+ +|t =|;+) v
+.:.:(=|) |;| + | =|;= (| rt| =|;+ - :| =|;+) vc
+.:.:(:|) |;| + | =|;= (| rt| =|;+ +|t =|;+) v:
+.+.() +=-+: =|:| (-:| =|;+) = |= : +|t =--| |-+ |=-= v:
+.+.(-|) : +|t =--| |- + |=-= =| =|+ = |= -= += -+ v
+.+.(=|) =| -: |=-= =| |: = - += -+ =| +| |=+ v+
+...:(iii) + = +t ==|; = - t = v
+...:(iv) + = = t -|= |=t +t = ; = =|r- + = +t v
= :- =|t{=| :- =|t
.:. =--| - =-- ==|; = - t =| =| |-=|+ = |= --|- vr
.(iii) -=| : |=-= v
. (viii)() - :| =|;+ = |= t| == v
. (viii)(-|:) =|; : t| =t{=+| =|+ vv
. (viii)(-|:) =|; : t| =t{=+| =|+ :cc
.r :|--|= -|++|+ (|
:|
) +t = ; = +t + =| = | :c:
.. t= -=t =| | =t- r = :- =|t =| :|--|= :c:
. -- +|+ = :- =|t =| =| :- =|t + +|t-- + :c
.:.+,.:. t= =t =| +| =t= t= |-=+ =| -|;{=-|; :c+
+t-+-
.v() r. +| -=t t =| (- :| =|;+) = = - - -=|+t = -t :c
.v(-|) r +| -=t t =| (+|t =|;+) = = - - -=|+t = -t :cr
(vi)
LIST OF FIGURES
Figure No. Description Page
1.1 Long Welded Rails 1
A.5(a) Hysteresis Curve showing the Movement 50
of ends of Tongue/Stock Rail of SEJ
A.5(b) Gap at SEJ as per Example given in 52
Annexure-V
1.7 Map of India showing Rail Temperature Zones 87
4.2.1(a) Ballast Profile (Single Line BG) 88
4.2.1(b) Ballast Profile (Single Line MG) 89
4.2.1(c) Ballast Profile (Double Line BG) 90
4.2.1(d) Ballast Profile (Double Line MG) 91
4.4.3(a) 1 m Long Special Fishplate for Clamped Joints (BG) 92
4.4.3(b) Screw Clamp for fixing 1 m Long Special Fishplate 93
4.4.3(c) Details of Joggled Fishplate and Position of Clamp 94
4.5.7.1(iii) Welded Rails on Bridge (Pier to Pier) 95
4.5.7.1(iv) LWR/CWR on Bridge with SEJ at the far 95
end approach of the Bridge
5.1.3 Proposals for Laying LWR and CWR 96
5.3(iii) Slotted Fishplate 97
5.3(viii)(a) Rollers for BG 98
5.3(viii)(b1) Side Roller/Support Arm 99
5.3(viii)(b2) Side Roller/Support Arm 100
5.6 Setting of Gap at SEJ at 101
Destressing Temperature (t
d
)
5.7.3 Destressing of LWR with the use of Rail Tensor 102
5.8 Conversion of existing LWRs into CWR 103
7.2.4, 7.2.5 Temporary & Permanent Repairs of 104
Rail Fractures with the use of Rail Tensor
A.9(a) Sleeper Spacings under 6.5 m Buffer Rails (BG) 105
A.9(b) Sleeper Spacings under 6.0 m Buffer Rails (MG) 106
(vi)
-t |rx t t =t + |+t=t
1. |ttt
1.1 -t |rx t ( xr tt) = - -: =| r ; t = r| -| r , |=== + | + -|+
+|t-- + = =|t |==| =|t =| =+ = =+ +r| r| -| r | =|+|--: - :| =|;+ (-| =|) +
:c +|t = =|= =--| -| +|t =|;+ (+ =|) + cc +|t = =|= =--| t =+t|
= :- =|t = =+ + =| =t | (|+ 1.1)| |t-| |=| = =-- - =|+|--: =
:- =|t =| =|=-+ =--|; = =|= = ++ -= =||+- t| =|||
|x: 1.1: -t |rx t
1.2 |rx t (t xr tt) = = :- =|t r =| -+ |:| =| +|t =t- r
|==+ --|; - = ||= | =|-+|=- r , =t ||
1.3 ct t |rx t ( xr tt) = - |-:- t = r| -| r =| =++| + t| =--|; -= |== :-|
=| t = =-| r |
3 =r=r==. = =r,= = f== == -== r = =-=r, 3 x 13 == =r == =r,=
= f== 3 x 12 == rr = r : == -== r =r f=r= =r = - = =r=r=
r== = = f===r== ,r. . .f=.) = -=r= 5, r= `= = f*= == r :
1.4 + -t; = :- =|t = = |=t +t -r =--|; r =| -|+ |-|-|=| = =|t
= =-|{|== :-| r | |-| =|t =| t =+ = t+|=| -| + t| 1.7 | |q|- |-|
-|++|+ +| = |= - :| =|;+ -| +|t =|;+ =| =|+|- --=+ =--|;| +|t|r-I , I -|
- I =| + ||; ; r |
1
|-- |---|t =|:
+| +-- || = -|;
-|| =-|;
= :- =|t =| == =-|;
|-- |---|t =|:

1. DEFINITIONS
1.1 Long Welded Rail (LWR) is a welded rail, the central part of which does not undergo
any longitudinal movement due to temperature variations. A length of greater than
250 metre on Broad Gauge (BG) and 500 metre on Metre Gauge (MG) will normally
function as LWR (Fig. 1.1). The maximum length of LWR under Indian conditions
shall normally be restricted to one block section.
Fig. 1.1: LONG WELDED RAILS
1.2 Continuous Welded Rail (CWR) is a LWR which would continue through
station yards including points and crossings.
1.3 Short Welded Rail (SWR) is a welded rail, which contracts and expands throughout
its length.
Note: Normally the length of SWR is 3 x 13 metre for BG and 3 x 12 metre for
MG. Provisions for laying and maintenance of SWR are contained in
Chapter V, Part B of Indian Railways Permanent Way Manual (IRPWM).
1.4 Breathing Length is that length at each end of LWR/CWR, which is subjected
to expansion/contraction on account of temperature variations. Usual breathing
lengths in BG and MG for different types of track structures and for
different temperature zones, as laid down in para 1.7, are shown in Annexure - I A,
I B and I C.
MANUAL OF INSTRUCTIONS ON LONG WELDED RAILS
1

1.5 |t |ttt t x ( ; ) = :- =|t{=| :- =|t = = |=t +t = -||+- =
|---|t =|: r =| -|+ |-|-|=| = =|t +|= =| --=+ =--|;| =| ==+{|==:+ -| r
(|+ 1.1)|
1.6 t t = :- =|t{=| :- =|t = |=t| +t = ; = = -|+ +t =| r =| t =| =|
= = r| -| r =| -|+ |-|-|=| = =|t +|= =| --=+ =--|;| =| = =+ {|== :+ -|
r | =r| = ; = =| --| =| =+ +|- +r| r| -| r + -|+| +t + c ; =||+t = + -
=+ +| + +t ;-r |-=|| =||| -=t t =| =| =-|; =+ = =+ t{+ ++ -|=t =|| =|
= |-| = |= | |-=|| =| ==-| r |
1.7 t =t tt+ =| -= =| t = =| -r -|++|+ r =| + t| 2.1 | |q|-
=++||- |;+ = t= +|+|t a|t| |t=|: |=| | r|| r =|= +|= = -|++|+ = |
r|-| r =| =| -|+ +t =|r + -| =| -|++|+ r|-| r|
3 r== =r =r f> 1.7 = ``= =r=r= ->r =r *r= r= r= = =r=f> =
f*=r= == = =r r = =r=r= - >r = =r` =r ==r r :
1.8 t t tt+ (t

) = = ++ = |= = = ++ + |t=| : |= r =|=-+
=| t - +-+ t = -|++|+| =| =| =- -|++|+ r| -| r |
1.9 v| t|r =t+t (xt-t |) -r =| r =| -| |=-{|+| |t- t = -|++|+ +t =
:- =|t{=| :- =|t + |--= + = |=| =| t = =t = =| =-| = |-+| = |+|-- =t |
1.10 tt+ tt+ (t
t;
) = :- =|t{=| :- =|t = = -|++ = =+ t = =| -=|+t|
= -| + =| |= | = | t|+ t = =| =| =- -|++|+ r |
1.11 v| rt+ =t tt+ (t
xt
) |-+| t = =t = | = = :- =|t =| |--= t|r-
=t+ = +-|-, t = =| -=|+t| = -| + =| =-| = | t|+ t = =| =| =- -|++|+ r | |
t= =t =| | |=| =|-| r -| |
:|
= |-r||t= - - = |= + t| 1.13 + |
+|t||+- |
=|
= =+|+ r|-| r| |
:|
=-| |
=|
=| =|+| +| || t = -|++|+ =|
=|+|=| = = t r| |:-
t ++ tt
i) 52|= | -| == =|= |t| |
+
-5
0
= . = |
+
-10
0
= .
ii) =- |
+
= |
+
-5
0
= .
1.12 =t = v| (|v |) t tt+ (t
t
) :|--|= = =-|- |==| =| =|
|= =|+ = =+ =| |-n+|+ t = -|++|+ r| -| r |
1.13 v| = tt+ (t
t
) t = =| -r -|++|+ r |== +t t = -|+| |--= = + = r| -|
r| =- :|--|= =| = |= =t | |= =|- r -- =| =| |
+|
+t |=| =|-| r =|
|--= + = -|++|+ = =+ r| || =t a|t| + |= ||- =| +| |+-+| |=- = + =
|+=|=| =||:-
2
1.5 Switch Expansion Joint (SEJ) is an expansion joint installed at each
end of LWR/CWR to permi t expansi on/contracti on of the adj oi ni ng
breathing lengths due to temperature variations (Fig. 1.1).
1.6 Buffer Rails are, a set of rails provided in lieu of SEJ at the ends of LWR/CWR
to allow expansion/contraction of adjoining breathing lengths due to temperature
variations. These will be laid with prior approval of Chief Engineer at locations
where provision of SEJ is not permitted. Buffer rails may also be temporarily
laid to facilitate maintenance/renewal operations.
1.7 Rail Temperature is the temperature of the rail at site as recorded by an
approved type of rail thermometer as laid down in para 2.1. This is different
from ambient temperature which is the temperature of air in shade at the same
place.
Note: Tracks on Indian Railways have been divided into four rail temperature
zones as shown in the Map of India showing Rail Temperature Zones"
at Fig. 1.7.
1.8 Mean Rail Temperature (t
m
) for a section, is the average of the maximum and
minimum rail temperatures recorded for the section.
1.9 Destressing is the operation undertaken with or without rail tensor to secure stress-
free conditions in the LWR/CWR at the desired/specified rail temperature.
1.10 Installation Temperature (t
i
) is the average rail temperature during the
process of fastening the rails to the sleepers at the time of installation of the
LWR/CWR.
1.11 Destressing Temperature (t
d
) is the average rail temperature during the
period of fastening the rails to the sleepers after destressing LWR without the
use of rail tensor. If rail tensor is used, t
d
for all practical purposes is equal to
t
o
as defined in para 1.13. Range of t
d
or t
o
shall be within the limits of rail
temperature shown below:-
Rail Section Range
i) 52kg & heavier t
m
+5
0
C to t
m
+10
0
C
ii) Others t
m
to t
m
+5
0
C
1.1.2 Prevailing Rail Temperature (t
p
) is the rail temperature prevailing at the time when
any operation connected with destressing is carried out.
1.13 Stress-free Temperature (t
o
) is the rail temperature at which the rail is free
of thermal stress. When tensors are utilised for the destressing operation the
work has to be carried out at t
p
, which shall be lower than stress-free temperature.
The extension to be applied by the tensor shall be calculated from the
following formula:-
2
f=r= = == x ==r x,=
r
=

)
rr` `== = = == = =-=r, rr= r f= f===r =r ==r=r r=r r =r `==r
= ,=r= = == =r= f===r =r =r= rr=r r:
1.14 t t (t|+=t) t = =| |t||t= + = -|++ = |= = =| =|+ -|=| :- ||=-
=-| ||+= |= r|-| r|
1.15 =t -t; (

) t =+ =| -r =--|; r =| -|++|+ |
+|
+t t= =t a|t| t= +t =|
=|+ -|= ||- = |-t| = |= =|--= r|-| r| |-r||t= --| = |= -:| =|;+
r- (|
=|
-|
+|
) = |- |: | = |-== 2.5 +|t -| +|t =|;+ = |= (|
=|
-|
+|
) = |-
|:| =|-== 4.5 +|t = -t|-t |=| =|||
1.16 t =t -r -- r|-| r =| t= -|++|+ = |
:|
-20
0
=. = =|= r| =|+ +t
=|; =|-| r|
1.17 x t =t +c ;-=||+t = =+| = =+=|t |+||t- =++| + -+ = =:
+r|+| = |t|+ =|; =|-| r|
1.18 t =t et=t (=t-t |x + t =), |;| |-t| |++| =| -r |=| r =|
-=|+t| = |-+|+ r|+ =| (-:=|) +|t|-|-| =| t|=-| r| ;==| = :- =|t =| |-=|+
= +r= | == -+-|- r; |-t| r||+ =| +t| =t+ = |= |+-+|=|- + = |==| =
|-| a|t| |+ |=| =|-| r :-
i) ==| -=|+t| = ==|-| =t -=|+t| -|=| t=+ =t+| = |=-
=) - :| =|;+ +t |-||- = =+ = =+ 3,00,000 === + =-| +|t =|;+ +t
|-||- + =+ = =+ 1,00,000 === + =| +|t++ =- |;| =| =+-| r--|=-
=-++t|{=-=||=:t| =-| t+t| = | = =| =|-| r|
) -:| =|;+ +t |-||- = =+ = =+ 50,000 === + =-| +|t =|;+ +t
|-||- = =+ = =+ 20,000 === + =| +|t++ =-| | |+| =| =-|,
=| -| + r|, =- =+-| +|=- |-:t =|t |=- =-++t a|t| =| =|-| r||
ii) ==| -=|+t| -|=| t=+ =t+| = |= -:| =|;+ +t |-||- = =+ = =+
50,000 === + =-| +|t =|;+ +t |-||- = =+ = =+ 20,000 === + =|
+|t++ =-| | |+| =| =-| =| -| + r| |
iii) :|+||+= = -|-=|;.=t (:| | =) a|t| -|;=t =| =+ = =+ = =|
iv) +; |-=|; ; = :- =|t{=| :- =|t = |= =+ = =+ +|= = -|+ =,
|==+ -| = | = |-+ +|+| a|t| |= =||
1.19 ` o ; t|+t` + t=| =| ` o t ; t|+t` | ||+= r =r| -| -|=| +
+|= r||
3
Extension = L (t
o
- t
p
)
where L is the length of segment of the rail to which the extension is applied
and is the coefficient of linear expansion of rail steel.
1.14 Rail Tensor is a hydraulic or mechanical device used for stretching the rail
physically.
1.15 Anchor Length (l
a
) is the length of track required to resist the pull exerted on
rails by the rail tensor at temperature t
p
. For practical purposes, this may be
taken as equal to 2.5 metre per degree celsius of (t
o
- t
p
) for BG and 4.5 metre per
degree celsius of (t
o
- t
p
) for MG.
1.16 Hot Weather Patrol is the patrol carried out when the rail temperature exceeds
t
d
+ 20
0
C.
1.17 Cold Weather Patrol is the patrol carried out during cold months of the year in
specified sections as per instructions of Chief Engineer.
1.18 Consolidation of Track is the process of building up ballast resistance to the
tendency of movement of sleeper either initially before laying LWR or making up
subsequent loss of resistance by anyone of the following:-
i) For track structures consisting of sleepers other than concrete sleepers -
a) Passage of at least 3,00,000 gross tonnes of traffic on BG or
at least 1,00,000 gross tonnes of traffic on MG when compaction
of ballast is done using hand operated compactors/consolidators or
rammers.
b) Passage of at least 50,000 gross tonnes of traffic on BG or at least 20,000
gross tonnes of traffic on MG or a period of two days, whichever is later,
when compaction is done by means of mechanised shoulder and crib
compactor.
ii) For the track structure consisting of concrete sleepers, passage of at least
50,000 gross tonnes of traffic on BG or at least 20,000 gross tonnes of traffic
on MG or a period of two days whichever is later.
iii) Atleast one round of stabilisation by Dynamic Track Stabiliser (DTS).
iv) For newly laid LWR/CWR, at least three rounds of packing, last two of which
should be with on-track tamping machines.
1.19 The term Chief Engineer includes Chief Track Engineer on Railways where
latter post exists.
3
2. t = tt+ =t t+
2.1 ttt
2.1.1 t = = -|++|+ = +|++ r - |+-+| |=- =|t = +| +|t =+ +| |- |= r :-
i) = -:-||+- =|t - r = =||t +|+|t r|-| r =| = t= = =: = |=t +t
-+| =|-| + =| r|-| r| ;= =|-| + +|t| t| r|-| r -| r =|= =| r; tr-|
r | t = =| r = :| t =+ = = t =| t = =| |=| = =+ + =| t| =|-| r |
;= =|t = +|+|t =| t= =| -|++|+ |+ =t+ + 25 = 30 |++ -= = =|- r |
ii) :|= =|t - r |a||-= (-|; -+ |==) =|t =| +| +|t r| -| r |==+ --=
=| r| -| r |=== |= ;==| t = = =| =|| =| == | ;= +| +|t =| t = = - -
(+ |) =| =| r =| =| t =|| =|-| r | ;=+ t = = -|++|+ =| = =+|+
|t=||: 8 |++ + r| =|-| r|
iii) =-- =|= | + =|t - ;=+ = |:-= +t -| r=| =: | r|-| r =| =
-|; |: + = |+-+ a|t| = =+|+ |+t -t |- +t +-| tr-| r =| 24 | =-| 7 |+| ,
=| | =| r|, + = =t +t| =t-| r =|t t= = -|++|+ =| =-- |t=|: |+ =t-|
r| =|= |=+ =| t= = -- + =|| =|-| r =|t +|t = t| r; =|+=t| - =
+|+ = |t=|: ++ = =|: || =|-| r|
iv) =.=.+|.= .{+ c ; =||+t a|t| =| ; =- =|t =| =+ +| |- +| +|t|
2.1.2 =r| = -|+ +t t = =| -|++|+ +|++ = |= =; +| +|t| =| | |=| =|-| r = =| |=
= :- =|t =| |-=|+ - :|--|= = +|+= + =|t | =|; +|+|t +|= = =-
+| +|t| = |--= = | t|:| ||-| r -| = +| +|t =| t|- +|+| =|||
2.2 tt+ =t t+
2.2.1 =| += t =- =| =++ t =- + 8 = 10 - +| =| ;= =|t +||+- =t+| ||r |= =
- + =++ + + r| + -|= -|++|+ + =--t|= ( -+t t - |t +) =| |-|+|- =t | r
- + t =+ |+t|= = |-n+|+ =|| = r| | ;+ - +| + t = -|++|+ =|= |- + =+
= =-=| =|t = ==|-: =-- -|++|+| (=|-|+== |t=||: |;+ t= +|+|t) a|t| |+
|= =| | t = =| =|=-+ - - +-+ -|++|+ =+ = =+ 5 -+ =| =-| -= =|-|t -|-
|=| =|| - =| =- t = -|++|+ (|
+
) = + = |= |+|-- |=| =||| ;+ -|++|+
=|= | =| -+ = |-| +| =+| = | t|+ += r| + -|=| = ||-- =+|-| =| t =+
=+ t{:|-- |= - |+{=| : =| - =| -- =|| =| =+|-| =| -|- =t+ = |=
|--= |- (+|=|;=) |=| =||| t = +| +|t = - = ++ t =+ |+t|= = +|=
+= tr | |=== |= + - |+| |t- -|++|+ =--t|= = =-- - =| =t+ + =+ r| |
4
2. MEASUREMENT OF RAIL TEMPERATURE
2.1 THERMOMETER
2.1.1 The following are the types of approved thermometers for measuring rail temperature:-
i) Embedded type - This is an ordinary thermometer inserted in a cavity formed
in a piece of rail-head, the cavity filled with mercury and sealed. The rail piece
is exposed to the same conditions as the rail inside the track. This type of
thermometer takes 25 to 30 minutes for attaining temperature of the rail.
ii) Dial type - This is a bi-metallic type thermometer, which is provided with magnet
for attaching it to the rail. The thermometer is attached on the shady side of the
web of the rail. A steady recording of the rail temperature is reached within 8
minutes.
iii) Continuous recording type - It consists of a graduated chart mounted
on a disc which gets rotated by a winding mechanism at a constant speed to
complete one revolution in 24 hours or 7 days as applicable giving a continuous
record of rail temperature. The sensing element is attached to the web of the
rail and connected to the recording pen, through a capillary tube which is filled
with mercury.
iv) Any other type of thermometer approved by RDSO/Chief Engineer.
2.1.2 Where a number of thermometers are used to measure the rail temperature at one
place, as in case of laying of LWR, destressing etc., any of the thermometer showing
erratic readings, appreciably different from the other adjoining thermometers, shall
be considered as defective.
2.2 TEMPERATURE MEASUREMENTS
2.2.1 Zonal Railway should nominate 8 to 10 stations in their railway in a manner as to give
the representative sample of the temperature variations on the Zonal Railway for the
region allotted to each station. These stations shall be the existing PWIs offices. On
these stations rail temperature records shall be built up using preferably a well
calibrated continuous recording type thermometer. The maximum and minimum rail
temperature for a continuous period of at least 5 years shall be ascertained and the
mean rail temperature (t
m
) for the region arrived at. These temperature records shall
be analysed to assess the probable availability of time periods during different
seasons of the year for track maintenance, destressing operations and requirements
of hot/cold weather patrolling etc. Rail thermometer shall also be available with each
Gang and sectional PWIs to enable the Gangs to work within the prescribed
temperature ranges.
4
2.3 xr tt{t xr tt tt : -|++|+ = +|t-- + = --=+ |t| + =
:- =|t{=| :- =|t = |=t| + |- =| =|-| r |=- = :- =|t{=| :- =|t =|
+ =| | + = =-| r =| t + r| |== :-| r | ;== + = | + -|+| -= + r| -
r | +| =| =|=- -|+| -= (+|) + = t =+ = t+| a|t| |-t| |- r| +| ||r|
= , x = x ==r x =
rr` , = = = =r= == ,f== r)
, = = ,=r= =r =-=r==r =r` == ,=rr =),
,2.15 x 10
6
f== r,== = =)
==r = ,=r= = == f===r =r =r=,
,1.152 x 10
-5
/
0
= .)
= = = = = r= = +== =r - > ,== = =)
= = =

,=
r
,

= .) = = = =r=r= = f=r
3. xr tt{t xr tt r + tt+
3.1 xr tt{t xr tt |ct+ = | tt- |t|t
3.1.1 |++-: ;= + |--=| = |-|+| a|t| =r| | =+ +- r| , + t =+ + ++ -|+|=t (|t |=)
= :- =|t{=| :- =|t = |=| =||| =+ +- -|+| +t +| = | t =| =| = :-
=|t{=| :- =|t + +|t-|- - |=| =| == | -- - - |++| |+ = (= = -| |= |){
= |-{+= - |= |, = =| | +|+=| r| , a|t| t = = =| :| =| - |-: = |= ;=
+|--=| + | ; =+|=| =| +t| =t-| r||
3.1.2 + |++| {| rt|=t{ = +|t-- +{= -| + = =t {-|; +| : = :- =|t{=| :- =|t
= =| | = =| , =r| | ;= + |--=| = |-|+| a|t| =+ +- r| |
3.1.3 +|= =| |= =|;+|, := |:, |t=-+ |: =|t +=||=|==+ |:| + t= = =|:| =|
= :- =|t = =+ + - -: |=| =| ==-| r | t =+ = =| + =| =| | =|+|--:
=-=| r| =| t |-+| |==| t|-| = r| -- =| ||=-| = |-|r +|+= + + c
; =||+t a|t| =+ +| |- =| ; r| |
3.2 to
3.2.1 = :- =|t{=| :- =|t =| - :| =|;+ =| t +|t =|;+ | +| = |= 440 +|t
= |= = =+ = -= | +t +r| |-=|| =|||
3.2.2 = :- =|t{=| :- =|t =| |-+t|- -= | =| 875 +|t = =+ = |= = + r| , +
=|t| t| =| ==-| r | |+r |- = | +| =| t 100 +|t =| =--|; -= 600 |++| =
|-:t |;| =| --| 1500 +|t = =+ = = |= -|= |-+t|- -= | = |= =| =| |
5
2.3 THERMAL FORCES IN LWR/CWR: Temperature changes cause movement
of the ends of LWR/CWR in the breathing lengths but the central portion of
LWR/CWR does not expand/contract. This results in building up of thermal
forces in the central portion. The thermal force (P) calculated below, is to be
resisted by suitable track structure.
P = E A t
where, P = Thermal force in the rail (kg)
E = Modulus of elaticity of rail steel,
(2.15 x 10
6
kg/sq.cm)
= Coefficient of linear expansion of steel,
(1.152 x 10
-5
/
0
C)
A = Area of cross section of the rail (sq.cm)
t = Variation of rail temperature from t
d
/t
o
(
0
C)
3. PERMITTED LOCATIONS FOR LWR/CWR
3.1 GENERAL CONSIDERATIONS FOR LAYING LWR/CWR
3.1.1 As a rule, complete track renewals (Primary) shall provide for LWR/CWR
wherever permissible by the provisions of this Manual. Also existing rails on
permitted locations may be converted into LWR/CWR, provided they meet
the requirements laid down in the Manuals for Welding of Rail Joints by Alumino -
Thermic (SKV Process)/Gas Pressure/Flash Butt Process, as the case may be.
3.1.2 New constructions/doublings/gauge conversions/retired alignment/permanent
diversion shall be opened with LWR/CWR, wherever permissible by the provisions
of this Manual.
3.1.3 In goods running lines, goods yards, reception yards and classification yards, rail
joints may be welded to form LWR if the condition of all the components of track is
generally sound and without any deficiency, subject to such relaxation as may be
approved by Chief Engineer, in each specific case.
3.2 ALIGNMENT
3.2.1 LWR/CWR shall not be laid on curves sharper than 440 metre radius both for BG
and MG.
3.2.2 LWR/CWR may be continued through reverse curves not sharper than 875 metre
radius. For reverse curves sharper than 1500 metre radius, shoulder ballast of 600
mm over a length of 100 metre on either side of the common point should be provided.
5
3.3 et
3.3.1 =-= =|= = -|= =| =+ +- : 1:100 r| ||
3.3.2 : = = ++ +t =-| t -= || =|| =- :| = -| =| -|=|-| = -t |t-| t =
t =+ |++|-=| = + t| 419 + | |+| |t- 4 |++| |- +|t =-| 0.4 |-- = -t|-t
| =|= r| |
=-| t -= =| - +-+ = |= |+-+ =|t t| =||:
xt t;+ tt t;+
+ - +-+ = |= + - +-+ = |=
4000 +|t
-| 3000 +|t =| +| 2500 +|t
=|, :| -| ; 2500 +|t
3.4 o ; t|+t =t + t + : = :- =|t{=| :- =|t = = -|++ =-| ==| t+|
+ -| =| |-|- + +|t-- + = |= = +|+= + = - |- +| + c ; =||+t =| =+ +| +
=|--= r| |, =| + t| 5.1.3 = =+ =|t - |t =| ; |--- - | =+| (|: -: -=|+) +t ||
=||| |==r|= ;= |++|-=| = |-|+| = == = +|+= + + c ; =||+t =| =+ +| +
=-- |+ |=| =|||
4. xr tt{t xr tt = | t t+t
4.1 t t + (t+t)
= :- =|t{=| :- =|t |-t =| t+ + +t r| |-=|| =||| =| t+ + =| | :|;
|-n+|+ =+ | = =+ =|t t| =|||
4.2 |t = + t ++: = :- =|t{=| :- =|t = = -|++ = =+ - +-+
250 |++| =| =|= +t =| |;| = + (-=|+t = -= = +| ) |-=|| =||| =r| - :|
=|;+ + 130 |=+|{ | =| t +|t =|;+ + 100 |=+|{ | =| =|=-+ |- =|; =|+| r|
-r| =+ = =+ 300 |++| =| |;| = + =-| 150 |++| = + |;| = =+t 200 |++| =|
|;| = + |-=|| =||| |;| = ++ =| | =|;= |+ 4.2.1 () = (:|) -= + ||
=+ =|t r| || |;| = ++ -| = + =| = :- =|t{=| :- =|t = |= |-=|| |
r| , = ; = +t =|t| t| =| =| t ;== -|rt -|+ t =| -=, =r| | ;== -| = :-
=|t{|=-= -|=| t =+ r| , =|t| t| =|||
6
3.3 GRADIENTS
3.3.1 The steepest permitted grade shall be 1:100.
3.3.2 A vertical curve shall be provided at the junction of the grade when the algebraic
difference between the grades is equal to or more than 4 mm per metre or 0.4 percent,
as laid down in para 419 of IRPWM.
The minimum radius of the vertical curve shall be kept as under:
Broad Gauge Metre Gauge
Group Minimum radius Group Minimum radius
A 4000 metre
B 3000 metre All routes 2500 metre
C, D & E 2500 metre
3.4 Approval of Chief Engineer : Installation of LWR/CWR or change in its constitution
at a later stage shall have the approval of the Territorial Chief Engineer concerned in
each case, on a detailed plan prepared in accordance with para 5.1.3. However, for
any deviation from the provisions of this Manual, the approval of Chief Engineer shall
be obtained.
4. TRACK STRUCTURE FOR LWR/CWR
4.1 FORMATION
LWR/CWR shall be laid on stable formation. Formation width shall be conforming to
the extant instructions.
4.2 BALLAST CUSHION AND SECTION: The minimum clean stone ballast cushion
(below the bottom of the sleeper) of 250 mm shall be provided at the time of installation
of LWR/CWR. Where speeds in excess of 130 km/h on BG or 100 km/h on MG are
to be introduced, at least 300 mm ballast cushion or 200 mm ballast cushion over
150 mm of sub-ballast shall be provided. The profile of ballast section shall be as
shown in Fig.4.2.1 (a) to (d). The ballast section and cushion provided for LWR/
CWR shall be continued over SEJ and upto 3 rails beyond it wherever it is followed
by SWR/fishplated track.
6
4.3 ttt t = (t|t+ )
= :- =|t{=| :- =|t + | r - |+-+| |=- =|t = -=|+t| =| t - =| =| =+ +| |-
|=| | r :-
4.3.1 xt t;+ t
i) = = | -=|+t =|= - =| =|r-
ii) -|= = -=|+t =|= - =| =|r- =r| |- 130 |=+|{ | = =|= + r|
(= -|t+ +| = =+ + |- =| 160 |=+|{ | -= =+ +- |=| =| ==-| r )
, r 4.3.2 = = = ==r = * = )
4.3.2 tt t;+ t
i) = = | -=|+t =|= - =| =|r-
ii) -|= = -=|+t =|= - =| =|r-
iii) = | -=|+t = |=| (=|) =|r-
iv) =| = |-9 -=|+t = |=| (=|) =|r-
3 =) === = = =r = == =9 ==r = = =r = =r == r = r= =
f==r= == -== r,= -== r =r = =r,= 130 f==, =r = =f=
== = f==, =f* ==r ==rr = =r === rr , r =r r=:
=) = = =r =r= === = = == = === = =r,=r` -r= = ==
= =r = =r * r==:
=) = == =9 ==r = =r== = ff*II = =r f,f== =r=rf==r =r r==
f==r r==r:
) == = ==f = ,= = =) = =r r f;=r=I = f=r =r == = =r =fr=
== = ==r =r *r == -== r,= -== r =f* = =r === = =
= r rr =r r = =r,= 130 f==, =r =r == =r,= 100 f==,
=r = f=== =f= == == f*=r r=:
4.3.3 ttt =t +t (ttt x |-t)
= :- =|t{=| :- =|t + -=|+t =| - +-+ =+-| (-=|+t| =| = c| |- |=+|)
|+-+ =|t r| |:-
100 |=+|{ | = =+ =| |-| = |=|
=+ |= - 75 |=+|{ | = =+t =| |-|
= |= |=- 100 |=+|{ | = =+t =|
|-| = |= =--|
7
{
{
4.3 SLEEPERS & FASTENINGS
Following types of sleepers and fastenings are approved for use in LWR/
CWR:-
4.3.1 On Broad Gauge
i) Concrete sleepers with elastic fastenings
ii) Steel trough sleepers with elastic fastenings for speeds not exceeding 130
km/h (as an interim measure speed up to 160 km/h may be allowed)
(See foot-notes below para 4.3.2)
4.3.2 On Metre Gauge
i) Concrete sleepers
with elastic fastenings
ii) Steel trough sleepers
with elastic fastenings
iii) ST sleepers with keys
iv) CST-9 sleepers with keys
Notes: a) LWR/CWR already existing on steel trough sleepers and CST-9
sleepers with key fastenings for speeds upto 130 km/h on BG, if behaving
satisfactorily, may be continued.
b) On steel trough sleepers with key fastenings, the breathing lengths shall
preferably be provided with elastic fastenings.
c) In case of CST-9 sleepers, precautions as indicated in Annexure-II shall
be adhered to.
d) Existing LWRs/CWRs on wooden sleepers with anti creep bearing (ACB)
plates & two way keys or elastic fastenings, if behaving satisfactorily,
may be continued for maximum speed of 130 km/h on BG and 100
km /h on MG.
4.3.3 Sleeper density
The minimum sleeper density (number of sleepers/km) in LWR/CWR shall be as
follows:-
Preferably for speeds above
75 km/h but a must for
speeds above 100 km/h.
For speeds not exceeding
100 km/h.
7
{
{
ttt =t v=tt ttt =t +t( xt =t;+{tt =t;+)
i) +| =|t =| -=|+t -|++|+ +| I =| t II + - 1310
ii) +| =|t =| -=|+t -|++|+ +| III =| t IV + - 1540
iii) =- -=|+t =| -|++|+ +| + - 1540
4.4 t
4.4.1 i) = = :- =|t + | |-| =|t = t = = ++ |--|-- r | t = = ++ =
-=|- =| +|t|-|- + , = :- =|t =| |-- |---|t =| : =t == =t ||
=|||
ii) |+-+ ||=- = ++| =| t =| =| = :- =|t{=| :- =|t = =+ + - -: |=|
=||:
=t;+ t = ++
- :| =|;+ 90=|t{52|= |{60|= |
+|t =|;+ 75=|t{90=|t
+|t =|;+ + 60=|t t = = +r= = |-= r = :- =|t{=| :- =|t =| =-
tr+ = |= =+ +- |=| =||
4.4.2 +| = | |=-= -|= {= :- =|t =| = :- =|t{=| :- =|t + +|t-|- - =t- =+
|+-+| |=- =|-||+| -t-| =| |:-
i) t =| =| =- |=| |+= +t| |=| =|| =| t = :- =|t{=| :- =|t + +|t-|- -
|= =|+ = +r= =| t|- t =| =| -= || =|||
ii) t=| = = |=t|, =| +: r|, |= r|, =-| |==+ -|--|=: t|t +:+ =|
;|-r|= r| , = :- =|t{=| :- =|t + +|t-|- - =t+ = +r= =-t || =||
4.4.3 = :- =|t{=| :- =|t + = +; t =| + , =r| -= = - r| , |=--| - |=: +r|
r| + ||r| = :- =|t{=| :- =|t = = -|++ = | t|+ t = |=t| =| , =-|; =+ = ,
|- + -= += +| = =| = r| + -|=| 1 +|t = -| |=-= | {|=t||t | | (-=| : =)
-|=| t| r ; (=| -:) |=-= | =| t |==+| -|= += +, =| |+ 4.4.3(), (-|) - (=|)
= =+=|t r|, =| +|t|r-III + |q|- |- =|+|=| = =| =| :| =||| |=--| - |=:,
| =|; r|, -=t =t || =||
4.5 ||
4.5.1 t t+t =t |+t-tt: =r| =r| | = :- =|t{=| :- =|t = -| |=-=
-|=|{= :- =|t t =+ r| , -r| = ; = = =| =| -|+ t =| =| = -|; -= = :-
=|t{=| :- =|t = =+|+ t =+ = t+| =|t| t| =||
8
Types of sleeper Sleeper density (BG/MG)
i) PRC Sleeper 1310 in temperature Zones I & II
ii) PRC Sleeper 1540 in temperature Zones III & IV
iii) Other sleepers 1540 in all temperature Zones
4.4 RAILS
4.4.1 i) Rails of the following sections shall be welded into LWR/CWR:-
Gauge Rail section
BG 90R/52kg/60kg
MG 75R/90R
LWR/CWR already laid with 60R rails on MG may be allowed to continue.
ii) In one LWR, two different rail sections are not permitted. In case of any change
in rail section, LWR should be isolated by providing SEJ.
4.4.2 While converting existing fishplated /SWR track into LWR/CWR, following precautions
shall be taken:-
i) The rails shall be tested ultrasonically and all defective rails replaced before
conversion into LWR/CWR.
ii) Rail ends which are bent, hogged, battered, or having history of bolt-hole cracks
shall be cropped before welding for conversion into LWR/CWR.
4.4.3 New rails used in LWR/CWR shall, as far as possible be without fish-bolt
holes. Joining of rail ends temporarily during installation of LWR/CWR shall
be done by 1 metre long fishplates with special screw clamps/joggled fish
-plates having slotted grooves & bolted clamps as in Fig. 4.4.3 (a), (b) & (c)
with speed restrictions indicated in Annexure-III. Fish-bolt holes if any, shall
be chamfered.
4.5 MISCELLANEOUS
4.5.1 Continuity of track structure: Wherever LWR/CWR is followed by fishplated track/
SWR, the same track structure as that of LWR/CWR shall be continued for three rail
lengths beyond SEJ.
8
4.5.2 = t | (tt): = :- =|t{=| :- =|t + + |-- = -= = | |= --=+
= -|;| = = t +r| + :+| ||r|
4.5.3 tt;- t t = t |: =|+|-- = :- =|t{=| :- =|t --|;- =| t = | |= = r| =t
+r| = =|| =||| -| = t = =| : (= =|t = ) =| t = ; = =| r| =| = | |= =| t =
; = = -| + =|+|--: -|+ t =| =| = -|; t| =||| ;+ =|+|- t = =--|;| + |===+
=| t| =+ = |= =|= t = |+=+| { -=t| =| | |=| =||| -||+, =r| = = | -=|+t
= + =| |-=| =| , -r| = ; = - = =|t = = + -| +|t=| =| r|= - =
; = = + -|+ =|+|- = -|; =| t =| = -|+ +t = -|+ t = + += =| = |=| =|+|
||r|
4.5.3.1 = :- =|t{=| :- =|t =| --|; =| t = | |= = r| =t +r| = =|| =||| ;= = -
+ |==| =|t = =+-| + , |- + --|=| = |= =.=.+|.= . =| + - =+ +| + |+ =t+|
=|--= r| ||
4.5.4 x tx: = :- =|t{=| :- =|t + t =+ =|= | = |= =| ;-= = +
(|-n -t| +) = :-=| : G3(L) +=|t =t |= =||
4.5.5 ; =t |t|: = ; = =| =r| |-|- |-| =|+-| |-- =| =| |-|-| = = |=
=-= =||=|, :t +=|, --|; =|t =||=|, -|=|, -=| =|t |-n-t||- =|:| =| |+ +
t=t - =| =||| =r| -= = - r| , =| - -|= -|= = ; = 0.5 |: | (3500
+|t = |=) = =|= -| +| :| +t +r| =| =| | +| :| = |-=|=+ +t = ; = +r|
r| +| ||r|
4.5.6 |t = x = |r (|+t ||t ): = :- =|t{=| :- =|t =| -= -| , -|+=
+ |=| =| t =| = = |-+| |-|t | -|= + =| +t =|t| t| =| ==-| r |
4.5.7 |t |r{t|r x =
i) - :| =|;+ = |= + t| 4.5.7.1 + | |+| |t- = = =--|; -|= + =| +t =| t +|t
=|;+ = |= 20 +|t = =|= = + =| +t = :- =|t{=| :- =|t =| =|t|
+r| t| =|||
ii) = + =| =| , |=+ +t = :- =|t{=| :- =|t =+ +- +r| r {|-=|| +r| | r ,
|+| =|t 36 +|t =| - +-+ =--|; -= =|-| |- =t (|-t) |= t =+ =
a|t| == t| =|||
4.5.7.1 i) t - = =t t (= t + |= |= 30.5 tt t t +t t t
|o=+ tt ||t rt )
+ = =| = = =--|; |+-+| |=- -| = =| =|t|-1 = =+ =|t | ; =|=-+ =--|; =
=|= +r| r| +| ||r:-
9
4.5.2 Level crossings: Level crossings situated in LWR/CWR territory shall not fall within
the breathing lengths.
4.5.3 Points and Crossings: LWR/CWR shall not normally be taken through points
and crossings. Three normal rail lengths shall be provided between stock rail
joint (SRJ) and SEJ as well as between the crossing and SEJ. These normal rail
lengths shall be provided with elastic rail clips/anchors to arrest creep. However,
where concrete sleeper turnouts are laid, instead of three normal rail lengths, one
three rail panel shall be provided between SEJ and SRJ as well as between heel of
crossing and SEJ.
4.5.3.1 LWR/CWR shall not be taken through points & crossings. For any exceptions in this
regard, special arrangements shall have the prior approval of RDSO.
4.5.4 Glued Joints: All insulations for track circuiting in LWR/CWR shall be done by
providing glued joints G3(L) type.
4.5.5 Location of SEJ: The exact location of SEJ shall be fixed taking into account the
location of various obligatory points such as level crossings, girder bridges, points
and crossings, gradients, curves and insulated joints. SEJ with straight tongue and
stock shall not be located on curves sharper than 0.5 degree (3500 m radius) as far
as possible. SEJ shall not be located on transition of curves.
4.5.6 Bridges with ballasted deck (without bearing): LWR/CWR can be continued
over bridges without bearings like slabs, box culverts and arches.
4.5.7 Bridges with/without ballasted deck
i) LWR/CWR shall not be continued over bridges with overall length as specified in
para 4.5.7.1 for BG and not more than 20 metre for MG.
ii) Bridges on which LWR/CWR is not permitted/provided shall be isolated by a
minimum length of 36 metre well anchored track on either sides.
4.5.7.1 i) Bridges provided with rail-free fastenings (single span not exceeding 30.5
metre and having sliding bearings on both ends)
Overall length of the bridge should not exceed the maximum as provided in Table-1
with following stipulations:-
9
=) t =-+ = - =| =| + = =| = -|; t + -+ | (+|=+|| ) = -| + =||
=|||
) |+-+| |=- + = |==| = =| --| =t- r +r +| =| =|-| |- | +| =| t 50
+|t -= |-t ( -=t) |=| =||:-
i) =|= - =| = -|= = -=|+t
ii) |+ `|` =-| =| |;+ = = |+ -=t| -|=| =|=| t = |+=+| =|r- +| =|t
=| -=|+t|
) +r +| = |;| = ++ =| 50 +|t -= t = = =||t -= | -:t| +t r|-:-=+ |=|
=|| (;| -+|| =||) =| t =|= +| =| t =| : = +r|+| + =|-| |- -|= -
(+=- -) =| t -- | + t| =|||
4.5.7.1 ii) t - = =t |r t t |= = t+- -=|t = (|= |=
30.5 tt = = t + = t t |= t +t t t |o=+ tt ||t rt )
+ = =| = = =--|; |+-+| |=- -| = =| =|t|-1 = =+ =|t | ; =|=-+ =--|; =
=|= +r| r| +| =||r:-
=) = -+ + +t + = |t -=|+t| =| |+ `-|` =-| =+|+ |; + = |+ =t| = -| +=
=|t- |=| =|| =| t + -=|+t| + t =-+ = - = =| =| |
) :t| +t = += = =;| + +t| |:|; + | ( +|) +r| -+| =| -|-= =
|t- r : =| =|+ (=| +| : =t+ ) = |= ==-== | -+| =| |
) +r +|| + t =+ = t+| + = + 4.5.7.1(i)()=| t() + | |q|- +|+=| =
=+ =|t |-=|; =| t =+ t|- =| =|||
) = :- =|t{=| :- =|t |-=|+ = +r= |-|t +t |- + ( :|) =| |-|- =
= + :t| =| =:|=- |=| =|||
:) =t=+ -|=| |-|t | =| |+t| = -+ +| =| t =+ -t = +r|+| + |=| =||
=| t +=| =|t| -| =|= =| =||| |-|t | =| -+ r+ = | -+| + = -|t
|=| =|||
10
a) Rail-free fastenings shall be provided throughout the length of the bridge between
abutments.
b) The approach track upto 50 m on both sides shall be well anchored by providing
any one of the following:-
i) ST sleepers with elastic fastenings
ii) PRC sleepers with elastic rail clips with fair T or similar type creep
anchors.
c) The ballast section of approach track upto 50 metre shall be heaped upto the
foot of the rail on the shoulders and kept in well compacted and consolidated
condition during the months of extreme summer and winter.
4.5.7.1 ii) Bridges provided with rail-free fastenings and partly box-anchored (with
single span not exceeding 30.5 metre and having sliding bearings at both
ends)
Overall length of the bridge should not exceed the maximum as provided in Table-1
with following stipulations:-
a) On each span, 4 central sleepers shall be box-anchored with fair V or similar
type creep anchors and the remaining sleepers shall be provided with rail-free
fastenings.
b) The bridge timbers laid on girders shall not be provided with through notch but
shall be notched to accommodate individual rivet heads.
c) The track structure in the approaches shall be laid and maintained to the
standards as stated in item 4.5.7.1 (i) (b) and (c) above.
d) The girders shall be centralised with reference to the location strips on the
bearing, before laying LWR/CWR.
e) The sliding bearings shall be inspected during the months of March and October
each year and cleared of all foreign materials. Lubrication of the bearings shall
be done once in two years.
10
ttt-1
xt t;+ t xr tt{t xr tt t + t =t
= |= -t; (tt )
( tt- 4.5.7.1 (i) t (ii))
-|++|+ = t = + =| +t t =- + =| +t t =-+ +- - =
+ =++ + = - = - =| |= + = -|+=
=|t-
+t| 4.5.7.1(i) + t| 4.5.7.1(ii)
+r +|| +t = +r +|| +t = -=|+t
-=|+t =| =|t =| =|t
+| =|t =|{= | +| =|t =|{= |
I 60|= | 30 77
52|= |{90=|t 45 90
II 60|= | 11 42
52|= |{90=|t 27 58
III 60|= | 11 23
52|= |{90=|t 27 43
IV 60|= | 11 23
52|= |{90=|t 27 43
4.5.7.1 iii) - |-:- t = = -= t =-+ = - =| =|r- =| t = +t = ; =
= =| =|; =| ==-| r| t= =| :t = -|; |=t (|=+-: :) +t = -=|+t| +t
-|+=- =|t- |=| =|| -- : t = =| t t| =t| +t =-= |-- r| =| t =t| =| t t| =t|
+t| | :t |+| =|t = =t=+ -|=| |-|t| +t =-=|-- r|- r -| -|-:- t= =|
+ |, = -++ +t |t -=|+t| +t -|+= =|t- |=| =||| | |+
4.5.7.1(iii)|
11
TABLE - 1
Maximum overall length of bridges permitted on
LWR/CWR on BG (in metre)
(Para - 4.5.7.1 (i) & (ii))
Temperature Rail section Rail-free fastenings Rail-free fastenings
zones used on bridges on bridges and
partly box-anchored
Para 4.5.7.1 (i) Para 4.5.7.1 (ii)
Type of sleeper Type of sleeper
used in approaches used in approaches
PRC/ST PRC/ST
I 60kg 30 77
52kg/90R 45 90
II 60kg 11 42
52kg/90R 27 58
III 60kg 11 23
52kg/90R 27 43
IV 60kg 11 23
52kg/90R 27 43
4.5.7.1 iii) Welded rails may be provided from pier to pier with rail-free fastenings and with
SEJ on each pier. The rail shall be box-anchored on four sleepers at the fixed end
of the girder if the girder is supported on rollers on one side and rockers on other
side. In case of girder supported on sliding bearings on both sides, the central
portion of the welded rails over each span shall be box-anchored on four sleepers.
See Fig.4.5.7.1(iii).
11
4.5.7.1 iv) = :- =|t{=| :- =|t =| + = +t t =-+ = - =| =| | =t- r + = = t-|=t|
+r +| +t = ; = =| --| =|r- =|t| t| =| ==-| r (|+ 4.5.7.1(iv))|
|==r|= ;= +|+= + + = =| =--|; t = = = =+ , |== :+ =-| |===+ , | =| ; r| ,
=| -r+ (=|- ) =t+ =| = ; = =| +-| a|t| =||+- =| =||| + = --| =
=| + =| =| = -|; , =| 120 |++| =| t 190 |++| =| =|=-+ = =+ -|= = ; = =
=| = :- =|t{=| :- =|t r - |-| t = -|++|+ +| + =+ +- =| =| ==-| r ,
|+-+ =|t r :-
t v= ; |r t
xt
t |t t+ tt
tt+ ; =t |= vtt |= |t= tt+
a x =t |= -t;
+(|t)
= |{+| =|t =| =| = |-9 = |{+| =|t =| =| = |-9
+r +| +r +| +r +| +r +|
-=|+t| -=|+t| -=|+t| -=|+t|
=|r- =|r- =|r- =|r-
IV 190 55 +| 45 +| 7.0 = +| 6.5 = +|
III 190 70 +| 70 +| 7.0 = +| 6.5 = +|
II 190 110 +| 100 +| 6.5 = +| 6.5 = +|
I 190 160 +| 150 +| 6.5 = +| 6.0 = +|
II 120 20 +| 15 +| 4.0 = +| 4.0 = +|
I 120 50 +| 50 +| 4.0 = +| 4.0 = +|
3 == , =r =====r = 10 == * = =rf= f==r r=:
5. -t |rx t t t t |rx t t =t |ct+t
5.1 a
|+-+| |=- = = - + =r| = :- =|t{=| :- =|t =| |-=|+ =| --|- r| -r| =
= ++| =| =+-=+ +t =- |=| =||:-
12
4.5.7.1 iv) LWR/CWR may also be continued over a bridge with the provision of SEJ at the
far end approach of the bridge using rail-free fastenings over the girder bridge
(Fig. 4.5.7.1 (iv)). The length of the bridge in this case, however, will be restricted
by the capacity of the SEJ to absorb expansion, contraction and creep, if any, of
the rails. The length of the bridges with the above arrangement that can be permitted
in various rail temperature zones for LWR/CWR with SEJs having maximum
movement of 120 mm and 190 mm are as follows:-
Rail Max. Max. length of Initial gap to be
temp. move ment bridge with SEJ provided at t
d
zone of SEJ
used (mm) With ST/PRC With CST-9 With ST/PRC With CST-9
approach approach approach approach
sleepers sleepers sleepers sleepers
IV 190 55 m 45 m 7.0 cm 6.5 cm
III 190 70 m 70 m 7.0 cm 6.5 cm
II 190 110 m 100 m 6.5 cm 6.5 cm
I 190 160 m 150 m 6.5 cm 6.0 cm
II 120 20 m 15 m 4.0 cm 4.0 cm
I 120 50 m 50 m 4.0 cm 4.0 cm
Note: SEJ is to be installed 10 metre away from the abutments.
4.5.7.1 v) Welded rails may be provided over a single span bridge with rail free fastenings
and SEJs at 30m away from both abutments. The rail shall be box anchored on
four sleepers at the fixed end of the bridge if bridge is supported on rollers on one
side and rockers on other side. In case of bridge supported on sliding bearings
on both sides, the central portion of the welded rails shall be box anchored on four
sleepers. On both side of approaches fully creep anchored fastening shall be used.
The length of single span bridge permitted temperature zone-wise shall be as
under:
Temperature Zone Maximum length of single span girder bridge with SEJ (190mm gap)
at 30m away from both abutments with full creep resistant fastenings at
approaches (t
d
= t
m
)
IV 75m
III 87m
II 110m
I 146m
5. LAYING OF LONG WELDED RAILS AND CONTINUOUS WELDED RAILS
5.1 SURVEY
A foot by foot survey of the sections where LWR/CWR is proposed to be laid shall
be carried out in regard to the following:-
12
5.1.1 = -|+| =| +-| =|| =|| =r| = :- =|t{=| :- =|t -||=| = =|t |-=||
+r| =| ==-| r == +=| +t + =t+|{=+t =t+| t|- |-|- + r|, +|:, -|=, --|;
=| t = ||=, =|-t =|t+ + =||| t =+ =| =| +|t| | +| |=t| +t = ; = =|
--| a|t| = :- =|t{=| :- =|t = + | = == t| =| |
5.1.2 = -|+| =| =r| |+-+| |=- |t |= =| |= =|+ r , = :- =|t{=| :- =|t =|
|-=|+ = +r= + t =t |= =|+ = |= - - |=| =|:-
i) |-n-t||- =|:| = -|+ +t =:-=|:| =| =|| =|+|
ii) -= | =| + +: =t
iii) ==+ =| t |=| =| + =t+ = |= t =+ =| =|+| | +|| =t+|
iv) -| t -= | =| |t- =| t = |t
v) || =| t+ + =| |-t|=t
vi) = =+=| t + =| =| + +-| ++ |=+ +t t =| =| r|+| | =+t =|+| | =-|; |-|+
(=t=+=) =t+ r||
5.1.3 + + t| 5.1.1 -| 5.1.2 + |q|- |-| =- |- +-|=| =| -| = ; = =| =+ =r|
|-|-| | - r = |--- - ++| -+|| =||| |--- - ++ =| ++ +| |+ 5.1.3 + |
=| ==-| r | ++ =| 1:5000 = =+-= -= = + - |t |=| =| ==-| r |
5.2 tt+ | o
5.2.1 |+= t = -|++|+ = =|=-+ =--t - t = = =| =- -|++|+ =| |+| t t =+ |+t|=
(|t|) = |+ -|++|+ =|= | =-| + t| 2.2.1 = =+ =|t -+| =|= | = |=|
=|| |
5.2.2 | |+== +| -+| = -|++|+ =|= += + r| -| `t = -|++|+ +| =| | + -|=
|t- = +|+|+` (|+ 1.7) + || t = -|++|+| =| =|+| (t =) =| t =| =- -|++|+ =|
+|+| =|||
5.3 |a t t
= = :- =|t |-=|+ = |= |+-+| |=- =|+ | =| =|--=-| r| -| r :-
i) =| = ++ = 6.5 +|t =-| -: t= = |t =: =| = :- =|t = =+ + =
r|
ii) -=|+t| =| t - =| =|r- = ; = = | =
iii) +| + = c| + |- + -= += + = =| =+ -|=| 1 +|t =--| |=-= {-| - :
+= + = =| = r| + -|=| -=| : = -|=| =| -: |=-= =| |+ = c|
4.4.3 (), (-|) - (=|) = =+=+ r|
13
5.1.1 Locations over which LWR/CWR cannot be carried through on account of
constraints such as bridges having substructure/superstructure in a distressed
condition, curves, gradients, points and crossings, unstable formation etc. shall
be identified. Such stretches of track shall be isolated from the remaining portion
of LWR/CWR by provision of SEJs at either end.
5.1.2 Locations where following preliminary works are required to be carried out shall
be identified for completion before laying of LWR/CWR:-
i) Replacement of insulated joints by glued joints
ii) Realignment of curves
iii) Lifting or lowering of track to eliminate sags and humps
iv) Introduction and improvement of vertical curves
v) Stabilisation of troublesome formation
vi) Rehabilitation of weak bridges involving removal or lifting of rails or
introduction of temporary arrangements.
5.1.3 A detailed plan shall be made showing the exact locations of SEJs and of various
other features mentioned in sub-paras 5.1.1 & 5.1.2. A sample of the detailed
plan may be seen at Fig. 5.1.3. The plans may be prepared to a horizontal scale
of 1:5000.
5.2 TEMPERATURE RECORDS
5.2.1 The maximum daily variation of rail temperature and the mean rail temperature
(t
m
) for the section shall be ascertained from the temperature records available
with the PWI-Incharge or as built up as per para 2.2.1.
5.2.2 If rail temperature records of preceding five years are not available, the mean and
range of rail temperatures shown in the Map of India showing Rail Temperature
Zones (Fig. 1.7), shall be adopted.
5.3 MATERIALS REQUIRED
Following materials are required for laying one LWR:-
i) Four numbers of 6.5 metre or longer rail pieces of the same rail section as
LWR
ii) Two sets of SEJs with sleepers and fastenings
iii) Adequate numbers of 1 metre long fishplates with special screw clamps/
joggled fishplates with slotted grooves & bolted clamps as in Fig. 4.4.3 (a),
(b) & (c)
13
3 r=rf*= =r==r = =r` *r f== = f> 5.3(iii) = = =r f==r ==r =fr=
==r = = r === r :
iv) + = =|=|t| = t = +=| =t
v) 1 +|t =| t 10 =+| = =| |=+|t
vi) = =|+= -| =|=t = (2 |++| = 0.1 |++| -=)
vii) t= =|+ =| +-=t
viii) :|--|= +-=t =|- t|=t, ||+={:-||=- t= =t, +|t| -| -=| = |=
=|;:-t| =t, |+ 5.3 (viii) () =| t (-|)
ix) - |++| |+ ={= = |- - |-: +-=t -| +- r| + -|=| =|+| |
x) t =+ = t| +-=t
xi) t||+ =| +-=t|
5.4 vtt |= =t
5.4.1 | =|--= r| , -| t =+ =| =+t =|+ =-| +| =t+ = =| |;| =| rt| ==|; =
-| = :- =|t{=| :- =|t =| |-=|| =||| = :- =|t{=| :- =|t = |=
+t| 4.2.1 + | |q|- +|+= |;| = ++ =| --| =| =|||
= :- =|t{=| :- =|t |-=|+ = +r= + t| 5.1.2 + --| =- =| |t |= =||
=| | + t| |=| =|||
5.4.2 | =| ; |t |= =| = :- =|t{=| :- =|t = = -|++ = +r= + t| +r| |=| =|
==-| r -| =| +|;| +t = ; = =|=t == =t || =|| = =|| = +t| r|+ +t
=| +|;| =| +t| 5.8 = =+ =|t = :- =|t{=| :- =|t = =| - |-:- =t ||
=|, :|-- |= =t || =| =| t =| : || =||
5.5 xr tt +t+ = | |rx
5.5.1 =|+|--: t=| =| +|+ =+ + =-- ++=|, 10 = 20 =-| =|= t =| =| =--|; + | -|
- |-: |:+| + =-| = = +t =-| =| -|+ +t += -; - |-: { = |- - |-: =t ||
=|| -| = =|:| =| =-= -|++|-|+= -|-: (= = -| |=|) a|t| r| -|-:- |=|
=|||
5.5.2 880 : (90 | =) =-| --t : t =| =| -|t- =+ +|t|r-IV + | t-
t|- = =+ | =| +|=+ |=| =|||
5.5.3 =-- -|-:- ++=| =| |-=|+ = +r= =|t{=-| t=| =| -|-: = +r=, | +t = +t =
; = = = , |=++ = = --||-- = :- =|t = = |=+|t +t + t| 5.6 = =+ =|t |
=| =- -|+ + (+|+ +| =|+ +) =| t- r +r= = |+| |t- -|+ +t =|| =|||
6.5 +|t =-| == =|= =--| +=| =t t = =| = :- =|t = +|-- + {= ; = =
+|-- +, :|--|= =| = |t|+ |t= -|+ = =+||=+ = |=, =|| =|||
14
Note: Slotted fishplates as in Fig. 5.3(iii) with fish-bolts may be used in
exceptional cases.
iv) Rail closures of suitable sizes
v) 1 metre and 10 cm straight edges
vi) Callipers and feeler gauges (2 mm to 0.1 mm)
vii) Rail cutting equipment
viii) Destressing equipment i.e. rollers, mechanical/hydraulic rail tensor, mallets
and side rollers for curves, Fig. 5.3 (viii) (a) & (b)
ix) Alumino-thermic/mobile gas pressure welding equipment and consumable
materials
x) Equipment for protection of track
xi) Equipment for night working.
5.4 PRELIMINARY WORKS
5.4.1 Deep screening of ballast along with lifting or lowering of track, if required, should
precede laying of LWR/CWR. Standard ballast section as stipulated in para 4.2.1
for LWR/CWR shall be provided.
All other preliminary works identified in para 5.1.2 shall also be completed before
laying of LWR/CWR.
5.4.2 If any of the preliminary works can not be completed before installation of LWR/
CWR, such stretches should be isolated by providing SEJs. On completion of
these works, such stretches may be welded, destressed and joined with LWR/
CWR in accordance with para 5.8.
5.5 WELDING OF RAILS TO FORM LWR
5.5.1 Rails shall normally be welded into sufficiently long panels of 10 to 20 rail lengths
or more by flash butt welding/gas pressure welding, either in the welding depot or
on cess or in-situ. The joints in between only shall be welded by alumino-thermic
welding (SKV process).
5.5.2 While unloading 880 grade (90 UTS) or higher grade rails, handling instructions
laid down in Annexure-IV, should be followed.
5.5.3 Before laying long welded panels and/or before welding of rails, two complete
sets of SEJs, one at either end of the proposed LWR/CWR shall be inserted at
pre-determined locations with gaps in mean position as per para 5.6. Closure
rails of 6.5 metre or longer length shall be provided at LWR side/sides of SEJs to
facilitate adjustment of gaps during destressing operation.
14
5.5.4 - |-:- + +=| =| |-=|+ =| t{=-| -= +t =| :| =| - |-: =| =| -+ + |==| | =+
|=| =| ==-| r | = |=+ +| + =+ = =-- = 1 |=+| =-| == =|= =-- + +=|
=| -|-: = -|, +t| 5.7 = =+ =|t :|-- |= || =| =||| =+|tr| |=| +
=r| :|-- |= - t-- -| + + =| =| == =| t +| + =-| = = t :|-- |= =t+| = - +
r| , |-n+|+ t = = -|++|+| +t = :| +=t t| =| =| t | t = =| -|++|+ = -|++|+ =
20
0
= . =|= r| =|-| r |== -|++|+ +t t = =| - |-: =| r| {- |-:- t =| =| |-=|| |
r| -| = |-+ :|-- |= =t+ = +r= -= = = ||-- =|=-+ -|++|+ = 10
0
=. +| =
-|++|+ +t =-|; :|-- |= =| =||| | t = -|++|+ +| + =+ = =+ r| =|-| r -| + t|
9.1.2 (ii) = =+=|t =: +|=+ =| -- = =| =||| =|-+ :|--|= +t| 1.18 = =+ =|t
t =+ = -|=t r| =|+ = -| r| =| =|||
5.5.5 +|t|r-III + --|; ; =-|; |- =|+| t =+ =| + =--|;| +t =|; =|| =r| - |-:-
+ +=| =| 1 +|t =--| |=-= | a|t| |- + -= += -+| =-| -=| -|= -| -|=| =| -:
|=-= | =| t -| - : += +| = |+ 4.4.3() =|t (-|) =-| (=|) = =+=|t =|:| | r||
5.6 ; = ott r
5.6.1 = ; = = |=| =r| =| = :- =|t{=| :- =|t =| |-=|+ {-| =| :|-- |= =
=+ |+ 5.6 + || =+ =|t =+|| |=- |=| =|| =| t -r |+-+ =|t r| |:-
|ctt t t ++ `t
xt
` t |t t+ t=t ott r
52|= |{60|= | 40 |++|
=- 60 |++|
5.6.2 = |-r - t = |+{-| = t = |=+|t = -| = , |-| t = -|++|+| +t, |=| =r
+|t|r-V + || =+ =|t -10 |++| =| = =| |-= =|+| = =|= = = -t = +r| r| |
5.6.3 =r| |=-= -|=| =-| = :- +| t =+ = ; = = = =| t =| :| | r| , = :-
=|t{=| :- =|t =| =|;: +t = +|= =|t t= |+ =-| -|= t= =|+t = -| +
|=| =r +|t|r-V + || =+ =|t = =| |-= =|+| = -10 |++| = =|= = = -t =|
+r| r| +| ||r|
5.7 xr tt =t xt-t |
5.7.1 tt-
i) |-||- =-t| (=|=) = |t|+ :|--|= =| =| +|t|r-VI + || =+ =|t
t =+ |+t|= =| |=- -t + r| |=| =|||
ii) |-||- =-t| =| = = =-| =| =+ =t+ = |=, rt =t -=|+t +t - =| =|
-|=| =t+ {r|+ = |=, |-||- =-t| =| -|--|-= =+ = |+ =t+ = +r= 30
|=+|{ | =| |- =|+| =|+| |- r| ||
15
5.5.4 Laying of welded panels and/or welding of joints at site can be done at any time of
the year. But after welding into sufficiently long panels of about 1 km or longer,
destressing as per para 5.7 shall be undertaken as soon as possible. Under
unavoidable circumstances where destressing could not be done soon after and
not likely to be done within a reasonable period, a strict vigil shall be maintained
on the prevailing rail temperatures, and if the rail temperature rises more than
20
0
C above the rail temperature at which welding of rails/laying of welded panels
was done, temporary destressing shall be undertaken at a rail temperature of
10
0
C below the maximum rail temperature likely to be attained until final destressing.
If the rail temperature comes down appreciably, cold weather patrolling as per
para 9.1.2 (ii) should be introduced. Final destressing shall be done after
consolidation of track as per para 1.18 has been achieved.
5.5.5 Temporary speed restriction as indicated in Annexure-III shall be imposed on the
length of track where welded panels are joined by 1m long fishplates with special
screw clamps or joggled fishplates with slotted grooves & bolted clamps as in
Fig. 4.4.3 (a) & (b) or (c).
5.6 GAPS AT SEJ
5.6.1 Gaps at SEJ shall be adjusted at the time of laying/subsequent destressing of
LWR/CWR, as illustrated in Fig. 5.6 and shall be as under:-
Rail section laid Gap to be provided at t
d

52kg/60kg 40 mm
Others 60 mm
5.6.2 The gaps between the reference mark and tongue rail tip/stock rail corner at various
rail temperatures shall not differ by more than + 10 mm from the theoretical range
as shown in Annexure-V.
5.6.3 Where fishplated or SWP track is joined on one side of SEJ, the gap between the
reference mark and tongue rail tip/stock rail corner on LWR/CWR side shall not
differ by more than +10 mm from the theoretical range as shown in
Annexure- V.
5.7 DESTRESSING OF LWR
5.7.1 General
i) The work of destressing shall be done during a traffic block under the personal
supervision of a PWI as laid down in Annexure-VI.
ii) It is preferable to impose a speed restriction of 30 km/h before actually
obtaining the traffic block and to loosen/remove fastenings on alternate
sleepers to reduce total duration of the traffic block.
15
5.7.2 =tt =t =
:|-- |= = |= =++|; =|+ -|=| |= | = |+-+| |=- t r :-
i) t=-=t|, |: t=|, = t=| =|| == =-t|| = t= = ==+ =| += t+ =
|=, ;+=| t |=| =||
ii) |-||- =-t| = | t|+ = :- =|t = + + = 1 +|t =| |=| =r
-+|; =| =| t =+ +=| =t t = =|; =| =| t ==| |- + |=-= | - += +| =
a|t| -| || =| =| t |-||- =| =||+- |- +t |= =t || =||
iii) + t| 1.15 = =+ =|t --||-- = :- =|t = | +| |=t| +t =t = -|;| =| ||-r-
(+|= ) |=| =||
3 =) f= =

==f== == = =r==r rr = =

= = === =r= =
rr = = =-=r,=r =r f=r f= f==r r==r:
=) = =r , = r , =r,=r =r f= = f=f= =r= rr = = =
=-=r,=r =r r====r= =r = =r=r r ===r r :
iv) =t =--|;| = |=t| +t | +| =| t -| == -| 100 +|t =| |t| +t +|=t
: |= =||
v) =- =+ |- = -|++ -|++|+ |
=|
=| =+ | |
+|
=+ r| -| |-||- =-t| =| |+
|=| =|, + = +=| =t t = =| r| || =| =| t | +| |=t| +t = -= =t
=--|;| =| =|:=t t= =| +t| =--|; =| -|=| =t || =|| t= =|
t|=t| +t -|| =||
3 =f== = ==f== == === =r,r=r =r ==r= f==r r==r: ==
= * = r =r, =r = =-= = === == = r= rfr=,
=r| , + =
-= =| = |= (=|t)x|- t = = -|; +t -=|+t| =| = c|
50x(|
=|
-|
+|
)
-|rt| =| t = =+| = t =| =| t = = -|+ =+| | = |= = =| t = =| t =|
=| |
vi) + = |=| -|+ = = +|t t = =t =| |-t =t || =| =| t -++ =|| =|
-||= +|t|r-VII + | =+ =|t =+ |- = =|- |+= == |
vii) r = |+|-- =t- r |= = +|= t +t =+ |- = =|- |+= | r , t = =t +t
-+|- =| =+|||=- =t- r =|t =|+= =+ + t|=t| =| r|+ = +-|- |+| |=t| +t
=t =--|;| = = =t- r t = =| -|t| -| || =||
16
5.7.2 Sequence of operations
The procedure to be adopted for destressing consists of the following steps:-
i) Remove impediments to free movement of rail such as rail anchors,
guard rails, check rails etc.
ii) Create gap of about 1 metre at the centre of LWR during a traffic block
and insert a closure rail there at a restricted speed.
iii) Mark anchor lengths at either end of the proposed LWR in accordance
with para 1.15.
Notes: a) Anchor length shall be determined on the basis of the
lowest value of t
p
at which destressing is likely to be
carried out.
b) Anchor length shall be increased suitably if the
fastenings, rubber pads, liners or ballast conditions are
poor.
iv) Erect marker pillars at the ends of anchor lengths on either side and at
100 metre intervals thereafter.
v) Obtain a traffic block when t
p
is less than the desired installation
temperature (t
o
), remove the closure rail at the centre and unfasten the
full length of rails leaving only the anchor lengths at either end. Mount
the rails on the rollers.
Note : Side rollers shall also be used while undertaking
destressing on curved track. Side supports on the inside
of curve should be spaced at every n
th
sleeper,
Outside supports shall be used in addition at the rate of one for every
three inside supports.
vi) Fix rail tensor across the gap at the centre and apply tension so as to
get the required amount of extension as provided in Annexure -VII.
vii) Re-fasten the rails starting from the anchor lengths at either end after
removing the rollers progressively and adjusting tension at the rail tensor
to make sure that the required extension has been achieved at each
marker pillar.
16
where, n =
Radius of curve (R) x No. of sleepers per rail length
50 x (t
o
-t
p
)
viii) + = |=| -|+ = | +| =| t + = |-r =|; =| 6.5 +|t =| t| +t r|| =
+=| =t t = |===| =--|; (6.5 +|t-2 |=| -|+ - |-: r - -1 |++| =|t| =
=| |=t| = |=) = -t|-t r| , =+ =| -| |+ 4.4.3 () =| t (-|) =-|
(=|) + ||; ; --|=| = =+ =|t += + =t |
ix) t= =t =| -|=| =t =|t r||
x) =t |-||- =-t| = |t|+ + -|=| +=|=t t= = |+| =|:| =| --: =t
|
xi) -| + -| =t = -|;| +t |--= =| =+|+ =t |
5.7.3 t tt = vt |r xr tt = xt-t | =t
t = =t| = | = = :- =|t =| :|-- |= = |= |+-+| |=- |= | =++|; =||:-
i) +r= |-||- =-t| = | t|+ |-|- `-|` =| - = :- =|t = + + (|+
5.7.3) 1 +|t =| |=| -|+ -+|;| =|--=-|+ =|t t = +=| =t =|;
-| |- + |=-= | =| t += +| = -| || |-||- =| =||+- |- +t =|+ ||=|
ii) =t =--|;
1

2
-| =|
1
=|
2
=| |=++ = = =

= -t|-t r| |, =--|;
2
=|
2
|===| :|-- |= =| =|+| r , = =-= |=+|t +t ||-r- =t (|+ 5.7.3 ())|
3 = = =-=r, `==
=
=r ==f== f== r= =r= =rf== =

= = === =r=
= rr f=r f= f==r r==r:
iii) = =--|;
2
-| =| t =|
2
-| +t +|= t :-
0
:-
1
=|| : |= =| | t =
= +t +|= :-
0
=| -|+| -|t- |=| =| (|+ 5.7.3 ())|
3 -==
0
-==
1
, -==
1
-==
2
rf* * f=r` === 100 == = *
ffr= = r= : f== = -==
=
=r == r= = r = * 100 ==
= == rr === r :
iv) =t |-||- =-t| = | t|+ =- =+ |- |
=|
= |
+|
=+ r| (|+ 5.7.3 (-|)), --
:|--|= =| =--|;
2
-| =| t =|
2
-| = |= |+-+ =|t |=| =|:
=) |-|- `-|` = +=| =t t = =| r| |
2
=|
2
| =| |= =|t t|=t| = =+t t|
) |=| -|+ `-|` +t t = =t =| |-t =t -| -+|- =| |=== |=
:-
0
+t = = |- (+ -+ ) r| -||= | |==| =|t =| =+ =-| -|++ r|
-| = t |=| =| == =| t t| =t| =|| + + =|| =| =+ |=| =| == |
-+|- =| =|: -| |- (+-+) -|;
0
=| :-
0
+t +| =t|
17
viii) Put paint marks on either side of the gap at the centre, spanning over
the gap at a distance of 6.5 metre. Insert a closure rail of a length equal
to (6.5 metre - 2 gaps for welding + 1 mm for saw cut ends) and clamp
as per arrangements shown in Fig. 4.4.3 (a) & (b) or (c).
ix) Release and remove the rail tensor.
x) During another traffic block, weld both the joints of the closure rail at
the centre.
xi) Equalise stress at the centre and at the anchor lengths.
5.7.3 DESTRESSING OPERATION OF LWR WITH THE USE OF RAIL TENSORS
For destressing of LWR with the use of rail tensor, the following procedure shall be
adopted:-
i) During the first traffic block, create a gap of 1 metre at location B i.e.
centre of LWR (Fig. 5.7.3). Introduce rail closure as required and fasten
with special fishplates and clamps. Allow traffic at restricted speed.
ii) Mark the anchor length A
1
A
2
and C
1
C
2
each equal to l
a
at either end of
the length A
2
C
2
to be destresed (Fig. 5.7.3.(a)).
Note : The anchor length l
a
should be determined on the basis
of the lowest value of t
p
at which the destressing is likely to
be carried out.
iii) Erect marker pillars W
0
W
1
etc., on each of the length A
2
B and C
2
B.
Transfer the marks W
0
onto the rail foot (Fig : 5.7.3(a)).
Note : The distances W
0
W
1
, W
1
W
2
etc. shall be marked at about
100 metre intervals, the distance from the previous pillars
and the last pillar W
B
may be less than 100 metre.
iv) During the second traffic block, when t
P
is less than the desired t
o
(Fig. 5.7.3 (b)), destressing operation shall be carried out for the lengths
A
2
B and C
2
B as described below:-
a) Remove the closure rail from location B. Unfasten and mount on
rollers the portion from A
2
C
2
.
b) Fix the rail tensor across the gap at B and apply tension so as
to obtain some movement at W
0
to remove any kinks or
misalignment and to minimise the friction in the rollers etc.
Release the tension and note the movement Y
0
at W
0
.
17
) t= = +t +|= :-
1
, :-
2
, .............. =| -|+|-|t- =t =|t -|++|+
|
+|
+| =t|
) :-
1
+t =+ |- = =+ |- =| |+-+ =|t |+=|= :-
:-
1
+t = =+ |- = -|;
0
--|+|--t (|
=|
-|
+|
) = |= =--|; :-
0
:-
1
(=) +
- |= = -|;
0
-=x=-=|x(|
=|
-|
+|
)
:-
2
+t =+ |- = =+ |- =| +| |+-+ =|t =t :-
:-
2
+t = =+ |- = :-
1
+t = =+ |---|+|--t (|
=|
-|
+|
) = |= =--|;
:-
1
:-
2
(=) + - |=|
;=| =|t =| = + - |-- =| +t = +|+ =|t =+ |- = =+ |-| =| +| =| =||
=t = t =| =|;: +t t= = +t += () + |q|- -|+|-|t- |-r| = =|+ +=
+| |= = =|-| =| +|= (||-r-) =t |
+|=t :-
1
= +|= = =|++ =+ |- = =|- =| +|= =|+ -= t = =t = a|t| -+|-
=| | = + - :-
0
:-
1
=| -| |
== -| :-
2
+t = =t, -+|- =| =+ =t- r | --|- r =t =| =+|||=- =t-
r +|= :-
2
= +|= = =|++ ;= |-|- +t =+ |- = =|- = +|= =| =| -|
=+ :-
1
:-
2
=| -| | ;=| =|t, + - r +|=| =| = =t , =|--=-|+ =|t
-+|- =| =+|| |=- =t -| == =| =| t =|+ = +r= = = + =| -| |
3 i) f=f == r ,=
r
=

) = = =r=r = f== ff*VII = ==

x==rx,=
r
=

) = =r= f*=r= r :
ii) = == -==
1
, -==
2
rf* =r =r= == === =

=r = == ==
=r= r =r=r r=: == =r* =

= =r= r=== =rI rr = r :

=r = *f = frr =r rI = f== ==r= == = r = frr =
f==r= == = *r r= =f* == f== =r= == = =f = =r , =r=r= =
= r=r r =r = = = = = === == =r =r= =r = =r= ===.
==r=r f= = f==r r=:
iii) =f* f== =r=, =
2
= r =
2
= *r =r = =r,=r =r =r=r =rI
=r r r ===r r =r f=r= = f== ==r=r = =r = == =r = ==
== = r, = ==r =
2
= = r == =
2
= = == = r === r :
:
.
) = |-+ = -|;
2
-| =| t =|
2
-| =| - |; + t| r| =|+ = -|, t = =t a|t| +|+
|=| -|+ +t =t| t = = |=t = (6.5 +|t-2 x 25 |++|-1 |++|) =| +|+| ;
t| +t +r=| t= = += |=t = |+= = + =| +|= =||
18
c) Transfer marks W
1
, W
2,
....... onto the rail foot and note
temperature t
p
.
d) Calculate the required movement at W
1
as under:-
Movement at W
1
=Y
o
+ elongation of length W
0
W
1
(L) due to temperature difference
(t
o
- t
p
) = Y
0
+ L (t
o
-t
p
)
Calculate the required movement at W
2
as under:-
Movement W
2
= Movement at W
1
+ elongation of length W
1
W
2
(L) due to
temperature difference (t
o
- t
p
).
Similarly, calculate the required movements successively at each of the remaining
points.
Mark the above calculated extensions with respect to the transferred marks referred
at (c) above on the rail foot on the side away from the tensor.
Apply the tension by means of rail tensor till the mark of required extension comes
opposite to the mark on the marker pillar W
1
. Fasten down the segment W
0
W
1
.
Then check at W
2
, bring the mark of required extension at this location opposite to
the mark on the marker pillar W
2
, by adjusting the tensor either by reducing or
increasing tension and fasten down the segment W
1
W
2
. Similarly, check the
remaining marks, adjust the tension as required and fasten down each segment
before proceeding to the next.
Note : i) Annexure-VII gives the value of L(t
o
- t
p
) for different
values of L and (t
o
- t
p
).
ii) Only one value of t
p
has to be taken at the time of
marking W
1
,W
2
etc. on the rail foot. The values of t
p
is not required to be taken thereafter. The variation of
temperature, if any during the destressing operation
shall automatically be taken care of by reducing or
increasing the tensile force from the tensor, while
coi nci di ng the reference mark on rai l wi th the
corresponding mark on pillars.
iii) If for any reason, both the lengths A
2
B and C
2
B can
not be fastened down si mul taneousl y, the fi nal
adj ustment i n pul l and fasteni ng down of the
individual segments may be done in series, first from
A
2
to B and then, from C
2
to B.
e) After the fastening down of the last length A
2
B and C
2
B is
completed, make a paint mark near free end of one rail at a
distance of (6.5 metre + 2 x 25 mm -1 mm), measured from the
end of the other rail across the gap spanned by the rail tensor.
18
) =t =| r| , =-|; =+ = 1 +|t = |=| -|+ =| - =t -| =||+-
|- +t |-||- =| =|+ (|+ 5.7.3 (=|))|
v) =t |-||- =-t| = |t|+ +-+|= +t t= =| =| =|t 6.5 +|t = =|= -t|-t
=| = -|; = t = +=| =t =| |-r =t {=| =| t == = |=t =| - -: =t (|+
5.7.3 (:|)) | | =t |=t +t | |=| -|+ 25 |++| r -| = | =| =|= +
- -: |=| =| ==-| r | =-| |- + |=-= | =| t += +| = -| | =| =| t =||+-
|- +t |-||- =| =+ | -| =| |-|- + , -| = =-t| = | t|+ |
+|
=- |
=|
= =|= + r| -| =|--= =|+| -= | +| =| t = t = - =| =| | = =| t t = =t
= =| t = =| | -||= 25 |++| =| |=| -|+ (|+ 5.7.3 (;)) |+ |=| =| == ,
t= =| ++: -| =|t =|: =| --: =t =|t --: += :|=+ = -| =+ = =+
20 |++ -|- =|+ = -| =t =| r| |
vi) == |-||- =-t| = | t|+ |
+|
=- |
:|
= =+ r| -| |-|- `-|` = | +|
=| t 100 +|t =| =--|; -= -=| =| |=- r -| ==:| = +=| a|t| |+
=t- r t = + -=| =| = =+|+ =t (|+ 5.7.3 (=))| t= =| -| =|t
|-||- =| =|+ |
vii) == |-||- =-t| = | t|+, =- |
+|
+ t| 1.11 + |
:|
r - |+| |t- -|++|+ =|
=|+| = =t r| -| = ; = = 100 +|t -= = |=t =| :|--= =t| ;== +u|- +t|
5.6.1 = =+ =|t = ; = =| = | =| =|-| |- = |+|u- =t- r = ; = = ==|
+=|=t t= =| --: =t|
5.7.4 | :|-- |= = =+ t = =| -|++|+ + t| 1.11 + |+||t- =|+| = =t r| -| t= =t =|
| |-+| |= +|t|r-VIII + | ; |--- - |= | =++|; =||
5.8 xr tt =t t xr tt t x+t
= :- =|t =| =| :- =|t + =| :+ = |= |--- - |= | |+-+ =|t r (|+ 5.8 ()
= (=) -=):-
i) = :- =|t = -| + |-- = ; = {-=t t =| = -|+ +t =||t t = |=++ =
=+ = =+ | =-|; t = 6.5 +|t = -|; =| r| = |; =| t -|; =| t =| | ;+
=-|; t=| =| =|:=t =| t=| =| --: =t | =-|; t=| =| |=-=| = -| |
3 rr` rr =r r= = =f = *rr= =r=r=r = f==r= r=r= r,
=rr` *r = =r= = == == =r, = =r = rr =:
ii) --=+ = -|;| = =+||+ (-:) =| +|= =t+ = |= =-|; t =| = + = 100 +|t
=| t| +t = = :- =|t = |= +|= t :-
0
-+| |
19
f) Remove the tensor, close the 1 metre gap temporarily and allow
traffic at restricted speed (Fig. 5.7.3 (c)).
v) During another traffic block, cut the rail at the paint mark, insert a rail closure
of length exactly equal to 6.5 metre and weld one end thereof (Fig. 5.7.3 (d)).
If the gap at the other end is also 25 mm, it can be welded in the same block.
Otherwise, fasten with special fishplates and clamps and allow traffic at
restricted speed. In the latter case, during a subsequent block, when t
p
is not
greater than t
o
, release rail fastenings on either side to the required extent
and pull the rails with rail tensor to get the desired gap of 25 mm (Fig. 5.7.3
(e)); refasten the rail and weld the joint. Release the tensor after a lapse of a
minimum of 20 minutes after pouring of the weld metal.
vi) During a subsequent traffic block, when t
p
is less than t
d
, equalise the forces
in the rail by releasing the fastenings over a length of 100 metre on either
side of location B and tapping with wooden mallets etc. (Fig. 5.7.3 (f)).
Fasten down the rail and allow traffic.
vii) During another traffic block, when t
p
is within the range of temperature
specified for t
d
in para 1.11, destress the end 100 metre from SEJ. Thereafter,
weld the closure rail next to SEJ duly ensuring setting of the SEJ as per para
5.6.1.
5.7.4 In case rail temperature at the time of destressing is within the range specified in
para 1.11, detailed procedure as given in Annexure -VIII without using rail tensor,
may be adopted.
5.8 JOINING LWRs INTO CWR
Detailed procedure for joining of LWRs into CWR is as given below ( Fig. 5.8 (a)
to (f)):-
i) Replace the existing SEJs/buffer rails between the LWRs with ordinary rails,
of which there should be two temporary rails about 6.5 metre long for each of
left and right sides. Leaving the temporary rails fishplated, weld the other
rails.
Note: Where fluctuations of temperatures during the period of joining
are likely to be small, only one temporary rail instead of two, may
suffice.
ii) Provide W
0
marker pillars for each of the LWRs at a distance of 100
metre from the centre of temporary rails, to mark the ends of the breathing
lengths.
19
iii) +|+= = -|; =| | t = - |t t|| +=| = -|;| `l` =|= |+=-+ |++| -= +|+ |
iv) | +| = :- =|t = |= +|= :-
0
=| t= +== +t -|+|-|t- =t|
=+ |- |
=|
=| =+ | |
+|
=- =+ r| -| + |-||- =-t| = | t|+ --=+
=-|;| =| =-|; t=| = =|:+ -|=| |=-=| =|t |=--|-| =| r|,
:-
0
+|=| = -| = :- =|t = -=| =| -|=| =t , t=| =| t|=t| +t
-| =| t = :- =|t 1 =| t 2 = + = |= +|= t | :-
0
+t -|;
0
=| t
-|;
0
' ==+ |-| =| +| =t|
3 =r,
0
r =r,
0
' = = == =f==r =r == -== r = f=r = * rr =r
rfr=, =f* == -== r =r == f== = f=f= = rr :
v) |
+|
+| =t -| |+ 5.8 (-|) + || =+ =|t | +| =| t =t = -|;| =| +|=
=t|
vi) |==| = = :- =|t = |=t = +|+| ; l + =x=-=|x(|
=|
-|
+|
) - -|;
0
-
-|;
0
' - 2 x 25 - 1 |++| =| t| +t =t = :- =|t = |=t = |+= + = +|=
=t | r| = = 200 +|t, = |+ - -: = |= 25 |++| =| =r -| =|t| =|
= |= 1 |++| =r =| ; r | = x =-=| x (|
=|
-|
+|
) =| +|+ +|t|r-VII + +-|
=| =| - (|
=|
-|
+|
) = 10
0
= |= = x =-=| x (|
=|
-|
+|
) = 23 |++||
vii) t|=t| =| r|, =-|; `=` =| -|, | =|--= r| -| +=|=t =:| =| =| -|
|-||- =| =+ (|+ 5.8 (=|))|
viii) =t =-t| = | t|+ (|+ 5.8 (:|)), + +|= +t t= =| =|, =-|; t=| =| r|,
`l` =--|; =| t = =| =| t ==| = |=t| - -: =t | | =t |=t +t 25 |++| =|
|=| -|+ r| -| = | =| =-t| = | t|+ - -: |=| =| ==-| r | | =+ |-
25 |++| =| |=| -|+ += + r| -| t =| =| |=-= | =| t += +| = -| =| t
|-||- =| =||+- |- +t =+ |
ix) -|=t =-t| = |t|+ (|+ 5.8 (;)) =- =| :| =| - -: =t , | |=| -|+ 25
|++| r| | | |=| -|+ 25 |++| = =|= r| -| =+ |- =|+| -= | +| =| t t =
-=| =| -|=| =t =|t 25 |++| =| =+ |- |=| -|+ |+ =t+ = |= t = =t =
=| t=| =| || -|t| -| =|t t=| =| --: =t| --: += -|=+ = -| =+ =
=+ 20 |++ -| =t =| -|=| =t|
x) | =| t = |-+ =-t| = | t|+ (|+ 5.8 (=)), `=` +|= |= | = - =|
=| -|=| =t- r t=| +t -=| =| = =+|+ =t -| =t =-|;| +t | |+| =|t
=| r| =t -| ==:| = +=| = |+ =|| | =t| t=| =| -| =|t |-||- =|
+ + |= =t |
20
iii) Keep ready two rails of standard length. Measure their lengths l correct to
the nearest millimetre.
iv) Transfer the marks W
0
to the rail flange for both the LWRs.
During the first traffic block when t
p
is less than desired t
0
,

remove the fish-
plates and fish-bolts connecting the temporary rails to the breathing lengths,
release the fastenings of LWRs between the W
0
marks, mount the rails on
rollers and note the movements Y
0
and Y'
0
at the marker pillars W
0
, for LWRs
1 and 2 respectively.
Note : The movements of Y
0
and Y'
0
should be away from the ends of
LWR, if the LWRs are in a state of correct destressing.
v) Note t
p
and mark the anchor length on either side as shown Fig.5.8 (b).
vi) Make a paint mark near the end of either of the LWRs at a distance of
l + L(t
0
-t
p
) + Y
0
+ Y'
0
+ 2 x 25 -1 mm measured from the end of other LWR.
Here L = 200 metre, 25 mm is the allowance for each thermit weld and 1 mm
is the allowance for a saw cut. The value of L(t
0
-t
p
) may be read from
Annexure-VII, e.g. for (t
0
- t
p
) = 10
0
C, L(t
0
- t
p
) = 23 mm.
vii) Remove the rollers, fasten down the length L, introducing closure pieces, if
necessary, and allow traffic (Fig. 5.8 (c)).
viii) During the second block (Fig. 5.8 (d)), cut the rail at the paint mark, remove
the temporary rails, insert the rail of length l and weld one end of it. If the gap
at the other end is 25 mm, it can also be welded during the same block. If the
required 25 mm gap is not available, fasten the rails with fishplates and
clamps and allow traffic at restricted speed.
ix) During the third block (Fig. 5.8 (e)), weld the other joint if the gap is 25 mm.
If the gap is more than 25 mm, release the rail fastenings on either side to
the required extent and pull the rails with rail tensor to get the desired gap of
25 mm. Refasten and weld the rail. Release the tensor after the lapse of a
minimum of 20 minutes after pouring of the weld metal.
x) During the fourth and final block (Fig. 5.8 (f)), equalise the forces in the rail
by releasing the fastenings over the portion marked L and also over the
anchor lengths on either side and tapping with wooden mallets, etc. Fasten
down the rail and restore traffic.
20
5.9 t=
= +|=| =| , = = ; = -| = :- =|t = + | + , ;= - - = -+|
= | +t =|| (|=+=) =||| = | +t n|+ +|= =|t| = -+| =| +t -
-r| = |= = +|= |= t = +t t = = +|+- = =|; : +t + = -+| =| | |==| |
+|t|-|- + t = +t = +|= =|t| = +r| -+|| =||| = :- =|t{=| :- =|t =|
:|--|= = -t- -| = +|=| =| =| || =||| --+-|- ;+=| + -| -|+|-|t- |=|
=|| =| t + r| |-| :| ( +t) =||| = :- =|t{=| :- =|t = -r|t =| =|++ =
|= --=+ = -|; +t =| t == | +t =|-|t= = +|= =| =| ==- r |
6.0 = xr tt{t xr tt =t + ta
6.1 = :- =|t{=| :- =|t |- =+ = =| =t ;== |= |t |= + c =|--=-| r
r |= ;-r - --t = =+ =|t |t + |-=|| =| =| t == -| ==| =+ t + t| 9.2.2
= =+ =|t - +-| +| ++ t+ -|= ||- =||+ =| a|t| =t|| =|, -| ||=|t =|
--t +|t|r-VI + | --t = =+ + r| |
6.2 |+| t = + ta
= :- =|t{=| :- =|t = |+|+- t =+ =+ t + |+-+| |=- =| =|-+|=- r :-
i) |-+{+|=
ii) |=|+ (=+t =|+|)
iii) -= | = =| + + = t =|r- = t
iv) =| -= ||+{| -:t =| ==|; (+=||+)
v) = - +| =| + ++ -|=t |=== |= |=|+ =|--= r|
vi) -=t t =| =| =+ t
6.2.1 tt-
i) =) = = | -=|+t| -|=| t =+ = t+| +t = :- =|t{=| :- =|t
= :- =|t{=| :- =|t =| |+|+- t =+ =+ t -r| | -= =||+-
tr | =- t = -|++|+ |
:|
-10
0
= |-== =| t |
:|
-30
0
= |-== = -| r| =| t
;= |+ - = |t- = =|=| +r= + t| =t| |=| =|| | =+ t =| =
-| t = =| -|++|+ |
:|
-20
0
= =|= r| =|-| r -| +t| 1.18 = =+ =|t
= -|=t =| =-| = | t|+ --| | =||t =| - +|-| = ==|-| =- | -:t =| t
|= - =| =-+ ++ |=| | r| -| - :| =|;+ +t 50 |=+|{ | =| t +|t =|;+
+t 40 |=+|{ | =| |- =|+| =|; =|, -| =- | -:t - |= - =|
=-+ ++ + |=| | r| -- 30 |=+|{ | - 20 |=+|{ | = + =| |-
=|+| =|; =||
21
5.9 REFERENCE MARKS
Reference marks shall be fixed at each SEJ and at the centre of LWR/CWR, on
the reference pillars erected for this purpose. While the reference marks on the
reference pillars shall be saw marks, corresponding marks on the running rails
shall be paint marks on the non-gauge face of the rail. In no case, a saw mark shall
be made on the running rail. Reference marks are required to be fixed immediately
after destressing of LWR/CWR and shall not be shifted or tampered with thereafter.
Additional reference marks in fixed portion and breathing length may be provided
to know the behavior of LWR/CWR.
6.0 MAINTENANCE OF LWR/CWR
6.1 An important prerequisite for proper functioning of LWR/CWR is its initial laying to
a high standard and its subsequent maintenance by trained personnel possessing
valid competency certificates as per para 9.2.2 and level of authorisation not lower
than what is laid down in Annexure-VI.
6.2 REGULAR TRACK MAINTENANCE
Regular track maintenance in LWR/CWR includes following operations:-
i) Tamping/packing
ii) Lifting
iii) Aligning including minor realignment of curves
iv) Shallow screening/shoulder cleaning
v) Renewal of fastenings requiring lifting
vi) Maintenance of buffer rails
6.2.1 General
i) a) Track structure consisting of other than concrete sleepers in LWR/CWR
The regular track maintenance in LWR/CWR shall be confined to hours
when rail temperature is between t
d
+10C and t
d
-30C and shall be
completed well before onset of summer. If rail temperature after main-
tenance operation exceeds t
d
+ 20
0
C during the period of consolida-
tion as per para 1.18, the speed restriction of 50 km/h on BG and 40
km/h on MG shall be imposed when shoulder and crib compaction has
been done and 30 km/h and 20 km/h respectively when shoulder and
crib compaction has not been done in addition to posting mobile watch-
man.
21
) = = | -=|+t| = ==|-| =- -tr = -=|+t| +t = :- =|t{=| :- =|t
= :- =|t{=| :- =|t =| |+|+- t =+ =+ t -r| | -= r| =||+-
tr | =- t = -|++|+ |
:|
-10
0
= |-== =| t |
:|
-30
0
= |-== = -| r| =| t
;= |+ - = |t- = =|=| +r= + t| =t |=| =|| | =+ t =| =
-| t = =| -|++|+ |
:|
-20
0
= |-== = =|= r| =|-| r -| + t| 1.18 =
=+ =|t = -|=t =| =-| = | t|+ - :| =|;+ +t 50 |=+|{ | - +|t
=|;+ +t 40 |=+|{ | =| |- =|+| =|; =||
ii) |;| = ++ =| =+ t |- =+ = |=| =|, |- + =+ = + = -| +- |
=||=|, +|:| -| =-= =||=| = +r +| -| +=| +t| == =-= =| |- =+
= =+t |=| =|| |;| =| r||+ =| t|=+ = |= :-|= |-|=| =| +=
-| +-| =||=| +t =|| =|| +| = - = +|t- = +r= |;| =| -|t| t|;
+t| =t =| =|| =|=| -|+| = |-:t + |;| =| =+| + a|t| | +|t| =
-| =|= = =|= 600 |++|{350 |++| =| | :|; -| =|= = =|= 100
|++|{75 |++| =| rt|; -= = + - :| =|;+{+|t =|;+ r - t =+ = -| = =+ =
=+ +|+| + |;| = =t + t| =| =||
iii) |==| =|t = =+t =|, |-+ =+ = |=|+, =| = =t+ = +r= +t| |;|
= ++ -+|+ = |= +| + +|+| + |;| =| =+ |=| =||
iv) -- ; = |= = | --|t =| | |= =|+ = +r= =|-|+| r -t-| =| |= ;-r ;=
=|t =|| =| |= t =+ =+t =| =| t + = | ;= = - + |t-| t = t =+
|++|-=| = + t| 224 () (ii) = =+ | =| +|=+ |=| =||
v) |+-+| |=- -|+| +t t =+ =+ t +t |- + |+ || =|:
- = ; = {--=+ = -|; | +t
- =-= =||=| = +r +||, --|;| =|t =||=| -| |;| t|r- := +=| +t
- |-= =| t -| t -= | +t
vi) = :- =|t{=| :- =|t + = r - =| = =+ t +t |- + |+ || =|,
|- + =+ = |t-| t = t =+ |++|-=| = + t| 1411 = =+=|t ==| -=|+t| +t
= - =| +t|
vii) =| - = + t -| =-=| -tr = == r| + ||r|
6.2.2 xt= + ta
i) =+ t |-+:
= :- =|t{=| :- =|t + =||t |=+ = = | -=|+t| = +|+= + =|= =
=|= 50 |++| -| =- -=|+t| = +|+= + 25 |++|, =t =| =r| =t+ =|
=|-+|=- =t- r , |-+ -- =| =|| =- + t| 6.2.1(i) = =+ =|t t = -|++|+ -+ tr
=| t = + t| + |+| |t- =|-||+| =| +|=+ =t- r |
22
b) Track structure consisting of sleepers other than concrete sleepers
The regular track maintenance in LWR/CWR shall be confined to hours
when the rail temperature is between t
d
+10C and t
d
-30C and shall be
completed well before onset of summer. If rail temperature after the
maintenance operation exceeds t
d
+20C during the period of consoli-
dation as per para 1.18, then the speed restriction of 50 km/h on BG
and 40 km/h on MG shall be imposed.
ii) Ballast section shall be properly maintained, specially on pedestrian & cattle
crossings, curves and approaches to level crossings and bridges. Cess level
should be correctly maintained. Dwarf walls may be provided on pedestrian
and cattle crossings to prevent loss of ballast. Replenishment of ballast shall
be completed before onset of summer. Shortage of ballast in the shoulder at
isolated places shall be made up by the Gangmate by taking out minimum
quantity of ballast from the centre of the track between the two rails over a
width not exceeding 600 mm/350 mm and a depth not exceeding 100 mm/
75 mm for BG/MG respectively.
iii) Sufficient quantity of ballast shall be collected to provide full ballast section
before commencing any maintenance operation, specially lifting.
iv) When crow bars are used for slewing, care shall be taken to apply these in a
manner so as to avoid lifting of track. In this connection, the instructions in
para 224(d) (ii) of IRPWM shall be followed.
v) Special attention shall be paid to maintenance of track at following locations:
- SEJs/breathing lengths
- Approaches of level crossings, points & crossings and unballasted
deck bridges
- Horizontal and vertical curves
vi) Special attention shall be paid to maintenance of fastenings in LWR/CWR
especially on concrete sleepers according to para 1411 of IRPWM .
vii) All fastenings shall be complete and well secured.
6.2.2 Mechanised Maintenance
i) Maintenance tamping:
Tamping in LWR/CWR with general lift not exceeding 50 mm in case of
concrete sleeper and 25 mm in case of other sleepers including correction
of alignment shall be carried out during the period when prevailing rail
temperatures are as per para 6.2.1 (i) together with precautions laid down
therein.
22
ii) t =+ =| =+t =|+| (|=|+ ):
|=|+ =| =r| =|--=-| r| , = = | -=|+t| = +|+= + 50 |++| = =|= - =-
=|t = -=|+t| = +|+= + 25 |++| = =|= =| |-|- + +| + =+ = = -t =
=|, = |+= t| + ;= =|t =| =|| =| +t--| |=|+ =t+ = +r= + t| 1.18 =
=+ =|t +r= t =| + = -|=t |+ =t |=| | r| |
iii) | -:t |;| =| ==|; :
| -:t |;| =| +|= - ==|; =| =+ =| =|| =- t = -|++|+ + t| 6.2.1(i) +
|+| |t- =|+|=| = = t r| -| =+ | ; =|-||+| = =| r =| |=| =| tr|
r||
6.2.3 + = + ta
i) + + == =+ t r - =-| =| ==|; r - |==| | =+ =|-|t 30 -=|+t| =|
=r| = =|= =| +r| | =| =|| - - =+ = =+ 30 + t| -tr = -|+= =|t- |=
r -=|+t| =| =+t r- |= =|+ -|= -=|+t| = |+| =|t =|: t| | r|| -|
+ =|:| ; =--|;| =| =+t, =- -= |= -:| =|;+, |=++ |-||- 10
=| + | = =|= r| , 24 -= -| =- - :| =|;+{+|t =|;+ + 2 |+| -=
|-||- =t + | r| , |t +r| |=| =|||
ii) = t =| =|= =t+ = |=, | -:t |;| =| =+ =|+| -= r| | =| =|| =| t -r
| -=|+t |=t = =|= -| || + =|--=-|+ =|t | =| =||| + |= r - |= - |;|
| = =|+ = +r= | -:t| + |;| =| + + t || =|||
iii) |- + +|t|-|-| + =- |==| |- + =| = |= 30 = =|= -=|+t =r| =| | =|
=|+| =|--= r| = =| |= |;| =| =-- =+|; =|| + r| -| r -- -+ =| = =-|
= | t|+ =- |+ = =+ t = =| |+-+-+ -|++|+ |
:|
-30
0
= |-== = =+ -| --+
-|++|+ |
:|
+10
0
= |-== = =+t + =|, 100 -=|+t =r| -= =| t =+ |+t|= =
-- = + - + | =| =| ==-| r | +t-- ;==| = |+|-- t| =|| |= = :-
=|t =| + t| =--|; + t =--=|+t - = = -| +=+= - = =| =t tr r| -| |--
|---|t =|: (= ; =) |==| ==|+|- -r|t =| ;|- +r| =t tr| r||
6.2.4 t=ttt =t t=|t= ++ t=t
= -|t + =|-|t 30 -=|+t| + = = =|= -=|+t +r| -=| =||| | =| =--|; +
=|-|t | =-| =|= -=|+t r|+| =|--= r| -| + t| 6.2.1(i) + |+| |t- -|++|+ =|+|=|
-| =+ | ; =|-||+| =| =|-| |- - r +r= + ++ -|= - -=|+t| =| + |= = -|
=-= =t= -=|+t| =| -=| =| ==-| r |
6.2.5 =t =t ++ t=t
-=| =| +++-|=t =| =| +t| 6.2.1(i) + |+| |t- =|+|=| = = t t = -|++|+ = r| + +t
|+-+| |=- =|-|t= =|-||+| = =| |=| =| ==-| r :-
23
ii) Lifting of track:
Lifting where needed, in excess of 50 mm in case of concrete sleepers/
25 mm in case of other types of sleepers shall be carried out in stages with
adequate time gap in between successive stages such that full consolidation
of the previous stage as per para 1.18 is achieved prior to taking up the
subsequent lift.
iii) Cleaning of shoulder ballast:
Mechanised cleaning of shoulder ballast shall be undertaken when prevailing
rail temperatures are within the limits prescribed in para 6.2.1(i) together
with the precautions mentioned therein.
6.2.3 Manual maintenance
i) At no time, not more than 30 sleepers spaces in a continuous stretch shall
be opened for manual maintenance or shallow screening with atleast 30 fully
boxed sleeper spaces left in between adjacent openings. Maintenance of in
between lengths shall not be undertaken till passage of traffic for atleast 24
hours in case of BG carrying more than 10 GMT or 2 days in case of other
BG and MG routes.
ii) For correction of alignment, the shoulder ballast shall be opened out to the
minimum extent necessary and that too, just opposite the sleeper end. The
ballast in shoulders shall then be put back before opening out crib ballast for
packing.
iii) In exceptional circumstances when more than 30 sleeper spaces have to
be opened for any specific work, like through screening of ballast etc. during
the period of the year when minimum daily rail temperature is not below
t
d
-30C or maximum does not go beyond t
d
+10C, upto 100 sleeper spaces
may be opened under the direct supervision of PWI. It should however,
be ensured that rail to sleeper fastenings on the entire length of LWR
are functioning satisfactorily and SEJs do not indicate any unusual behaviour.
6.2.4 Casual renewal of sleepers
Not more than one sleeper in 30 consecutive sleepers shall be replaced at a time.
Should it be necessary to renew two or more consecutive sleepers in the same
length, they may be renewed one at a time after packing the sleepers renewed
earlier duly observing the temperature limits specified in para 6.2.1(i) together
with precautions mentioned therein.
6.2.5 Renewal of fastenings
The work of renewal of fastenings shall be carried out when rail temperature is
within the limits specified in para 6.2.1 (i) with following additional precautions:-
23
i) = - =| =| + ++ -|=t |=+= |= |=|+ =|--= + r| :
= - =| , |=+= |= t = =| =+t =|+ =| =|--=-| + r| , =| + ++ -|=t = -|t
+ = = =|= -=|+t +t +r| |=| =||| | = -|t + = = =|= -=|+t| =|
+ + +| =t+| r| -| -| = =+ = =+ 15 -=|+t| =| ==| r|=- + t| =||| r
=| =|+ + = + - ( -t ) + |=| =|||
ii) = - =| =| + ++ -|=t |=== |= |=|+ =|--= r| :
= -=|, |=+= |= t=| =| =+t =|+| =|--= r| == : t-: +: =|| =| =
-|t + = = =|= -=|+t +t + ++ -|=t +r| |=| =||| | = -|t + = =
=|= -=|+t| = - =| =| + ++ -|=t =t+| r| -| -| = =+ = =+ 30 -=|+t ==|
r|=- + t =| | r =| + = + - + |=| =|||
6.2.6 ; {t t =t =t + ta
i) = 15 |+| + = -|t = ; = =| = |=| =|, + = |=| =| =| t =|--=
r| -| ==| =t |=| =|| = ; = =| -| -|= t=| + -= :|=| =||
=| t |= =|; =|| -| =| r| =| - =| =| ==| | =||| = ; = =| = =+
|- =| = |=| =|| =|t :|--|= = |= =|t-|;, | =|--= r| -|, +t| 6.4
= =+ =|t =| =|||
ii) =++| t| =|+| =| -- = | t|+ =|+ + =++ + + + :+ -|= = ; = =| |- + |+t|+|
t||
iii) -=t t =| =| =+ t +|t|r-IX = =+ =|t |=| =|||
6.2.7 ott t =t { rxt =t ++ t=t
;= +|--=| = +t| 7.2 + | ; t = + = -| t =+ =| +t-+- r - =++|; =|+ -|=|
|= | =| =++|| =||
6.3 | t = + ta
= :- =|t{=| :- =|t = |- + t =+ =+ t + |+-+| |=- =| =|-+|=- r :-
i) - =| (|=|| ) =| =-- + ++ -|=t
ii) rt| -= ||+{|;| =| +|= - ==|;
iii) t =+ +| =t+|{=+t =|+|
iv) -= | =| |t| =t
v) =|=|-+= + ++ -|=t = ==|-| =- =|t =| -=|+t| =| + ++ -|=t
vi) + =| =| -| t =+ + -|| :|=+ -|=| =| t+ + =| + +-| ++|
24
i) Renewal of fastenings not requiring lifting:
Fastenings not requiring lifting of rails, shall be renewed on not more
than one sleeper at a time. In case fastenings of more than one sleepers
are required to be renewed at a time, then atleast 15 sleepers in
between shall be kept intact. Work shall be done under supervision of
Keyman.
ii) Renewal of fastenings requiring lifting:
Fastenings requiring lifting of rails i.e. grooved rubber pads, etc. shall
be renewed on not more than one sleeper at a time. In case fastenings
of more than one sleepers are required to be renewed at a time, then
atleast 30 sleepers in between shall be kept intact. Work shall de done
under supervision of Gangmate.
6.2.6 Maintenance of SEJs/buffer rails
i) Once in a fortnight SEJs shall be checked, packed and aligned if necessary.
Oiling and greasing of tongue and stock rails of SEJ and tightening of
fastenings shall be done simultaneously. Movement of SEJs shall be checked
and action taken for destressing if necessary as per para 6.4.
ii) During his daily patrolling, Keyman shall keep special watch on the SEJs
falling in his beat.
iii) Buffer rails shall be maintained in accordance with Annexure-IX.
6.2.7 Renewal of defective rails/welds
The procedure laid down in para 7.2 of this manual for repairs to track after rail
fracture shall be followed.
6.3 SPECIAL TRACK MAINTENANCE
Special track maintenance in LWR/CWR includes following operations:-
i) Through fittings renewal
ii) Deep screening/mechanised cleaning of ballast
iii) Lowering/Lifting of track
iv) Major realignment of curves
v) Sleeper renewal other than casual renewals
vi) Rehabilitation of bridges and formation causing disturbance to track
24
6.3.1 =t (||t ) =t ++ t=t
=- | = :- =|t = - =| =| |- =|t = =| = |+|-- =t+ r - =-- + ++ -|=t
=t+ =| |+|- |=| =|, - =| = =-- -=|- = =|-=| = :- =|t =| :|-- |=
=| =||
6.3.2 rtt t= t|+{|t =t xt= t;
i) ;= + t| + =| --|; ; --|=| = =|-=| = :- =|t{=| :- =|t = |=
|t-| t = t =+ |++|-=| = + t| 238 (2) (;) + |q|- |--- - |= | = -|+ +t
|;| ==|; +|+ (-| =| +) = |=+| =| =++|| =||
ii) |;| =| ==|; +|+ (-| =| +), |-+ +|+ -| :|+||+= t =+ - -=|;=t (:|
| =) =| =r| -= = - r| , = =| =|| =||
iii) + =++| = -|++|+ = |t=|:, =r| rt| -=||+ =| =|+ -|=| r|, =| |+== =|t
|= -+ = |= =+ |=| =|| rt| -= ||+ = | t|+ =| t = -|=t =| =-|
= | t|+ |+ =|=-+ -| - +-+ t = -|++|+ =| =|==+ |=| =|| |+-+| |=- + =
|==| = |-| =| rt| -= ||+{ +|= - ==|; =| =| =t+ = |= =++|| =| ==-|
r:-
=) | t = -|++|+ =| =|+| |
:|
-10
0
= |-== = |
:|
- 20
0
= |-== =
= t tr-| r -| |-+| =| = =-| =-|; :|-- |= = r| rt| -= ||+
=| =| ==-| r |
) | t = -|++|+ =| =|+| +t| +- (=) = -|rt tr-| r -| =| =| =-|
= | t|+ |+ |= =|+ -|= = ||-- =|=-+ t = -|++|+ = 10
0
= |-==
+| = -|++|+ +t =-|; :|-- |= =| =||| =| :- =|t =| =
1 |=+| =| = -|; =| = :- =|t + =|| =|| -| | =-|; 6.5 +|
= -| -=t t =| =| |+ 4.4.3 () =| t (-|) =-| (=|) + ||; ;
--|=| = =+ =|t += + |=| =|||
) =r| | t =| =| + ++ -|=t |=| =| tr| r| -r| = :- =|t{=|
:- =|t =| -|+ t = + +=| + +|t-|- - |=| =| =| t rt| -= ||+
=| =||
iv) =| =| |- = |t|+ t= = -|++|+ =| =-- +|+||t =| =||| | -|++|+
|
:|
{=-|; :|-- |= -|++|+ = 10
0
= |-== =|= r| =| -| == t =|
=-|; :|-- |= =|r- +| + =|-||+| -t-| =|||
3 =r, == f== = 15 f*=r = * =r == f== = = r== r = =r =
rr = =r, == f== = = r= === r , =f* = =r=r= =r =
f= f rr =r r :
25
6.3.1 Through fittings renewal
Whenever it is decided to carry out through renewal of fittings so as to ensure
proper functioning of LWR, the LWR shall be destressed alongwith the through
fittings renewal.
6.3.2 Deep screening/mechanised cleaning of ballast
i) Provisions laid down in para 238 of IRPWM will also apply mutatis- mutandis
to LWR/CWR with further provisions as mentioned hereafter in this para.
Wherever mechanised cleaning of ballast is resorted, the detailed procedure
laid down in para 238 (2) (e) of IRPWM for manual deep screening shall
stand replaced by the sequence of operations of Ballast Cleaning Machine
(BCM).
ii) Ballast Cleaning Machine (BCM), tamping machine and Dynamic Track
Stabilizer (DTS) shall, as far as possible, be deployed in one consist.
iii) Temperature records of the sections where deep screening is to be
undertaken, shall be studied for the previous and the current year. The
maximum and minimum rail temperature attainable during the period of deep
screening and during the period of consolidation shall be estimated. Any of
the following three methods may be adopted for carrying out the work of
deep screening/mechanised cleaning:-
a) If range of rail temperature falls within t
d
+10
O
C to t
d
-20
O
C, deep
screening may be done without cutting or temporary destressing.
b) If range of rail temperature falls outside (a) above, temporary
destressing shall be carried out 10
O
C below the maximum rail
temperature likely to be attained during the period of work. CWR shall
be cut into LWRs of about 1 km length with two temporary buffer rails of
6.5 metre long clamped as per arrangements shown in Fig. 4.4.3 (a) &
(b) or (c).
c) Wherever rail renewals are being carried out, LWR/CWR may be
converted into three rail panels and deep screening done.
iv) Constant monitoring of rail temperature shall be done during the progress of
work. Should the temperature rise more than 10
O
C above t
d
/temporary
destressing temperature, adequate precautions shall be taken including
another round of temporary destressing.
Note : Deep screening shall be undertaken within 15 days of temporary
destressing failing which temporary destressing may become
due again, if the rail temperature varies appreciably.
25
v) rt| -= ||+ =| =-| = | t|+, | - +-+ -|++|+ = |
:|
{=-|; :|-- |=
-|++|+ = 30
0
=|-== +| -= +r+ =| =|; =|-+| r| -| t= = + =| +-|
=|+ {= t| = |= + t| 9.1.2(ii) = =+ =|t = : +| =+ =| -- = =| =||
vi) =| =| = +:-
=) = :- =|t =| rt| -= ||+ = :- =|t = = |=t = =t |=t -=
=| =|||
) rt| -= ||+ -| + t| 1.18 = =+ =|t = -|=t = +-|- = :- =|t =|
:|--|= +t| 5.7 = =+ =|t =| =|||
6.3.3 - | + ta
i) =- =|t = |- + =+ t| + t =+ =| +||{=|= = | =t+ , -= | +t |t| +|+|
+ + += t , |t| = c| + -=|+t| =| + ++ -|=t =-| t =+ + -|| + | =t+
-|=| =| t+ +{+ =| = = -|=t =|| =|- r | = =+ t| =| =t+ = |=
=|--=-|+ =|t = ; = =-| -=t t =| =| =|=t = :- =|t{=| :-
=|t = t =+ =| ||-- = -|; =| == |=| =| ==-| r |
ii) = ++ = -|++|+ = |t=|: =| =+ |=| =| =| t + t| 6.3.1(iii) -| (iv) =
=+=|t =|t-|; =| =||
iii) =| = +t| r| =|+ +t t=+ =| ||-- =-|; =| =+|- :|--|= -|++|+ +t :|-
-= |=| =| =|t = +t| 5.8 = =+ =|t + = :- =|t{=| :- =|t = =| :
|| =||
6.4 + ta = t tt+ xt-t |
6.4.1 = :- =|t{=| :- =|t =| ==|+|- -r|t =- | =| |+-+| |=- + = |==| = |
=|= + +|| =| -| + t| 5.7 + --|; ; |=| = =+=|t :|--|= =| =||:-
i) =- = ; = +t ||; + :+ -|=| + (|=| -|+)
=) +t| 5.6.2 - 5.6.3 + --|; ; =|+|=| = =|= = -t --|
) = ; = = |:=|;+ |= =|=-+ |=| -|+ = =|= r| =|
) =- -| ={ t = + |-|- =| +|t =t =||
ii) |- + =+ t =|| = -|, =| + t| 6.3 + |q|- r
iii) +t| 7.1 + |q|- =| ; ==|+|- +| r| =|+ = -|, t =+ = + + |= r| + +t
iv) = -|+| =| = c|, =r| =-|; +t-+- =| ; r| =| t - 1 |=+| + -|+ = =|=
r||
26
v) During the period of deep screening, if there is any possibility of minimum
temperature falling 30
O
C below t
d
/temporary destressing temperature, cold
weather patrol as per para 9.1.2 (ii) should be introduced to detect/ guard
against rail fractures.
vi) Sequence of operation: -
a) Deep screening of LWR may be done from one end of LWR to other
end.
b) After deep screening and consolidation as per para 1.18, destressing
of LWR shall be undertaken as per para 5.7.
6.3.3 Other special maintenance
i) Other types of special track maintenance constitute jobs like lowering of
track, major realignment of curves, renewal of large number of sleepers or
rehabilitation of formation/ bridges causing disturbance to track. For carrying
out such maintenance, the affected length of track may be isolated from LWR/
CWR by introducing SEJs or buffer rails as needed.
ii) Temperature records of the section shall be studied and action taken in
accordance with para 6.3.1(iii) & (iv).
iii) After completion of work, the affected length of track shall be destressed at
the required destressing temperature and joined with rest of the LWR/CWR
in accordance with para 5.8.
6.4 DESTRESSING DURING MAINTENANCE
6.4.1 Abnormal behavior of LWR/CWR whenever gets manifested in one or more of the
following, destressing shall be undertaken as per procedure laid down in para
5.7:-
i) When the gap observed at SEJ
a) differs beyond limits specified in para 5.6.2 & 5.6.3
b) exceeds the maximum designed gap of SEJ
c) when stock/tongue rail crosses the mean position.
ii) After special maintenance operations mentioned in para 6.3
iii) After restoration of track following an unusual occurence mentioned in para
7.1
iv) If number of locations where temporary repairs have been done exceed three
per km.
26
6.4.2 =| :- =|t =| :|-- |= = 1 |=+| =| = -|; = = :- =|t + =|-=| =t =|
=| =| t ;-r + t| 5.8 = =+ =|t =| :| =||
6.5 = xr tt{t xr tt = + ta r | :t=t
= :- =|t{=| :- =|t = =+ t r - |t|| =+ |t| =| |+-+| |=- =|-|t=
+-=|t| = | + ||- |=| =| -| - += = =|-|- tr :-
6.5.1 t = t ||t= :t=t
i) -| - :-+= +| =|r- |=-= | =| =| :| (|+ 4.4.3 (=|))
ii) =+ t r - -|++|+ =| =|+|=| =| | + -|= t = +| +|t
iii) -= += + -|=| |- + = +|t = -| |=-= (|+ 4.4.3 () -| (-|))
iv) t= +=|=t =:|
6.5.2 t = |+tta= = t ||t= :t=t
+t| 5.3 + | ; = | = =+ =|t =| +-=t t =+ |+t|= = +|= += r| + ||r|
7. tt- +t
7.1 tt- +tt =t t
= :- =|t{=| :- =|t =| ==|+|- +| |+-+|=|- r :-
i) t = =| +| =-| t|- t ={= : =| :| =| -=+|
ii) = ; = {-=t t =| =| |-
iii) -=|= =-| -=|= =| - ||
iv) +|=| , +| =|| = =| = :- =|t{=| :- =|t =| ==|- :|=+ -|=
= |
7.2. t = +t =t t-
7.2.1 t= :t=t
i) -= += +| =|r- |- + 1 +|t = -| |=-= -| =||-: |=-= -| - : += +| -|=|
(-|-:- =|:| +t + r-) |+ 4.4.3 () -| (-|) =-| (=|) + ||; ; --|
= =+ =|t
ii) 1 |++| + + - =|+ + =+ -|= +
iii) - |++| -|+ = - |-: -| |=|+| +-=t
iv) :|--|= r- +-=t
v) = = :| a|t| =| | |- =| |= r 6.5 +| = - =|t| = =| r =| = ++ =
t= = =: =| = :- =|t + | |= r|
27
6.4.2 Destressing of CWR shall be done by cutting it into LWRs of about 1 km length
which shall be joined after destressing in accordance with para 5.8.
6.5 SPECIAL EQUIPMENT FOR MAINTENANCE OF LWR/CWR
Staff responsible for maintenance of LWR/CWR shall be trained in using and
equipped with additional equipment detailed below:-
6.5.1 Additional equipment with the Gangs
i) A pair of joggled fishplates with bolted clamps (Fig. 4.4.3 (c))
ii) Rail thermometer with markings for temperature ranges for maintenance
iii) Special 1 metre long fishplates with screw clamps (Fig. 4.4.3 (a) & (b))
iv) Rail closure pieces.
6.5.2 Additional equipment with PWI
Equipments as listed in para 5.3 shall be available with PWI.
7. UNUSUAL OCCURRENCES
7.1 LIST OF UNUSUAL OCCURRENCES
Unusual occurrences in LWR/CWR comprise of the following:-
i) Rail fractures or replacement of defective rail/ glued joint
ii) Damage to SEJ/buffer rails
iii) Buckling or tendency towards buckling
iv) Factors causing disturbance to LWR/CWR such as accidents,
breaches etc.
7.2 RECTIFICATION OF RAIL FRACTURES
7.2.1 Equipment required
i) Special 1 metre long fishplates with screw clamps and joggled
fishplates with bolted clamps (for fractures at welded joints) as per
arrangement shown in Fig. 4.4.3 (a) & (b) or (c)
ii) Steel tape capable of reading upto one mm
iii) Alumino-thermic welding and finishing equipment
iv) Equipment for destressing
v) 6.5 metre long sawn rail cut piece of the same section as LWR duly
tested by USFD
27
vi) + = = -|;| = t = +=| =t
vii) t =+ =| = t| r - +-=t
viii) t|- + |= =|+ -|= =|| r - +-=t
7.2.2 t- =t v|= t
| = :- =|t{=| :- =|t + |==| -|+ +t t= =|-| r -| | r; t=+t| =|
+-| =|+ -|= =+ |t| a|t| |-||- =| |+= |-- =t+ -| =|;+ =| -|+ = |= - t--
=|t -|; =| =||| -r t = =| +| + {=|+ +{+| :- =|; =| --||, =| - t--
|-||- |= =t+ = |= =|+|- +t-+- =| --| =t || +t-+- |+-+| |=- |t t| +
=| =||:-
=) |-||- =| =|-= - |= =t+ = |= =|+|- +t-+-
) =-|; +t-+-
) -|; +t-+-
) :|--|=|
7.2.3 tt t-
| r; t=| =| |+ 4.4.3 () =| t (-|) =-| (=|) + ||; ; --|=| =| | =t-
r =|:| =|| | + +t + 30 |++| = =|= +r| r| -| r -| |==| | t = +=| =t = :
=| =|+| =|--= +r| r | |-||- =| +r=| | :| = |= == =t 10 |=+|{ | -| -|
=| ||:| = |= 20 |=+|{ | =| |- = =|| =||
7.2.4 tt; t-
| -|-: +|| =|=|+| = += + r| -|, =| r; t= (4 +|t =| = -|; = =+ + r| )
=| | =t= , + =| +t-+- =| =| -| |+ 4.4.3 () -| (-|) =-| (=|) + |;
; --| = =+ =|t += +{-| - |=| =||
i) ;==| =|= +r- - r |= =- t = =| -|++|+ + t| 1.11 + |
:|
r- |+||t- =|+|
= = t r| || |-||- =-t| |=| =|||
ii) =) + = | +| =| t t =| +t | = |- =| =| |= +=| =t t = =|
= -|; (4 +|t = =+ + r| ) |== = t =|+| r| t =+ = r| t = =
= :| =| = = = -|; = | - -:| =| t =|t|-=|| = |= =+ +||+- -|+
(=|+|--: 51 |++|) =+ r| | | |+ 7.2.4|
) - =|-+= =+ = , + = | +| =| t | |- += +=| =t t = =| = -|; =
-t|-t =| t| +t t = +t =| =| | +=| =t t = =| = -|; -|; +t-+-| = =+
4 +|t = =+ +r| r| +| ||r | | |+ 7.2.4|
28
vi) Rail closures of suitable lengths
vii) Equipment for protection of track
viii) Equipment for night working
7.2.2 Procedure for repairs
If any fracture takes place on LWR/CWR, immediate action shall be taken by the
official who detected the fracture to suspend the traffic and to protect the line. He
shall report the fracture to the Gangmate/Keyman/PWI, who shall arrange for
making emergency repairs to pass the traffic immediately. Repairs shall be carried
out in four stages as described below:-
a) Emergency repairs to pass the traffic immediately
b) Temporary repairs
c) Permanent repairs
d) Destressing.
7.2.3 Emergency repairs
The fractured rails shall be joined by using the arrangements shown in Fig. 4.4.3
(a) & (b) or (c). If the gap at fracture does not exceed 30 mm, insertion of any
closure rail piece is not necessary. The traffic may then be resumed at a speed of
stop dead and 10 km/h for the first train and 20 km/h for subsequent trains.
7.2.4 Temporary repairs
If a welding party is not readily available, the fracture shall be repaired by using a
cut rail (not less than 4 metre long) and clamped/bolted as per arrangement shown
in Fig. 4.4.3 (a) & (b) or (c).
i) A traffic block shall be taken as soon as possible preferably when the
rail temperature is within the range specified for t
d
in para 1.11.
ii) a) Two points on either side of the fracture shall be marked on the rail
such that the length of closure rail (not less than 4 metre) to be inserted
is equal to the total length of the rail pieces removed from the track
minus allowances for two welds and saw cut (normally 51 mm). See
Fig. 7.2.4.
b) Alternately two points on either side of the fracture shall be marked on
the rail at a distance equal to the length of the available closure rail.
The length of closure rail should not become less than 4 metre at the
time of permanent repairs. See Fig. 7.2.4.
28
iii) | = - r| -| t =| =| ;+ |- =| +t = =| =|| =|| -+-|-
+t| 7.2.3 = =+ =|t +=| =t t = =| = t =t=|| =| =| t =| :| =|| =| :+ =
-|, +|t|r-III = =+ =|t =||+- |- +t |-||- =| + + =|| =|| | + =
+t| (ii)(=) = =+=|t t= =| =|| =|-| r -| == |==| = =|: + +|+ |:|;
=| +=| =t = :| =|| =| =| t = = +|t = -| |=-= =| t += +| = =| :| =||
7.2.5 tt; t-
i) | + =| r |= =|= =r (-|;: +) -|=| | - |-: =| =++|| =| == -|
=|= =r -|=| - |-: = |= =|--= |=| -|+ = -t|-t r |=t| =| =||
=||| =- | +| |=t| =| =| || =|-| r , =|= =r -|=| - |-: = |=
=|--= |t= -|+ =| t = =t| =| | =t= -+|| =| =| t =|= =r -|=|
| -|-: a|t| =|:| =| --: |=| =||
ii) | =-|; +t-+- = |= + t| 7.2.4(ii)(=) = =+ =|t t = +=| =t =| =||
| r -| -|-: = |= =r| |=| -|+ =|:+ = +-|- |-+| t= =t = +=|=t
t= = = =|: =| --: =t || =|| =t =|: =| -|-: = |t|+ =r| |t=
-|+ = |+|-- =t+ = |= =t =| | |=| =||
iii) | =-|; +t-+- = =+ t = +=| =t =| + t| 7.2.4(ii)() = =+ =|t
=|| | r -| t = +=| =t =| ;= =|t =|= = =|| =| |= t =+ + = |-+ =+ =
=|; =|+ -|=| +=| =t t = =| = -|; + = -| t =+ = r|; ; t = =| = -|; =
| - -:| =| =r =| - 50 |++| =+ r| | = -|t +=| =t t = =| | =|+ = -|
+=| =t t = =| + t| 7.2.5 (ii) + | ; |-| = =+ =|t - -: =t || =||
iv) =| :| =| - |-: = -| --=+ = -|; = -t|-t =-| 125 +|t =| = -|; = t =+ =|
| +| =| t -|=| =t || =| =| t r = |+|-- =t+ = |= |= t =+ + |--= =+|+
=+ = = tr| r , t =+ =| |+ =| =|{=| =| =| =| t -- + + t =+ =| == ||
=||
7.3 |t |ttt t x =t a|
7.3.1 |- --{ = ; = =| -= || =|| + = ; = =| + t| 5.6.1 = =+ =|t =+|| |=-
|=| =|| |-||- =| |= =t || =|, | =|--= r| -| =||+- |- +t -| -| +
|t -|t |- =| =|+| =| ||= |=| =| ==-| r |
7.3.2 | -=+ = |= =t| = ; = += + r| -| |- -- = ; = -| =| |-|- =|
|-+t|- || =| t = + = r =|- -- = ; = | +| = -|+ +t +=| =t t = =|; =|
=| t = :- =|t{=| :- =|t = |- + += +| =| t |=-= | = =| :| =|| += + |= r
=|:| +t |-||- =| +|t|r-III = =+ =|t =||+- |- +t =+ +- |=| =| ==-| r | =r|
|-|- + + = ; = =| =| =|+ -| += + |= r =| :| =| ----|+ (;+-|= ) - -:
=t | =|+ = -| r| |- =|+| =| - -|| =| ==-| r |
29
iii) The rails shall then be cut through at these points simultaneously,
if possible. The closure rail shall then be inserted and joined as
per para 7.2.3. After joining, the traffic shall then be resumed at
restricted speed in accordance with Annexure-III. In case closure
rail as per para (ii) (a) above is inserted, one of the joints may have to
be provided with closure piece of adequate width and joined by one
metre fishplate and clamps.
7.2.5 Permanent Repairs
i) If the fracture is such that, wide gap AT welding can be adopted,
then the total length of fractured ends to be cut shall be equal to
the gap required for wide gap welding. Once the two ends are cut,
a gap required for wide gap welding will be created by using rail
tensors and joint welded by wide gap AT welding technique.
ii) In case rail closure as per para 7.2.4(ii)(a) has been provided for
temporary repairs, one joint of the closure rail shall be welded without
rail tensor after setting correct gap for welding. However, to ensure
correct gap during welding of the other joint, tensor shall be used.
iii) In case rail closure as per para 7.2.4(ii)(b) has been provided at the
time of temporary repairs, the rail closure shall be suitably cut such that
the length of the rail to be finally inserted in track is equal to length of
rail removed from track after fracture minus allowances for two welds
i.e. 50 mm. Once the closure rail is cut, the closure rail will be welded
as given in para 7.2.5 (ii).
iv) After welding of joints, a length of track equal to breathing length or
about 125 metres on either side be unfastened and tapped to ensure
equalisation of stress and then refastened.
7.3 DAMAGE TO SWITCH EXPANSION JOINT
7.3.1 The damaged/broken SEJ shall be replaced. The new SEJ shall be adjusted as
per para 5.6.1. Traffic may be allowed if necessary at a restricted speed and
thereafter restriction relaxed progressively.
7.3.2 If another SEJ is not available for replacement, both the damaged SEJ and the
undamaged SEJ on the opposite rail at the same location, shall be replaced by a
closure rail and connected to LWR/CWR with special clamps and fishplates. The
traffic over the clamped joints may be permitted at a restricted speed as per
Annexure-III. The restriction may be relaxed only after the new SEJ has been
inserted in the correct position and the clamped joint has been replaced with in-
situ weld.
29
7.4 t = =t =|=
7.4.1 tt-
-=|= | -=|= r| + =| - || =-| = =|-|t= |+-+| |=- +|t|-|-| + r| ==-| r :-
i) = :- =|t{=| :- =|t + |=+ = |= |+| |t- -|++|+ =|+|=| =| +|=+
=t+ =| |-==-|
ii) |;| = ++ + =|+| = =|t =-|{=| t =+| + |;| = -|=t = =|t t =+ =
=+ , +||-- = =| t -| t = =+ = |= =+| + |-t|
iii) =|-| - =| = | =-| - =| = |- r| =|+ = |==+ |-t| -| =+-
|-t| + =+|
iv) = |t+ + =| =||= =+|
v) = ; = =| =|= =|t = =|+ + =t+||
7.4.2 =|= t :=t t
i) -=|= r| =|+ =| - || =|+|- =+ = -- t =+ =| =+| = -|- r| =|-| r | =-
-- ; =-| =+t =|+ = =|| = | t =+ + =+ r| =|-| r | ==+ (r| =| + =)
=|++ = |= -=|+t| =| |+ a|t| r =|++| = - r| -| r |= +| =r| +t -| t
-=|= =| - || r |
ii) = = r| -=|= =| - || +|= + + : , |-||- =| |+= |-- |=| =| =| t t =+ =|
-|| =|| -- t =+|t| = -| = |t= -=|+t -|+| = |;| |+=|= =t= t = =
-- = =+t -= |-:t| +t |;| = ; =| | =| =|t t=+ =| |-t |=| =||
-+-|- -=|= =| - || =| =|t =|++ = |= + t| =| =| =||
iii) -=|= = = +|+= =| =| == |- r| - r| =r|= ; =||+t a|t| =| =| -|
|--- - |t+| + := ; =||+t{-|tr + := ; =||+t =| -- - =| =||
7.4.3 == |= r t = =t t-
i) t =+ =- -|--|-= =+ + -== r| | r| -| |-||- =| |+= |-- =t || =| =| t
-=|= = =|t =| |+|-- |=| =|| = ; = =| -| -| = t =| =| |-|- =|
= |=| =|| t =+ =| = |t+ =| |-|| |+-+ =|t r |
ii) t =+ =| +t-+- t =+ |+t|= =| t + =|+|--: |+-+| |=- t| + =| =|:-
=) =|+|- +t-+-
) -|; +t-+-
) :|--|= |
30
7.4 BUCKLING OF TRACK
7.4.1 General
Buckling or a tendency towards buckling may occur, among others, in the following
circumstances:-
i) Failure to adhere to the temperature ranges specified for operation on
LWR/CWR
ii) Inadequate resistance to longitudinal, lateral and vertical movement of
track due to deficiencies in ballast section or/and inadequate ballast
consolidation
iii) Use of ineffective fastenings or missing fastenings resulting in loss of
creep resistance and torsional resistance
iv) Excessive settlement of formation
v) Improper functioning of SEJ.
7.4.2 Buckling and its investigation
i) Tendency towards buckling will usually manifest itself through kinks in track.
Kinks may also arise from incorrect slewing or lifting operations. By tapping
sleepers for hollowness, it may be possible to notice if there is any tendency
towards vertical buckling.
ii) As soon as the tendency for buckling is detected, the traffic shall be
suspended and the track protected. The track shall then be stabilised by
heaping ballast on the shoulders upto the top of the web of the rail obtaining
the ballast from inter-sleeper spaces between the rails. Thereafter full
investigation shall be made to find out the cause of the tendency for buckling.
iii) Each case or buckling shall be investigated by AEN soon after its occurrence
and a detailed report submitted to DEN/Sr. DEN.
7.4.3 Repairs to buckled track
i) When the track actually buckles, the traffic shall be suspended and the cause
of buckling ascertained. The position of tongue and stock rails of the SEJ
shall be checked. The methods for rectification are explained below.
ii) The rectification shall normally be carried out in the following stages under
the supervision of PWI:-
a) Emergency repairs
b) Permanent repairs
c) Destressing.
30
7.4.4 tt t-
-== r; t=| =| ||+= -|t +t = = +|+ t| +t =|| =| =| |= 6.5 +|t = =+ +r|
r|| -- t=+ =| =r| =t + +|| =| =|t =| r; t=| =| | --:| =| |-|=+ (|
- |-: =| :| = |= |+| |t- |=| -|+) t- r t =+ + =| || =|| -+-|- =|
r; t=| =| |-+ |=-=| =|t -= +=+| =| | =t= =|:| =| =|t +|t|r-III + |
|q|- |- =|+| + |-||- = |= =|;+ =| | = || =||
7.4.5 tt; t-
i) == r| =- r|, +=+ |= r =|:| =| +t| 7.2.4 =| t 7.2.5 + | ; |=| =|
=++|- r --: =t || =|| =| r; t=| = =|-|t= =:| -| t= =|+ =
+-=t =| | |t= -|+| =| =+|| |=- =t+ = |= | - +--| = -t|= + =---
-- r| r| , =|--=-| r| || - |-: = -| |--=|+| r| | =||
ii) | | =|t + + = =| + t| 5.7 = =+ =|t :|-- = =t || =||
7.5 - , tt; x t t t x
7.5.1 ||-- |r-= =| =+ |= - + t| 1.11 + |
:|
r - |+| |t- -|++|+ =|+| = = t = ; = =|
=| =t == |=| =|| ;= =|t == |= t =+ = -|+ +t |=-= -|=| t =+
=|| =| |== =|--= r| + +t -|+=- =|t- |=| =||
7.5.2 -= = ++| + =r| + |=+|t (- +=) -+| =| tr r| , = :- =|t{=| :- =|t =|
+ + |-=| =|+ = +r= =| t+ + =| + t| -tr = = -|= - =t |=| =||
7.5.3 +|:| -| =-|; :t| =| =|+ = +|+=| + =r| =| =| |=| =|+| r| = |r-= =| =
; = =|=t == =t |=| =||
7.5.4 = :- =|t{=| :- =|t =| + + |= =t+ = - t - -| = :- =|t{=| :- =|t
++=| + ||-- |r-= =| :|--= |=| =||
8. |+tta t t |= o
8.1 |+tta:- = :- =|t{=| :- =|t + =- =| =+ =+ t =| =|--=-| r| -| r ,
+ - | =| t =|=|t| --t +t r+ |+t| =| =|--=-| r| -| r |
8.1.1 |;| = ++ =| | =|;= = - |+ 4.2.1() = (:|) -= + || =+ =|t r| +| ||r|
;==| =| |-+ =+ = += +|, +-| =||=|, -=|, =-= =||=| = +r +||, --|;-
=| t = | |=| =| t + =| +t =-- =| =|| = = =| --t =|= = -+| t| =|| |;| =|
-|t| t|; |+ - = |t r| + = +r= =+|+ =t =| =||
8.1.2 +| = +r|+| = |t|+ |+rt = -| |+t| =; -|t |= =|| |+t|| = |t|+ =+|,
|t |= -==| +t +=t t| =| =| t --| = = |=+ =| | =| =| =||
31
7.4.4 Emergency repairs
The buckled rails shall preferably be gas cut adequately apart not less than 6.5
metre. The track shall then be slewed to the correct alignment and cut rails of the
required lengths shall be inserted to close the gaps making due provision for
welding of joints on both sides. The cut rails shall then be connected by use of
special fishplates and screw clamps and the line opened to traffic with speed
restriction as indicated in Annexure-III.
7.4.5 Permanent repairs
i) As soon as possible the clamped joints shall be welded adopting the same
procedure as in paras 7.2.4 and 7.2.5. Additional pair of cut rails and rail
cutting equipment shall also be required to adjust the gaps in case they have
been disturbed in the intervening period. The speed restriction shall be
removed after welding.
ii) The entire panel shall be destressed as soon as possible as per para 5.7.
7.5 BREACHES, TEMPORARY GIRDERS AND DIVERSIONS
7.5.1 The affected portion shall be isolated by insertion of SEJs preferably within the
temperature range specified for t
d
in clause 1.11. The track thus isolated shall be
replaced by fishplated track which shall be box anchored, if necessary.
7.5.2 In the breached sections where the new banks are constructed, the formation shall
be fully consolidated before laying LWR/CWR again.
7.5.3 In case of diversions and insertion of temporary girders, SEJ shall be inserted to
isolate the portion where such work is required to be done.
7.5.4 LWR/CWR panels in the affected portion shall be destressed immediately after
the LWR/CWR are restored.
8. INSPECTION AND RECORDS
8.1 INSPECTION:- While requiring less maintenance, LWR/CWR necessitate
intensive inspection at supervisory and officers level.
8.1.1 The profile of the ballast section shall always be as shown in Fig 4.2.1(a) to (d).
This should be checked, specially at pedestrian/cattle crossings, curves,
approaches of level crossings, points and crossings and bridges. Cess level should
be correctly maintained. Replenishment of ballast shall be completed before the
onset of summer.
8.1.2 Inspection shall be more frequent in the afternoons during summer months. During
inspections, look out shall be kept for kinks, incipient buckles and checks made
on functioning of the patrols.
31
8.1.3 |+| |t- =+ t -r|t| = = - + =+ ||t| = -|+ =| =|-|= =+ = =| =| =| =| t
r = |+|-- |=| =| |= =| -+ =|t |=| =| tr| r |
8.1.4 t =| = =- |=| |+= +t| =| -=|| + t| =|| t|- t =| {- -:| =| |
r|| =||
8.1.5 = ; = +t |=| -|+ -| = :- =|t{=| :- =|t = |-t | + = |+{=t=+ =|
|+t| t =+ =+ ||t| a|t| |+-+|=|- =| = + = =+ =|t |=| =||:-
i) t =+ |+t|= (|t|){t =+ |+t|= (=--= ++):-
=) t =+ |+t|= (|t|) -| t =+ |+t|= (=--= ++) a|t| -|t|--|t| =
- +-+ =| t =|=-+ -|++|+| +t -+ = | =-= = : =| t | =-= + +r|+|
= | t|+ = +-| : + |
) -+ = =- +r|+| + -|t|--|t| = rt | +r|+| + = -|t|
ii) =r|= ; =||+t:-
= +|r + =+ = =+ = -|t =+ |= - =-| |= = : =| t =-| |= + +r|+| + |
8.2 |t=tx
8.2.1 = :- =|t{=| :- =|t = |t=|: =| -|; t|=-t, |== = ++ =| = :- =|t{=|
:- =|t t|=-t =r| =|-| r , + +|t|r-XI, XII =| t XIII - XIII -| + |+| |t-
| =|+| + t =+ |+t|= a|t| t| =||| ;= t|=-t =| =n-+ t+ = |= t =+
|+t|= |t|| r| ||
8.2.2 |t-| t = t =+ |++|-=| = + t| 212 (4) + = =| =+ =|t = = = -= = =
; = = +|= == +t =|; =| |==+ :|--|= =| -|t|, :|--|= -|++|+ |
:|
-| =
:- =|t{=| :- =|t =| = -|; ||; =| |
8.2.3 = ; = = |=| -|+| =| t = :- =|t{=| :- =|t = |-t | + =t=+{|-
= =+| = |+t| +|t|r-XIII - XIII -| = =+ =|t t =+ |+t|={=r|= ; =||+t
a|t| |t=|: |= =| |
8.2.4 =- = :- =|t{=| :- =|t = |-t | + =t=+ 20 |++| = =|= r| =| -| + t|
=| =| =| =| t ;= t =t+ = +| |= =| |
8.2.5 =r|= ; =||+t a|t| =++ + = = = :- =|t{=| :- =|t = |+t| =|
|--= + |=| =| -| =| = :- =|t{=| :- =|t = = -| +=+= =| =t+ = = -
+ |+ - = |t = +r= = :- =|t{=| :- =|t t|=-t = = - + +||- =t |
+ := ; =||+t{-|tr + := ; =||+t = = :- =|t{=| :- =|t = |+t|| =|
= -|| =t |, -| = + r +t r--|t =t | =| t =+-||= (+= -+) |t+| +| + c
; =||+t =| += |+ {=| r - |+- =t ||
32
8.1.3 Knowledge of staff in regard to prescribed maintenance practices shall be
periodically checked and it shall be ensured that the work is done accordingly.
8.1.4 Ultrasonic examination of rails should not be in arrears. Defective rails/welds should
be replaced expeditiously.
8.1.5 Inspections of gaps at SEJ and creep/movement at centre of LWR/CWR by
Permanent Way officials would be done as per following schedule:-
i) PWI-Incharge/PWI Sub-section:-
a) Every fortnight during the two coldest and two hottest months of the
year at about minimum and maximum temperatures alternately by PWI
Incharge and PWI Sub-section.
b) Alternately once in two months during other months of the year.
ii) Assistant Engineer:-
At least once in six months, preferably during coldest and
hottest months.
8.2 RECORDS
8.2.1 Record of LWR/CWR, as per the proforma laid down in Annexures-XI, XII, XIII A,
and XIII B, shall be maintained by the PWI in a permanent register called the
Sectional LWR/CWR Register. The PWI shall be responsible for keeping this
register up-to-date.
8.2.2 An indication plate similar to that suggested in para 212(4) of Indian Railways
Permanent Way Manual shall be fixed on the cess at each SEJ showing the date
of destressing, destressing temperature t
d
/

t
o
and length of LWR/CWR.
8.2.3 Observations of gaps at SEJ and creep/movement in fixed portion of LWR/CWR
shall be recorded by the PWI/AEN as per Annexure-XIII A and XIII B.
8.2.4 When creep in fixed portion of LWR/CWR exceeds 20 mm, full investigation shall
be carried out and remedial measures undertaken.
8.2.5 AEN will analyse the observation of each LWR/CWR in his jurisdiction and give a
certificate at the end of LWR/CWR register before onset of summer regarding
satisfactory behavior of all LWR/CWRs. DEN/Sr.DEN will scrutinise observations
of each LWR/CWR, initial each page and send exception report to Territorial Chief
Engineer for his decision/orders.
32
9. = t|tt = =-t , |- t|tt t v|a
9.1 =-t t t |- t|tt :- = :- =|t{=| :- =|t = = + |- + =| =| t
|=-+ ||t| |+-+| |=- r :-
9.1.1 =t+
i) -r = +-| : + = ; = + - = :|= =| t |= =|, =| t =|--= r| -| = ;
= -| =- -=|+t| = - =| =| =| =t =| t -|t| == (+ t| 6.2.6)|
ii) + t| 6.2.1(iii) = =+ =|t =r| t =+ =| =t=|+| =-| =+t =|+| =|--= + r| , -r|
= |- - =| = -|+| +t + - = =| =| t -|=| |=|| =| -|t| == |
iii) -r = |+|-- =t |= =| =t=+ =t, =r| | = r| , -=|+t| +t == r| =| t - :
+ +|+ +t =t| = =t= =|+ =| | + +|+= =| + {t =+ |+=|{t =+ |+t|=
=| = |- =t|
iv) -r ==|+|- |-|-| +t +=t t =| t |==| =|t =| -=|= r| + =| - || =-|
t =+ =| |- =| + +t t =+ =| -|+ = |= =|--= =+ =| =| t ==|
= +| |+=+- - + +|-t{t =+ |+t|= =| =|-= - |
v) t= =| |==| =|t =| + +t =|: + |- =|= =|=| |==| -t-| |==| t= = +
=| +-| =- r| -r t =+ =| -|+ = |= -|t- =|t -|; =t -| =|+|- +t-+- + t|
=t -||= |-||- =| | |= |=| =| == =| t ;= |+=-+ - + +|-t{t =+
|+t|= =| = |- =t |
9.1.2 tt=t t t =ttt
i) |+ - =| --|-|=|:
-r |t| =+| , |t |= -== =-| -=|= =| - || =| +-| =|+ = |= |+ =
=|=-+ + =+ = | t|+ t =+ =| -- =|| -r =+| , |t |= =-| -|--|-=
-== = -|+ +t t =+ =| -| -| = |+=-+ - + +|-t{t =+ |+t|= =|
- t-- = |- =t | +| = +| =+ + -- =|+ = |= +|t|r-X + | =+ =|t
|--- - =+ | =| +|=+ =t |
ii) =| : =| - =| --|-|=|:
-r t|- = =|=-+ = : =+ = | t|+ t =+ =| -- =| =| t - -:{t = +| -|
= ; = + =||= |=| =r =| +-| =|| -r - -:{t = + =-| = ; = +
=||= |=| =r -|= -|+ +t t =+ =| = t| =t =| t |+=-+ - + +|-t{
t=+ |+t|= =| =|- =t| =: +|=+ + -- =|+ = |= +|t|r-X -| + |
|--- - =+ | =| =+ =t =t |
33
9. DUTIES, RESPONSIBILITIES & TRAINING OF STAFF
9.1 DUTIES AND RESPONSIBILITIES:- The following are the special duties and
responsibilities with reference to LWR/CWR:-
9.1.1 Keyman
i) He shall carry out fortnightly oiling and greasing of SEJ, checking and
re-tightening of fastenings at SEJ and other sleepers, if necessary (Para
6.2.6).
ii) He shall replace missing fastenings not requiring lifting or slewing of
track as per para 6.2.1(iii) and tighten the loose fittings.
iii) He shall ensure that all creep anchors, where provided, butt against
the sleepers and in case of large scale displacement of anchors, shall
report the matter to Gangmate/PWM/PWI.
iv) He shall watch for unusual features and on noticing any buckling
tendency or damage to track, shall take necessary action to protect
the track and report the same immediately to nearest Station Master/
PWI.
v) He shall keep a sharp look out on winter mornings for any rail fractures.
On noticing a rail fracture, he shall take prompt action to protect track
and carry out emergency repairs to permit the restoration of traffic
promptly and report to nearest Station Master/PWI.
9.1.2 Patrolman & Watchman
i) Hot Weather Patrolman:
He shall patrol the track during the hottest part of the day, to look for prominent
kinks, incipient buckles or tendency towards bucklings. He shall protect the
track at the site of the prominent kinks, incipient or actual buckles and report
the same to nearest Station Master and PWI immediately. Detailed
instructions for carrying out hot weather patrols as given in Annexure-X A
shall be followed.
ii) Cold Weather Patrolman:
He shall patrol the track during the coldest part of the night and lookout for
weld/rail fractures and excessive gaps at SEJ. He shall protect the track at
the site of weld/rail fractures or excessive gaps at SEJ and report the same
to nearest Station Master/PWI. Detailed instructions for carrying out cold
weather patrols as given in Annexure-X B shall be followed.
33
iii) = | =||t:
=) = = -|=t =+|+ r| + =| =-| -= + t| 1.18 + | =+ =|t
=-|=t =| =-| = |t|+ t= = -|++|+ = |
:|
+20
0
= |-== = =|=
r| =|+ +t =+ t =| = -| =| +|;| +t - +|- |=| =||
) = | =||t = = ++{-| +t |t| =+| , |t |= -== =-| -=|= =|
- ||, t ={- -: + -| = ; = + =||= |=| =r| =| +-| =|+ =
|= -- =||
) -r + = () + | =+ =|t |==| = +|t|-|- = r| + +t = -=
+t t =+ =| -| =| t = |+=-+ - + +|-t{t =+ |+t|= =| = |-
=t |
= | =||t a|t| |= =|+ -|= =|| = |= |--- - =+ +|t|r-X =| + | r |
9.1.3 {t = |t (t xr )
i) | - = :- =|t{=| :- =|t = ++ +t =| =t+ = |= +|{+ := |
= : a|t| =|t| - =+-| +|-++ t- r| -| - =++| |=- -t + =+ t
=| +t| =t|
ii) - t =+ =+ t = = -= -r| =| =t |=+= |= -r +|t|r-VI = =+ =|t
||= - |=| | r| |
iii) - -- -r | =|-|t={|- + +-=t =| =-=| r|=- + t -| +t-+- r| +
-|= t|- +-=t = -|t + t =+ |+t|= =| = |- =t |
iv) - r | = |+|-- =t |= + +| =+ = --| -|= |+| |t- --| =-| = | t|+ : |
+t =|- r -| =|= =|t = -- =|- r| - + +|=+ = |t|+ =-= tr =|t |
-|++|+ |
:|
+20
0
= |-== -= +r + -|=| r| -| -- =|+ = |= =| -|
=++ -=++ +| (-|| ) + = :- =|t{=| :- =|t + =| ; ==|+|- -|- r| -| r
-| ==| |t+| =++ +-=| =| |
v) t ={- -: + = +|+= + t =+ =| -|+ = |= - | =+ =| -| |-||- =|
| |= =t+ = |= =|+|- +t-+- =t -| |+=-+ - + +|-t{t =+ |+t|=
=| =|- =t|
vi) | -r =| -|- r| -| r |= t =+ == t|- r -| |t-| t = t =+ |++|-=| =
+t| 157 =|t 806 = =+ =|t t =|| :| =| = t| -+| t+ = |= -=|= =+
=||
vii) =+ t =| + t| r| =|+ = -| = -|=t =| =-| = | t|+ | -|++|+ |
:|
+ 20
0
= |-== = =|= r| =|-| r| , -| - |+| |t- |- =|+| =| =t -| | =||t =|
- +|- =t |
34
iii) Mobile Watchman:
a) He shall be posted, till period of consolidation is over, on stretches
where after maintenance operation, rail temperature has exceeded t
d
+ 20
O
C during the period of consolidation as given in para 1.18.
b) The mobile watchman would patrol such section/beat to look for
prominent kinks, incipient buckles or tendency towards buckling, rail/
weld fracture and excessive gaps at SEJs.
c) He shall protect the track at site if any of the situations as given in
(b) above occurs and report the same to nearest Station Master/
PWI.
Detailed instructions for the works to be carried out by mobile watchman are given
in Annexure-X C.
9.1.3 Gangmate/Permanent Way Mistry (PWM)
i) They shall carry out maintenance work under their personal supervision only
if they are in possession of valid competency certificate issued by Zonal/
Divisional Training Centre to work on LWR/CWR section.
ii) They shall undertake only those works of track maintenance for which they
are authorised as per Annexure-VI.
iii) They shall maintain additional/special equipment issued to them in good
condition and bring to the notice of PWI defective equipment requiring
repairs.
iv) They shall ensure that hot weather patrolmen turn out on duty during
the specified patrol period and carry out the patrolling duties correctly.
They shall be vigilant during hot weather and order patrol if the
temperature is likely to reach t
d
+20
O
C and report to their supervisors
any unusual occurrences which take place on the LWR/CWR in their
beat.
v) They shall take prompt action to protect the track in case of rail/weld fractures
and carry out emergency repairs to permit the restoration of traffic promptly
and report to nearest Station Master/PWI.
vi) They shall take immediate steps to secure the safety of the trains as per
para 157 and 806 of IRPWM, if they consider that track is likely to be rendered
unsafe.
vii) They shall impose the specified speed restriction and post watchman if
the temperature exceeds t
d
+ 20
O
C during the period of consolidation after
the maintenance work had been completed.
34
viii) - ==-= == t|- -|+| +t |;| =| =+| =| + t| =t -| |==| =|t =| |;|
=| =+| =-| t =+ =| =-----| =| = +| t =+ |+t|= =| |
ix) - =++ + + = ; = =| t = :- =|t{=| :- =|t =| -|t--|t |+t| =t |
|- + =+ = |+ | + =+t|= = =||= + =+ + -| = :- =|t{=| :-
=|t + |==| ==|+|- +| = r| + +t t =+ |+t|= =| = |- =t =| t == =|
|+ =t |
x) - r = |+|-- =t |= = :- =|t{=| :- =|t +t =| =t+ =| -|+ +=
=|+ =| =t+ -|= =+||t| =| r||
xi) =- | += + - = =+ |- =t -| - =| :| =| -- = =t| |
9.1.4 t = |+tta= ( ttt{- ++)
i) += +|= = - =n-+ |-|r =| r ; = :- =|t{=| :- =|t =| =+ + |--=|
=-- r| | -r = :- =|t{=| :- =|t = |- =| = |=+ r - +r-+ + -
=+ |=| =| + -|+ r| -| - = :- =|t{=| :- =|t = =| =t+ = |=
|+| |t- =| =|+|=| =| t =|-||+| = | + - +|t|- r| | - = |+|-- =t |= =
:- =|t{=| :- =|t =| =+ t =t+ -|= += =|+- =+ ||t| a|t|
=+ t =+ | =| =c-| = +|=+ |=| =| tr| r |
ii) +|t|r -VI = =+ =|t - |=+ t =+ =+ t =|| = |= |t|| r , + =|
=+ t =|| =| -|= =t |
iii) - |t|| r| :-
=) +t| 8.1.5 = =+ =|t = ; = = |t= -|+| -| = :- =|t{=| :-
=|t = |-t | + =t=+{|- = =+ = |+t| = |= -| +|t|r-
XI, XII, XIII - XIII -| = =+ =|t t|=-t + = = :- =|t{=|
:- =|t = |+t|| =| |-|r| = |=|
) + =| t = : +| =+ + t =+ =| -- =-|+ =| --| =t+ -| =- |
=|--= r| , = | =||t =| - +|- =t+ = |= - r = |+|-- =t |=
--| -|=| =| t = | =||t| =| -- =|+ = |= |- +-=t |+
|= r |
) +|, :|t =+ - (|-++), -=|=, t =+ =| +|+| + -r =|+|, t = +
=|| = +|+= + +t-+- =t|+ -| |-||- =| + + -r|= =t+ = |=|
) |=-+| =-| = |= |-||- =-t| |=| | r| , = =-t| =-|
= =-t :|-- |=, - |-: -| =- =+ t =| =|= = =t+ =| t -r
+ t| =t+ = |=|
35
viii) They shall make up the shortage of ballast at isolated vulnerable locations
and report any ballast deficiency or disturbance of track to the PWI.
ix) They shall inspect SEJ and LWR/CWR under their jurisdiction frequently,
specially during the hottest part of the afternoons in summer and
report any unusual occurrence on LWR/CWR to PWI and obtain his
order.
x) They shall ensure that men working under them have knowledge of working
on LWR/CWR.
xi) They shall introduce cold weather patrolling when instructed by their
Supervisors.
9.1.4 Permanent Way Inspector (Incharge of Section/Sub-section)
i) They shall be in possession of Manual of Instructions on LWR/
CWR posted up-to-date at all times. They shall have a thorough knowledge
of important pre-requisites for proper functioning of LWR/CWR and the
limitations and precautions laid down for work on LWR/CWR. They shall
ensure that the maintenance instructions are strictly followed by all the staff
under him dealing with maintenance of LWR/CWR.
ii) They shall supervise all track maintenance work for which they are
responsible as per Annexure-VI.
iii) They shall be responsible:-
a) For inspection of gaps at SEJ and creep/movement at centre of LWR/
CWR as per para 8.1.5 and recording observations of each LWR/CWR
as per Annexure- XI, XII, XIII A and XIII B in a register.
b) For making arrangements for patrolling of track in hot and cold weather
and post mobile watchmen as and when required. They will ensure
that patrolmen and mobile watchmen are issued proper equipments
for carrying out patrolling.
c) For repairs and restoration of traffic in case of accident, derailment,
buckling, washaways, rail fracture etc.
d) For carrying out destressing, welding and other maintenance operation
correctly and complete them within the block period for which block
has been taken.
35
iv) - =++ + = = :- =|t{=| :- =|t =| |+t| -|t--|t =t , |- + =+ =
|+ | + =+t|= = =-= + =+ + ==|+|- +|=| , -=|= =| - || =| +-|
=|+ -| -- =| = =t+ = |=|
v) - r = |+|-- =t |= += =|+- =| =+ t =+ |t| = :- =|t{=| :-
=|t = =+ t = = - + =++ =| =| | =| t |t||-| = + t| -tr = +|t|-
r|
vi) - = - =++ |+t| = | t|+ = =| :| =| |-: |=-= , += -+, t = +| +|t,
=|=t = -| 1 +|t =| =|| |=+|t| ( =) =++ =| =-- = =| |
vii) - t = -|++|+, :|-- |= -|++|+, - +-+ -| =|=-+ t = -|++|+ |t=|: =t -|
=|-|= =+ = +|+= +| +|t = = + t = -|++|+ |t=|: =t+ = |= = t =
+|+|t =| = =t|
viii) | t =+ |+=|{ + |== = +|= - =+-| +| ++ += r , =| = | t|+
+|-- +r| r , -| =+ t = =|t =| =++| |=- -t + =t| |
ix) = -|=t =| =-| + = :- =|t{=| :- =|t +t =+ t =| + t |= =|+
= +-|- | -|++|+ |
:|
+20
0
= |-== = =|= r| =|-| r -| - =|--= |- =|+|
=| =t|
x) - t =+ = |;| = ++ =| |- =+ t =t -| |+ | = |t- = +r= ||;| =|
++ t|; =| =| +t| =t|+ =| --| =t|
9.1.5 t = |+tta= ( ++ =t vttt)
+ t| 9.1.4 + -| |q|- =|| = ==|-| t =+ |+t|={= ++ |t| |+-+| |=- =|| =
|= | |t|| r| |:-
i) =++ =|+- =| =+ ||t| = |= = :- =|t{=| :- =|t = =+ t r -
=|--= +-=t -| t =+ =|+ | = + |+ = |= -r |t|| r | -r = |+|-- =t
|= =| =|+ | =|= = |--|t- =| ; r =| t -|-- =+ = t| ; r =| t =|+ |
=| =|+ |- =+ = =|=| +r= + t| =t =| =|||
ii) +|t|r-XI, XII, XIII - XIII -| + |+| |t- | =|+| = =+ =|t -r = = :-
=|t{=| :- =|t =| -|; |t=|: -+| t || -r ;= t|=-t =| =n-+ t+ =
|= |t|| r| | =| t ;= -r =|- =+ =++ |t||=|t| =| =| + ||
9.1.6 t = |+tta= (| {|t= ; )
=- t =+ |+t|= (|- +{|t= ; ) |- + =| + t| =t+ = |= - +|- |=| =|, -| -r, =
| =- =|| = ==|-| + t| 9.1.4 -| 9.1.5 + | =| +| = |= |t||
r| ||
36
iv) They shall inspect LWR/CWR under their jurisdiction frequently, especially
duri ng the hottest part of afternoons i n summer to l ook
out for unusual features, tendency towards buckling and check
patrolling.
v) They shall ensure that all maintenance staff under them are fully aware of
their duties and responsibilities at all time with regard to maintenance of
LWR/CWR.
vi) They shall always carry during their inspection a pair of joggled fishplates,
clamps, rail thermometer, feeler gauges and one meter straight edge.
vii) They shall record rail temperatures, destressing temperature, minimum and
maximum rail temperatures and also periodically check the rail thermometers
used far recording rail temperature with reference to standard thermometer.
viii) They shall carry out all operations of maintenance under their personal
supervision, in case Permanent Way Mistry/Gangmate possessing valid
competency certificate is not present.
ix) They shall impose necessary speed restriction, in case the temperature
exceeds t
d
+ 20
O
C after the maintenance work has been completed on LWR/
CWR for the period of consolidation.
x) They shall ensure proper maintenance of the ballast section of the track and
shall arrange to complete replacement of ballast before the onset of summer.
9.1.5 Permanent Way inspector (Incharge of Section)
PWI Incharge of section will be responsible for following additional duties, apart
from the duties as mentioned in para 9.1.4:-
i) He shall be responsible for the procurement of the permanent way
materials and the equipment required for the maintenance of LWR/
CWR for all the staff working under him. He shall ensure that the
materials are properly distributed and kept in good order and shall
recoup the materials well in time.
ii) He shall maintain a permanent record of each LWR/CWR as per the
proforma laid down in Annexure-XI, XII, XIII A and XIII B. He shall be
responsible for keeping this register up-to-date and the same shall be
handed over by him to his successor.
9.1.6 Permanent Way Inspector (Special/Relaying)
When PWI (Special/Relaying) is posted for carrying out special works etc. he
shall be responsible for all the items indicated in para 9.1.4 & 9.1.5 apart from
other responsibilities assigned to him.
36
9.1.7 rt= ; t|+t
i) -r rt =+|r| =| = ; = -| = :- =|t{=| :- =|t = |-t | + |-
= =+ =| |+t| =t | -| = :- =|t{=| :- =|t t|=-t + =++ |+t|
=| |t=|: =t||
ii) = :- =|t{=| :- =|t = == -| +=+= =| |++|+ = =|t| =| =| =t+ =
|= = :- =|t{=| :- =|t t|=-t =| = -||{|--= + =t | -| |
=|--= r| -| =++ =+||t| =| =|t|+= =|t-|; =t+ = |= |+|- =t||
iii) -r =++| +-| = -|rt = |==| | =| =| -| =| ; =- +, |== -r = :-
=|t{=| :- =|t = = t|- =| |++|+ r - =|--= =+= , + := ; =||+t{-|tr
+ := ; =||+t =| = +| + =||
iv) -r = |+|-- =t |= += =|+- =+ |t| = :- =|t{=| :- =|t =| |-=|+ {
== =+ t = = - + =++| = - |- |=-+ ||t| = + t| -tr +|t|- r |
v) -r = |+|-- =t |= + = :- =|t{=| :- =|t = |= =| ==--| +=+= -r|t
|| tr| r , =+ = + - = |t|+= =+ =| |= r |
vi) -r r +||- =t |= += + = =| = :- =|t{=| :- =|t =--| +=+= -
= =| =t tr r | -r |+ | = +r= r| -+ + = -|t = :- =|t{=| :- =|t
t|=-t =| = -|| r - + := ; =||+t{-|tr + := ; =||+t =| =+ =| --| =t |
9.1.8 x= ; t|+t{|ts x= ; t|+t
i) -r r = |+|-- =t |= += =|+- =r|= ; =||+t -| + - = ;= + |--=| =
|-|+| -| + c ; =||+t a|t| =+ +t =|t| |= =- + t= =+ | = + t| -tr
= +|t|- r -| +=| +|=+ =t- r |
ii) -r r = |+|-- =t |= = :- =|t{=| :- =|t = ++| +t =| t- =+ ||t| =
| = |= |- --| =| =|-| r -| = :- =|t{=| :- =|t = ++|
= =| +| +t = - | =+ |t| - +|- |= =|- r |
iii) -r = :- =|t{=| :- =|t = ++| = |= =|--= |;| =| +| + +|+| =|
--| =t|
iv) -r = -+ =t-t| = +|r + =++ + = = :- =|t{=| :- =|t t|=-t| =|
= -|| =t -| =++ + + = :- =|t{=| :- =|t = = -| +=+= -r|t =
|= =++| +|-++ |t=|: =t | -r =| = :- =|t{=| :- =|t = |--- -
|--t +| ; =||+t =| += =| | {|+ = |= = |
v) -r =-= =|= + =| t = : +r|+| =| |+|-- =t |=++ = +-| : = = ; = =
|t= -|+ = |+t| -| = :- =|t{=| :- =|t = |-t | + |- = =+ =
|+t| |= =| |
37
9.1.7 Assistant Engineer
i) He shall inspect all SEJs and movement at centre of LWR/CWR at
every six months and record his observation in the LWR/CWR register.
ii) He will scrutinise/analyse LWR/CWR register to investigate the reasons
of unsatisfactory performance of LWR/CWR and shall give directions
to his staff to take remedial action, if any.
iii) He shall bring to the notice of the DEN/Sr.DEN any work pertaining to
LWR/CWR, which is beyond his capacity to deal with and any other
item which he considers necessary for safe functioning of LWR/CWR.
iv) He shall ensure that the staff working under him are fully conversant
with their respective responsibilities in regard to laying and maintenance
of LWR/CWR.
v) He shall ensure that all remedial action for LWR/CWR showing
unsatisfactory behavior are taken in time.
vi) He shall give certificate that all the LWR/CWR in his jurisdiction are
behaving satisfactorily. He would arrange to send the LWR/CWR
register for scrutiny of DEN/Sr.DEN once in a year before summer.
9.1.8 Divisional Engineer/Senior Divisional Engineer
i) He shall be responsible for ensuring that AENs and supervisors working
under him are fully conversant and comply with provisions in this manual
and such other supplementary instructions issued by Chief Engineer
from time to time.
ii) He shall ensure that proper arrangements are made for training of staff
working on LWR/CWR sections and posts for LWR/CWR sections are
manned by qualified staff at all times.
iii) He shall make arrangements for sufficient quantity of ballast required
for LWR/CWR sections.
iv) He shall scrutinise LWR/CWR registers of his jurisdiction every year in
the month of February and record his certificate about satisfactory
behavior of LWR/CWR in his jurisdiction. He shall refer the details of
all LWR/CWR to territorial Chief Engineer where he requires his orders/
decision.
v) He shall specify the coldest and hottest months in which fortnightly
observations of gaps at SEJs and movement of LWR/CWR in fixed
portion are done.
37
9.2 v|a
9.2.1 = :- =|t{=| :- =|t = ++| +t =| t- =| t =+ =+ ||t| = | =|
--| |- +{|+|+- +|== + +| | = -:| + + c ; =||+t a|t| -| + :=
| = -:| + -|tr + := ; =||+t{+ := ; =||+t a|t| =|| |=- =t= =| =||
9.2.2 =t +, , t = |t, t = |+tta= (vttt ++{- ++)
= :- =|t{=| :- =|t =| |-=|+ =| t == =+ t + ||- =+ ||t| =| r| =
:- =|t{=| :- =|t = ++| +t - +|- |=| =|| =|+ +, + -| t =+ |+=| =
+|+= + , = -= = =+ ||t| =| , =| +|{+ := | = -:| a|t| =|t| - =+-|
+| ++ t- r| , = :- =|t{=| :- =|t = ++ +t - +|- |=| =||
9.2.3 =+-| +| ++ =|t| =t+ =| -|t| = -|+ -+| = |= - r| ||
9.3 ``=t `` t t ``+ =t ``
=|+ +, + =| t t =+ |+=| =| +| + = |= +r-+ `=t ` =| t `+ =t ` =| +|t|r-
XIV + = |--= |=| | r |
38
9.2 TRAINING
9.2.1 Arrangements for training of all Permanent Way Staff working on LWR/CWR
sections shall be made by Chief Engineer by holding special/regular courses in
Zonal Training centres and by Sr. DEN/DEN in Divisional Training Centres.
9.2.2 Keyman, Gangmate, PWM, PWI Incharge of section/Sub-section
Only staff trained in laying and maintenance of LWR/CWR shall be posted on
LWR/CWR sections. In case of Keyman, Gangmate & PWM, only such staff who
possess valid competency certificate issued by Zonal/Divisional training centre
shall be posted on LWR/CWR section.
9.2.3 The competency certificate shall be valid for three years from the date of issue.
9.3 DOS AND DONTS
For the guidance of Keyman, Gangmate and PWM important dos and donts
have been listed at Annexure-XIV.
38
|t|e-I
( tt 1.4)
+ =-t;t
1310 t=tt{|=t = |=)
+ -=|+t + =-t; (ttt )
=| =|t
xt =t;+ tt =t;+
60|= | 52|= | 90=|t 90=|t 75=|t
( =|; =|) t= t= t= t=
t=
I +| =|t =| 61 52 39
I I +| =|t =| 69 60 45
3 = * r , === =-=r,=r = =r-== r =r =r= == = *rr = = =r f rr ===
r:
39
ANNEXURE-I A
(Para 1.4)
BREATHING LENGTHS
(For 1310 sleepers/km)
Zone Type of Breathing length (in metres)
sleeper
Broad Gauge Metre Gauge
60kg(UIC) 52kg 90R 90R 75R
rails rails rails rails rails
I PRC 61 52 39
I I PRC 69 60 45
Note: Breathing lengths given above are indicative and are likely to vary as per site
conditions.
39
|t|e-I t
( tt 1.4)
+ =-t;t
(1540 t=tt{|=t = |=)
+ -=|+t + =-t; (ttt )
=| =|t
xt =t;+ tt =t;+
60|= | t = 52|= | 90=|t 90=|t 75=|t
( =|; =|) t= t= t= t=
I +| =|t =| 60 52 38
= | 77 66 49 134 111
=| = |-9 89 66 152 126
I I +| =|t =| 69 59 44
= | 88 75 57 156 130
=| = |-9 101 76 178 147
I I I +| =|t =| 77 66 51
= | 98 85 65 179 149
=| = |-9 114 87 202 168
IV +| =|t =| 82 71 55
= | 105 90 70 192 160
=| = |-9 122 94 217 181
3 = * r , === =-=r,=r = =r-== r r =r= == = *rr = = =r f rr === r :
40
ANNEXURE-I B
(Para 1.4)
BREATHING LENGTHS
(For 1540 sleepers/km)
Zone Type of Breathing length (in metres)
sleeper
Broad Gauge Metre Gauge
60kg(UIC) 52kg 90R 90R 75R
rails rails rails rails rails
I PRC 60 52 38
ST 77 66 49 134 111
CST-9 89 66 152 126
I I PRC 69 59 44
ST 88 75 57 156 130
CST-9 101 76 178 147
I I I PRC 77 66 51
ST 98 85 65 179 149
CST-9 114 87 202 168
IV PRC 82 71 55
ST 105 90 70 192 160
CST-9 122 94 217 181
Note: Breathing lengths given above are indicative and are likely to vary as per site
conditions.
40
|t|e-I t
( tt 1.4)
+ =-t;t
(1660 t=tt{|=t = |=)
+ -=|+t + =-t; (ttt )
=| =|t
xt =t;+ tt =t;+
60|= | t = 52|= | 90=|t 90=|t 75=|t
( =|; =|) t = t = t = t =
I +| =|t =| 58 50 37
= | 73 63 46
=| = |-9 86 63
I I +| =|t =| 66 57 43
= | 84 72 54
=| = |-9 98 74
I I I +| =|t =| 74 64 49
= | 94 81 62
=| = |-9 110 84
IV +| =|t =| 79 68 53
= | 100 86 67
=| = |-9 118 91
3 = * r , === =-=r,=r = =r-== r r =r= == = *rr = = =r f rr === r :
41
ANNEXURE-I C
(Para 1.4)
BREATHING LENGTHS
(For 1660 sleepers/km)
Zone Type of Breathing length (in metres)
sleeper
Broad Gauge Metre Gauge
60kg(UIC) 52kg 90R 90R 75R
rails rails rails rails rails
I PRC 58 50 37
ST 73 63 46
CST-9 86 63
I I PRC 66 57 43
ST 84 72 54
CST-9 98 74
I I I PRC 74 64 49
ST 94 81 62
CST-9 110 84
IV PRC 79 68 53
ST 100 86 67
CST-9 118 91
Note: Breathing lengths given above are indicative and are likely to vary as per site
conditions.
41
|t|e-II
( tt 4.3.1 4.3.2)
xt =t;+ = t t t t-9 t=ttt t = xr tt |ct+ = r= t t + ta =
t= +
=| = |-v -=|+t| +t = :- =|t{=| :- =|t |-=|+ = +r= =| t =+ t = =+ |+-+| |=-
=|-||+| -t-| =| :-
i) = :- =|t{=| :- =|t =| =| = |-9 -=|+t| +t + +| + |= -| t = +
=|| =| =r| |:t =+ =| +| =|= r| -| r| -|{=-| - =| =| | t| |
r| -| r| |
ii) +r= = = r -=|+t| +t, t = =| =| t =- :| +t |=|- =+ = =+ r| -||= = |=|
|-| tr |
iii) t=+ = -|rt =| =|t |-:t = t= |+ = +| -= -|= + |;| = ; =|
=||
iv) -=|+t +-|=t{ -+ |={-= ||+{rt| -= ||+ =-| |;| |-t| =| =+ =t+ -|=
|==| =- =| = =|= -| + |= - =| t | -:t =| =-+ ++ =-- |=| =|| =-
-= =| =-+ ++ |=| =|-| r , -- -= + = |- =|+| =|t| t| =||
v) ;=rt| =|;+ +t, = -=|+t + | +| = |=| (=|=) = r| || + =| =| =| -|
== -=|+t + = |=| |-+t|- || + =| =| =| =| t ;=| =|t =| |=| =||
vi) rt| =|;+ +t, 75 |-- = |=| =| |-||- =| || + =| t 25 |-- = |=| =|
|-+t|- || + = :- =|t{=| :- =|t = + | + =| =| =|| --=+
=--|;| + =|=| =| -|t|--|t| = |+| ||=| + =|+= -=|+t| + =|=| =||
vii) + r |=| =| |= = -=|+t =| | +| = |=| = =+|+ ==| r| -||= -= | ==
(=|= =|= -=|t) = -|rt + =|| =- | |t| r ; = =| =| + + =| =| =| -| =|
-=|+t +t =t| =| t =| = =| =| | +| + =+ = =| =| =||
viii) =r| | =- r| -| =| |;+ -=| = -|+ +t =||t |;+ =| -= r| =|; =|
+||= +---| -= = :|--|= = |t|+ t|=t| +t = :- =|t =| =|- =+
==|- r| ||
= :- =|t{=| :- =|t =--|;| = =+ t = |= =+ |= - =|+- = |-+
+|+ =| | |=| =|| r| = |= =|+ -|= =+ t = +|+= + = :- =|t{
=| :- =|t =|, =| =| = |-9 -=|+t| +t |-=|| | r| , |=|+ (t =+ =|
=+t =|+|) | 20 |++| = =|= r| , -| =| |+t|= =| t + r| =| =||,
|=+=| t = t =+ |+t|={=--= ++ = ;| = = =+ + r| |
42
ANNEXURE-II
(Para 4.3.1& 4.3.2)
SUPPLEMENTARY INSTRUCTIONS FOR LAYING & MAINTENANCE OF LWR ON
CST-9 SLEEPERS ON BG
The following precautions shall be observed before laying and while maintaining
LWR/CWR on CST-9 sleepers:-
i) LWR/CWR shall not preferably be provided on CST-9 sleepers in areas where
the incidence of derailment is large and/or theft of fastenings is frequent.
ii) Sleepers already in service shall have minimum wear at rail seat and jaws so that
keys are effective.
iii) Ballast shall be heaped up in a slope from shoulder to the bottom of rail head on
the outside of track.
iv) Crib and shoulder compaction shall invariably be carried out soon after sleeper
renewal/through packing/screening/ deep screening or any other operation causing
reduction of ballast resistance. Till such compaction is done, suitable speed
restriction shall be continued.
v) On single line, both keys in a sleeper should be driven in the same direction and
the keys in the next sleeper shall be in reverse direction and so on.
vi) On double line 75 percent of keys should be driven in the direction of traffic
and 25 per cent in the opposite direction in the central portion of LWR/CWR.
In the breathing lengths, keys should be driven alternately in both directions on
successive sleepers.
vii) Attempt should be made to keep both the keys of the same sleeper uniformly tight
so as to avoid plates going out of square. Whenever, a fallen key is driven back,
the opposite key on the same sleeper should also be adequately driven.
viii) Wherever possible reverse jaw type plates should be replaced with ordinary
type plates, since the former afford hindrance while lifting LWR on rollers during
destressing.
On-track tamping machine shall preferably be used for maintaining LWR/CWR
lengths. In case of manual maintenance, lifting of LWR/CWR track on CST-9
sleepers in excess of 20 mm shall be carried out under the supervision of an
Inspector not below the rank of Permanent Way Inspector/Incharge of Sub-
Section.
42
ix) :|--|= = |t|+ t|=t| +t t= =| |=| =|+ = +r= += =|=|t =| 3 |++|
+|| + = -= =| t= =|| +t t| =| -||= t= =|| =| t|t| + t|=t + =
=|| =-t-=| = |-+t|- || + +| =| =|t +: r | |=+|t r|+ ||r -||= t=
=|| = -= |=== =t |+== + =| |
x) | 100 |-- = |=| =| :|-- |= = -| =-t| =-| = =-t =| =+| = - +
r| -| 33 |-- = |=| + | + -| 100 |-- = |=| --=+ =--|;| + +r=
=| =| =| -| |-||- =| =||+- |- +t + + |= |=| =|| + t| |- +t |-||-
=| 100 |-- = |=| =| = =|+ -| =- =+ |- =|-||+| = -| =|| =||
xi) = ; = =| t = = :- =|t + + = = |-t | + |==+ =| |+|+- =+ =
+|+| =| -| ;== |t=|: + ||+= =+| =| =|+ = |=, | =|--= r| , =r|=
; =||+t =| t + := ; =||+t a|t| =| |
43
ix) During destressing, before the rail is supported on rollers, the rail seats should be
covered by a 3 mm thick MS plate of suitable size so that the rollers do not get
stuck into the slits at the rail seats. The cover plates should have two of the opposite
edges bent downwards to prevent their slipping off from the rail seats.
x) If it is not possible to drive 100 percent keys within the block period after
destressing, 33 percent keys in central portion and 100 percent of the keys in the
breathing lengths should be driven first and the traffic resumed at restricted speed.
Full speed should be restored only after driving 100 percent keys and giving other
attention required.
xi) Creep shall be regularly measured at SEJs and in fixed portion of each LWR
panel and records seen by AEN and DEN for taking remedial measures, if
required.
43
|t|e-III
| ttt =t t
=t= t = =t t =t tt
|=t{ t
1. =- 1 +|t =--| |=-= | (|+ 4.4.3 ()) =| |- + += + 30
(|+ 4.4.3 (-|)) =-| =| |-: |=-= | =| -| - : += +|
(|+ 4.4.3 (=|)) =|r- =-|; t = =| :| +t | |=|
=| -| + +t 24 =| |+t|+| (- :| =|;+ =| t +|t =|;+
| +| + ) t| =|
2. =- =- += +| =| =-|; t = =| :| +t | |=| =| (- :| 20
=|;+ =| t +|t =|;+ | +| + )
3. =- :|--|= = +r= =|+= -=|+t| +t -=|+t -=| =| -|=| 30
|=| =| (- :| =|;+ =| t +|t =|;+ | +| + )
4. =|+|- +t-+- + t| =t+ = -| + +t:-
i) +r=| | :| ==+ = -| 10
ii) -| =| ||:| 20
5. -=|= = -| t =+ =| =|+|- +t-+- = +-|-:-
i) +r=| | :| ==+ = -| 10
ii) -| =| ||:| 20
6. =- t = -|++|+ |
:|
+20
0
= |-== = =|= r| =|
-| |+|+- t =+ =+ t =|| = -| t =+ =| = -|=t
=-| = | t|+ |- =|+|:
i) =- | -:t |= - =| =-+ ++ |=| | r| :-
- :| =|;+ = |= 50
+|t =|;+ = |= 40
ii) =- | -:t |= - =| =-+ ++ + |=| | r| :-
- :| =|;+ = |= 30
+|t =|;+ = |= 20
44
ANNEXURE-III
SCHEDULE OF SPEED RESTRICTIONS
Sl. Conditions of track Restriction
No. imposed in km/h
1. When 1 metre long fishplates (Fig. 4.4.3(a)) 30
with special clamps (Fig. 4.4.3(b))
or joggled fishplates with bolted clamps
(Fig. 4.4.3(c)) are used at a temporary
rail joint and there is 24 hrs. watch
(both BG & MG)
2. When other clamps are used at a temporary 20
rail joint (both BG and MG)
3. When sleeper fastenings on alternate 30
sleepers are loosened before destressing
(both BG & MG)
4. At fracture after emergency repairs are completed:-
i) First train STOP DEAD & 10
ii) Subsequent trains 20
5. After emergency repairs to track after buckling:-
i) First train STOP DEAD & 10
ii) Subsequent trains 20
6. Speed restriction during consolidation
period of track, after regular track
maintenance operations when rail
temperature exceeds t
d
+ 20
O
C:
i) When shoulder and crib compaction has been done:-
For BG 50
For MG 40
ii) When shoulder and crib compaction has not been done:-
For BG 30
For MG 20
44
|t|e-IV
( tt 5.5.2)
90 t t = x t t= t =t = |= +
1. tt; =t tat
=|-=| |r| t r| + -|= =||; =| |-=+, |rt = |= 1.5 +|t =| =--|; +
0.75 |++| = +| : = r| t = =--|=| r| =|-| r , |=== |= ;= =|-|+|+ - = = |=| =|
=| t =|-|+|+ - = r| ;== ; =| =| | =-,
|+-+t |= =t + =t :-
- |t| |-t =|+
- ==-+|- =t =-| |-= |t
- =||+- -|+ =-| =|;+ = = += + =|+
- |=t| =| =|= |t|+| -| =|- {= =|- =+ += -= =| =| -t-= |+
- =r| -= =- r|, =+=|| +t |-=-+| +-| + t=| = =|:-|-t= ;
=|+||
|+-+t |= =tt =t =t :-
- =|- {= =|- =+ t =| =| =+| =| t =|| t
- = =--|; =| t =| =| , =-=| -tr = +|+| = |+=|= -|= +=- -
t|-= -|= , =+ |= - = = | = -= =|+ +t ; =|
- =||t = | -|= -| t = t + = =+|+ t -+ =t| +t =+ --| ;
=|
- t= |=+|t| =| - |=|; + t
- =|| =--|;| =| t=| =| =+t =| +-| + t|
2. t =t =t r =t tat
= -|t- t = =| =-r + =+ |= - 0.75 |++| = | =+ rt | | = | t = ==-| r |
=-,
|+-+t |= =t + =t :-
- +|= |:-| + =+tt| = t=| =| =t = t|
- t =| =| -| + = |= |t| =| t = + =| =-+;| -| +||
45
ANNEXURE-IV
(Para 5.5.2)
HANDLING INSTRUCTIONS FOR 90 UTS AND HEAD HARDENED RAILS
1. Protection of straightness
Barely visible straightness deviations, for example, a deflection of 0.75 mm
over 1.5 metres span, renders a rail unacceptable and require careful handling
and stacking. Therefore,
AVOID
- Heavy static loading
- Sudden impact or dynamic loading
- Localised point or line contact loading in stacking
- Excessive end drop and flange overlaps while lifting/moving
- Criss-cross stacking of rails of alternative layers at right angles as far
as possible.
DO
- Keep rails horizontal and straight while lifting/moving
- Stack rails of same length on firm level base of well drained platform
preferably of concrete
- Stack subsequent layers on uniformly placed spacers in vertical
alignment with base supports
- Keep rail ends in vertical alignment
- Place rails of shorter length in upper layers.
2. Protection of rail surface
Surface notches of even less than 0.75 mm in depth are liable to cause rail fracture
in service. Therefore,
AVOID
- Impact abrasion of rails against separators in wagons
- Round link chain slings for securing the rails.
45
|+-+t |= =t =t :-
- =|| |== +| =| -+| +t-+t|- =-+|;| =| | t =| = | =|+ = |= =t
- t=| =| =+|=- ++ |=|+ |= = =|| =||
3. t =| a| t
+| =| |r = t = -r - = - +|= r| -| r =| t | r t = = r| -|+ +t +| +|-|
r -| ;++ |- =+| +|| = |-=|=- r|+ =| =|-+| r|-| r |=== -r- =:|, tt|
-| t|t| -|=| |- =+| =t +| + r| =|-| r |=== =|= + r| ==-| r | =-,
|+-+t |= =t + =t :-
- t=| =| + + =t, =| =| =| = t=| =| + =| =|t +| r| t=| = +|= =|t
+= =+t r| =| |=| =|
- |-n - =|= -| +| - + |- -+ = | (|=-t+| ) = =| = += + r| =| - -|=
= - =| = =-| |+=- - |-: =|| = |
|+-+t |= =t =t :-
- =- =| =| =| = =|+| =|--= r| -| -|++-| = a|t| =+|+ =+ =
250
0
-350
0
= |-== -|++|+ -= = =|+ = -|+ = | +| =| t t = =|
=--|; = - +-+ 10 = +| -= =+|+ =+ = + =t+ = -| =|| =||
4. rt|+=tt= tt = = tat
t= +| =| =|+|- =--| =| =|++| =t ==-| r |=-- = r| -|+ +t =|t = :-|
= -| + ==-| r| =-,
|+-+t |= =t + =t :-
- r||+=|t= +|| = = += + t =| =| + t =| - |=:, |t, =- =|| =
t t| =| =| -|= + =|= = |t + =t-| r |
|+-+t |= =t =t :-
- t =| =| =|| -| ==-|+=|=| -|= -= =|+ =+ |= - = = | = -= =|+ +t
:|; =. =|t. :|. =. =|.{|.-4962 = =+ =|t ;| + =| |
5. + =-t t + = |qt
+ =| == =| =-+;| -| + = t =| = =||= + :+ -| +=| =-r |- -- r| + =|
-t| tr-| r | -|rt| =|+ |-- = =+t | tr+| =|+ |-- =| = -| =| t| = =| =
=|= +r| r| +| ||r| =-,
46
DO
- Use conventional slings for lifting rails made of flat link chains
- Lifting of rails preferably with magnet lifting device.
3. Prevention of metallurgical damage
These rails are thermally very sensitive and are likely to develop metallurgical
defects if exposed to localised heating, which produces very hard, brittle and
cracked metallurgical structures which may lead to sudden failures. Therefore,
AVOID
- Heating, flame cutting, on or adjacent to rails
- Contact with electric arcs and molten metal splashes, i.e. from loose cables
or adjacent welding operations.
DO
- Flame cutting when found essential, after preheating minimum of 10 cm of
rail length on either side of the cut to about 250-350
O
C by uniform
movement of heating torch.
4. Protection from contact with injurious substances
These rails can withstand normal degree of rusting but localised corrosion pitting
may cause subsequent rail fractures. Therefore,
AVOID
- Contact with injurious substances which produce high corrosion of a
steel, i.e. acids, alkalis, salts, etc.
DO
- Stack rails on well drained platform preferably on concrete as per drawing
No. RDSO/T-4962.
5. Slinging principles
The single point slinging increases risk of bending and surface damage to the
rails. The overhang beyond the outer lifting point should not be greater than one
half the distance between lifting points. Therefore,
46
|+-+t |= =t + =t :-
- = -|+ +t + =| =-+;| + -| |
|+-+t |= =t =t :-
- 13 +|t =--| t= =| | -|+| +t + =| =+;| = -|
- |-| =--|;| =| t =| = |= =|+ |-- =| =| = -- - |-|-| =| |+-+
=|t -||==|-= |=| | r :-
t= =|+ =|+ |- =| = =|+ |- = -|rt ==| r ;
=| = -|; |- =| -| t| (+|t| + ) t = =| =|=-+ =--|;
(+|t| +) =| =c| (+|t| +)
12 - 13 2 6 - 6.5 3 - 3.25
26 4 6.5 3.25
39 6 6.5 3.25
130 20 6.5 3.25
260 40 6.5 3.25
+ =| =+|;| -|=| =|+ -|+| =| | =|= |+ tr ||
6. = t|tt =t tat
|+-+t |= =t + =t :-
- == r |t| = +| : + r||
|+-+t |= =t =t :-
- -| =| t| = -+ = |= = t|+= --|+| -| =+ :| =| | |=| =||
- +|=| = -+ = |= |- + t | = r =+ -| =+ : +r+ =| -||= = + =| t
+|+t| = |=+| = | t|+ +|t|==| (: |;-t| ) a|t| =|=|+| = +r|+| =| == |
47
AVOID
- Single point slinging.
DO
- Use two point slinging for rail length upto 13m
- Recommended locations of lifting points for various rail lengths are tabulated
below:
Rail length No. of lifting Distance between Max. rail
(metres) points lifting points (m) overhang (m)
12 - 13 2 6 - 6.5 3 - 3.25
26 4 6.5 3.25
39 6 6.5 3.25
130 20 6.5 3.25
260 40 6.5 3.25
Use of lifting beams fitted with slings is desirable.
6. Safety of Personnel
AVOID
- Standing under suspended loads.
DO
- Use protective gloves and clothing to minimise the risk of skin abrasion
- Wear distinctive coloured helmet and clothing for easy identification by crane
and machinery drivers to avoid accidents.
47
|t|e-V
( tt 5.6)
|| t = tt+t t t t = t+tt r ; ot=t r
1. = ; = + |=| =r |+-+| |=- =| +t |+ t =t-| r :-
=) -=|+t| =| =+ |;| |-t|
) t = = ++ =| +
) t = -|= =| ;=||-|=| +| : == (; ) (|--| | =)
) t = -|= =| t | -|+| =|t | = (=-=|)
=) = = ++ =| :|-- |= -|++|+ =r| +t = ; = + |=| =r ||r
) :|-- |= -|++|+ +t = ; = + |t |= |=| =r
2. |t-| |=| = |= + = =| = + -| (+|+| ) =| |+-+ =|t =|t||-= |=| | r :-
ttt-I
t = = ++ + ; =-=|
(= +|
2
) (|= |{= +|
2
) (/
0
C)
60|= | ( =|; =|) 78.86 2.15 x 10
6
1.152 x 10
-5
52|= | 66.15 --r|- --r|-
90=|t 56.95 --r|- --r|-
75=|t 47.37 --r|- --r|-
48
ANNEXURE-V
(Para 5.6)
GAPS AT SEJ FOR VARIOUS RAIL TEMPERATURES
AND TRACK STRUCTURES
1. Gap at SEJ depends on following factors:-
a) Longitudinal Ballast Resistance of sleepers
b) Area of rail section
c) Modulus of Elasticity (E) for rail steel
d) Coefficient of linear expansion () for rail steel
e) Destressing temperature of the section where gap at SEJ is required
f) Initial gap at SEJ at destressing temperature
2. Values of above variables for Indian conditions are tabulated below:-
TABLE-I
Rail Section Area E
(cm
2
) (kg/cm
2
) ( /
o
C)
60kg (UIC) 78.86 2.15 x 10
6
1.152 x 10
-5
52kg 66.15 - do - - do -
90R 56.95 - do - - do -
75R 47.37 - do - - do -
48
ttt-II
|| t=ttt t t t=tt +t r + |t v|tt (tt)
-=|+t =| =|t =+ |;| |-t| |= |{= +|{t = +
xt =t;+ tt =t;+
1310 1540 1660 1540
-=|+t{ -=|+t{ -=|+t{ -=|+t{
|=+| |=+| |=+| |=+|
+| =|t =| 12.93 13.28 13.74 -
= | 11.48 12.14 12.68 3.86
=| = |-9 9.92 10.65 11.04 3.47
== :| =| 7.58 7.97 8.06 5.00
3 = f*= == = == = =r-== r =r =r= == = *rr = = =r f rr === r :
ttt-III
xt-t | tt+ (t
xt
) t t t+ t=t ot=t r
t = = ++ |
:|
+t |t |= |=| =r (|++|)
60|= | ( =|; =|){52|= | 40 |++|
=- 60 |++|
:trt:-
|+-+||=- =|=:| =|r- 58
0
= |-== t = -|++|+ +t = ; = =| |=| =r -|- =t+|:-
(i) t = = ++ 52|= |{+|
(ii) -=|+t =| =|t +| =|t =|
49
TABLE-II
Longitudinal Ballast Resistance (R) for various sleepers and sleeper density
Type of sleeper Longitudinal Ballast Resistance in kg/cm/rail
Broad Gauge Metre Gauge
1310 1540 1660 1540
sleepers/km sleepers/km sleepers/km sleepers/km
PRC 12.93 13.28 13.74 -
ST 11.48 12.14 12.68 3.86
CST-9 9.92 10.65 11.04 3.47
Wooden 7.58 7.97 8.06 5.00
Note: The values given above are indicative and can vary as per site conditions.
TABLE-III
Initial gap to be provided at destressing temperature (t
d
)
Rail Section Initial gap at t
d
(mm)
60kg (UIC)/52kg 40 mm
Others 60 mm
EXAMPLE:-
To find out the gap at SEJ at rail temperature of 58
0
C with the following data:
i) Rail section 52kg/m
ii) Type of sleeper PRC
49
(iii) -=|+t =+-| 1540 -=|+t{|=+|
(iv) -|++|+ + IV
(v) :|-- |= -|++|+ |
:|
=48
0
= |-==
(vi) |
:|
+t = ; = =| |=| =r 40 |++|
=-= +r= |-| -|++|+| +t = ; = =| {-| = t = = |- = =+ = r - t |== -= =|
|| =|:-
|x: .5() ; =t {tt= t = = |tt = | =+ t r |rt t | =
1. :|-- |= -|++|+ =| |-|- (|- `=| `) = =|=-+ -|++|+ =| |-|- (|- ``) -=
-|++|+ - -+ =| - || = |= {-| = t = =| |- = =+ |+-+ =|t r| |:-
= ; =-=|
2
|
2
{2=|t
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76 - 48)
2
/ 2 x 13.28
= 0.557 = +|
= 5.57 |++|
=-: =|=-+ -|++|+ (|- ``) = =| =||: + (|
:|
-28, +5.57) r| |
50
t( t
x t
t
xt
t t
xt
t t
xt
|t
|t
t
x t
= xr tt = |t t,
|t , |= x+
t
xt
= +t , . ,
tt+ =t
t
xt
= =t, . ,
tt+ et tt
= xr tt = |t t,
|t , t
iii) Sleeper density 1540 sleepers/km
iv) Temp. zone IV
v) Destressing temp. t
d
= 48
O
C
vi) Gap at SEJ at t
d
40 mm
First of all hysteresis curve of movement of tongue/stock rail of SEJ will be drawn
at different temperatures.
Fig.: A.5(a) HYSTERESIS CURVE SHOWING THE MOVEMENT OF ENDS OF
TONGUE/STOCK RAIL OF SEJ
1. Movement of tongue/stock rail from the stage of destressing temperature
(point O) to the stage of maximum temperature (point A) for rising trend of
temperature will be:-
= A E
2
t
2
/2R
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76-48)
2
/ 2 x 13.28
= 0.557 cm
= 5.57 mm
Hence coordinate of maximum temperature (point A) will be (t
d
+28, +5.57).
50
t
d
t
d
t
d
CONTRACTION AT THE
END OF LWR IN mm
RISE IN TEMPERATURE
ABOVE t
d
IN
O
C
EXPANSION AT THE
END OF LWR IN mm
FALL IN TEMPERATURE
BELOW t
d
IN
O
C
t
d
2. -|++|+ =| + =| - || = |= =|=-+ -|++|+ =| |-|- (|- ``) =
- +-+ -|++|+ =| |-|- (|- `-|`) -= {-| = t = =| |- = =+ |+-+
=|t r| |:-
= ; =-=|
2
|
2
/4=|t
= 66.15 x 2.15 x 10
6
(1.152 x 10
-5
)
2
x (76)
2
/4 x 13.28
= 2.052 = +|
= 20.52 |++|
=-: - +-+ -|++|+ (|- `-|`) = =| =||: + (|
:|
-28-76, 5.57-20.52) =-| (|
:|
-48,
-14.95) r||
3. -|++|+ =| - -+ =| - || = |= - +-+ -|++|+ =| |-|- (|- `-|`) = =|=-+
-|++|+ =| |-|- (|- ``) -= {-| = t = =| |- = =+ |+-+ =|t r| |:-
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76)
2
/4 x 13.28
= 2.052 = +|
= 20.52 |++|
=-: =|=-+ -|++|+ (|- ``) = =| =||: + (|
:|
-48+76, -14.95+20.52)
=-| (|
:|
-28, +5.57) r| |
= ; = +t |=| =r =r| -|- =t+| r -r| =| -|++|+ 58
0
= |-== =| - (|
:|
+10)
0
= |-== |+| |- `+|` r |
4. -|++|+ |t+ =| -|| = |= (|
:|
+10)
0
= |-== |- `+|` +t {-| = t = = |-
= =+ =| + - (+|+) |+-+ =|t r| |:-
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76-58)
2
/4 x 13.28
= 0.115 = +|
= 1.15 |++|
=-: -|++|+ |t+ =| -|| = |= |- `+|` = =|=||:+ ;= =|t r|:-
(|
:|
-10, 5.57-1.15) =-| (|
:|
-10, +4.42)
5. =| =|t -|++|+ - -+ =| - || = |= (|
:|
-10)
0
= |-== |-- `+|` +t {-| =
t = = |- = =+ =| +|+ |+-+ =|t r| |:-
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (58)
2
/4 x 13.28
= 1.195 = +|
= 11.95 |++|
51
2. Movement of tongue/stock rail from stage of maximum temperature (point A)
to stage of minimum temperature (point B) for decreasing trend of temperature
will be:-
= A E
2
t
2
/4R
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76)
2
/4x 13.28
= 2.052 cm
= 20.52 mm
Hence coordinate of minimum temperature (point B) will be
(t
d
+28 - 76, 5.57-20.52)
or (t
d
- 48, -14.95)
3. Movement of tongue/stock rail from stage of minimum temperature (point B)
to stage of maximum temperature (point A) for increasing trend of temperature
will be:-
= 66.15x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76)
2
/ 4 x 13.28
= 2.052 cm
= 20.52 mm
Hence coordinate of maximum temperature (point A) will be
(t
d
- 48+76, -14.95 + 20.52)
or (t
d
+28, +5.57)
Temperature at which gap at SEJ is required is 58
0
C i.e. (t
d
+10)
0
C say point P.
4. Value of movement of tongue/stock rail at (t
d
+10)
0
C point P for falling trend of
temperature will be
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (76 - 58)
2
/4x 13.28
= 0.115 cm
= 1.15 mm
Hence coordinate at point P for falling trend of temperature will be:-
(t
d
+10, 5.57-1.15)
or (t
d
+10, +4.42)
5. In the same way, value of movement of tongue/stock at (t
d
+10)
0
C point P for
rising trend of temperature will be:-
= 66.15 x 2.15 x 10
6
x (1.152 x 10
-5
)
2
x (58)
2
/4x 13.28
= 1.195 cm
= 11.95 mm
51
=-: -|++|+ - -+ =| - || = |= |- `+|` = =| =||: + (|+ | =) |+-+ =|t r| :-
(|
:|
+10, -14.95+11.95) =-| (|
:|
+10, -3.0)
+ = +|t==+ = -|- r| -| r |= |
:|
-10
0
= |-== -|++|+ =| - 58
0
= |-== +t
-|++|+ + =| - || = |= {-| = t = = = =| t =| |- = =+ -4.42 |++| r -|
-|++|+ = - -+ =| - || = |= -3.0 |++| r |
=-: 58
0
= |-== +t, -|++|+ = - = + = |= = ; = = |= = +|= -
t = |+{-| = t = =|+ t = -| =| |=| =r ( +) 20* - 4.42 = 15.58 |++| r| |
-| - -- = + = |= 20* + 3.0 = 23 |++| r| || ;= =|t = =||--= =|+| 15.58 |++| =
23 |++| -= r| ||
3 *20 f== =r =r== = ==f== =r=r= =* =r= == == = f=,==r`=
= =r` = = = = =r r==r: =f* 30 f== =r =r= =r == f== =r=r=
f=== f==r ==r r == ,==r =r= (30-4.42) f== = (30+3.0) f==, ,=
==r 25.58 f== = 33 f== = =. rr =r:
;=| =|t |-| -|++|+| , t =+ = t+|=| , -|++|+ +| =|| = |= |=| =r| = + -|
=| | |+=|=| =| ==-| r |
|x: .5(t) |t|e-V | :trt = | ; t ott r
52
t= tt= t=
t= tt= t=
t= tt= t=

t
t
52
Hence coordinate at point P for rising trend of temperature will be:-
(t
d
+10, -14.95 +11.95) or (t
d
+10, -3.0)
The calculations done above indicate that at temperature t
d
+ 10
0
C i.e. at 58
0
C, move-
ment of one side of tongue/stock rail for decreasing trend of temperature is +4.42
and for increasing trend temperature is -3.0 mm.
Hence the gap between the reference mark and tongue rail tip/stock rail corner of
SEJ for decreasing trend of temperatures at 58
0
C shall be 20*-4.42 = 15.58 mm and
for increasing trend of temperatures shall be 20* +3.0 = 23 mm. Thus theoretical
range will be 15.58 mm to 23 mm.
Note: * Value of 20 mm taken as standard gap to be provided between reference
mark and tongue rail tip/stock rail corner at destressing temperature. If
gap to be provided at destressing temperature is 30 mm, then these values
will be (30-4.42) mm to (30+3.0) mm i.e. 25.58 mm to 33 mm respectively.
Similarly values of gaps for various temperatures, track structures, temperature zones
etc. can be calculated.
Fig.: A.5(b) GAP AT SEJ AS PER EXAMPLE GIVEN IN ANNEXURE-V
TONGUE RAIL
TONGUE RAIL
TONGUE RAIL
STOCK RAIL
STOCK RAIL
STOCK RAIL
A
B
C
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+ +| + ,
|++| + , - :| =|;+, 60|= |, +| =|t =| -=|+t, 1660 ={|=+|, =|t (|;| |-t| ) =| +|+|
r =| + - = 13.74 |= |{= +|{t = -| |
:|
+ t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 14
|
:|
+ 25 - - 15 14 = 16
|
:|
+ 20 - 17 15 = 18 14 = 18
|
:|
+ 15 18 17 = 19 15 = 20 14 = 21
|
:|
+ 10 18 = 20 17 = 21 16 = 23 15 = 23
|
:|
+ 05 19 = 22 18 = 23 17 = 25 16 = 26
|
:|
19 = 23 18 = 25 18 = 27 17 = 28
|
:|
- 05 20 = 25 19 = 26 19 = 28 18 = 29
|
:|
- 10 21 = 26 20 = 28 20 = 30 20 = 31
|
:|
- 15 22 = 27 22 = 29 21 = 31 21 = 32
|
:|
- 20 23 = 27 23 = 30 23 = 32 23 = 34
|
:|
- 25 25 = 28 25 = 30 25 = 33 25 = 35
|
:|
- 30 26 = 28 27 = 31 27 = 34 27 = 36
|
:|
- 35 28 29 = 31 29 = 34 29 = 36
|
:|
- 40 - 31 32 = 34 32 = 37
|
:|
- 45 - - 35 35 = 37
|
:|
- 48 - - - 37
3 = - ==r= == , =r= =r = 40 f== = =r f= = f== f==r= =, r : rr
== , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r rr ,
=rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r f*=
r=:
53
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK RAIL COR-
NER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 60kg, PRC SLEEPER, 1660
Nos/ km , VALUE OF R (BALLAST RESISTANCE) ASSUMED = 13.74 kg/cm/rail AND t
d
AS
PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 14
t
d
+ 25 - - 15 14 to 16
t
d
+ 20 - 17 15 to 18 14 to 18
t
d
+ 15 18 17 to 19 15 to 20 14 to 21
t
d
+ 10 18 to 20 17 to 21 16 to 23 15 to 23
t
d
+ 05 19 to 22 18 to 23 17 to 25 16 to 26
t
d
19 to 23 18 to 25 18 to 27 17 to 28
t
d
- 05 20 to 25 19 to 26 19 to 28 18 to 29
t
d
- 10 21 to 26 20 to 28 20 to 30 20 to 31
t
d
- 15 22 to 27 22 to 29 21 to 31 21 to 32
t
d
- 20 23 to 27 23 to 30 23 to 32 23 to 34
t
d
- 25 25 to 28 25 to 30 25 to 33 25 to 35
t
d
- 30 26 to 28 27 to 31 27 to 34 27 to 36
t
d
- 35 28 29 to 31 29 to 34 29 to 36
t
d
- 40 - 31 32 to 34 32 to 37
t
d
- 45 - - 35 35 to 37
t
d
- 48 - - - 37
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
53
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 60|= |, +| =|t =| -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 13.28 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 13
|
:|
+ 25 - - 15 13 = 14
|
:|
+ 20 - 17 15 = 18 14 = 15
|
:|
+ 15 18 17 =19 15 = 20 14 = 18
|
:|
+ 10 18 = 20 17 = 21 16 = 23 14 = 21
|
:|
+ 05 19 = 22 18 = 23 16 = 25 16 = 26
|
:|
19 = 23 18 = 25 17 = 27 17 = 28
|
:|
- 05 20 = 25 19 = 27 19 = 28 18 = 30
|
:|
- 10 21 = 26 20 = 28 20 = 30 20 = 31
|
:|
- 15 22 = 27 22 = 29 21 = 31 21 = 33
|
:|
- 20 23 = 28 23 = 30 23 = 32 23 = 34
|
:|
- 25 25 = 28 25 = 31 25 = 33 25 = 35
|
:|
- 30 27 = 28 27 = 31 27 = 34 27 = 36
|
:|
- 35 28 29 = 31 30 = 35 30 = 37
|
:|
- 40 - 32 32 = 35 33 = 37
|
:|
- 45 - - 35 36 = 37
|
:|
- 48 - - - 37
3 = - ==r= == , =r= =r = 40 f== = =rf= =f== f==r= =, r:
rr == , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r
rr , =rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r
f*= r= :
54
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK RAIL
CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 60 kg, PRC
SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 13.28 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 13
t
d
+ 25 - - 15 13 to 14
t
d
+ 20 - 17 15 to 18 14 to 15
t
d
+ 15 18 17 to19 15 to 20 14 to 18
t
d
+ 10 18 to 20 17 to 21 16 to 23 14 to 21
t
d
+ 05 19 to 22 18 to 23 16 to 25 16 to 26
t
d
19 to 23 18 to 25 17 to 27 17 to 28
t
d
- 05 20 to 25 19 to 27 19 to 28 18 to 30
t
d
- 10 21 to 26 20 to 28 20 to 30 20 to 31
t
d
- 15 22 to 27 22 to 29 21 to 31 21 to 33
t
d
- 20 23 to 28 23 to 30 23 to 32 23 to 34
t
d
- 25 25 to 28 25 to 31 25 to 33 25 to 35
t
d
- 30 27 to 28 27 to 31 27 to 34 27 to 36
t
d
- 35 28 29 to 31 30 to 35 30 to 37
t
d
- 40 - 32 32 to 35 33 to 37
t
d
- 45 - - 35 36 to 37
t
d
- 48 - - - 37
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
54
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 60|= |, = | -=|+t,1540 ={|=+|, =|t(|;| |-t| )
=| +|+| r =| + - = 12.14 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 13
|
:|
+ 25 - - 14 13 = 15
|
:|
+ 20 - 16 14 = 17 13 = 18
|
:|
+ 15 18 17 = 19 15 = 20 14 = 22
|
:|
+ 10 18 = 20 17 = 21 15 = 23 15 = 24
|
:|
+ 05 18 = 22 17 = 24 16 = 25 16 = 26
|
:|
19 = 24 18 = 25 17 = 27 17 = 28
|
:|
- 05 19 = 25 19 = 27 18 = 29 18 = 30
|
:|
- 10 21 = 26 20 = 29 20 = 31 19 = 32
|
:|
- 15 22 = 27 22 = 30 22 = 32 21 = 34
|
:|
- 20 24 = 28 24 = 31 24 = 34 23 = 35
|
:|
- 25 25 = 29 26 = 32 26 = 35 25 = 36
|
:|
- 30 27 = 29 28 = 32 28 = 35 28 = 37
|
:|
- 35 29 30 = 33 31 = 36 30 = 38
|
:|
- 40 - 33 33 = 36 33 = 38
|
:|
- 45 - - 36 36 = 38
|
:|
- 48 - - - 38
3 = - ==r= == , =r= =r = 40 f== = =r f= = f== f==r= =, r :
rr == , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r
rr , =rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r
f*= r= :
55
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 60kg.
ST SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 12.14 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 13
t
d
+ 25 - - 14 13 to 15
t
d
+ 20 - 16 14 to 17 13 to 18
t
d
+ 15 18 17 to 19 15 to 20 14 to 22
t
d
+ 10 18 to 20 17 to 21 15 to 23 15 to 24
t
d
+ 05 18 to 22 17 to 24 16 to 25 16 to 26
t
d
19 to 24 18 to 25 17 to 27 17 to 28
t
d
- 05 20 to 25 19 to 27 18 to 29 18 to 30
t
d
- 10 21 to 26 20 to 29 20 to 31 19 to 32
t
d
- 15 22 to 27 22 to 30 22 to 32 21 to 34
t
d
- 20 24 to 28 24 to 31 24 to 34 23 to 35
t
d
- 25 25 to 29 26 to 32 26 to 35 25 to 36
t
d
- 30 27 to 29 28 to 32 28 to 35 28 to 37
t
d
- 35 29 30 to 33 31 to 36 30 to 38
t
d
- 40 - 33 33 to 36 33 to 38
t
d
- 45 - - 36 36 to 38
t
d
- 48 - - - 38
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
55
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 52|= |, +| =|t =| -=|+t, 1660 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 13.74 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 15
|
:|
+ 25 - - 16 15 = 16
|
:|
+ 20 - 17 16 = 18 15 = 19
|
:|
+ 15 18 17 = 19 16 = 20 15 = 21
|
:|
+ 10 19 = 20 18 = 21 17 = 22 16 = 23
|
:|
+ 05 19 = 22 18 = 23 17 = 24 16 = 25
|
:|
19 = 23 19 = 24 18 = 26 17 = 27
|
:|
- 05 20 = 24 19 = 25 19 = 27 18 = 28
|
:|
- 10 21 = 25 20 = 27 20 = 28 20 = 30
|
:|
- 15 22 = 26 21 = 27 21 = 29 21 = 31
|
:|
- 20 23 = 26 23 = 28 23 = 30 23 = 32
|
:|
- 25 24 = 27 24 = 29 24 = 31 24 = 33
|
:|
- 30 25 = 27 26 = 29 26 = 32 26 = 33
|
:|
- 35 27 28 = 30 28 = 32 28 = 34
|
:|
- 40 - 30 30 = 32 31 = 34
|
:|
- 45 - - 33 33 = 34
|
:|
- 48 - - - 34
3 = - ==r= == , =r= =r = 40 f== = =rf= =f== f==r= =, r:
rr == , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r
rr , =rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r
f*= r= :
56
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 52 kg,
PRC SLEEPER, 1660 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 13.74 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 15
t
d
+ 25 - - 16 15 to 16
t
d
+ 20 - 17 16 to 18 15 to 19
t
d
+ 15 18 17 to 19 16 to 20 15 to 21
t
d
+ 10 19 to 20 18 to 21 17 to 22 16 to 23
t
d
+ 05 19 to 22 18 to 23 17 to 24 16 to 25
t
d
19 to 23 19 to 24 18 to 26 17 to 27
t
d
- 05 20 to 24 19 to 25 19 to 27 18 to 28
t
d
- 10 21 to 25 20 to 27 20 to 28 20 to 30
t
d
- 15 22 to 26 21 to 27 21 to 29 21 to 31
t
d
- 20 23 to 26 23 to 28 23 to 30 23 to 32
t
d
- 25 24 to 27 24 to 29 24 to 31 24 to 33
t
d
- 30 25 to 27 26 to 29 26 to 32 26 to 33
t
d
- 35 27 28 to 30 28 to 32 28 to 34
t
d
- 40 - 30 30 to 32 31 to 34
t
d
- 45 - - 33 33 to 34
t
d
- 48 - - - 34
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
56
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 52|= |, +| =|t =| -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 13.28 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 14
|
:|
+ 25 - - 16 14 = 16
|
:|
+ 20 - 17 16 = 18 15 = 19
|
:|
+ 15 18 17 = 19 16 = 20 15 = 21
|
:|
+ 10 1 8 = 20 18 = 21 16 = 22 16 = 23
|
:|
+ 05 19 = 22 18 = 23 17 = 24 16 = 25
|
:|
19 = 23 19 = 24 18 = 26 17 = 27
|
:|
- 05 20 = 24 19 = 26 19 = 27 18 = 28
|
:|
- 10 21 = 25 20 = 27 20 = 29 20 = 30
|
:|
- 15 22 = 26 22 = 28 21 = 30 21 = 31
|
:|
- 20 23 = 26 23 = 29 23 = 31 23 = 32
|
:|
- 25 24 = 27 24 = 29 24 = 32 24 = 33
|
:|
- 30 26 = 27 26 = 30 26 = 32 26 = 34
|
:|
- 35 27 28 = 30 28 = 33 29 = 34
|
:|
- 40 - 30 31 = 33 31 = 35
|
:|
- 45 - - 33 33 = 35
|
:|
- 48 - - - 35
3 = - ==r= == , =r= =r = 40 f== = =rf= =f== f==r= =, r:
rr == , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r
rr , =rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r
f*= r= :
57
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 52 kg,
PRC SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 13.28 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 14
t
d
+ 25 - - 16 14 to 16
t
d
+ 20 - 17 16 to 18 15 to 19
t
d
+ 15 18 17 to 19 16 to 20 15 to 21
t
d
+ 10 1 8 to 20 18 to 21 16 to 22 16 to 23
t
d
+ 05 19 to 22 18 to 23 17 to 24 16 to 25
t
d
19 to 23 19 to 24 18 to 26 17 to 27
t
d
- 05 20 to 24 19 to 26 19 to 27 18 to 28
t
d
- 10 21 to 25 20 to 27 20 to 29 20 to 30
t
d
- 15 22 to 26 22 to 28 21 to 30 21 to 31
t
d
- 20 23 to 26 23 to 29 23 to 31 23 to 32
t
d
- 25 24 to 27 24 to 29 24 to 32 24 to 33
t
d
- 30 26 to 27 26 to 30 26 to 32 26 to 34
t
d
- 35 27 28 to 30 28 to 33 29 to 34
t
d
- 40 - 30 31 to 33 31 to 35
t
d
- 45 - - 33 33 to 35
t
d
- 48 - - - 35
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
57
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 52|= |, = | -=|+t,1540 ={|=+|, =|t (|;| |-t| )
=| +|+| r =| + - = 12.14 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 14
|
:|
+ 25 - - 15 14 = 16
|
:|
+ 20 - 17 15 = 18 14 = 18
|
:|
+ 15 18 17 = 19 16 = 20 15 = 22
|
:|
+ 10 18 = 20 17 = 21 16 = 22 15 = 23
|
:|
+ 05 19 = 22 18 = 23 17 = 24 16 = 25
|
:|
19 = 23 18 = 25 18 = 26 17 = 27
|
:|
- 05 20 = 24 19 = 26 19 = 28 18 = 29
|
:|
- 10 22 = 26 20 = 27 20 = 29 20 = 31
|
:|
- 15 22 = 26 22 = 28 21 = 31 21 = 32
|
:|
- 20 23 = 27 23 = 28 23 = 32 23 = 33
|
:|
- 25 24 = 28 25 = 30 25 = 33 25 = 34
|
:|
- 30 26 = 28 27 = 30 27 = 33 27 = 35
|
:|
- 35 28 29 = 31 29 = 34 29 = 36
|
:|
- 40 - 31 32 = 34 32 = 36
|
:|
- 45 - - 34 35 = 36
|
:|
- 48 - - - 36
3 = - ==r= == , =r= =r = 40 f== = =rf= =f== f==r= =, r:
rr == , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r
rr , =rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r
f*= r= :
58
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAILCORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 52 kg,
ST SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 12.14 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 14
t
d
+ 25 - - 15 14 to16
t
d
+ 20 - 17 15 to18 14 to 18
t
d
+ 15 18 17 to19 16 to 20 15 to 22
t
d
+ 10 18 to 20 17 to 21 16 to 22 15 to 23
t
d
+ 05 19 to 22 18 to 23 17 to 24 16 to 25
t
d
19 to 23 18 to 25 18 to 26 17 to 27
t
d
- 05 20 to 24 19 to 26 19 to 28 18 to 29
t
d
- 10 22 to 26 20 to 27 20 to 29 20 to 31
t
d
- 15 22 to 26 22 to 28 21 to 31 21 to 32
t
d
- 20 23 to 27 23 to 28 23 to 32 23 to 33
t
d
- 25 24 to 28 25 to 30 25 to 33 25 to 34
t
d
- 30 26 to 28 27 to 30 27 to 33 27 to 35
t
d
- 35 28 29 to 31 29 to 34 29 to 36
t
d
- 40 - 31 32 to 34 32 to 36
t
d
- 45 - - 34 35 to 36
t
d
- 48 - - - 36
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
58
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 52|= |, =| = |-9 -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 10.65 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 28 - - - 13
|
:|
+ 25 - - 14 13 = 15
|
:|
+ 20 - 16 15 = 17 13 = 18
|
:|
+ 15 18 17 = 19 15 = 20 14 = 21
|
:|
+ 10 18 = 20 17 = 21 15 = 23 15 = 24
|
:|
+ 05 18 = 22 17 = 23 16 = 25 15 = 26
|
:|
19 = 24 18 = 25 17 = 27 17 = 28
|
:|
- 05 20 = 25 19 = 27 18 = 29 18 = 30
|
:|
- 10 21 = 26 20 = 28 20 = 31 19 = 32
|
:|
- 15 22 = 27 22 = 30 22 = 32 22 = 34
|
:|
- 20 23 = 28 24 = 31 23 = 33 23 = 35
|
:|
- 25 25 = 29 25 = 31 26 = 34 26 = 36
|
:|
- 30 27 = 29 28 = 32 28 = 35 28 = 37
|
:|
- 35 29 30 = 32 30 = 36 31 = 38
|
:|
- 40 - 32 33 = 36 34 = 38
|
:|
- 45 - - 36 37 = 39
|
:|
- 48 - - - 39
3 = - ==r= == , =r= =r = 40 f== = =rf= =f== f==r= =, r:
rr == , = =r= =r =r =r f= 60 f== = =r= =r = =r = = f==r ==r
rr , =rr =r= == =r= =rr = = ==r = f== = - =-= = ==r = 10 f== r
f*= r= :
59
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 52 kg,
CST-9 SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 10.65 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 28 - - - 13
t
d
+ 25 - - 14 13 to 15
t
d
+ 20 - 16 15 to 17 13 to 18
t
d
+ 15 18 17 to 19 15 to 20 14 to 21
t
d
+ 10 18 to 20 17 to 21 15 to 23 15 to 24
t
d
+ 05 18 to 22 17 to 23 16 to 25 15 to 26
t
d
19 to 24 18 to 25 17 to 27 17 to 28
t
d
- 05 20 to 25 19 to 27 18 to 29 18 to 30
t
d
- 10 21 to 26 20 to 28 20 to 31 19 to 32
t
d
- 15 22 to 27 22 to 30 22 to 32 22 to 34
t
d
- 20 23 to 28 24 to 31 23 to 33 23 to 35
t
d
- 25 25 to 29 25 to 31 26 to 34 26 to 36
t
d
- 30 27 to 29 28 to 32 28 to 35 28 to 37
t
d
- 35 29 30 to 32 30 to 36 31 to 38
t
d
- 40 - 32 33 to 36 34 to 38
t
d
- 45 - - 36 37 to 39
t
d
- 48 - - - 39
Note: The above values have been calculated with initial setting of gaps at SEJ as 40
mm. Where SEJs had initially been set with a gap of 60 mm, 10 mm should be
added to each of above values for comparison of gaps at site.
59
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| +, |++| +, -:| =|;+, 90=|t, +| =|t =| -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 13.28 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 23
|
:|
+ 30 - - 24 23 = 25
|
:|
+ 25 - 26 25 = 27 24 = 27
|
:|
+ 20 28 26 = 28 25 = 28 24 = 29
|
:|
+ 15 28 = 29 26 = 30 25 = 30 24 = 31
|
:|
+ 10 28 = 30 27 = 31 26 = 32 25 = 32
|
:|
+ 05 28 = 31 27 = 32 26 = 33 26 = 34
|
:|
29 = 32 28 = 33 27 = 35 27 = 35
|
:|
- 05 29 = 33 29 = 34 28 = 36 28 = 37
|
:|
- 10 30 = 34 30 = 35 29 = 37 29 = 38
|
:|
- 15 31 = 35 31 = 36 31 = 38 30 = 39
|
:|
- 20 32 = 35 32 = 37 32 = 38 32 = 39
|
:|
- 25 34 = 35 34 = 37 34 = 39 34 = 40
|
:|
- 30 35 35 = 37 35 = 39 35 = 40
|
:|
- 35 - 37 37 = 39 37 = 41
|
:|
- 40 - - 39 40 = 41
|
:|
- 43 - - - 41
60
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 90R,
PRC SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 13.28 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-sIV
t
d
+ 33 - - - 23
t
d
+ 30 - - 24 23 to 25
t
d
+ 25 - 26 25 to 27 24 to 27
t
d
+ 20 28 26 to 28 25 to 28 24 to 29
t
d
+ 15 28 to 29 26 to 30 25 to 30 24 to 31
t
d
+ 10 28 to 30 27 to 31 26 to 32 25 to 32
t
d
+ 05 28 to 31 27 to 32 26 to 33 26 to 34
t
d
29 to 32 28 to 33 27 to 35 27 to 35
t
d
- 05 29 to 33 29 to 34 28 to 36 28 to 37
t
d
- 10 30 to 34 30 to 35 29 to 37 29 to 38
t
d
- 15 31 to 35 31 to 36 31 to 38 30 to 39
t
d
- 20 32 to 35 32 to 37 32 to 38 32 to 39
t
d
- 25 34 to 35 34 to 37 34 to 39 34 to 40
t
d
- 30 35 35 to 37 35 to 39 35 to 40
t
d
- 35 - 37 37 to 39 37 to 41
t
d
- 40 - - 39 40 to 41
t
d
- 43 - - - 41
60
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 90=|t, = | -=|+t, 1540 ={|=+|, =|t (|;| |-t| )
=| +|+| r =| + - = 12.14 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 23
|
:|
+ 30 - - 24 23 = 24
|
:|
+ 25 - 26 24 = 26 23 = 27
|
:|
+ 20 27 26 = 28 24 = 28 23 = 29
|
:|
+ 15 27 = 29 26 = 30 25 = 30 24 = 31
|
:|
+ 10 28 = 30 27 = 31 25 = 32 24 = 33
|
:|
+ 05 28 = 32 27 = 33 26 = 34 25 = 34
|
:|
29 = 33 28 = 34 27 = 35 26 = 36
|
:|
- 05 29 = 34 29 = 35 28 = 36 28 = 37
|
:|
- 10 30 = 34 30 = 36 29 = 37 29 = 38
|
:|
- 15 31 = 35 31 = 37 31 = 38 30 = 39
|
:|
- 20 33 = 35 33 = 37 32 = 39 32 = 40
|
:|
- 25 34 = 36 34 = 38 34 = 40 34 = 41
|
:|
- 30 36 36 = 38 36 = 40 36 = 41
|
:|
- 35 - 38 38 = 40 38 = 42
|
:|
- 40 - - 40 40 = 42
|
:|
- 43 - - - 42
61
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 90R,
ST SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 12.14 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 33 - - - 23
t
d
+ 30 - - 24 23 to 24
t
d
+ 25 - 26 24 to 26 23 to 27
t
d
+ 20 27 26 to 28 24 to 28 23 to 29
t
d
+ 15 27 to 29 26 to 30 25 to 30 24 to 31
t
d
+ 10 28 to 30 27 to 31 25 to 32 24 to 33
t
d
+ 05 28 to 32 27 to 33 26 to 34 25 to 34
t
d
29 to 33 28 to 34 27 to 35 26 to 36
t
d
- 05 29 to 34 29 to 35 28 to 36 28 to 37
t
d
- 10 30 to 34 30 to 36 29 to 37 29 to 38
t
d
- 15 31 to 35 31 to 37 31 to 38 30 to 39
t
d
- 20 33 to 35 33 to 37 32 to 39 32 to 40
t
d
- 25 34 to 36 34 to 38 34 to 40 34 to 41
t
d
- 30 36 36 to 38 36 to 40 36 to 41
t
d
- 35 - 38 38 to 40 38 to 42
t
d
- 40 - - 40 40 to 42
t
d
- 43 - - - 42
61
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , - :| =|;+, 90=|t, =| = |-9 -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 10.65 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 22
|
:|
+ 30 - - 23 22 = 23
|
:|
+ 25 - 25 23 = 26 22 = 26
|
:|
+ 20 27 25 = 27 24 = 28 22 = 29
|
:|
+ 15 27 = 29 26 = 29 24 = 30 23 = 31
|
:|
+ 10 27 = 30 26 = 31 25 = 32 24 = 33
|
:|
+ 05 28 = 32 27 = 33 26 = 34 25 = 35
|
:|
28 = 33 28 = 34 27 = 36 26 = 37
|
:|
- 05 29 = 34 29 = 36 28 = 37 27 = 38
|
:|
- 1o 30 = 35 30 = 37 29 = 38 29 = 40
|
:|
- 15 32 = 36 31 = 37 31 = 39 30 = 41
|
:|
- 20 33 = 36 33 = 38 33 = 40 32 = 42
|
:|
- 25 35 = 36 35 = 39 35 = 41 35 = 42
|
:|
- 30 36 37 = 39 37 = 41 37 = 43
|
:|
- 35 - 39 39 = 42 39 = 43
|
:|
- 40 - - 42 42 = 44
|
:|
- 43 - - - 44
62
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAILTIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR BG, 90R,
CST-9 SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 10.65 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 33 - - - 22
t
d
+ 30 - - 23 22 to 23
t
d
+ 25 - 25 23 to 26 22 to 26
t
d
+ 20 27 25 to 27 24 to 28 22 to 29
t
d
+ 15 27 to 29 26 to 29 24 to 30 23 to 31
t
d
+ 10 27 to 30 26 to 31 25 to 32 24 to 33
t
d
+ 05 28 to 32 27 to 33 26 to 34 25 to 35
t
d
28 to 33 28 to 34 27 to 36 26 to 37
t
d
- 05 29 to 34 29 to 36 28 to 37 27 to 38
t
d
- 10 30 to 35 30 to 37 29 to 38 29 to 40
t
d
- 15 32 to 36 31 to 37 31 to 39 30 to 41
t
d
- 20 33 to 36 33 to 38 33 to 40 32 to 42
t
d
- 25 35 to 36 35 to 39 35 to 41 35 to 42
t
d
- 30 36 37 to 39 37 to 41 37 to 43
t
d
- 35 - 39 39 to 42 39 to 43
t
d
- 40 - - 42 42 to 44
t
d
- 43 - - - 44
62
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , +|t =|;+, 90 =|t, = | -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 3.86 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 7
|
:|
+ 30 - - 11 7 = 12
|
:|
+ 25 - 17 11 = 18 8 = 19
|
:|
+ 20 22 17 = 23 12 = 25 9 = 26
|
:|
+ 15 22 = 27 18 = 28 13 = 31 10 = 32
|
:|
+ 10 23 = 31 19 = 33 15 = 36 13 = 38
|
:|
+ 05 24 = 35 21 = 38 18 = 41 15 = 44
|
:|
26 = 38 23 = 42 21 = 46 19 = 48
|
:|
- 05 28 = 41 26 = 45 24 = 50 22 = 53
|
:|
- 10 31 = 44 30 = 48 28 = 53 27 = 56
|
:|
- 15 34 = 46 34 = 51 32 = 56 31 = 60
|
:|
- 20 38 = 47 38 = 52 37 = 58 37 = 62
|
:|
- 25 43 = 48 43 = 54 43 = 60 42 = 64
|
:|
- 30 48 49 = 54 49 = 62 49 = 66
|
:|
- 35 - 55 56 = 62 56 = 67
|
:|
- 40 - - 62 63 = 68
|
:|
- 43 - - - 68
63
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR MG, 90R,
ST SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 3.86 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 33 - - - 7
t
d
+ 30 - - 11 7 to 12
t
d
+ 25 - 17 11 to 18 8 to 19
t
d
+ 20 22 17 to 23 12 to 25 9 to 26
t
d
+ 15 22 to 27 18 to 28 13 to 31 10 to 32
t
d
+ 10 23 to 31 19 to 33 15 to 36 13 to 38
t
d
+ 05 24 to 35 21 to 38 18 to 41 15 to 44
t
d
26 to 38 23 to 42 21 to 46 19 to 48
t
d
- 05 28 to 41 26 to 45 24 to 50 22 to 53
t
d
- 10 31 to 44 30 to 48 28 to 53 27 to 56
t
d
- 15 34 to 46 34 to 51 32 to 56 31 to 60
t
d
- 20 38 to 47 38 to 52 37 to 58 37 to 62
t
d
- 25 43 to 48 43 to 54 43 to 60 42 to 64
t
d
- 30 48 49 to 54 49 to 62 49 to 66
t
d
- 35 - 55 56 to 62 56 to 67
t
d
- 40 - - 62 63 to 68
t
d
- 43 - - - 68
63
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , +|t =|;+, 90=|t, =| = |-9 -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 3.47 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 5
|
:|
+ 30 - - 9 5 = 10
|
:|
+ 25 - 15 9 = 17 5 = 18
|
:|
+ 20 22 16 = 22 10 = 24 7 = 26
|
:|
+ 15 22 = 26 17 = 28 12 = 31 8 = 33
|
:|
+ 10 22 = 31 18 = 34 14 = 37 11 = 39
|
:|
+ 05 23 = 36 20 = 39 16 = 43 14 = 45
|
:|
25 = 39 23 = 43 19 = 48 17 = 50
|
:|
- 05 28 = 43 26 = 47 23 = 52 21 = 55
|
:|
- 10 31 = 45 30 = 50 28 = 56 26 = 59
|
:|
- 15 35 = 47 34 = 53 33 = 59 32 = 63
|
:|
- 20 39 = 49 39 = 55 38 = 62 37 = 66
|
:|
- 25 44 = 50 45 = 56 44 = 64 44 = 68
|
:|
- 30 50 51 = 67 51 = 65 51 = 70
|
:|
- 35 - 58 58 = 66 59 = 71
|
:|
- 40 - - 66 67 = 72
|
:|
- 43 - - - 72
64
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR MG, 90R,
CST-9 SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 3.47 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 33 - - - 5
t
d
+ 30 - - 9 5 to 10
t
d
+ 25 - 15 9 to 17 5 to 18
t
d
+ 20 22 16 to 22 10 to 24 7 to 26
t
d
+ 15 22 to 26 17 to 28 12 to 31 8 to 33
t
d
+ 10 22 to 31 18 to 34 14 to 37 11 to 39
t
d
+ 05 23 to 36 20 to 39 16 to 43 14 to 45
t
d
25 to 39 23 to 43 19 to 48 17 to 50
t
d
- 05 28 to 43 26 to 47 23 to 52 21 to 55
t
d
- 10 31 to 45 30 to 50 28 to 56 26 to 59
t
d
- 15 35 to 47 34 to 53 33 to 59 32 to 63
t
d
- 20 39 to 49 39 to 55 38 to 62 37 to 66
t
d
- 25 44 to 50 45 to 56 44 to 64 44 to 68
t
d
- 30 50 51 to 67 51 to 65 51 to 70
t
d
- 35 - 58 58 to 66 59 to 71
t
d
- 40 - - 66 67 to 72
t
d
- 43 - - - 72
64
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , +|t =|;+, 75=|t, = | -=|+t, 1540 ={|=+|, =|t (|;| |-t| )
=| +|+| r =| + - = 3.86 |= |{= +|{t = -| |
:|
+ t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 11
|
:|
+ 30 - - 14 11 = 15
|
:|
+ 25 - 19 14 = 20 11 = 21
|
:|
+ 20 23 19 = 24 15 = 26 12 = 27
|
:|
+ 15 23 = 27 20 = 29 16 = 31 14 = 32
|
:|
+ 10 24 = 31 21 = 33 18 = 35 16 = 37
|
:|
+ 05 25 = 34 23 = 37 20 = 39 18 = 41
|
:|
26 = 37 25 = 40 22 = 43 20 = 45
|
:|
- 05 28 = 39 27 = 43 25 = 46 24 = 49
|
:|
- 10 31 = 41 30 = 45 28 = 49 27 = 54
|
:|
- 15 34 = 43 33 = 47 32 = 52 31 = 55
|
:|
- 20 37 = 44 37 = 49 36 = 54 36 = 57
|
:|
- 25 41 = 45 41 = 50 41 = 55 40 = 59
|
:|
- 30 45 46 = 50 46 = 56 46 = 60
|
:|
- 35 - 51 51 = 57 51 = 61
|
:|
- 40 - - 57 58 = 61
|
:|
- 43 - - - 62
65
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR MG, 75R,
ST SLEEPER, 1540 Nos/km, VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 3.86 kg/cm/rail AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 33 - - - 11
t
d
+ 30 - - 14 11 to 15
t
d
+ 25 - 19 14 to 20 11 to 21
t
d
+ 20 23 19 to 24 15 to 26 12 to 27
t
d
+ 15 23 to 27 20 to 29 16 to 31 14 to 32
t
d
+ 10 24 to 31 21 to 33 18 to 35 16 to 37
t
d
+ 05 25 to 34 23 to 37 20 to 39 18 to 41
t
d
26 to 37 25 to 40 22 to 43 20 to 45
t
d
- 05 28 to 39 27 to 43 25 to 46 24 to 49
t
d
- 10 31 to 41 30 to 45 28 to 49 27 to 54
t
d
- 15 34 to 43 33 to 47 32 to 52 31 to 55
t
d
- 20 37 to 44 37 to 49 36 to 54 36 to 57
t
d
- 25 41 to 45 41 to 50 41 to 55 40 to 59
t
d
- 30 45 46 to 50 46 to 56 46 to 60
t
d
- 35 - 51 51 to 57 51 to 61
t
d
- 40 - - 57 58 to 61
t
d
- 43 - - - 62
65
|t|e-V
= ; = = = +|= -| t = |+{-| = t = =|+ t = -| |=| =r |-| -|++|+
+| + , |++| + , +|t =|;+, 75=|t, =| = |-9 -=|+t, 1540 ={|=+|, =|t (|;|
|-t| ) =| +|+| r =| + - = 3.47 |= |{= +|{t = -| |
:|
+t| 1.11 = =+ =|t:-
-|++|+ +-I +-II +-III +-IV
|
:|
+ 33 - - - 9
|
:|
+ 30 - - 12 9 = 13
|
:|
+ 25 - 18 13 = 19 9 = 20
|
:|
+ 20 22 18 = 23 13 = 25 10 = 26
|
:|
+ 15 22 = 27 19 = 29 15 = 31 12 = 32
|
:|
+ 10 23 = 31 20 = 33 16 = 36 14 = 38
|
:|
+ 05 24 = 35 22 = 37 19 = 40 16 = 43
|
:|
26 = 38 24 = 41 21 = 45 19 = 47
|
:|
- 05 28 = 40 27 = 44 24 = 48 23 = 51
|
:|
- 10 31 = 43 30 = 47 28 = 51 27 = 54
|
:|
- 15 34 = 44 33 = 49 32 = 54 31 = 57
|
:|
- 20 38 = 46 38 = 51 37 = 56 36 = 60
|
:|
- 25 42 = 46 42 = 52 42 = 58 42 = 62
|
:|
- 30 47 47 = 53 48 = 59 47 = 63
|
:|
- 35 - 53 54 = 60 54 = 65
|
:|
- 40 - - 60 61 = 65
|
:|
- 43 - - - 65
66
ANNEXURE-V
GAPS BETWEEN THE REFERENCE MARK AND TONGUE RAIL TIP/STOCK
RAIL CORNER OF SEJ FOR VARIOUS TEMPERATURES IN mm FOR MG, 75R,
CST-9 SLEEPER, 1540 Nos/kms VALUE OF R (BALLAST RESISTANCE) ASSUMED
= 3.47 kg/cm/rall AND t
d
AS PER PARA 1.11:-
Temperature Zone-I Zone-II Zone-III Zone-IV
t
d
+ 33 - - - 9
t
d
+ 30 - - 12 9 to 13
t
d
+ 25 - 18 13 to 19 9 to 20
t
d
+ 20 22 18 to 23 13 to 25 10 to 26
t
d
+ 15 22 to 27 19 to 29 15 to 31 12 to 32
t
d
+ 10 23 to 31 20 to 33 16 to 36 14 to 38
t
d
+ 05 24 to 35 22 to 37 19 to 40 16 to 43
t
d
26 to 38 24 to 41 24 to 45 19 to 47
t
d
- 05 28 to 40 27 to 44 24 to 48 23 to 51
t
d
- 10 31 to 43 30 to 47 28 to 51 27 to 54
t
d
- 15 34 to 44 33 to 49 32 to 54 31 to 57
t
d
- 20 38 to 46 38 to 51 37 to 56 36 to 60
t
d
- 25 42 to 46 42 to 52 42 to 58 42 to 62
t
d
- 30 47 47 to 53 48 to 59 47 to 63
t
d
- 35 - 53 54 to 60 54 to 65
t
d
- 40 - - 60 61 to 65
t
d
- 43 - - - 65
66
|t|e-VI
=t t t a =t vt|= tt
= +| = =| =| = |- =| = |--t =+ |t|{+ - = =| |+-+-+
--t =| =| |t|
1 2 3 4
1. + ta =t =) +|= - t =+ |+t|=
|-+
=+t =|+| (=|+|- =|;)
=t
-=| =| |:| =t
rt| -= ||+
) ++== +
+ |=
=t
) t =+ =| =+t =|+|{+|| =t+| t =+ |+=|
) =+t =|+|, =t , + |= =||, t =+ |+t|=
=|+|-=|= + =+ +- -|++|+| =| =+ |
--t -|++|+| +t
2. t =, t=tt =) -r r = |+|-- =t |= |+= =t| = =|+ +
t = |t|+ =| =|+ =t -=|+t = -; (-) r|
) == = ;=rt -=|+t =| + |= =-| + + +
+-|+|=t =r| t =+ = =+t =|+ =-|
=t=|+ =| =|--=-| + r|
) = - =| =| + ++ -|+|= |=++ t =+ =|+ +
=| =+t =|+ =| =|--=-| + r|
) = - =| =| + ++ -|+|=t{-=| =|+| +
=r| t =+ = =+t =|+ =| =|--=-| r|
67
ANNEXURE-VI
WORK CHART AND AUTHORISED LEVEL OF SUPERVISION
Sl. Nature of Details of Lowest level
No. work work of staff/Supervisor
incharge of work
1 2 3 4
1. Maintenance operation a) Mechanised PWI
Tamping
Lifting (general lift)
Alignment
Minor alignment of curves
Deep screening
b) Manual Gangmate
Packing
Alignment
c) Lifting/Lowering of track PWM
d) Lifting, aligning, packing etc., PWI
in case of emergencies at
temperatures higher than
those permitted
2. Rails, sleepers and a) Ensuring that all creep anchors Keyman
fastenings butt against sleepers during
daily rounds
b) Packing or renewal of single Gangmate
isolated sleeper not requiring
lifting or slewing of track
c) Renewal of fastenings not Keyman
requiring lifting
d) Renewal/recoupement of Gangmate
fastenings requiring lifting
67
=) =--| t| -= -=|+t =| t - =| =| t =+ |+=|
=|=|-+= + ++ -|=t
) t|- t =| =| + ++ -|=t t =+ |+=|
=) =| -= +t t = =| :| =| t =+ |+t|=
- |-: =t+|
3. |t =) =|=| -|+| +t |-:t| + |;| =| +
=+| =| +t| =t+|
) |+ | = |t- = +r= |;| =| + + t+| t =+ |+t|=
-| |;| = ++ =| = =t+|
) |;| =| rt| -= ||+ = ==|-| -= ||+ +
) rt| -= ||+ t =+ |+=|
4. = + t o =) -= | =| | :| + + =t t =+ |+=|
) -= | =| |t| =t =r|= ; =||+t t =+ |+t|=
= |- + =+ | = =|+
5. t = =t =) + + == =-| +|+| a|t| =+ t =| +
+ t| |= =|+ = -| | -|++|+
|
:|
-20
0
= |-== = =|= r| =|-| r
-| |- =|+| =| =t+|
) +| = +r|+| + +| = |+| =| t =+ |+t|=
-- =-|+|
) r = |+|-- =t+| |= +| = |+| =| +
--|-|=|, ---|=| =-|| = | t|+ -|
=- =-|| = | t|+ =- t = -|++|+
|
:|
-20
0
= |-== = =|= r| =|-| r
=|= =|t = :| +t =|-| r
68
1 2 3 4
e) Casual renewal of sleepers PWM
and fastenings over long
stretches
f) Renewal of defective rails PWM
g) Carrying out welding of rail PWI
joints at site
3. Ballast a) Making up shortage of ballast Gangmate
in shoulders at isolated places
b) Replenishment of ballast & PWI
checking ballast section
before the onset of summer
c) Screening of ballast other Gangmate
than deep screening
d) Deep screening PWM
4. Curve realignment a) Minor realignment of curves PWM
b) Major realignment of curves PWI
under special instructions
from AEN
5. Hot weather work a) Imposing speed restriction if Gangmate
the temperature exceeds
t
d
+20
0
C after maintenance
work is completed, manually
or by machines
b) Organising hot weather PWI
patrolling during summer months
c) Ensuring that hot weather Gangmate
patrolman turns out promptly for
duty during the required period
of patrolling and during other
periods when rail temperature
exceeds t
d
+20
0
C
68
1 2 3 4
) |+ - =| --, t =+ =| |-t-| =| |+ - =|
=| , t|- + |=-|= -=|+t| =| =|= --|-|=|
= c| + r| +|, t =+ =| =t ,
| |;| =| | =|;= =----- r -|
= =t+|, t =+ = +||-- =
{=-|t =|=|t = |-:+ =| -||
=) +| = +|r+| + |+t| -| |+ t =+ |+t|=
- =| --| = = |=+ =| |=
6. t x =t =t =|: =| - =| -- =|: =| - =|
--|-|=|
7. xt-t| :|-- |= = - | =| =| t =+ |+t|=
8. t = =t +t =) =|+|- +t-+- =|+ +{ + +
) =-|; +t-+- t =+ |+=|
) -|; +t-+- t =+ |+t|=
9. =|= =) -=|=, t = = + =-| --|-|=|{ + +{
t =+ = |==| ==|+|- -r|t = = - +
+ t =+ =| -|- -| t =|| :| =|
= t| = |+|-- =t+|
) =|+|- +t-+- t =+ |+t|=
) -|; +t-+- t =+ |+t|=
10. tt=t=t+ |:| = +t| = -t =|+, t=+ = =|+ t=+ |+t|=
|t|t =|| = t =+ =| r ; |- = +|+= + =| -|r|
11. |+tta t t =) = ; = =| |=, = +-| : + = =|+ +
|= -|t - = :|=+|, |= =|+| -| |=| =|
+ + ==+|{+ ++ -|=t =t+|
) = ; = =| |+t| t =+ |+t|=
3 ==I r r = =r == = ===r=r =r = = = ff= rr =r rfr= =r
rr` == = = rr r = = = r = =r rfr=:
69
1 2 3 4
d) Hot weather patrolling, Hot weather
watching stability of track, patrolman
presence of large number of
sleepers with defective packing,
alignment of track, checking if
the profile of ballast is disturbed,
tendency for lateral/vertical
deformation of track
e) Inspection in summer months PWI
and checking on the working
of hot weather patrols
6. Cold weather patrolling Cold weather patrolling Cold weather
patrolman
7. Destressing All operations regarding destressing PWI
8. Rail fracture a) Emergency repairs Keyman/Gangman
b) Temporary repairs PWM
c) Permanent repairs PWI
9. Buckling a) Protection of track and Patrolman/
secure safety of trains in case Gangman/
of buckling, rail fractures, or any Gangmate
abnormal behavior of track
b) Emergency repairs PWI
c) Permanent repairs PWI
10. Emergencies Action in case of damage to PWI
track following derailments,
breaches etc.
11. Inspection & checking a) Checking of SEJ, oiling Keyman
and greasing and re-tightening/
renewal of fittings once a fortnight
b) Inspection of SEJ PWI
Note: Hot and Cold Weather Patrolmen should be aware of their duties and should
be drawn, as far as possible, from Gangs.
69
1 2 3 4
|t|e-VII
( tt 5.7.2 t 5.7.3)
|ttt t|==t
x ; = =xrtx(t
t
-t
t
) t tt|t |ttt (|=ttt)
(
0
= .) `=` +|t| +
|
=|
-|
+|
10 20 30 40 50 60 70 80 90 100 200 300 400 500
1 - - - - 1 1 1 1 1 1 2 3 5 6
2 - - 1 1 1 1 2 2 2 2 5 7 9 11
3 - 1 1 1 2 2 2 3 3 3 7 10 14 17
4 - 1 1 2 2 3 3 4 4 5 9 14 18 23
5 1 1 1 2 3 3 4 5 5 6 11 17 23 29
6 1 1 2 3 3 4 5 6 6 7 13 21 28 34
7 1 2 2 3 4 5 6 6 7 8 16 24 32 40
8 1 2 3 4 5 6 6 7 8 9 18 28 37 46
9 1 2 3 4 5 6 7 8 9 10 21 31 41 52
10 1 2 3 4 6 7 8 9 10 11 23 35 48 57
11 1 3 4 5 6 7 9 10 11 13 25 38 50 63
12 1 3 4 5 7 8 9 11 12 14 28 41 55 69
13 1 3 4 6 7 9 10 12 13 15 30 45 60 75
14 2 3 5 6 8 10 11 13 14 16 32 48 64 80
15 2 3 5 7 9 10 12 14 16 17 34 52 69 86
16 2 4 6 7 9 11 13 15 17 18 37 55 74 92
17 2 4 6 8 10 12 14 16 18 19 39 59 78 98
18 2 4 6 8 10 12 14 17 19 21 41 62 83 103
19 2 4 6 9 11 13 15 18 20 22 44 66 87 109
20 2 5 7 9 11 14 16 18 21 23 46 69 92 115
21 2 5 8 10 12 14 17 19 22 24 48 73 97 121
22 3 5 8 10 13 15 18 20 23 25 51 76 101 126
23 3 5 8 11 13 16 19 21 24 26 53 79 106 132
24 3 6 8 11 14 17 20 22 25 28 55 83 110 138
25 3 6 9 12 14 17 20 23 26 29 57 86 115 144
26 3 6 9 12 15 18 21 24 27 30 60 90 120 149
27 3 6 9 12 16 19 22 25 28 31 62 93 124 155
28 3 6 10 13 16 19 23 26 29 32 64 96 129 161
29 3 7 10 13 17 20 23 27 30 33 67 100 133 167
30 3 7 10 14 17 21 25 28 31 34 69 103 138 172
70
ANNEXURE-VII
(Para 5.7.2 & 5.7.3)
EXTENSION TABLE
Extensions in mm, based on formula e = L (t
o
-t
p
)
(
o
C) L in metres
t
o
-t
p
10 20 30 40 50 60 70 80 90 100 200 300 400 500
1 - - - - 1 1 1 1 1 1 2 3 5 6
2 - - 1 1 1 1 2 2 2 2 5 7 9 11
3 - 1 1 1 2 2 2 3 3 3 7 10 14 17
4 - 1 1 2 2 3 3 4 4 5 9 14 18 23
5 1 1 1 2 3 3 4 5 5 6 11 17 23 29
6 1 1 2 3 3 4 5 6 6 7 13 21 28 34
7 1 2 2 3 4 5 6 6 7 8 16 24 32 40
8 1 2 3 4 5 6 6 7 8 9 18 28 37 46
9 1 2 3 4 5 6 7 8 9 10 21 31 41 52
10 1 2 3 4 6 7 8 9 10 11 23 35 48 57
11 1 3 4 5 6 7 9 10 11 13 25 38 50 63
12 1 3 4 5 7 8 9 11 12 14 28 41 55 69
13 1 3 4 6 7 9 10 12 13 15 30 45 60 75
14 2 3 5 6 8 10 11 13 14 16 32 48 64 80
15 2 3 5 7 9 10 12 14 16 17 34 52 69 86
16 2 4 6 7 9 11 13 15 17 18 37 55 74 92
17 2 4 6 8 10 12 14 16 18 19 39 59 78 98
18 2 4 6 8 10 12 14 17 19 21 41 62 83 103
19 2 4 6 9 11 13 15 18 20 22 44 66 87 109
20 2 5 7 9 11 14 16 18 21 23 46 69 92 115
21 2 5 8 10 12 14 17 19 22 24 48 73 97 121
22 3 5 8 10 13 15 18 20 23 25 51 76 101 126
23 3 5 8 11 13 16 19 21 24 26 53 79 106 132
24 3 6 8 11 14 17 20 22 25 28 55 83 110 138
25 3 6 9 12 14 17 20 23 26 29 57 86 115 144
26 3 6 9 12 15 18 21 24 27 30 60 90 120 149
27 3 6 9 12 16 19 22 25 28 31 62 93 124 155
28 3 6 10 13 16 19 23 26 29 32 64 96 129 161
29 3 7 10 13 17 20 23 27 30 33 67 100 133 167
30 3 7 10 14 17 21 25 28 31 34 69 103 138 172
70
|t|e-VIII
( tt 5.7.4)
t = t =t vt |= t = xr tt{t xr tt +=t =t xt-t | =t
1. = =+ + +| + =-| = |= |-||- =-t| =| --| =| =| -||= t =+ = - =|
=| |=+ = =| = |t|+ +t| 1.11 = =+ =|t |
:|
= |= |+| |t- -|++|+ =|+| = = t
t = =| -|++|+ tr | r =|t| =| t =+ |+t|= =| |=- t + |=| =||
2. |-||- =| +t| -tr = t|=+ = +r= 30 |=+|{ | =| |- =|+| =| =| =| =| t rt =t
-=|+t = -=| =| -|=| |=| =||
3. =- |-||- =-t| |=| =| -| +=| =t t = =| r|| =|, = ; = =| + t| 5.6 =
=+ =|t =+|| |=- |=| =| =| t == || =||
4. |+| |= t=| +t + -=|+t -=| =| = ; = = |+= = |=t = |t =t- r -| =
:- =|t = + =| =| t - -- r -|=| |=| =|{r| || =|| t =| =| ----+-|+ - =
|r=+ + = |= rt + :r- -=|+t +t t = =| =+t =|| =| =| t t| =t| +t t| =| (|+
5.3(viii)()) | -|=- t=+ +t :|--|= =t- =+ +t| 5.7.2 (v) = =+=|t =|;: t|=t|
=| --| =| =|| t=| =| |-= =+ + ==:| = |t| +=| a|t| ==|; =| =| -||=
t =| =| =++| =+ |- = =+ + =r|-| |+= == |
5. t|=t| =| r| |=| =|, =t =| =r| =t+ -| -=| =| ==+ = |= t=| =|
+|| =t - r =| = :- =|t = + = |t =t= | +| |=t =| =| t =|-=| =|-
r |=| =|| - =| =| ==|- + t| 1.11 + | |+||t- :|--|= -|++|+ = |+||t-
-|++|+ =|+| = = t + t| |=| =|| ==|- =| =-| = | t|+ -|++|+ =| -|--|-= =|+|,
=+ =| t -|t| = =|-=| t =+ |+t|= a|t| |t=|: =| =||
6. - =| = ==|- = =|-r|-=| = ; = =| t = :- =|t = -| + = t =| =| :|=+
=| --| =| =|| |t |=| =r| =| ==-== +|+| =|, | - |-: r -
=|--= |=| =r t- r =|t| = =+ |- = -|; =| t = =|| =|| -- =| r ;
t =| =| =r| |-|- + t| =|, -=|+t| = ==| =| =| t = |=t =| - -: |=| =||
- |-: = +r= = :- =|t = = |=t +t 20 +|t -= -=| =| r| |=| =||
- |-: = 20 |++ -| -= =| :| =| += + t| =||
71
ANNEXURE-VIII
(Para 5.7.4)
DESTRESSING OPERATION OF LWRs/CWRs PANELS WITHOUT
THE USE OF RAIL TENSOR
1. A traffic block of adequate duration should be arranged at such a time that the rail
temperature will be within the temperature range specified for t
d
in para 1.11 during
the fastening down operations. The entire work shall be done under personal
supervision of the PWI.
2. Before the block is actually taken, a speed restriction of 30 km/h should be imposed
and fastenings on alternate sleepers loosened.
3. When the block is taken, the closure rails shall be removed, the SEJs adjusted as
per para 5.6 and fastened.
4. The remaining sleepers fastenings on both running rails shall be loosened/removed
starting from the ends near the SEJs and proceeding towards the centre of LWR.
The rail shall be lifted and placed on rollers (Fig. 5.3 (viii) (a)) at every 15th sleeper to
permit the rails to move freely. While destressing on curved track, provision of side
rollers as per note of para 5.7.2 (v) may be adopted. The rails shall be struck
horizontally with heavy wooden mallets to assist in their longitudinal movement.
5. The rollers shall then be removed, the rails lowered to correct alignment and fastenings
tightened, starting from the middle of LWR and proceeding towards both ends
simultaneously. The tightening of fastenings shall be completed within the temperature
range for t
d
as specified in para 1.11. The actual range of temperature during the
period of tightening shall be recorded by PWI along with the time and date.
6. Simultaneously with the tightening of fastening, arrangements for insertion of cut rails
between the SEJ and LWR shall be started. The four gaps shall be measured
individually and the rails of required length cut by saw keeping required gaps for AT
welding. The cut rails shall then be placed in position, fastened to the sleepers and
welded at each end. Fastenings for 20 metre on each end of the LWR shall be
removed before welding. Joints shall be clamped for 20 minutes after welding.
71
|t|e-IX
( tt 1.6)
= xr tt{t xr tt = t t t =t =t |ct+ t t + ta r +
1. -=t t=| =| +t| 1.6 + | ; -| =| +|=+ =t- r =|| =||
2. + I =| t II = t = -|++|+ + 3 -=t t = -| + III =| t IV + 4 -=t t= =|; =|| -:|
=|;+ + -=t t = 6.5 +|t =--| r| -| +|t =|;+ + 6.0 +|t =--| r| |
3. -=t t =| =| +| =|t =| -=|+t +t = -|+=+ = =| =-| == :| = -=|+t| +t + = = - :
|-|t -= - t= -= = =| |-=|| =|| =|:| +t +|+= |=-=| =| | |=| =||
-|-| = |-| ==|- = |= -|-, :|; =. =|t. :|. =. =|.{|-1899 = -|+ +t :|;
=. |-11599 =| | =| =|| -=t t = == --=| = |= -=|+t| =| = c|, |;+ -| |
-=|+t| = -| =| t| - :| =|;+ =| t +|t =|;+ = |= |+ .9 () -| .9 (-|) = + +
|| =+ =|t t| =||
4. |t |= |-=|-{:|-- |= = =+ -=t t = == -=| = = |=-= -|= =| :| +t 7.5 |++|
=| |=| =r =| :| =||
5. -=t t =| = |=-= -|= =| :| =| =r|-=r| -+|| =|| | +r= = = =| r ; t =| =| t
+|+= |=-= | =| | |=| =|-| r -| t =| = |=t| = =||+ (:|+ -=) -| | =| t++
(-=|t+=) t=| = |= |.t.+|. |-12 |-|r -| |=-= | = |= |.t .+| |-1 |-|r +
| |+| |t- =|r -|=| ( |=t -= =) = =+ =+ r| +| ||r| =| -= +t |= |=:| =| |
+ = |-||r| = =+ =+ r| +| ||r| -=t t =| = =| |=: | |t ( =: |= r ) r| +
||r|
6. +t +t|- t =+ -| = :- =|t = -| + -=t t =| = |-=| =|+ = +|+= + +r= -|=
=| 3 t =| =| = -|; -= -|+=- =|t- |=| =||
7. -=t t =| = |r-=| + t =+ = =t =| t =+-=-| (= -=) +t |- + -| =|-= - |+ ||
=|| -=t t=| + =+ + r| -| - =+t =| =| r; + r|| |+t| =t+ -|= =+|t| -=t
t =| =| rt -|t |-- +|+= =| =t , =- | - += +t = =t |
8. |=--| -| =| r+ | ==| r =| t| =||
9. -=t t=| = =|:| =| = -+ + | -|t =|-= (-+r|-) |=| =|, =- t= -|++|+ |
:|
-15
0
= |-== =| t |
:|
-15
0
= |-== = -| r| - =| =- |=| =r =| +|+ 3 |++| =| t 12 |++|
= -| r|| -|--|=:| = |t| =|t |=+ + r| ;== |= =|-=+ = =+ t=| = |=t| =|
=| =| =|| +:| r; |=--|- | =|; r| -| = -= || =|| |=-= -|= =|:| =|
= |- = =t+ = |= |t-| t = t =+ |++|-=| = + t| 241 + | =|+|- =+ | =|
=++|| =||
72
72
ANNEXURE-IX
(Para 1.6)
INSTRUCTIONS FOR LAYING AND MAINTENANCE OF BUFFER
RAILS AT THE END OF LWRs/CWRs
1. Buffer Rails may be provided subject to conditions laid down in para 1.6.
2. In rail temperature zones I & II, 3 buffer rails, while in zones III & IV, 4 buffer rails
shall be provided. On BG, buffer rails would be 6.5 metre long and while for MG
6.0 metre long.
3. Buffer rails may be laid on PRC sleepers with J-clips or on wooden sleepers
with M.S. canted bearing plate and rail screws. Standard fishplates shall be
used at the joints. However, for effective tightness of bolts, bolt to drawing No.
T-11599 may be used in lieu of that of drawing No. RDSO/T-1899. The number,
type and spacing of sleepers for buffer rail assembly shall be as indicated in
Fig. A.9(a) and Fig. A.9(b) for BG & MG respectively.
4. A gap of 7.5 mm shall be provided at each of fishplated joints of buffer rail assembly
at the time of initial laying/destressing.
5. The fishplated joints of buffer rails shall be accurately fabricated. In case
pre-drilled rails and standard fishplates are used, the dimensions and squareness
of rail ends shall conform to the tolerances stipulated in the specifications
IRS T-12 for rails and IRS T-1 for fishplates. Holes drilled at site shall
also conform to the above specifications. All holes in buffer rails shall be
chamfered.
6. In the case of buffer rails laid between conventional track and LWR, the former shall
be box-anchored for 3 rail lengths.
7. Special and prompt attention shall be paid to the alignment and levels of
track in the buffer rail portions. Buffer rails shall be free of kinks and hogs. The
inspecting officials shall critically examine the buffer rails each time they pass
over the same.
8. The fish-bolts shall be kept tight at all times.
9. Joints in buffer rails shall be lubricated twice in a year when the rail temperature
is between t
d
+15
0
C and t
d
-15
0
C and when the average gap value is between
3 mm and 12 mm. The rail ends shall be examined at the time of lubrication for
any crack around bolt-holes. Bent fish-bolts, if any, shall be replaced. General
instructions for lubricating fishplated joints as laid down in para 241 of Indian
Railways Permanent Way Manual shall be followed.
10. =) -=t t =| = |r-= + |=| =r ==-== =r +t | r| ==- r =| t = -t|-t
=t+ = |= + =t+ =| =|--=-| +r| r |
) -=t t =| =| |=| =r =| + t| 8.1.5 = = ; = = |= | |+| |t- = | =
=+ =|t +|+| =|| + = = | = =|-|t= |+|+- |+t|| = | t|+ |=| =r| =|
|++ - = |+t| |=| =|| | t = -|++|+ + III - IV + , =| |=| =r
(+) |
:|
-30
0
= |-== -|++|+ = +| = -|++|+ +t - +| =|- r =| t{=-|
|
:|
-30
0
= |-== = =+t = -|++|+ +t 15 |++| + t = +| =|- r -| ;==
|+-+| |=- + = = | =|= = +| -|- r| -| r :-
i) t|- |t |= |=| =r
ii) --=+ = -|; + =+| + + |=
iii) --=+ = -|;| + -=|+t| = =+t t = =| =|+ |= |- = =+
iv) = :- =|t =| |==+|
t = -|++|+ + I =|t II = |= |=| =r - r| + = |= -|++|+ =| |+-+-t
=|+| -| |=| =r = + t| -tr = =+ =| --t -|++|+ =|+| |
:|
-25
0
= |-==
-| |
:|
-25
0
= |-== +|+| =|||
) = :- =|t{=| :- =|t =| :|-- |= a|t| -| 7.5 |++| =| |t |= |=|
=r| =| --| a|t| = |t |=| =||| --=+ = -|;| =-=| -tr = + = =| =||
= :- =|t{=| :- =|t = =|= -tr = =| =t- tr+ = |= =- + ||+=
+| (t + |:= ++) |= =| |
11. -=t t =| = |--t -| |=-= -|= =| :| =| |=| =r =| +|+ =| |t |= |-=|-+{
-| = |+t|| = =+ +| | | =|+| = =+ =|t |t= |: |=| =||
73
73
10. a) The individual gaps in the buffer rail portion may vary and no attempt to
equalise them need be made.
b) The gap of buffer rails shall be measured as per schedule laid down for
SEJs as per para 8.1.5. In addition to above schedule, the gaps shall
also be carefully inspected during regular inspections. In rail temperature
zones III & IV, if all the gaps are found to close at a temperature lower
than t
d
+ 30
0
C and/or to fully open to 15 mm at a temperature higher than
t
d
- 30
0
C, it indicates one or more of the following:-
i) Defective initial gaps
ii) Inadequate packing in breathing length
iii) Relative movement of rail over sleepers in breathing lengths
iv) Creep of LWR
For rail temperature zones I & II the lower limit of temperature for gap
closing and the upper limit of temperature for fully opening of gaps shall
be taken as t
d
+ 25
0
C and t
d
- 25
0
C.
c) Rectification shall be done by destressing the LWRs/CWRs and by
restoring initial gaps as 7.5 mm. Breathing lengths shall be well packed.
Other remedial measures for proper functioning of LWRs/CWRs will also
be taken.
11. Details of buffer rails and gap measurement of fishplated joints shall be recorded
at the time of initial laying/subsequent inspections as per proforma given below.
t t =t =t + ta t|tt r vt tt
= :- =|t = .
|==| +|t + t|
-=t t =| =| = c| =| t = -|;
-=|+t| =| t - =| =| =|t
|t r| + =| -|t|
:|--|= -|++|+ (|
:|
)
|t = =+ | ; |t |= |=| =r
1. +|+{:|-- |= =| -|t|
2. +|+{:|-- |= = =+ =| t = -|++|+
3. |=| =r| =| +|+ {=|= =| ; |=| =r
=) -|; =| t
i) ==-== |=| =r
ii) =| =- |=| =r
) |; =| t
i) ==-== |=| =r
ii) =| =- |=| =r
4. -| -| =| |
5. -=t t = + + t =+ = + t|+|t (=+|+| +|+)
i) =|=-+ = = -t|=
ii) 3.6 +|t +t =|=-+ +t|:
iii) 3.6 +|t +t ==+|+-| (=+; - ++ =)
iv) 7.2 +|t +t |+==|;++ -
6. + |= =| |t +-| = = - + |-+|
7. t =+ |+t|={=--= ++ t =+ |+t|= = r--|t
74
74
Proforma for register of maintenance of buffer rails
LWR No.
Kilometrage
No. and lengths of buffer rails
Type of sleepers and fastenings
Date of commissioning
Destressing temperature (t
d
)
Initial gap provided while commissioning
1. Date of measurement/destressing
2. Rail temperature at the time of measurement/destressing
3. Gap measurements/Gaps restored
a) Left side
i) Individual gaps
ii) Average gap
b) Right side
i) Individual gaps
ii) Average gap
4. Condition of bolts
5. Track parameters in buffer rail zone (ground measurement)
i) Maximum gauge variation
ii) Maximum twist over 3.6 m
iii) Unevenness over 3.6 m
iv) Misalignment over 3.2 m
6. Remarks regarding retentivity of packing
7. Signature of PWI/Sub-sectional PWI
|t|e-X
( tt 9.1.2 (i))
t =t
= = ++ = |= |+|+- |+ - =| -- =| =-| + c ; =||+t a|t| |+| |t- =|
=|| -| =r| =|--= r| |, -- | | -+| =| | -+ =|t t =+ |+t|= a|t| --
=-|; =||| r| +r|, t =+ |+t|={t =+ |+=| -| + |+ - + -| + |+| +
=-= tr | =- t = =| -|++|+ |
:|
-20
0
= |-== = =|= r| =| -- | -- =-|;
=|| + c ; =||+t a|t| |--- - || |+ =|t| =t+ = |= |+-+| |=- =|+|- || |+ |
=| =++|| =||
1. |+ - =| -- |+-+ =|t =-|; =|:-
i) ;=rt| =|;+ =-| =r| rt| =|;+ = ++ = = -= = +| +t = :- =|t{=|
:- =|t r| - = ---|=| 2 |==|+|t r-|
ii) rt| =|;+ = ++ +t =r| = :- =|t{=| :- =|t | +| +|| +t r| - = ---|=|
= |==| +|t =+ =| t :|=+ +| = |=| ;= =|t |+ - = = ---|= =| +
| |==|+|t -= =||+- tr|
2. |+ - =| -- -|=| |+-+| |=- +-=t = - = =|:-
= = |:| - =|= 2
=|:| = |= ::| (-|=) 1
|--=|= (|:|+t) 10
=+---|= 1
3. |+ - = ---|= = =| |+-+ =|t r :-
-r =++ + + |t -|t = t = +t = || + = -| =t| t = +t =| - =+ |-+t|-
|| + | rt| =|;+ + -r ;= |= | =| =+ =| t :|=+ t =+| +t -|t|--|t| = | rt|| -r
=-= tr =| t |+ = =|=-+ + =+ = | t|+ t = + =+ =| |- + =+ = | =- =| ;
=+ |=|; -| -r =+ = =| = -| +|= = 100 -=|+t| =| +t|, t =+ =|
+=| | = :|+ (=-|; |) =| =|++ = |= - t-- =t | -r =|+ - ==t =-- r|, =+
= |+| -t= 100 -=|+t| + +=| | = :|+ =| -|- =t+ = |= =|-|= + =t | r
=|-|= =+---|= a|t| = -=|+t = | +| |=t| +t -=|+t| = +| |=| =r| =| +|+|{
=|=-| -|- =t+ = |= + =| =||| | =|-|= = a|t| +=| | = :|+ -|- r| =|-|
r |=== |= -== =| +r= = =|+| =| ==-| r | -|--|-= =+ = -== r t =+ =|
---|=| +|= + =t = -| r -| -r =| |++| = =+ =|t r : |=+=| =| ||=t ||--
|r-= =| -|+ = |= -=|= =+ =|| t =+ =| = t| = -|, ---|=| -=={
-|--|-= -== =| =++| =| =| = -|t + + , t =+ |+=|, t =+ |+t|= =| =|+=|t|
|
75
75
ANNEXURE-X A
(Para 9.1.2 (i))
HOT WEATHER PATROLLING
Period for hot weather patrolling shall be laid down by the Chief Engineer
for each section and patrol charts prepared where necessary. Patrolling shall
be organised by PWI accordingly. In addition, the PWI/PWM and the Gangmate shall
be vigilant during summer and on hot days. Patrolling will also be introduced, when
the rail temperature rises above t
d
+20
0
C. Following general guidelines may be
followed for issuing detailed guidelines by the Chief Engineer:-
1. Hot weather patrolling will be carried out as follows:-
i) On single line or where only one road in a double line section is having LWR/CWR
- One patrolman for 2 km.
ii) On double line section when LWR/CWR exist on both roads - One patrolman for
1 km length of UP and DN road. The beats of each hot weather patrolman will thus
be restricted to 2 km.
2. The hot weather patrolman should always carry the following equipments:-
HS Flags - Red 2
Staff for Flags 1
Detonators 10
Canne-a-boule 1
3. Duties of hot weather patrolman are as follows:-
He will walk over his beat slowly over one rail in one direction and on the other rail in
the return direction. On double lines, he will repeat this procedure alternately on UP
and DN tracks. He will be vigilant and look out for kinks in the rail especially during
the hottest part of the days. When a kink is observed, he shall immediately examine
at least 100 sleepers ahead and in the rear of the kink for any floating condition of
track. He should meticulously sound each and every sleeper, 100 sleepers on either
side of the kink, to determine any floating condition. The sounding will be done by
dropping a canne-a-boule on each end of the sleeper to determine the extent of void
under the sleeper. Should the sounding reveal a floating condition, under which a
buckle may be anticipated or the patrolman has detected actual buckling of track, he
will take immediate steps to protect the affected portion by display of hand signals
as per rules in force. After protecting the track, the patrolman will arrange to advise
the Gangmate, PWM, PWI of his apprehension of a buckle/actual buckle.
4. -== (-r=|-) = -t =| = +| +|+ +t + += =| =+ ||t| = =| | -| =
= -|+ +t =|| -= +t +r - r| =-= +r= -r ||-- |r-= =| -|+| = |+|-- =t |
== -| -r ;= =| |=- + = | +| =| t 100 +|t t =+ =| | =| |+t| =t =| t
| += r| -| | -:t| +t t = |+ -= =|=- |;| = ; =|+| = =t -| +=
=|=|t| = |;| =| =+ =t| t = =t t+ t t |o =t+ t t |t
++ =t t-t =t+ =t =t ; =t | + =t ti t =+ |+=|{t =+ |+t|= =
=|+ -= + =| --= +t =|-|t -+| tr | ;+ =+ ||t| + = |==| = a|t| =| |=-{
-|--|-= -== = -|+ +t t = =| -|++|+ | +| |=| =|| = =| =| t =| t = = t =
|+ -= = --t -= -|rt| =| t +t |;| =-| +|| =|| = -=| =| -||= t = =| -|++|+
+| =|| =| == |
76
76
4. The Gangmate on receipt of advice of a danger of buckle, will proceed to
the site quickly with all available men. On arrival at site, he will first ensure
protection of affected portion. He should then inspect the condition of track
100 m on either side of this suspected zone and commence heaping of surplus
ballast, if available, on the shoulders and upto the rail head and keep on
compacting the ballast with available tool. No attempt should be made to
slew or align the track or disturb the existing ballast section. The mate
should continue to remain at site till the arrival of P.Way Mistry/PWI. The rail
temperature will also be noted by one of these officials at the place of apprehended/
actual buckle. The rail facing the sun will be covered upto the level of rail
head on the outside by ballast or leaves etc. to bring down the temperature of
the rail.
|t|e-X t
( tt 9.1.2 (ii))
t x =t =t
=| : = +| =+ =| -- = =+ =-|; =| =- t = =| -|++|+ |
:|
-30
0
= |-== = =+
r| | =| : =| - =| -- =| =-| -| = ++, + c ; =||+t a|t| |+| |t- |= =| -|
--| | =r| =|--= r| - |t |= =| | -+ =|t t =+ |+t|= -- =-| | + c
; =||+t a|t| |= =|+ -|= |--- - || |+ | = |= |+-+| |=- || |+ | =| =++||
=||
1. =| : = +| =+ =| -- |+-+ =|t =-|; =|:-
i) ;=rt| =|;+ =-| =r| rt| =|;+ = ++ = = -= = +| +t = :-
=|t{=| :- =|t r| - = ---|=| 2 |==|+|t r-|
ii) rt| =|;+ = ++ +t =r| = :- =|t{=| :- =|t | +| +|| +t r| - =
---|=| =+ =| t :|=+ | +| = |= = |==| +|t|
iii) =|+-| +| =|+ +t, + c ; =||+t a|t| +|t|-|-| , | :| = -| =| -|t -|t-|,
+| =+ =| +|t|-|-| =|| = =||t +t =+t | ; + =| = -|; -| =+|+-
+|t|+| =+ + +|t-- + |+|-- |=| =||
2. =| : = +| =+ = ---|=| |+-+| |=- +-=t = =|:-
=) 10 = rt = |=+= = |+ = |:- +
) | |-t r : |=+= = +
) = +||=
) | =|= = |:| =| t = rt| = :|
=) = -|+ = = -|=| |-n - |
) = -|= (: :|)
=) + -t -=
3. =| : = +| =+ = ---|= = =| |+-+ =|t r :-
-r =++ + + |t -|t = t = +t = || + = -| =t| t = +t =| - =+
|-+t|- || + | rt| =|;+ + -r ;= |= | =| =+ =| t :|=+ t =+| +t -|t|--|t|
| rt|| -r =-= tr =| t t ={- -: + = |= |+t| =t | -r = ; = =| |=|
=r| =| | , | - == + + =|-| r | | -r =| ; t ={- -: + =-| =
; = =| |=| =r =| =|=-+ |+| |t- |=| =r = =|= -| r -| -r
|-||- =| -t-- |+=|-- =t+ = |= =|t-|; =t =|t =|;+ =| =t| =t| t=+ =|
= t| =t+ = -| ---|=| =|+ +{ + {t =+ |+=|{t =+ |+t|= =| ;==| = +|
=| |-||- =| - t-- |= =t+ = |= =|+|- +t-+- =t |
77
77
ANNEXURE-X B
( Para 9.1.2 (ii) )
COLD WEATHER PATROLLING
Cold weather patrolling shall be introduced when rail temperature is less than
t
d
- 30
0
C. Period and section where cold weather patrolling is to be done shall be laid
down by the Chief Engineer and patrol charts prepared where necessary. Patrolling
shall be organised by PWI accordingly. Following guidelines may be followed for
issuing detailed guidelines by the Chief Engineer.
1. Cold weather patrolling shall be carried out as follows:-
i) On single line or where only one road in a double section is having
LWR/CWR - One patrolman for two kilometre.
ii) On double line section when LWR/CWR rest on both road - One patrolman
for one kilometre length of UP and DN road.
iii) Changes in beat length and man power deployment as given above if
found necessary, may be decided by the Chief Engineer depending on
prevailing local conditions, frequency of train service, weather conditions
etc.
2. Cold weather patrolman should carry the following equipments: -
a) 10 fog signals in a tin case
b) Two tri-colour hand signal lamps
c) One match box
d) Two red flags and one green flag
e) One three-cell electric torch
f) One staff
g) Number plate
3. Duties of cold weather patrolman are as follows:-
He will walk over his beat slowly along one rail in one direction and on the
other rail in the return direction. On double line, he will repeat this procedure
alternately on UP and DN tracks. He will be vigilant and look out for rail/weld
failure. He will also notice the gaps at SEJs if they fall in his beat. In case he
notices a rail/weld failure or gap at SEJ becomes more than the designed
maximum gap, he will take immediate action to suspend the traffic and protect
the line. After protecting the track the patrolman will arrange to report to Keyman/
Gangmate/PWM/ PWI, who shall arrange for making emergency repairs to pass
the traffic immediately.
|t|e -X t
( tt 9.1.2)
= t =ttt
1. = | =||t =| - +|-| = -|=t = =+|+ r| + -=, + :| +t =| =| =r| =+ t
=| = -| = -|=t =| =-| = | t|+ t = =| -|++|+ + t| 1.18 + | =+ =|t
|
:|
-20
0
= |-== = =|= r| =|, = -|=t =| =-| =+|+ r| + +t -| t =+ =
= -| +=+= - = =| =t+ +t -r -|+= - =| |=| =||
2. - +|- |= =|+ -|= = | =||t =| =+ |- = c| t =+ =| = = -|; +t |+ t =t-| r
|===| + + == =-| -+t| = +t-+- =| =|+| r| | =|+|--: = = | =||t =
|==| +|t t =+ = |= +| + r| -| r |
3. = | =||t =| +|t|r-X =-| X -| = +t| 2 = =+ =|t = =| |= = = r| , =| +-=t
|+ |= =| |
4. ;+ =| -=| +t - +|- = | =||t + t = ++ =| -- =| =| +|-+| + = |=| | r|
=| t |===| = -|=t + t| + r =| r| | -r | == tr =| t t = + =|t |= -==| =| t =+|
=| =| =t | -r t ={- -: |-==-|=| -| = ; = =| |=| =r| =| | |
5. =- =| ; =+ +|; =| -| -r +|t|r-X = +t| 3 + | |+||t- =|t-|; =t|
6. | =| ; t ={- -: |-==-| =| +-| = =-| = ; = =| |+| |t- =|=-+ |=| =r =
=| t =|= |=| =r r| =| -| +|t|r-X -| = +t| 3 + | |+||t- =|t-|; =| =||
78
78
ANNEXURE-X C
( Para 9.1.2 )
MOBILE WATCHMAN
1. Mobile watchman shall be posted, till period of consolidation is over, on
stretches where after maintenance operation, rail temperature has exceeded
t
d
+20
0
C during the period of consolidation as given in para 118. They would
be withdrawn when the period of consolidation is over and the track behaves
satisfactorily.
2. Number of Mobile watchman required to be posted would depend upon the length of
track attended by manual or by tampers. Normally one Mobile watchman would be
sufficient for one kilometre of track.
3. Mobile watchman will be provided with all equipments as per para 2 of
Annexure-X A or X B as the case may be.
4. Mobile watchman posted on these sites would patrol the section, which has
been freshly packed and for which period of consolidation is not over. He
shall be vigilant and will look out for incipient buckles and kinks in the rails.
He will also observe for rail/weld failures and gaps at SEJs.
5. When a kink is observed, he will take action as specified in Para 3 of Annexure
- X A.
6. If a rail/weld failure is observed or gaps at SEJs become more than the
designed maximum gap of the SEJ, action as specified in Para 3 of Annexure
- X B will be taken.
|t|eXI
( tt 8.2.1)
x=:
++:=:
t =+ |+t|=:
= :- =|t{=| :- =|t = c|:
|-=| = :- =|t{=| :- =|t =| = t+| = |--t:
1. tt-
i) |==|+|t = -=
ii) = - + = -|
iii) =+{:|=+{;=rt| =|;+
iv) |-=| =|+ =| -|t|
2. t = t+t
2.1 t =
i) = ++ =| |t
ii) t| |= +|=
iii) |-=| =|+ =| -+
iv) t|= =| ; t=| =| =-|;
v) =|t|+| =r| t = - -: =| ;
vi) - |-: |:+| =| =|t - += -;{ = |-
vii) |:+| + -|-:- ++=| =| =-|;
viii) +| |=--| - |=: -+| r|{+r|
ix) +| |+ - |-: ----|+{
= = +t =||t - |++| |+ = |= |{
-|t- - |++| |+ = |= |{= = -|{
= -| == -=| a|t| =| ;
2.2 t=tt
i) =|t
ii) =+-| =-| |- |=+| -=|+t| =| = c|
iii) - =| = =|t
79
79
ANNEXURE - XI
(Para 8.2.1)
DIVISION:
SUB - DIVISION:
PWI:
LWR/CWR No.:
DETAILS OF STRUCTURE OF LWR/CWR AS LAID:
1. GENERAL
i) Kilometers to
ii) Between stations and
iii) Up/Down/Single line
iv) Date of laying
2. TRACK STRUCTURE
2.1 Rails
i) Sectional weight
ii) Rolling mark
iii) Year of laying
iv) Length of rails as rolled
v) Plant where rails welded
vi) Types of depot welding - Flash Butt/Gas pressure
vii) Length welded into panels at depot
viii) Whether fish-bolt holes provided Yes/No
(ix) Thermit welding done in-situ/on cess
by ordinary alumino-thermic process/
quick alumino-thermic process/SKV/
FB by Mobile plant
2.2 Sleepers
i) Type
ii) Density or No. per km.
iii) Type of fastenings
iv) t = =t | | |= r|
v) =|t- -=|+t| = |--t
vi) -|+=- =|t- t =+ =| = -|;| , |-|-, =|t
2.3 |t t t : |t
i) =|=|t (|++|)
ii) = + =| rt|; (|++|)
iii) |;| =| = |-+ rt| ==|; (-= ||+) =| -|t|
2.4 ;
i) |-|- (|=+|)
ii) |-=| =|+ =| -|t|
iii) = ||-- =|=-+ |=| =r (|++|)
iv) :|; =.
v) |++| -|
vi) +| = :- =|t{=| :- =|t = +|+ =| : a|t|,
;+==: =|: =-| -|-: =|: a|t| =|:| |
2.5 x t =
i) |-|- =| t = c|
ii) = :- =|t{=| :- =|t -|= + =| =| = -|; =| t -+ +
iii) = - =| =| =|t
iv) =| ; =- |--t
2.6 tt
|-|- =| t = c|
3. x, t o t tt +
i) =|=-+ :| -|=
ii) -= -| =| =|=-+ |: |
iii) =| t+ + (+ | =| =|t --|;)
iv) |-=| =|+ = =+ =| t+ + =| =+-| -| |=| | +|t, | =| ; r| ,
= |--t ( :, -= -| |-|-| =| | + -|=| -= = =r |=| =|)
80
80
iv) Rail anchors if in use
v) Details of sleepers anchored
vi) Lengths of track box-anchored, location, reasons
2.3 Ballast and Sub-Ballast
i) Size (mm)
ii) Depth of cushion (mm)
iii) Date of last deep screening of ballast
2.4 SEJ
i) Location (km)
ii) Date of laying
iii) Maximum gap possible (mm)
iv) Drawing No.
v) Manufactured by
vi) Whether joined to LWR/CWR by machined,
insulated or welded joint
2.5 Girder Bridges
i) Location and No.
ii) Lengths and spans of bridges with LWR/CWR
iii) Type of fastenings used
iv) Any other remarks
2.6 Level Crossings
Location and No.
3. GRADES, ALIGNMENT AND FORMATION
i) Steepest gradient
ii) Maximum degree of curvature
iii) Formation (indicate type of soil)
iv) Particulars of trouble with formation and
treatment given, if any, at the time of laying.
(Sketch showing grades and curves with locations
to be attached)
|t|e-XII
( tt 8.2.1)
= xr tt{t xr tt + ta t t |+t+ =t t| = |t=tx
1. + ta |t
-+{-+{-+{-+
i) + + =={+|+ a|t| |-=| =|+ = =+
+ |= =| |-|
ii) | +|+ a|t| -| = +|+{ -+t =| =|t
iii) =+ t = | t|+ + |= + + == -|t{+ + == + = +|{+|+ a|t|
iv) | +|+ a|t| -| = +|+{ -+t =| =|t
v) +| |+ |- =+ t -|--{= |=t = =t |=t -=
=+ t (|=- + |= + |=) |=| | r =| t | -|
-|=| r -| =-| =- = |=| |
vi) |-|-, =r| +t -|t--|t =+ t =| =|--=-| r| -| r , | =| ; r|
vii) ++ t| ; |;| =| +|+|
2. =t t |t
(+|+ = -= + = :- =|t +t r| =| =|)
i) +t| 5.2 = = - - -|++|+ + |-|+ =|=-+ -=|-
ii) =|=-+ t = -|++|+ |: | = |-== +
iii) =|=-+ +|t- | -|++|+ |: | = |-== +
iv) t = =| - +-+ -|++|+ |: | = |-== +
v) - +-+ +|t- | -|++|+ |: | = |-== +
3. tt+, xt-t | t| = |t
+ (i) = (iv) +r=| -|t = :- =|t = |-=|
-| :|-- = |= =|- r| t =| |
i) = -|++ -|++|+
ii) = + + t = =| =| =- -|++|+
81
81
ANNEXURE-XII
(Para 8.2.1)
ANNUAL RECORD OF LWR/CWR MAINTENANCE AND PERFORMANCE
1. Maintenance Details
Year/Year/Year/Year
i) Method of packing at the time of
laying, manual/by machines
ii) If by machine, type of machine/
tamper used
iii) Packing during maintenance - manual
beater/manual MSP/by machines
iv) If by machines, type of machine/
tamper used
v) Whether directed maintenance/
systematic through packing is done and
if the latter, the period when it is done
vi) Location requiring repeated maintenance, if any
vii) Quantity of ballast recouped
2. Climatic Details
(Measurements shall be taken on representative LWR only)
i) Maximum daily variation
in temperature, vide para 5.2
ii) Max. rail temperature
0
C
iii) Max. ambient temperature
0
C
iv) Minimum rail temperature
0
C
v) Minimum ambient temperature
0
C
3. Details of Installation, Destressing etc.
Items (i) to (iv) to be entered soon after
LWR is laid and destressed for the first time.
i) Installation temperature
ii) Mean rail temperature for the locality
82
-+{-+{-+{-+
iii) :|--|= = =+ =| -|++|+ |
:|
iv) :|--|= =t+ = =|t
v) -| + =| ; :|--|= =| -|++|+ =|t -|t|
4. tt- +t
i) t= +|
ii) -=|= (-|+ -| -=|= = =|t)
iii) = ; = == -=| = + =| =| -=+|
=) -=
) -|-
) -=|+t
) =+ |; (- +|)
=) + = - =
) t (=|=+)
=) t-: +:
=) t =
=) -|=-t=
iv) = :- =|t{=| :- =|t =| -r |r-=|
=r| +|r +t| = -t r| =| t +|
r ; r| (||-- |r-= = |==| +|t |= )
v) -=|+t| =| -=+| (|=+| |= -| -=
-=|+t| =| = c| -| =|t --| )
vi) t =| =| -=+| (= -|; , |=+| =| t =|t |= )
5. tt+
i) |-=|+ = -| =| =| ; =+-| =| t ==| +|t
82
Year/Year/Year/Year
iii) Temperature at the time of destressing t
d
iv) Reasons for carrying out the destressing
v) Subsequent destressing done - temperature and date
4. Unusual Occurrences
i) Rail fractures
ii) Buckling (Location and reasons for buckling)
iii) Replacement of components in SEJ assembly
a) Fastenings
b) Bolts
c) Sleepers
d) Longitudinal ties
e) MS bracket
f) Chairs
g) Rubber pads
h) Tongue rails
i) Stock rails
iv) Derailments and accidents on the
LWR/CWR portion
(give km of the affected portion)
v) Replacement of sleepers (give km
and the number of sleepers replaced
and reasons)
vi) Replacement of rails
(indicate length, km and reasons)
5. FORMATION
i) Any trouble subsequent to laying
and the treatment given
83

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84
85
|t|e-XIV
( tt 9.3)
t = |t, t =t + = |= = xr tt = + =t
1. = :- =|t{=| :- =|t =| =|t t| = = =t -| =| = =| | = + {t =+
|+=| = +|= =|-: |=-=| = | =|:, 2 += +, = t = +| +|t, = +|t = -| |- +
|=-= , t = +=| =t = : , = =|| |=+|t| (=) -| = |==t- . = =-- r| + ||r|
;= +| +|t =| t =+ |+t|= = =|| = + t +|+= +| +|t = =| |+|+- =+ =
= |=| =||
2. =++ = ++{+ += =| |
:|
+|= + =t |
3. |;| = ++ =| + =+ | + |- + =+ = |= -| -| | -:t| +t -+| t | |;| =| =+|
=| = +| t =+ |+t|= =| | =||
4. + = -| +- | = ||=| +t = :| +=t t =r| |;| r+ | =----- r| -| tr-| r | |;| =|
=+| =| |-| = +t| =t|
5. =++ = ; = + = +-| : + = -|t - = :|= -| |= =| |
6. =||= -|++|+| +t = ; = =| |=| =r| =| = =t |
7. =+||t| =| -=|=, t=-+ =|| =| --+ -| = +|+=| + ||:| =| =t| = -|t +
||- =t |
8. -- =| =|t| =| = - |= r|=- + t -| |
:|
-20
0
= |-== = =|= -|++|+, =|
+| +|t + =|= t = ||-r- r| -| r , r| =|+ +t t =+ =| -- =|+| = =t |
9. |+| |t- =-|| = |= -||==| = =+ =|t -- =|+| = =t |
10. |+ | + |t =t t||-| = |= = :| +=t t | || :| =| -| =| t =++ -|tr
=+||t| =| =|- =t|
11. =r| | =t = r| -r = - -=|+t = =| =t t| =||
12. = =+ + = -= = -=|+t =| |=| =| r| +| =t |
13. r = |+|-- =t |= r+ | =| |=| ==| r ; -| =r| -|+ +t =| r| |
14. |+ | + t =+ |-+| =+t =| =-| | = r| -|= -=|+t| =| + = =t |
15. =+ =| t =t- =+ |=|| =| =+|||=- =t+ = |= = -|t + =-= = | | -=|+t|
+t r| =| =t|
16. =- -|++|+ |
:|
-10
0
= |-== = +| r| -| -= =t| =+ t =| =||+- t |
17. = -|=t =-| = | t|+ -|++|+ |
:|
-20
0
= |-== = =|= r| =|+ +t |- =|+| =|
=t|
85
ANNEXURE-XIV
(Para 9.3)
DOs OF LWR FOR PWM, MATES & KEYMAN
1. Check and carry LWR/CWR equipment daily. Each Gangmate/PWM should
keep two sets of joggled fishplates, 2 clamps, one rail thermometer, special 1m long
fishplates, rail closure pieces, one straight edge and one feeler-gauge. The
thermometer should be regularly checked with that of standard thermometer kept in
PWIs office.
2. Know the t
d
of your section/panels.
3. Keep the ballast section full and in compacted condition particularly in cribs and
shoulders. Deficiency in ballast shall be brought to the notice of PWI.
4. Keep close watch on pedestrian and cattle crossings, where the ballast is always
disturbed. Make up ballast deficiency promptly.
5. Get your SEJs oiled and greased once in a fortnight.
6. Check the gaps of SEJ at extremes of temperatures.
7. Train men in detecting buckling, rail fractures etc. and protection of the trains in such
cases.
8. Keep the patrolling equipments always handy and start patrolling of track as soon as
temperature exceeds t
d
+20
0
C which is marked on the thermometer in red.
9. Commence patrolling as per laid down schedule for the prescribed periods.
10. Keep sharp look out for severe alignment defects in summer. Protect the trains and
report to supervisors.
11. Keep the anchors wherever provided always butting against the sleepers.
12. Renew fittings only on one sleeper at a time.
13. Ensure that fittings are tightly fitted at proper places at all times.
14. Pack loose sleepers without lifting or opening track in summer .
15. Attend only one or two sleepers at a time for adjusting fittings while removing a kink.
16. Confine essential maintenance to period when the temperature is below t
d
+10
0
C.
17. Impose speed restriction if temperature exceeds t
d
+20
0
C during consolidation period.
86
18. = ; = , --=+ = -|;| , -= | , =+-= = ||=| = +r +|| , |;| t|r- + =| , ||-= -|
=-| t -= | +t |- + |+ |
19. +| +|t =| = +t |- -|++|+ =|+|=| =| +||= =|r- |= r|=- + t| =|| |-|
=|| = |= +| +|t +t +|= |= =+ =|t -|++|+ |-- | =| =|+| | t |
20. r = =t |= = ; = = = -| = :- =|t{=| :- =|t = + | =
= (+| -) =r| - = =+ t|- r |
21. =| = |-9 +| +t |;| =| |=- =|t |-:t =| +|= +t |-+ |+ |
22. = +| =| | t: (i) |- =| t -|= - =, (ii) |;| =| =+|, (iii) =- = t ,
(iv) =t=|+| (-=| ; ), (v) =+t =|+|, (vi) =+ |- + |=, |=+= -|t + =|+ -=|= =
-+ = |= -r - =|-|+ tr |
23. t =+ + =- =r| -=|= =-| + r| -| = + =| = = =t+| r| -r | t |
24. r = |+|u- =t =| =| + =| =| t == +r +|| + =| |=| =| r| =| t -r |+|+-
=+ = ==| =|-| r| |
t = |t, t =t + = |= = xr tt = |+|q =t
1. t =+ |+t|= = |- + =+ = =+ |- |= - t t =+ =| =+|--= =+ = + = : |
2. +| = +|r+| = |t = -| -+|= + =t|
3. = -|t -| = r| =+ + | -:t =| t |= - =| |;| =| +r| = =| |
4. - =| = -=+ -| = | --|t = t =+ =| =t=|+ = |= -=|+t| =| + = =t- =+ t =+
=| =+t =|+ =| =|| + =t|
5. = +;| + 30 -=|+t| = =|= = |= t =+ =| + | = | | =| ; = -|;| = | +| =| t
=+-= -=+ 30 -=|+t + t| -tr = -|+= |= r (- ) t |
6. 20,000 + =| |-||- =t+ -= =-| | |+| -| =| | -| + r| , -- -= |+= =|
= -|; =| + | = |
7. = -|t + 30 -=|+t| + = = =|= -=|+t =| + -= |
8. = -|t + 15 -=|+t| + = -=|+t = =|= +t, - =| =| =|- =+ | =+t =|+ =|
=|--=-| + r| -| +| + =t |
9. = -|t + 30 -=|+t| + = -=|+t = =|= +t, - =| =| | +=| =|- =+ =+t =|+ =|
=|--=-| r| -| +| + =t |
10. t =+ + -|=|, |- =-| =-|-| - =| =| + tr+ |
11. = +-| : + = :- =|t{=| :- =|t =| --=+ = -|;| =| = =t+| =| t =|=
=t+| + = |
12. t =+ =| 50 |++| = =|= =+t + =| = r| -|++|+ |
:|
= =t r||
86
18. Pay special attention to SEJs, breathing lengths, curves, approaches to level
crossings, unballasted bridges, horizontal and vertical curves.
19. Keep the rail thermometer with proper markings with limiting temperature ranges
thereon in proper working order. Learn the limits of temperature restrictions as
marked on thermometers for various operations.
20. Check that reference posts at SEJ and at centre of LWR/CWR are correctly
maintained.
21. Pay special attention for crib and shoulder packing of ballast on CST-9 road.
22. Learn the six items (i) missing and loose fastenings, (ii) shortage of ballast,
(iii) misalignment, (iv) slewing, (v) lifting (vi) improper packing, about which you
should be very careful to avoid buckling.
23. Learn what to do when there is buckling or fracture in the track.
24. Ensure that all bridges and its approaches have all fittings at all times and are regularly
tightened.
DONTs of LWR for PWM, Mates & Keyman
1. Do not touch the track unnecessarily unless specifically instructed by PWI.
2. Do not undertake through packing after the onset of summer months.
3. Do not open shoulder and crib ballast at one and the same time.
4. Do not try to lift the track while packing sleepers for replacement of fastenings and
slewing with crow bars.
5. Do not open the track for more than 30 sleepers in a stretch. Keep at least 30 fully
boxed sleeper between adjacent lengths opened out.
6. Do not open the adjacent length till the passage of 20,000 tonnes of traffic or two
days, whichever is later.
7. Do not renew more than one sleeper within 30 sleepers at a time.
8. Do not renew fastenings not requiring lifting on more than one sleeper within 15
sleepers at a time.
9. Do not renew fastenings requiring lifting on more than one sleeper within 30 sleepers
at a time.
10. Do not allow loose, missing or ineffective fastenings to remain in track.
11. Do not neglect checking and attending to the breathing lengths of LWR/CWR
in a fortnight.
12. Do not lift track by more than 50 mm even if temperature is within t
d
.
- a|=|n e|=| +| :.||a ; +||-a +| =|ni==
(:) i+=| +|| =e.|n - |a ;( - a|=|n|
+| =|- =|- =|=a =|n - a|=|n
+| +|s+ + =|;- =|- =a- +=.|
i:a||n| mn| ;|
(,) z-|+a i:( m( =|n i=i |inn-|
i-|e -i=em=n =|n
-ss e+ |m=, i-|e =an| ,-
+||-a|n - a|=|n +| =nnn ,
=.=.=||.=. - =|||i-a ;|
(,) n; =+= =.=.=||.=. + =|-a|
= s| =|e|-:=,c - =|||i-a ;|
=+a -
e|= a|=|n +| =|-
I 40 TO 50
O
C
II 51 TO 60
O
C
III 61 TO 70
O
C
IV 71 TO 76
O
C
87

MAP OF INDIA SHOWING RAIL TEMPERATURE ZONES
(1) The range of rai l temperature
obtaining at a station and the annual
mean rail temperature have been
indicated outside and inside the
brackets respectively.
(2) The above stated values are based on
civil engineering research report,
Investigations on welded track,
progress report No. 2-Study of Rail
Temperatures in India, R.D.S.O.
(3) This sketch is based on R.D.S.O. Drg.
No. EDO/T-1430.
LEGEND -
ZONE RANGE OF TEMP
I 40 TO 50
O
C
II 51 TO 60
O
C
III 61 TO 70
O
C
IV 71 TO 76
O
C
87
| t vt t;= (;=rtt =t;+ xt =t;+)
=- =| |= | - v r=|+t +t |= :- |t
|-|| | r|, -| || +|=|:=
(=| = |=|)
(|--=-)
=|
=
r=|+t =|
+=|t
==:| =
r|= =
+| |t =|
| |= |= : |= :
0
: | =|
0
-|
|tt:
1. r=|+t = -= = +|= -+-- =|= +t =| |;| =m+ |- |=250 |--|
2. - -|, =r| |- 130 |=-|{ = |= t+| r |=300 |--| | 200 |--|, 150 |--| + |;| =|r-
3.
0
=-= -= =| -|rt| |:m| -
4. |;| +|=|:= = =|:: r=|+ = |=| += r=|+ |:| =||
5. =|-m+ =|:|: (|= -| |= :) = |=| ||-, =-= =| | = |=| |:| | r | -=| = -|rt
|-|t= |;| m|-:t -| =+t |=|-m+ =| |+ t- r| := += =+ = --|| =||
6. =| ||- |--| - r
,
+ |;|
= =+t
,
+ |;|
= =+t
,
+ |;|
= =+t
|=
|=:
|=
: |
=|
0
-|
|
:
0
=|
|x
a
" "
|x: +.z.1()
6850
6250
6850 6250
6850
6250
6850 6250
6850 6250
6850 6250
88
Fig: 4.2.1(a) Fig: 4.2.1(a)
40 40
6850
6250
6850 6250
6850
6250
6850 6250
6850 6250
6850 6250
88
| t vt t;= (;=rtt =t;+ tt =t;+)
=r| --| r: =t= r- +|-
r|, -r| +t= -=|r =| =|+| r
(=| = |=|)
(|--=- = |=|)
r=|+t =|
+=|t
==:| =
r|= =
+| |t =|
=| |= | - v
|tt:
1. r=|+t = -= = +|= -+-- =|= +t =| |;| =m+ |- |=250 |--|
2. - -|, =r| |- 100 |=-|{ = |= t+| r |=300 |--| | 200 |--|, 150 |--| + |;| =|r-
3.
0
=-= -= =| -|rt| |:m| -
4. |;| +|=|:= = =|:: r=|+ = |=| += r=|+ |:| =||
5. =|-m+ =|:|: (|= -| |= :) = |=| ||-, =-= =| | = |=| |:| | r| -=| = -|rt
|-|t= |;| m|-:t -| =+t |=|-m+ =| |+ t- r| := += =+ = --|| =||
6. =| ||- |--| - r
=|
=
| |= |= : |= :
0
: | =|
0
-|

,
+ |;|
= =+t

,
+ |;|
= =+t

,
+ |;|
= =+t

,
+ |;|
= =+t
|=
|=:
|=
: |
-|
|
=|
|x
:+c
:+c
|x: +.z.1(t)
5250 5850
5250 5850
5850
5250 5850
5850 5250
5850 5250
5850 5250
5250
5850 5250
5850 5250
89
=|
0
:
0
Fig: 4.2.1(b)
40 40
5250 5850
5250
5850
5250 5850
5250 5850
5250 5850
5250 5850
5250 5850
5850 5250
5850 5250
5850 5250
5850 5250
5850 5250
500
500
89
|t vtt;= (t rtt =t;+ xt =t;+)
||t -= =|
=- =| |= |-v r=|+t +t
|= :- |t |-|| | r|,
-| || +|=|:=
t= + =| t= + =|
(=| = |=|)
(|--=- = |=|)
|tt:
1. r=|+t = -= = +|= -+-- =|= +t =| |;| =m+ |- |=250 |--|
2. - -|, =r| |- 130 |=-|{ = |= t+| r |=300 |--| | 200 |--|, 150 |--| + |;| =|r-
3.
0
= -= -= =| -|rt| |:m| -
4. |;| +|=|r= = =|:: r=|+ = |=| += r=|+ |:| =||
5. =|-m+ =|:|: (|= -| |= :) = |=| ||-, =-= =| | = |=| |:| | r| -=| = -|rt |-|t=
|;| m|-:t -| =+t |=|-m+ =| |+ t- r| := += =+ = --|| =||
6. =| ||- |--| - r
|=
|=:
|=
: |
-|
| |
-|
::+c ::+c
r=|+t =|
+=|t
==: |
r|= =
+| |t =|
=|
=
| |= |= : |= :
0
: | =|
0
-| =
,
+ |;|
= =+t
,
+ |;|
= =+t
,
+ |;|
= =+t
|x: +.z.1(t)
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
=| =|
=
5300
5300
5300
5300
5300
5300
5300
5300
5300
vcc
cc
</
</
90
:
0
=|
0
=|
0
40 40
Fig: 4.2.1(c)
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
12155 11555
5300
5300
5300
5300
5300
5300
5300
5300
5300
90
| t vt t;= (t rtt =t;+ tt =t;+)
||t -= =| =r| --| r: =t= r +|- r|,
-r| +t= -=|r =| =|+| r
t= + =| t= + =|
(=| = |=|)
(|--=- = |=|)
r=|+t =|
+=|t
==:| =
r|= =
+| |t =|
=| |= | - v
|tt :
1. r=|+t = -= = +|= -+-- =|= +t =| |;| =m+ |- |=250 |--|
2. - -|, =r| |- 100 |=-|{ = |= t+| r |=300 |--| | 200 |--|, 150 |--| + |;| =|r-
3.
0
=-= -= =| -|rt| |:m| -
4. |;| +|=|:= = =|:: r=|+ = |=| += r=|+ |:| =||
5. =|-m+ =|:|: (|= -| |= :) = |=| ||-, =-= =| | = |=| |:| | r| -=| = -|rt |-|t=
|;| m|-:t -| =+t |=|-m+ =| |+ t- r| := += =+ = --|| =||
6. =| ||- |--| - r
=|
=
| |= |= : |= :
0
: | =|
0
-| =
|=:
|=
: |
-|
-|
+ |;|
= =+t
,
+ |;|
= =+t
,
+ |;|
= =+t
,
+ |;|
= =+t
,
::+c
::+c
|x:+.z.1(xt)
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
vcc
cc
</
</
=| =|
=
91
:
0
=|
0
=|
0
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
9210 9810
Fig: 4.2.1(d)
91
40 40
+=-x txt ( xt =t;+) = |= 1 t = t | |t=
|

t
=

t

=

t
;

1

+
t

t
=

|
t

=
.
t
=

=
+
m
+

|
-

`
|
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t

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.

=

+
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|
t
|
=

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-
=

=
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m
+
(
:
)
=

|
-

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r

(
.
)
:
+

|
=

m
-
=

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=

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|

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=

:

:
|

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2
1
8
8

=

+
=
|
t

=

=
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+

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.
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|

|
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|
:
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:
|

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c
v
c

|
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:
|
|x: +.+.+()
92
92
2
8
0
Fig: 4.4.3(a)
6
0
5
2
9
0
1 tt =t | |t=t =t =t+ = |= t= +=-
=
t

|
t
v

`
-
|

=
|
`

+
t
=
+

+
+
=

-
+
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|

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|x: +.+.+(t)

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93
Fig: 4.4.3(b)
93

|
t

:
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=

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t

:
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=

|
{

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trx |t= =t |x= +=- =t t|+
| =
= |
:

|
t

|
t

|
t
0 |
|
=

t
|x:
=t
: |
+ = - + = |
94
|
=

t
Fig: 4.4.3(c)
F
I
S
H
P
L
A
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A
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L
I
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A
L
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94
= t =t; = t =
t
=
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=

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(
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v
)
95
Fig: 4.5.7.1(iii+iv)
L
W
R
/
C
W
R
95
WELDED RAILS ON BRIDGE
W
E
L
D
E
D

R
A
I
L
S

O
N

B
R
I
D
G
E

(
P
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R

T
O

P
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)
L
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C
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R

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N


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103
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....: == = |=|
....:
=|= I - |--|-c |--| =| =-|: =| t= +=|=t =|+|| `+|` =|: =| |:=r |- --: =t+|| `+`=|: =|
+=-+ =t+|| t= =| =:| |: |--=-| +: -| +| - =|+||
=|= II - `+` =| --: =t+ = |=| t= =t =| +|
|tt:
:. =|:| = :|+| |t :. |--| = -= r| |:| =||, t= + =| =||, -m- |
+|
, |
|
=- r|
.. + =| -+|| t+ = |=| t= =t =| +| =t
=|= II - `+` =|: =| --: =t+ = |=| t= =t =| +|
-|-: +t + -+|| t+ = |=| =t =| +| :m|-| r
+=-+| |- : -| |=m-= =| +| :m|-| r
+=-+| |- : -| |=m-= =| t= +=|=t +|=, |: +|- r|, = =| +| :m|-| r
-|-: - --: |=| | =|:
-|-: - =|: + a|t| --:: =|:
|-r
|
+|
-|
+
...
...
..... -|-= = |=| =|:
.....
+|
+|
|+= -|
=|
|x::.z.+, :.z.s
`+`
`+`
104
Fig: 7.2.4, 7.2.5
PLATE
PLATE
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104
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105
Fig: A.9 (a) SLEEPER SPACINGS UNDER 6.5 m BUFFER RAILS (BG)
105
~
~
~
~
~
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106
106
Fig: A.9(b)
SLEEPER SPACINGS UNDER 6.0 m BUFFER RAILS (MG)
~
~
~
~
~
~
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