Correction Slips Issued after the publication of the last
issue of the Journal

INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 (EDITION)

Advance Correction Slip No.63 dated 27.1.2000.
(Ref. Railway Board's letter No.98/CE-II/CS/1 dated 27.11.2000).

The following para be added at end of the existing para - 275(3) of IRPWM - 1986: -

The fixing of guard rail on concrete sleepers shall be done as shown in drawing No.RDSO/T-4088 to 4097 by proper tightening of rail screws. Provision of MS flats/tie bars for tying PRC sleepers together at ends is not required.

BACK

INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)


ADVANCE CORRECTION SLIP No. 64 Dated 05-01-2001
(Ref. Railway Board's letter No. 99/CE-I/LX/80dated 05.01.2001).


The para 901 of chapter IX of IRPWM - 1986 modified vide correction slip No.35 dated 19.08.99 be re-modified to read as under: -

901 General Location: As far as possible, new Level Crossings may not be located in busy station yards where heavy detention to the road traffic and other operational problems are likely to be encountered. If provision of Level Crossing is inescapable it may be located outside the outermost facing points. For Level Crossings already located within busy station yards affecting Railway operations and causing heavy detention to the road traffic, efforts should be made to replace them by Road Over/ Under Bridges as per extant rules or shift them outside the outer most facing points, especially during planning of gauge conversions, yard re-modelling and doublings and its operation from the cabin should be possible.

BACK

INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)

ADVANCE CORRECTION SLIP No. 65 Dated 01-03-2001
(Ref. Railway Board's letter No. NO.99/CE-II/TK/Misc. dated. 01.03.2001).

The existing para 309 of Indian Railways Permanent Way Manual be renumbered as 309 (B).

A new para 309(A) be added to read as under:

309 (A) Project report for track renewal works : Systematic and meticulous planning for various items of execution of track works is essential for achieving quality, economy and timely completion of works. For every sanctioned track work e.g. CTR, TSR, TRR, deep screening, bridge timber renewal, etc. a detailed project report should be prepared. The report should, inter alia, cover the following aspects:

i) Details of work - Pink book detail, scope of work, locational details, cost and estimate particulars etc.
   
ii)

Existing track structure - Inventory of existing track structure including the rails, sleepers, fittings, ballast quantity/deficiency in track, type, width of formation and other details should be taken as prescribed in P.Way diagram, details of level crossings, bridges, electrical fittings, curves, height of bank/cuttings, yards, sidings, etc.

   
iii)

Classification of track materials - During inventory of the existing track structure by foot by foot survey, identification, classification and colour marking of existing track materials as second hand and scrap would be done as provided in para 320 of the IRPWM. The classification should be approved by the competent authority. Action plan for stacking/storage and disposal of the released materials should be clearly indicated. Inventory of existing track material would normally be prepared jointly by the PWI of the section and the PWI(Spl) for the renewal.

   
iv)

Proposed track structure - The proposed P.Way diagram of the affected length should be prepared in the same format as done for the existing track structure and incorporated in the project report.

   
v)

Existing/proposed gradient profile - The levels of existing track should be taken at every 20 metres and a gradient diagram prepared. Introduction of vertical curves should be critically examined and the proposed profile of track shown in red line indicating the proposed grades. Lowering of track should be avoided. Precise lift of track at girder bridges should be worked out and a separate scheme developed for lifting of girders on each of the affected bridges. Similarly, the magnitude of lifting at level crossing should be worked out and indicated in the report. Care should be exercised to keep the road surface in one level on level crossings spanning to across multiple tracks. This may require regrading of adjacent lines too.

   
vi)

Realignment of curves - All curves should be measured afresh and slews worked out for realignment wherever necessary, keeping in the obligatory points in view.

   
vii)

Method of execution -The work should be executed "bottom upwards" i.e. sequence of execution of works will be in the following order-

  Formation > Ballast > Sleepers > Rails.
   
viii) Formation:
a)

Repair and widening of cess: The project report should indicate the requirement of and plan for widening of formation in both banks and cuttings wherever necessary. Provision of proper drains in cuttings should also be planned.

   
b)

Formation treatment: Areas needing formation rehabilitation should be identified and a study for possible solutions and method of execution of the rehabilitation scheme should form part of the project report.

   
ix)

Ballast - The requirement indicating bifurcation of cess supply and depot supply and the source and means of each should be spelt out clearly. Mode of providing ballast cushion i.e. deep screening or raising should be identified along with sketches of cross sections present and proposed. Sleeper renewal would normally not be started unless adequate arrangements for supply of ballast have been made.

   
x)

Transportation of P.Way materials - The mode of transportation for various track components and unloading of rails and sleepers in particular, at the work sites should be indicated in the project report.

   
xi)

Welding - The complete details of welding requirements, the arrangements need to be made for its execution whether departmentally or through contract should be clearly indicated in the report.

   
xii)

Renewal of turnouts, bridge timbers, etc. - The project report should cover the complete details of turnouts, bridge timbers, level crossings, etc. where renewal is to be carried out. Whether turnouts are to be laid manually or by mechanized means, should be clearly brought out indicating the arrangements made. The report should also include the mode and agency for overhauling and relaying and making up of road surface at the level crossings.

   
xiii)

Use of machines -The requirement of machines for renewal (if mechanized renewal is planned) deep screening (if mechanized deep screening is planned) and tamping/stabilizing and the duration for which the machines are required should be indicated. The machines that would be deployed should be identified and staff nominated. The planning for repair of machines at the works site, supply of fuel and other consumables should be planned. The requirement of additional lines in the existing yards for making base depot and arrangements made for the same should be indicated in the report

   
xiv)

Contracts - The contracts that are required to be entered into for various activities of works and the activities, which are to be done departmentally, should be spelt out. The planning for deployment of staff/supervisors for execution at various activities should be indicated.

   
xv)

Material Planning - The material requirement should indicate the materials to be arranged by the headquarters and by the Divisions. Against each material, the proper nomenclature and drawing number should be indicated. Rails, nos. and sizes (including lead rails, check rails etc.), sleepers (including specials), rail and sleeper fastenings, switches and crossings, level crossing and bridge sleepers and fittings, etc. should be fully covered. The consignee particulars and the destination, the mode of transport should also be indicated.

   
xvi)

Manpower Planning - The requirement of manpower including the officers, supervisors, artisan and other staff should be worked out with minute details. The arrangements made for camping of these officials and mobilization should be reflected in the report.

   
xvii)

LWR/CWR plans - For welding of rails into LWR/CWR, the LWR plan should be got approved by the competent authority well in advance. Such plan should form part of the project reports.

   
xviii)

Requirement of speed restrictions, traffic blocks and other material train - Planning for execution of track renewal works should be such that the time loss on account of speed restriction is minimal and is within the permissible limits. The report should indicate requirement of speed restrictions and traffic blocks together with durations. The corridor for blocks is required to be planned in consultation with the Operating Department and accordingly reflected in the report after obtaining the approval of DRM. Arrangements made for various types of wagons for transportation of ballast, sleepers, etc. together with requirement of locomotives should be indicated in the report in consultation with Sr.DOM and with the approval of DRM.

   
xix)

Monitoring mechanism - The list of all activities involved and the time estimation for each activity should be worked out. These activities should be sequenced and co-related in logical manner and network diagram prepared using CPM method. The critical activities should thus be identified. These should form part of the project report.

   
xx)

The detailed project report covering the various points as mentioned above should be prepared as soon as the approval of Board to include the works in FWP is conveyed to the railways. These reports should be submitted to headquarters for scrutiny and approval.

  BACK
 

INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)

Advance Correction Slip No. 66 Dated 30.3.2001
(Ref. Railway Board's letter No.2000/CE-II/PRA/1 dated 30.03.2001)

A new Para 914 (b) (v) be added to chapter IX of IRPWM to read as under:-


Check rails of level crossings are required to be removed for tamping operation, overhauling of level crossings, destressing of LWR or track renewal etc. Check rails should be re-fixed as quickly as possible and preferably before leaving site. Should a situation arise where check rails cannot be re-fixed for any reason and trains have to be passed, a speed restriction of 30 kmph should be imposed besides ensuring that road traffic is diverted till the check rails are put in place.

BACK
INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)


ADVANCE CORRECTION SLIP No. 67 Dated 24.4.2001
(Ref. Railway Board's letter no. 98/CE-II/TK/Misc./3 dated 24.04.2001)

 
The para 1408 of Chapter XIV to IRPWM be deleted and substituted with a new para 1408 as under :-
1408 Maintenance of concrete sleeper track
 
(1)  General
(a) Concrete sleeper track should be maintained by heavy on-duty track tampers.
 
(b)

An annual machine deployment programme shall be drawn by zonal railway and be circulated to the divisions before the beginning of the year.

 
(c)

For spot attention/slack picking, multi purpose tampers and off-track tampers shall be used. Where off-track tampers are not available, as an interim measure, the packing may be done with the help of crow bar/beater duly taking care that the concrete sleepers are not damaged.

 
(d)

Pre-tamping, during tamping and post-tamping attentions should be given to track as indicated in para 226. (For further details, Chapter 3 of Indian Railways Track Machine Manual may be referred to).

 
(2)  Annual Systematic Attention on PRC track
In addition to machine tamping, the gangs will carry out annual systematic attention to track from one end of gang beat to the other during work season. This will include -
(a) Examination of rails, sleepers and fastenings including measurement of toe load of ERCs.
 
(b) Inspection of and attention to insulated joints, switch expansion joints etc.
 
(c) Packing of approaches of bridges, level crossings, breathing lengths of LWRs and bad formation areas etc.
(d) Shallow screening of track..
 
(e) Through packing of tracks not maintained by machine, e.g. tracks not on PSC sleepers including all running lines of the yards and points and crossings in such running lines.
(f) Minor repairs to cess and bank.
 
(g) Boxing and dressing of ballast.
 
(h) Replacement of damage/missing rubber pads, liners and ERCs.
 
  (3) Annual Programme of maintenance of PRC track
 
The annual maintenance programme for machine maintained concrete sleeper track would be as under: -
Period Work
(a) Post monsoon attention:
(For six - seven months after end of monsoon)

Immediately after end of monsoon, attend to run down stretches in the entire gang length. Thereafter, the following schedule of work shall be followed :-

(i) Picking of slacks 1-2 days in a week.
(ii) Remaining days shall be allotted to:
(a) Annual systematic attention.
(b) Overhauling of level crossings.
(c) Destressing of LWRs.
(d) Spot renewals of rails, sleepers etc.
(e) De-weeding.
(f) Cold weather patrolling, etc.
(b) Pre-monsoon attention:
(For two months prior to onset of monsoon)
(i) Picking of slacks 1-2 days in a week.
(ii) Remaining days shall be allotted to:
(a) Cleaning and repairs to side and catch water drains and cleaning of water ways.
(b) Attention to yard drainage.
   
(c) Spot renewals of rails, sleepers etc.
   
(d) Shallow screening of specified lengths.
   
(e) Hot weather patrolling.
 
(c) Attention during monsoon:
(For 3-4 months)
(a) Picking of slacks as required
   
(b) Normal track maintenance of yard lines.
   
(c) Cleaning, removal of loose boulders from cuttings and tunnels to ensure free flow of water.
   
(d) Monsoon patrolling
   
(e) Maintenance of side and catch water drains.
   
(f) Repairs to cess and bank.
   
Note:  
   
(i) For maintenance schedule on LWR track, special instructions in the LWR Manual should, in addition, be followed.
 
(ii) Spot renewal of rails and sleepers shall be done as per requirement any time of the year.
   
(iii) Destressing of LWRs shall be done as per requirement and schedule to be prepared by the PWI, as per provisions of LWR Manual.
 
(iv) Main tamping, pre and post tamping works shall be done as per schedule of working of the tamper. PWI and AEN should be advised atlease one month in advance of the programme of the machine to enable them to complete pre-tamping operations.
   
(v) Lubrication of ERC's shall be done by Keyman throughout the year as per para 1411(5) (b) of the Manual.
(vi) Oiling and greasing and visual inspection of fish plated joints shall be done as per para 241 of the Manual.
BACK
  INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)

ADVANCE CORRECTION SLIP No. 68 Dated 25.4.2001

The Annexure 2/3 to para 206 of IRPWM be replaced with the Annexure 2/3 enclosed.

The new paras as indicated below be added to the existing para 206 of IRPWM - 1986:-
   
(4)

Maintenance attention given to the signalled loop lines and turnouts should be recorded on the chart.

   
(5)

Whenever the gang equipments are checked by PWIs, the same should be recorded in gang chart against the date on which such inspection is done. Inspecting officials should initial against the date on the chart and also make suitable entries in gang diary.

   
(6)

Six months after the end of each year, the gang charts will be collected by the PWIs and maintained as record. Thus, for the overlapping period of six months, the gang will have two gang charts with them. A six months record will therefore always be available with the gang for reference. Normally, this record should be kept for atleast five years. When a particular kilometre or section is under special observation, the record may be maintained for a longer period at the discretion of P.Way officials.

BACK

INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)

ADVANCE CORRECTION SLIP No. 69 Dated 23.05.2001

A new para no. 826 be added to Chapter VIII of the IRPWM, 1986 to read as under:

826 Safe working of contractors - A large number of men and machinery are deployed by the contractors for track renewals, gauge conversions, doublings, bridge rebuilding etc. It is therefore essential that adequate safety measures are taken for safety of the trains as well as the work force. The following measures should invariably be adopted:

i) The contractor shall not start any work without the presence of railway supervisor at site.
   
ii)

Wherever the road vehicles and/or machinery are required to work in the close vicinity of railway line, the work shall be so carried out that there is no infringement to the railway's schedule of dimensions. For this purpose the area where road vehicles and/or machinery are required to ply, shall be demarcated and acknowledged by the contractor. Special care shall be taken for turning/reversal of road vehicles/machinery without infringing the running track. Barricading shall be provided wherever justified and feasible as per site conditions.

   
iii)

The look out and whistle caution orders shall be issued to the trains and speed restrictions imposed where considered necessary. Suitable flagmen/detonators shall be provided where necessary for protection of trains.

   
iv)

The supervisor/workmen should be counseled about safety measures. A competency certificate to the contractor's supervisor as per proforma annexed shall be issued by AEN which will be valid only for the work for which it has been issued.

   
v)

The unloaded ballast/rails/sleepers/other P.Way materials after unloading along track should be kept clear off moving dimensions and stacked as per the specified heights and distance from the running track.

   
vi) Supplementary site specific instructions, wherever considered necessary, shall be issued by the Engineer in Charge.
 
Annexure to para -826

COMPETENCY CERTIFICATE

 

Certified that shri _____________________P.way supervisor of M/s. _________________________ has been examined regarding P.Way working on ____________________work. His knowledge has been found satisfactory and he is capable of supervising the work safely.

BACK
  INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
  ADVANCE CORRECTION SLIP No. 70 Dated 24.05.2001
(Ref. Railway Board's letter No. 98/CE-II/CS/2 dated 24.05.2001)
  Note (1) to para 204 be modified to read as under:
 

Scattered renewals, creep adjustments and earth work repairs should be done as necessary.

Para 245 (e) be modified to read as under:

(e)

While doing casual/scattered renewals, priority should be given in replacing unserviceable joint sleepers and unserviceable consecutive sleepers. Through sleeper renewals should be carried out in continuous stretches and released sleepers after reconditioning should be used for scattered renewals. New sleepers should not be used in sidings. If the percentage of unserviceable sleepers becomes high, speed restrictions may have to be imposed.

   
  The following be added to para 301(1):
   
(8) Scattered Renewal
   
  The existing sub para 301(3) be renumbered as 301(4) and modified to read as under:
   
(4)

Casual Renewal: In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage or new track components. These are carried out in isolated locations of continuous but small stretches. Such renewals are not a part of normal maintenance operations and cannot be covered under scattered renewals.

A new para 301(3) be added to read as under:
   
(3)

Scattered Renewal: In this case, unserviceable rails, sleepers and fastenings are replaced by identical sections of serviceable and nearly the same vintage track components. These are carried out in isolated locations and not more than 10 rails and / or 250 sleepers in a gang beat in a year. Such renewals are a part of normal maintenance operations.

Note (I) Annexure - DTM/1 be modified to read as under:
 
Scattered renewals, creep adjustments and earth work repairs should be done as necessary.

The following line be added at end of the existing para- 252 (2) of IRPWM - 1986:-

Such an inspection on the important girder bridges and their approaches should be done twice a year.

BACK

INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (REPRINTED 1999)
ADVANCE CORRECTION SLIP No. 71Dated 17.07.2001
 
The existing para - 283(C) of Indian Railways Permanent Way Manual be replaced with the following :-

(C) No part of a tree shall be nearer than 4 metres from the nearest live conductor.Any tree or branches likely to fall on live conductors should be cut or trimmed periodically to maintain this clearance.Cutting or trimming should be done by authorised O.H.E staff .

BACK
INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
ADVANCE CORRECTION SLIP No. 72 Dated 07.08.2001
The existing para - 1411 (5) (b) of Indian Railways Permanent Way Manual be replaced to read as under :-
 

(b) In Service Maintenance : Lubrication of ERCs in track should normally be carried out be keyman in a systematic manner from one end to other at the rate of 20 sleepers (80 ERC) per day. This work should not be carried out during extreme of summer and heavy rainfall. Grease graphite to the specification IS-408-1981 Gr. O should be used for this purpose. At a time, keyman should not remove ERCs on more than one sleeper. If for any reason mass lubrication of ERCs is taken up then between any two sleepers taken up for lubrication of ERCs at the same time, at least 15 sleepers shall be kept intact. The ERCs should be cleaned by wier brush and emery paper. The eye of the insert shall also be cleaned by suitable brush. After cleaning, grease graphite shall be applied to the inside surface of eye of insert and leg of ERC. Inside/Outside ERCs should be interchanged and fixed again. The lubrication of ERCs and inserts at the time of initial laying should preferably be done in base depot and thereafter should be done once in a year in corrosion prone areas and platform lines and once in two years in other areas.

 BACK
INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
ADVANCE CORRECTION SLIP No. 73 Dated 02.11.2001
The existing para - 170 (6) of Indian Railways Permanent Way Manual may be modified to read as under :-
(6)  Where the beat of a Keyman consists of PRC sleepers, apart from his round of the beat, the keyman should also carry out in a systematic manner from one end greasing of the ERC and eyes of inserts at the rate of 20 sleepers per day. Greasing shall be done as per the procedures laid down in para 1411 (5) (b) of IRPWM.
 BACK
INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
ADVANCE CORRECTION SLIP No. 74 Dated 26.11.2001
The existing para - 277 of Indian Railways Permanent Way Manual be replaced to read as under :-
(a)

For all Bridges :

   
(1) On the bridge approaches, sleepers with arrangement for fixing guard rails should be provided for provision of guard rails as per para 275 above.
   
(2) Full complement of track fittings at bridge approaches up to 100 meters should be provided to maintain required track geometry and effort should be made to immediately recoup deficiency noticed, if any.
   
(3) Rail level of track in approaches of bridges should be maintained, as per provision of IRPWM - 1986 under respective para and dips in rail level immediately after abutments should be avoided. The alignment and super elevation in case of curved track should also be maintained as per provisions of IRPWM - 1986 under respective para.
   
(4)

Rail joints should be avoided within three meters of a bridge abutment.

(5) In case of LWR track, full ballast section as specified in LWR Manual should be provided up to 10 meters from the abutment.
   
(6)

Switch expansion joints should be provided at the bridge approaches in LWR/CWR track as per provisions of LWR manual.

(b) For important and major bridges :-
In addition to para (a) above, following should also be provided.

 

(1) In case of CST-9 or wooden sleeper track, concrete/steel trough sleepers with elastic fastenings should be provided up to 100m/upto full breathing length wherever LWR is provided in approach of bridge.

 

(2) On the bridge approaches, for a length of about 100 meters, width of cess should be 90cm. clear of full ballast section to maintain ballast profile. For maintaining ballast section, suitable ballast retaining arrangement should also be provided.
   BACK
  INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
  ADVANCE CORRECTION SLIP No. 75 Dated 05.03.2002
  The first line of para 913 (a) and (b) of IRPWM -1986 together with Annexure - 9/3 (3) be replaced with the following :
   
  913 (a)    On double line, if both the lines are obstructed during the day, he shall plant a red banner flag at a distance of 5 metres from the end of the check rails on the line on which a train in expected to arrive first, then plant another red banner flag on the other side at the site of obstruction.
   
  913 (b)    On single line, if  the line is obstructed during the day, he shall plant a red banner flag at a distance of 5 metres from the end of the check rails, towards the direction from which a train in expected to arrive first, then plant another banner flag towards the opposite direction at the site of obstruction.
   
  INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
  ADVANCE CORRECTION SLIP No. 76 Dated 16.05.2002
  The existing para 410 (3) of the Railways permanent way manual may be modified to read as under :
   
  (3) Speed over interlocked turn-outs - (a) Speed in excess of 15 kmph maybe be permitted for straights of interlocked turnouts only under approved special instructions in terms GR .4.10/1976
   
  (b) In the case of 1 in 8-1/2, 1 in 12 and flatter turnouts provided with curved switched , higher speeds as permitted under approved special instructions may be allowed on the turnout side, provided the turn-in curve is of standard suitable for such higher speeds. Extra shoulder width of ballast of 150 mm should be provided on the outside of such turn-in curves. When these conditions are satisfied, the speeds indicated below may be permitted on turnouts provided with curved switches. While permitting speed beyond 15 kmph, provisions of para 410(4) may also be kept in view .
   
 
S.No. Type of Turnout (B.G) Permissible Speed
1. 1:8:5 curved switch 52/60 kg. on PSC sleepers 15 kmph
2. 1:8:5 symmetrical split with curved switch 52/60 kg. on PSC sleepers 30 kmph
3. 1:12 curved switch 52/60 kg. on PSC sleepers 30 kmph
   
  (c) The permissible speed on turn-outs taking off in the inside of the curve should be determined by taking into considerations the resultant radius of the lead curve which will be sharper than the lead curve for the turn outs taking off from the straight. 1 in 8-1/2 turns-outs should not be laid on inside of curves.
   
  A new para 410 (4) be added to read as under :-
  410 (4) Upgradation of speeds on turn -outs should cover a number of contiguous stations at a time. Before upgrading the speeds on the turn-out beyond 15 km/h , the track structure of loop lines be strengthened as prescribed.
  BACK
   
  INDIAN RAILWAYS PERMANENT WAY MANUAL
  LIST OF ADVANCED CORRECTION SLIPS ISSUED SINCE OCTOBER 2001 ISSUE OF THIS JOURNAL
  The following correction slip have been issued since the last issue (October 2001) of the Journal.
   
 
ACS No. Para (s) affected File No. Date of AC slip Brief subject.
77 248 & 322 No.Track/21/93/0503/7 12.8.2002 Track structure for different categories of track.
77 1408 No.98/Track-III/TK/17/Vol.II 9.9.2002 Picking up of slacks
   
  INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
  Advance Correction Slip No. 77 Dated 12.8.2002
(Ref. Railway Board’s letter No. Track/21/93/0503/7 dated 12.08.2002)
  Sub: Advance Correction Slip No.77 to the Indian Railways Permanent Way Manual – 1986.
   
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No.77 dated 12.8.2002, to relevant para of the IRPWM, be made.
  Receipt of this letter may please be acknowledged.
   
  The para 248(2) (a) be replaced with the following :
   
  (a) Broad Gauge – The following minimum rail sections are recommended based on the speeds obtainable and the traffic conditions :
   
 
ROUTES
Traffic density in GMT A B C D. Spl D E.Spl E
More than 20 60 kg 60 kg 60 kg 60 kg 60 kg 60 kg 60 kg
10-20 60 kg 60 kg 60 kg 60 kg 52/90 60kg 52/90
5-10 60 kg 52/90 52/90 52/90 52/90 52/90 52/90
Under 5 52/90 52/90 52/90 52/90 or 60kg (SH) 52/90 or 60kg (SH) 52/90 or 60kg (SH) 52/90 or 60kg (SH)
Loop Line 52 kg IRS T –12 second quality rails or 52 kg (SH)
Pvt Sidings For sidings with operating speed more than 80 kmph and upto 100 kmph Track structure specified for D route.
For sidings with operating speed more than 50 kmph and upto 80 kmph Track structure specified for E route.
Where BOX’N or 22.1 tonne axle wagon ply or operating speeds on sidings exceed 30 and are going upto 50 kmph 52 kg IRS T-12 second quality rails or 52 kg (SH)
For other sidings with operating speed upto 30 kmph. 52 kg IRS –T-12 third quality rails also called ‘Industrial use rails’ or 52 kg (SH).
  Note : 52/90 represents 52 kg /90 UTS rail section.
  (i) Existing 90 R rails may be allowed to remain for speeds not exceeding 110 kmph.
   
  (ii) On routes identified for running of 22.1 Tonne axle load wagons, 60-kg rails shall be used on all routes.
   
  (iii) Head hardened rails should be used on (a) Local lines where dedicated EMU stock is running. (b) Ghat section with gradients steeper than 1 in 150 and/or curves sharper than 2 degree, (c) Locations where due to grades, curves, traffic density and type of stock, the rate of wear of rails is such as to necessitate rail renewal, on wear considerations, at a frequency of 10 years or so. (d) Routes where predominantly captive rolling stock is moving in close circuit movement, particularly with heavy mineral traffic. (e) The Illf rails should be laid on continuous and long stretches.
   
 

(iv) *Second hand 52 kg rails may be used on case-to-case basis, with the prior approval of Railway Board, depending upon quality of released rails available.

The existing para. - 322 of Indian Railways Permanent Way Manual be replaced to read as under:-

   
  322. Identification of different qualities or rails in the Field -
   
  (1) First Quality Rails (T -12) - Indian Railways specification IRS - T -12/96 gives the detailed specification of Flat Bottom Rails 60 kg. and 52 kg. of grade 880 MFa, 1000 MFa and 1080 MFa. 52 kg./m and 60 kg./m rails shall be classified as Class' A' and Class 'B' rails based on tolerance in End Straightness. The rails shall have rolled on it, the rail section, the Grade of steel, identification marks of the manufacturer, month and last two digits of the year of the manufacture, process of steel making and direction of rolling of rail.
   
  (2) Second Quality Rails - These are rails with relaxation in sectional tolerance as provided in Amendment to IRS- T -12/96 but other wise conforming to T-12/96 in all other respects. The identification of such rails will be one hole of 6 mm ilia, champhered at both ends, drilled at the center length of the rail and at the middle of the web. These rails shall be used only on loop lines/sidings with speed restriction of 50 kmph. These rails shall be painted with orange colour on both sides of the web for a distance of 1 metre from each end, for easy identification.
   
  (3) Third Quality Rails - In addition to above two qualities, third quality rails supplied by Steel Plants are arising, particularly during the inspection of rails while producing first quality rails as per IRS- T -12 specification. There is no deviation in chemical composition or mechanical property in 'Industrial Use' rails from that of IRS-T-12. The deviations exist only in tolerance in surface defects, dimensions and straightness. These can be used in industrial sidings where speeds are limited to 30 km p.h in B.G. and 2S km.p.h in M.G.
   
  The identification of such rails will be one hole of 12m dia., champhered at both ends, drilled at the center length of the rail and at the middle of the web. A marking “I.U.” in 18 mm, size shall be stamped on both end faces of rail. The third quality rail shall be painted with white paint on end face of the flange and on both sides of flange for a distance of 500 mm, from each end for identification.
  BACK
   
  Advance Correction Slip No. 78 Dated 9.9.2002
(Ref. Railway Board’s letter No.98/Track-III/TK/17 Vol.II dated 9.9.2002)
   
  Sub: Advance Correction Slip No.78 to the Indian Railways Permanent Way Manual – 1986.
   
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No.78 dated 9.9.2002, to relevant para of the IRPWM, be made.
  Receipt of this letter may please be acknowledged.
   
  Correction Slip No.78 dated 9.9.2002
   
  The para 1408(1) (c ) of the Advance Correction Slip No.67 dated 24.4.2001 of Indian Railway Permanent Way Manual – 1986, be substituted as under: -

1408(1) (c ) – For spot attention / slack picking, multi-purpose Tampers and Off-track Tampers shall be used as a regular measure on Concrete Sleepers Track, in the following areas of application:

i) Picking up slacks in isolated stretches.
ii) Points and Crossings areas.
iii) Approaches to bridges and level crossings.
iv) Buffer rail joints /switch expansion joints in LWR section.
v) Block insulated joints /glued joints in track circuited stretches.

For off-track tampers, the working instructins, issued by Railway Board/RDSO as amended from time to time, should be followed.

As an interim measure, where off-track tampers are not available, the packing may be done with the help of Crow bar/Beater, duly taking care that the concrete sleepers are not damaged.

  BACK
   
  INDIAN RAILWAYS PERMANENT WAY MANUAL
1986 - (EDITION)
  Advance Correction Slip No. 79 Dated 10.10.2002
(Ref. Railway Board’s letter No.97/CE-II/TK/8 dated 10.10.2002)
   
  Sub: Advance Correction Slip No. 79 to the Indian Railways Permanent Way Manual - 1986 para-283.
   
  Ministry of Railways (Railway Board) have decided that correction/addition in the enclosed Advance Correction Slip No. 79 dated 10.10.2002 in supersession of Advance Correction Slip No.71 dated 17.7.2001 Para- 283(2) (c) of IRPWM -1986 be replaced.
   
  Correction Slip No.79 dated 10.10.2002
   
  The following may be replaced in supersession of Advance Correction Slip No.71
dated 17.7.2.002 Para 283 (2) (c) of IRPWM:. 1986 to read as under:-
   
  (c) "No part of the tree shall be nearer than 4 mts from the nearest live conductor. Any tree or branches likely to fall on the live conductor should be cut or trimmed periodically to maintain the safety clearances. The responsibility for wholesale cutting of the trees, i.e. cutting of tree trunks, will rest with the Engineering Department. In the electrified territories, however, the cutting of the trees shall be done by the Engineering, Department in the presence of authorized TrD staff to ensure safety and satisfactory completion of the work. The day-to-day trimming of the tree branches, wherever required, to maintain the 4 m safety clearances from OHE shall be done by the authorized TrD staff and Supervisors.

In case of dispute, the decision whether to cut or trim a tree, shall be taken through a joint inspection of Engineering and Electrical officials.

The modalities to be adopted for cutting/trimming of the trees i.e. contractually or departmentally, may be decided by the respective departments based on local conditions. Accountal and disposal of trees cut wholesale will be done by the, Engg. Deptt. while the disposal of the trimmed tree branches will be the responsibility of the TrD Department. The expenditure for cutting/trimming of trees to maintain safe clearance for OHE, shall be debited to revenue grant of' TrD Department."
  BACK

   
  Advance Correction Slip No. 80 Dated 2.12.2002
(Ref. Railway Board’s letter No.98/CE-II/CS/2 dated 2.12.2002)
   
  Sub: Advance Correction Slip No, 80 to the Indian Railways Permanent Way Manual - 1986 para-264.
   
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in enclosed Advance Correction Slip No, 80 dated 02.12.2002, to relevant para of the IRPWM, be made.
   
  Correction Slip No.80 dated 2.12.2002
   
  New para may be inserted as 264 (4) and 264(5) of the IRPWM – 1986 as mentioned below:

Para 264 (4) – In new line construction, ballast requirements will be assessed as
per the profile (to be adopted) given in para 263 (I).

Para 264 (5) – The quantities assessed vide sub-para in (2), (3) and (4) above will be the net quantities of ballast required, to recoup the deficiencies or to provide required profile/section. The above net quantities may be enhanced suitably (say 8%) to arrive at gross quantities of ballast for the purpose of procurement action in case measurements are proposed to be taken in stacks or in wagons at originating station.

  BACK

   
  Advance Correction Slip No. 81 Dated 3.12.2002
(Ref. Railway Board’s letter No.2002/CE-II/PRA/7 dated 3.12.2002)
   
  Sub: Advance Correction Slip No. 81 to the Indian Railways Permanent Way Manual -1986 para-914.
   
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 81 dated 03.12.2002, to relevant para of the IRPWM, be made.
   
  Correction Slip No.81 Dated 03.12.2002:
   
 

The existing Para 914 (b) (v) of Indian Railways Permanent Way Manual be modified to read as under:


(v) - Check rails of level crossings are required to be removed for tamping" operations, overhauling of level crossings, distressing of LWR or track renewals etc. Check rails should be refixed as quickly as possible and preferably before leaving site.

Should a situation arise where check rails cannot be refixed for any reason and trains have to be passed, a speed restriction of 30 kmph should be imposed besides ensuring that road traffic is diverted till the check rails are, put in place. In case such diversion is not possible, temporary arrangements should be made for passage of road traffic till the check rails are put in place. However, in both these cases, the check rails should necessarily be provided latest by close of next day. In such cases, a stationary watchman shall be posted to ensure safety.

  BACK

 

Advanced Correction Slip No.82 Dated 02..2003:
(Ref. Railway Board’s letter No. 98/CE-II/TK/2 Pt. dated 2.2003)

 



  Sub: Advance Correction Slip No. 82 to the Indian Railways Permanent Way Manual -1986 para–1122(4).
 
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 82 dated .2.2003, to relevant para of the IRPWM, be made.
 
Correction Slip No.82 Dated 02..2003:

 
  The existing para 1122 (4) (iii) of Indian Railways Permanent Way Manual be modified to read as under:
 
 
The rail dolley shall be protected by a flagman at a distance of 1200 metre on Broad Gauge and 800 metre on MG/NG from the rail dolley, on a double line in the direction from which trains may approach, and by two flagmen one on either direction on single line. The flagmen shall also carry three detonators for use in any emergency.
  BACK



 
Advance Correction Slip No. 83 Dated 25.02.2003
(Ref. Railway Board’s letter No. 91/Track-III/TM/26 Vol.III dated 25.2..2003)

 
  Sub: Advance Correction Slip No. 83 to the Indian Railways Permanent Way Manual -1986 para–606.
 
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 83 dated 25.2.2003, to relevant para of the IRPWM, be made.
 
  ADVANCE CORRECTION SLIP No. 83 Dated 25.2.2003
 
  The existing para 606 of Indian Railways Permanent Way Manual be modified to read as under:
 
  606. Frequency of Track Recording - Track geometry monitoring of Metre Gauge routes is not to be done by track recording car. The Broad Gauge routes should be monitored by TRC as per the following frequencies (except for the routes where track recording is to be dispensed with) :-
 
i)
Routes with existing speeds above 130 kmph
-
Once in 2 months
ii) Routes with existing speeds above 110 kmph and upto 130 kmph.
-
Once in 3 months
iii) Other Group ‘A’ and ‘B’ routes
-
Once in 4 months
iv) Group ‘C’, ‘D’ and ‘D Spl.’ routes
-
Once in 6 months
v) Group ‘E’ and ‘E Spl.’ routes
-
Once in 12 months
 
 
 
 
Advance Correction Slip No.84 Dated 8.5.2003
(REF. RAILWAY BOARD’S LETTER NO.98/CE-II/TK/MISC./3 DATED 8.5.2003)
 
  Sub: Advance Correction Slip No.84 to the Indian Railways Permanent Way Manual - 1986 para-170& 1411
.
 
  ADVANCE CORREC'I10N SLIP No. 84 Dated 08.5.2003
 
  The existing para 170 (6) of Indian Railways Permanent Way Manual may be replaced as under:

170 (6) (a) - Where the beat of keyman does not consist of PRC sleepers - The Keyman should ensure that, in addition to his normal duty of inspection and tightening of fittings, he proceeds in a systematic manner from one end and he must ensure that keys and fittings in at least 3 T.P. lengths are made perfect every day, with a view to complete the beat in a month.

170 (6) (b) - Where the beat of a keyman consists of PRC sleepers - The Keyman should ensure that, in addition to his normal duty of inspection and tightening of fittings, he should also carry out in a systematic manner from one end, greasing of the ERC and eyes of inserts at the rate of 20 sleepers per day. Greasing shall be done as per the procedure laid down in para 1411 (5) (b) of IRPWM.

170 (6) (c) - Where the beat of a Keyman consists ofPRC as well as other types of sleepers, the work at ( a) and (b) above, shall be done in respective lengths.

Existing para 1411 (5) (b) may be replaced as under:

(b) Lubrication of ERCs - Grease Graphite to the specification 15-408- 1981 Gr. O should be used for this purpose. This work should not be carried out during extreme of summer and heavy rainfall. At a time ERCs should not be removed from more than one sleeper. If for any reasons mass lubrication of ERCs is taken up, at least 15 sleepers shall be kept intact between any two sleepers taken up for lubrication of ERCs at the same time. The ERCs should be cleaned by wire brush and emery paper. The eye of the insert shall also be cleaned by suitable brush. After cleaning., grease graphite shall be applied to the inside surface of eye of insert and leg of ERC. Inside/Outside ERCs should be interchanged and fixed again.

A new para 1411 (5) (c) be added to read as under:

(c) The lubrication of ERCs and insert at the time of initial laying should be done 100% and thereafter should be done once in a year in corrosion prone areas & platform lines and once in two years in other areas.

 
 
 
 
ADVANCE CORRECTION SLIP NO.85 DATED 13.5.2003
(REF. RAILWAY BOARD’S LETTER NO.2002/CE-II/PRA/9 Pt. (CRS) DATED 13.5.2003)
 
  Sub: Advance Correction Slip No.85 to the Indian Railways Permanent Way Manual -1986 para-256.
 
  Ministry of Railways (Railway Board) have decided that correction/addition 0 indicated in the enclosed Advance Correction Slip No. 85 dated 13.5.2003, to relevant para of the IRPWM, be made.
 
  ADVANCE CORRECTION SLIP No. 85 Dated 13.5.2003
 
  The existing para 256 (1) of Indian Railways Permanent Way Manual may be replaced as under:
 
  (1) (a) Permanent closure in running lines should not be less than 5.5 metre in length. However, for locations such as 500 metre length on both side approaches of tunnels, tunnel proper, major and important bridges including bridge proper, deep cuttings and high embankments, the stipulations of para 1 (b) below shall apply.

(1) (b) Permanent closure in running lines, on locations specified in para 1 (a) above, should not be less than 11 metre in length, between two adjoining fish plates.

The closure rails existing in track which are less than 11 metre, should be welded at least at one joint on either side to make the minimum rail length of 11 metre between two adjoining fish plated joints. Till such time this welding is done and the length of at least 11 metre is achieved, speed restriction of 30 kmph shall be imposed.

 
  BACK
 
ADVANCE CORRECTION SLIP NO.86 DATED 7.7.2003
 
  The existing para 507 (1) of Indian Railways Permanent Way Manual may be replaced as under:
 
  Para 507 Condition of laying : (1) Alignment – SWR shall not be laid on curves sharper that 500 meters radius in both Board Gauge and Metre Gauge. However, on PSC sleepers, SWR may be laid on curves with radius not less than 440 meters.
 
  BACK
 
ADVANCE CORRECTION SLIP NO.87 DATED 25.7.2003
(Ref. Railway Board’s letter No.98/CE-II/TK/Misc./3 dated 25.07.2003)
 
  Ministry of Railways (Railway Board) have decided that correction / addition as indicated in the enclosed Advance Correction Slip No.87 dated 25.7.2003, to relevant para of the IRPWM, be made.
  The existing para 170(6) of Indian Railways Permanent Way Manual may be replaced as under:
 
  170(6) (a) - Where the beat of a keyman consists of PRC sleepers - The Keyman should ensure that, in addition to his normal duty of inspection and tightening of fittings, he should also carry out in a systematic manner from one end, greasing of the ERC and eyes of inserts at the rate of 20 sleepers per day. Greasing shall be done as per the procedure laid down in para 1411 (5) (b) of IRPWM.
170 (6) (b) - Where the beat of a Keyman consists of PRC as well as other types of sleepers, SE(P.Way) should make roster of keyman on monthly basis in the proportion of the beat, so that work mentioned in para 170(5) and 170 (6) (a) are completed in respective length. On any particular day however, he will do duties either as per 170(5) or 170(6) (a) only.
 
  BACK
 
ADVANCE CORRECTION SLIP NO.88 DATED 15.9.2003
(Ref. Railway Board's letter No.99/CE-II/TK/Misc. dated 15.09.2003)
 
  Ministry of Railways (Railway Board) have decided that correction / addition as indicated in the enclosed Advance Correction Slip No.88 dated 15.9.2003, to relevant para of the IRPWM, be made.
  The existing para 250(2) (a) of Indian Railways Permanent Way Manual may be modified to read as under:
 
  250 Rail Maintenance to Reduce Rail Deterioration
(2) Prevention of corrosion (anti corrosive measures) -(a) Anti corrosive painting
i) Anti Corrosive painting of rails should be carried out in locations which are prone to corrosion.
ii) While carrying out renewals in these areas, anti-corrosive treatment should be given before the rails are laid in the track. The rust is removed and scales are loosened by wire brushing / scraping. Thereafter rails are painted with. One coat of red oxide zinc chromate primer to IS:2074.
Two coats of Bituminous Emulsion to IRS-P-30-1996 to a dry film thickness of 350 microns (each coast to a minimum thickness of 175 microns)
iii) In the case of rails that are already laid in track and subject to corrosion the rails should be given the treatment in the track itself. The rust and scales are first removed by wire brushes and thereafter painted with -
One coat of red oxide zinc chromate primer to IS:2074
Two coats of Bituminous Emulsion to IRS-P-30-1996 to a dry film thickness of 350 microns (each coat to a minimum thickness of 175 microns).
 
  BACK
 
ADVANCE CORRECTION SLIP NO.89 DATED 19.9.2003
(Ref. Railway Board's letter No.98/CE-II/CS/2 dated 19.09.2003)
 
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No.89 dated 19.9.2003, to relevant para of the IRPWM, be made. The RDSO circular No.CE-P1-May, 2003, referred in this correction slip is being circulated by ED/GE/RDSO/Lucknow separately.
  The existing para 211(1) (v) of Indian Railways Permanent Way Manual may be modified to read as under:
 
  Para 211(1) (v) - The permanent way track diagram of the railway line showing the type of track and fittings when laid, type of ballast, type of formulation with classification of soil (to be carried out as per RDSO's circular No.CE-P1-May 2003), blanket thickness, type of formation trouble (if any ) and indication of how the railway boundary is demarcated. Change points in the track diagram shall be indicated correct to the nearest meter (details as in Annexure 2/4).
  BACK
 
ADVANCE CORRECTION SLIP NO.90 DATED 23.12.2003 of Para (421)
 
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 90 dated 23.12.2003, to relevant para of the IRPWM, be made.
  The existing para 421 of Indian Railways Permanent Way Manual may be modified to read as under:
 
  Para 421 - Criteria for realignment of a curve:

(1) When as a result of inspection by trolley or from the foot plate of locomotive or by carriage or as a result of Track Recording carried out, the running on a curve is found to be unsatisfactory the curve should be realigned.

(2) The running over a curve depends not only on the difference between the actual versine and the designed versine but also on the station-to-station variation of ihe c"" actual versine values. This is because it is the station to station variation of versine which determines the rate of change of lateral acceleration, on which depends the riding comfort.

Service limit for station to station versine variation for 3 speed group viz. 120 Km/h and above, below 120 Km./h and upto 80 Km/h and below 80 Km/h and upto 50 Km/h, should be considered as tabulated below:

Speed Range Limits of station to station Variation (mm)
20 Kmph and above 10 mm or 25% of the average versine on circular curve whichever is more
Below 120 Km-ph and upto 80 15 mm or 25% of the average versine on circular curve whichever is more
Below 80 Kmph and upto 50 kmph 40 mm or 25% of the average versine on circular curve whichever is more

In case exceedence of the above limit is observed during an inspection.. local adjustments may be resorted to in cases where the variation of versines between adjacent stations is only at few isolated locations, at the earliest possible. If more than 20% of the stations are having versine variation above the limits prescribed, complete realignment of the curve should be planned within a month.

  BACK
 
ADVANCE CORRECTION SLIP NO.91 to the Indian Railways Permanent Way Manual -1986 Para - 252(3)
 
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 91 dated 20.01.2004, to relevant para of the IRPWM, be made.
  The existing para 252(3) along with annexure 2/9 of Indian Railways Permanent Way Manual, 1986 may be deleted and substituted with the following:
 
  Para 252 (3) - Ultrasonic testing of rails is specialized activity and the inspectors carrying out the ultrasonic testing of rails shall be trained by RDSO, in the technique of USFD testing. Each zonal railway shall create adequate number of ex-cadre posts of inspectors to ensure that entire track length in their jurisdiction is ultrasonically tested at the laid down periodicity. Detailed instructions for ultrasonic testing of rails and welds are contained in the Manual for Ultrasonic Testing of Rails and Welds, August, 1998, which along with its correction slips may be referred to as Annexure to this Manual.. It is very important that instructions contained therein are carefully studied by the Permanent Way Officials connected with the laying and maintenance of track".
  BACK
 
ADVANCE CORRECTION SLIP NO.92 to the Indian Railways Permanent Way Manual - 1986, Para - 302(I)(e)
 
  Ministry of Railways (Railway Board) have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 92 dated 04.02.2004, to relevant para of the IRPWM, be made.
  The existing para 302 (1) (e) may be renumbered as para 302 (1) (f) para - 302 (1) (e) be read as under:
 
  Para-302 (1) (e) - The service life in terms of total GMT of traffic carried for considering through rail renewal on the bridge proper and in approaches (upto 100 m on either side) for all the important brides and such of the major bridges where: height of bank is in excess of 4.0 m, all tunnels and their approaches (upto 100 m on either side) shall be half of the GMT specified in para 302 (1) (d) above. The released P.way material shall be dealt with in accordance with para 320 of IRPWM.
  BACK
 
Addendum/Corrigendum of the advance correction slip Nos. 32.44 & 70 issued to IRPWM - 1986
 
  Ministry of Railway (Railway Board) have decided that addendum/corrigendum on the discrepancies detected in the above mentioned advance correction slips issued from Board as indicated in the enclosed Advance Correction Slip No.93 dated 05.3.04, to relevant para of the IRPWM-1986 be made.
  The following correction may be made in advance correction slip nos.32, 44 & 70 issued from Board to IRPWM - 1986:
 
  Corrigendum to advance correction slip No.32 dated 4.8.1999:-

The existing para 320 (3) (5) Annexure 3/1 and para 320 (3) (8) Annexure 3/2 to be renumbered as Annexure 3/2 and 3/3 in place of Annexure 3/1 and 3/2 respectively.

Corrigendum to advance correction slip No.44 dated 10.2.2000:-

The first line of advance correction slip No.44 - The existing para 919 be replaced with following should be replaced with "the existing para 919 (1) be replaced with the following" respectively.

Corrigendum to advance correction slip No.70 dated 24.5.2001:-

The existing Note (1) Annexure -DTM/I regarding "scattered renewals, creep adjustments and earth work repairs should be done as necessary" is deleted.

  BACK
 
ADVANCE CORRECTION SLIP NO.94 to the Indian Railways Permanent Way Manual -1986 Para - 410
 
  Ministry of Railways (Railway 'Board) ,have decided that correction/addition as indicated in the enclosed Advance Correction Slip No. 94 dated 01.06.2004, to relevant para of the IRPWM, be made.
  The existing para 410 (3) and 410 (4) of Indian Railways Permanent Way Manual may be modified to read as under :-
 
 

410(3) Speed over interlocked turnouts - Speed in excess of 15 kmph may be permitted for straights of interlocked turnouts only under approved special instructions in terms of GR

4.10.

In the case of 1 in 8.5, 1 in 12 and flatter turnouts provided with curved switches, higher speeds as permitted under approved special instructions may be allowed on the turn- out side, provided the turn-in curve is of a standard suitable for sucJ1 higher speeds. While permitting speed beyond 15 kmph, provisions of Para 41q (4) may be kept in view.

The permissible speed on, turnouts taking off on the inside of the curve should be determined by taking into consideration the resultant radius of lead curve which will be sharper than the lead curve for turn outs taking off from the straight. 1 in 8.5 turnouts should not be laid on inside of curves.

410(4) Up gradation of speeds on Turnouts and Loops to 30 kmph:

(a) Length of Section - up gradation of speeds on turnout should cover a number of contiguous stations at a time-so as to derive a perceptible’ advantage of the higher speed in tr,1il1 operation. The works described below, should cover all the running loops on the stretch of line taken up.

(i) Turnouts - Speed, in excess of 15 kmph, should be permitted on turnouts laid with ST or PRC sleepers only. All turnouts on the running loops shall be laid with curved switches with minimum rail section being 52 Kg, All rail joints on these turnouts should also be welded to the extent possible.

For different type of curved switches permissible speed are as under :-

1. 1 in 8.5 curved switch 15 kmph
2. 1 in 8.5 symmetrical split with curved switches 30 kmph
3. 1 in 12 curved switch 30 kmph

(ii) Track on running loops - Speed in excess of 15 kmph, should not be permitted on rul1ing loops laid with wooden sleepers. The minimum track structure on the running loops should be 90R rails laid as Short Welded Panels, M+4 density on PRC, ST, CST-9 sleepers and 150 mm ballast cushion, Out of 150 mm total cushion, clean cushion of 75 mm at least Should be available. Proper drainage of the area should also be ensured.

(iii) Turn-in curves - Speed in excess of 15 kmph, should not be permitted on "furn-in curves laid with wooden sleepers. Turn-in curves should be laid' with the same, rail section as on the turn out with PSC, ST or CST-9 sleepers with sleeper spacing being 65 cm centre to center ( maximum).

Turn-in curve should conform to Para 410 (2) of IRPWM and especially so in respect of curvature of the lead curve.

Extra shoulder ballast of 150 mm should be provided on outside of the turn-in curve. The frequency of inspection of turn-in curves should be same as that for main line turn-outs.

(b) The following should be ensured, if CST -9 sleepers are used in running loops or turn in curves :-
(i) There is no cracks or fracture at rail seat in two consecutive sleepers.
(ii)There is no excessive wear of lug and rail seat.
(iii) All the fittings keys, cotters and tie bars are fitted properly. Rail is held firmly with sleepers.
(iv) Tie bars should not be broken or damaged by falling brake gear, wagon parts etc. and they should not have excessive corrosion or elongated holes. The-' corrosion of tie;.bars inside the CST -9 plate should be especially checked as this, results in their removal and adjustment becoming difficult.

(c) The following should be ensured, if ST sleepers 'are used in Turnouts, Turn-in'curves or running loops :-
(i) There is no crack or fracture at rail seat in two consecutive sleepers.
(ii) There is no excessive wear of lug, MLJ and rail seat
(iii) All the fittings are effective and rail is held with sleepers properly.
(iv) The sleepers and fittings do not have excessive corrosion, elongated holes etc.

  BACK
 
ADVANCE CORRECTION SLIP NO.95 DATED 30.06.2004
 
  The existing para 826 (i) of Indian Railways Permanent Way Manual may be modified to read as under:
 
 

826 (i) – The contractor shall not start any work without the presence of railway supervisor or his representative and contractors supervisor at site.

A new para 826 (vii) may be added to Indian Railway Permanent Way Manual as under:-

826 (vii) – The Engineer in-charge shall approve the methodology proposed to be adopted by the contractor, with a view to ensure safety of trains, passengers and workers and he shall also ensure that the methods and arrangements are actually available at site before start of the work and the contractor’s supervisors and the workers have clearly understood the safety aspects and requirements to be adopted/followed while executing the work.

There shall be an assurance register kept at each site, which will have to be signed by both, i.e. Railway Supervisor or his representative as well as the contractor’s supervisor as a token of their having understood the safety precautions to be observed at site.

  BACK
 
Correction slips to Paras 701 & 1102 of "code for Engineering department -1993 ( Second Reprint)"
Correction Slips to Track Manual
 
  The Ministry 0f Railways (Railway Board) have decided that Para 701 & 1102 of the Indian Railway.Code for the Engineering Deptt. may be an:tended as shown in the enclosed correction Slip No.37 & 38
 
 

This issues with the concurrence of the Finance Dte. of Ministry of Railways.

Correction Slip No. 37

The amendments to existing Para 701-E may be carried out as given below:
(i) The figures "Rs.I0,OOO/- appearing in Vth line of sub-para 'b' may be substituted by Rs.50,OOO/-.
(ii) The figures "Rs.50,OOO/- appearing in Vth line of sub-para 'b' may be. substituted by Rs.2 lakhs,
(iii) The figures "R.s.50,OOO/- appearing in IInd line ofs~b-para 'd' may be substituted by Rs.l lakh.
(iv) The figures 'Rs.5,OOO appearing in 1st line of Note-I. may be substituted by Rs.50,OOO/-
(v) The figures 'Rs.50,OOO appearing in IInd line of Note-I. may be substituted by Rs.2 lakhs.
(vi)The figures 'Rs.50,OOO appearing in IlIrd line of Note-I. substituted by Rs.l lakh .

(Authority Railway Board's file No.2001/CE.I/CT/17(Pt) dated:4.03.2003)

  BACK
 
Correction Slip No 38
 
 

This issues with the concurrence of the Finance Dte. of Ministry of Railways.

Correction Slip No. 38

The amendments to existing Para 1102-E may be carried out as given below:-
(i) The figures "Rs.5,0001- appearing in 1102-(i) may be substituted by Rs.50,0001-
(ii) The figures "Rs.l0,.0001- appearing in 1102-(ii) may be substituted by Rs. 50,0001-
(iii) The figures "Rs.I0,0001- appearing in 1102-(iii) may be substituted by Rs. 50,0001-.
(iv) The figures "Rs.50,0001- appearing in 1102-(iv) may be substituted by Rs.2 lakhs.
(v) The figures "Rs.50,0001- appearing in 1102-(v) may be substituted by Rs.l lakh.

(Authority Railway Board's file No.2001/CE.I/CT/17(Pt) dated:4.03.2003)

  BACK
 
ADVANCE CORRECTION SLIP NO.96 DATED 22.07.2004
 
  A new para 607(3) may be added of Indian Railways Permanent Way Manual - 1986 to read as under:-
 
 

Para 607(3) - The stability of trains against derailment, depends upon several factors such as track geometry, vehicle characteristics & state of their maintenance and speed of the particular vehicle at relevant point of time etc. Rail wheel interaction is thus, a complex phenomenon and therefore, safety tolerances for track alone cannot be prescribed in isolation. With this in view, safety tolerances for maintenance of track, have not been prescribed on Indian Railways. Each derailment case, therefore, needs careful examination of all available evidence, in respect of Track, Rolling Stock, speed and other factors considered relevant, to arrive at the cause.

The provision and tolerances mentioned in Para 607(2) and elsewhere in this Manual are with a view to maintain track geometry for good riding comfort.

  BACK
 
ADVANCE CORRECTION SLIP NO.97 DATED 19.10.04
 
  The existing Note of Annexure 8/3 (Para 807 & 808) of Indian Railways Permanent Way Manual (IRPWM) may be modified to read as under:-
 
 

Note : When, during the course of the work, on consideration of safety, it is not desirable to pass trains over the site of work for the time being, the track should be further protected by hand signals and banner flags, by the authorized Railway servant.


  BACK
 
ADVANCE CORRECTION SLIP NO.98 DATED 17.05.05
 
  The existing para 202 (1) of Indian Railways Permanent Way Manual may be modified to read as under:-
 
 

Para 202. Classification of Lines -

Broad Gauge - The BG lines have been classified into seven groups ‘A’ to ‘E’ on the basis of the future maximum permissible speeds as under-

 
     
Group ‘A’ - Speeds upto 160km./hour:
  (i) New Delhi to Howrah – Rajdhani Route (via the Grand Chord and Howrah-Burdhwan Chord).
  (ii) New Delhi to Mumbai Central (Frontier Mail Route).
  (iii) New Delhi to Chennai Central (Grand Trunk Route).
  (iv) Howrah – Nagpur-Mumbai CST.
 
Group ‘B’ - Speeds upto 130 km./hour:
  (i) Allahabad-Katni-Jabalpur-Itarsi-Bhusaval.
  (ii) Kalyan-Pune-Daund-Wadi-Secunderabad-Kazipet.
  (iii) Kharagpur-Waltair-Vijayawada.
  (iv) Wadi-Raichur-Arakkonam-Chennai Central.
  (v) Howrah-Bandel-Barddhaman.
  (vi) Khanna-Barharwa-Farakka Bridge-Malda Town.
  (vii) Sitarampur-Madhupur-Kiul-Patna-Mughal Sarai.
  (viii) Kiul-Bhagalpur-Sahibganj-Barharwa.
  (ix) Delhi-Panipet-Ambala Cantt. Kalka.
  (x) Ambala Cantt.-Ludhiana-Pathankot.
  (xi) Ambala Cantt.- Moradabad-Lucknow-Pratapgarh-Mughul Sarai.
  (xii) Arakkonam-Jolarpettai-Salem-Erode-Coimbatore-Ernakulam.
  (xiii) Vadodara-Ahmedabad.
  (xiv) Jolarpettai-Bangalore.
  (xv) Ahmedabad-Ajmer-Jaipur-Bandikui-Rewari-Delhi.
  (xvi) Malda Town-Barsoi-New Jalpaiguri.
  (xvii) Chennai Beach-Dindigul.
  (xviii) Bangalore-Dharmavaram-Gooty.
  (xix) Ghaziabad-Saharanpur.
  (xx) Chennai Beach-Chennai Egmore 3rd line
 
Annexure 2/1 shows, Group ‘A’ and ‘B’ Routes.
Group ‘C’ - Suburban Sections of Mumbai, Delhi, Chennai and Kolkatta as listed below:
  (i) CSTM-Kalyan-Kasara
  (ii) CSTM-Kalyan-Karjat
  (iii) CSTM-Kurla-Panvel
  (iv) CSTM-Ravali-Mahim-Andheri
  (v) CSTM-Ravali-Kurla
  (vi) Churchgate-Mumbai Central-Borivali-Virar
  (vii) Chennai Central-Basin Bridge-Veysarpadi-Arakonam
  (viii) Chennai Central-Basin Bridge-Washermanpet-Chennai beach-Tambaram
  (ix) Chennai Central-Basin Bridge –Korukkupet –Tondiarpet –Tiruvottiyar -Gummidipundi
  (x) Chennai Beach-Thirumayilai
  (xi) Sealdah-Dumdum-Naihati-Kalyani-Ranaghat-Krishnanagar
  (xii) Sealdah-Sonarpur-Baruipur
  (xiii) Ballygunj-Budge Budge
  (xiv) Howrah-Dankuni-Saktigarh-Bardhaman
  (xv) Howrah-Bandel-Saktigarh
  (xvi) Seoraphuli-Tarakeshwar
  (xvii) Dumdum-Barasat
  (xviii) Howrah-Panskura-Kharagpur
 
Group ‘D’ Spl.- Sections where the traffic density is very high or likely to grow substantially in future and the sanctioned speed is 100 km/h at present. The following routes will fall under this category:-
  (i) Kharagpur-Midnapur-Adra
  (ii) Barkakana-Barwadih-Garwa Road
  (iii) Tundla-Yamuna Bridge
  (iv) Bolangir-Titlagarh
  (v) Gudur-Renigunta
  (vi) Anara-Chandil-Kandra-Sini
  (vii) Anuppur-Shahdol-Katni-Bina
  (viii) Ahmedabad-Viramgam
  (ix) Nagda-Ujjain-Maksi-Bhopal
  (x) Lucknow-Sultanpur-Zaffarabad-Banaras
  (xi) Delhi-Ghaziabad-Hapur-Moradabad
  (xii) Lucknow-Kanpur
  (xiii) Chapra-Hajipur-Barauni
  (xiv) Raipur – Titlagarh - Vizianagram
  (xv) Guntakal-Tornagallu-Hospet
  (xvi) Udhna-Nandurbar-Jalgaon
  (xvii) Gomoh-Chandrapura
  (xviii) Garva Road-Chopan
  (xix) Garva Road-Sone Nagar
  (xx) Barauni-Katihar
  (xxi) Sambalpur-Talcher-Nergundi
  (xxii) Jharsuguda-Bolangir
  (xxiii) Barabanki-Gonda-Gorakhpur-Chhapra
  (xxiv) Champa-Gewra Road
  (xxv) Bilaspur-Anuppur
 
Group’D’ - Sections where the sanctioned speed is 100km./hr. at present.
  (i) Salem-Byappanhalli
  (ii) Guntur-Donakonda-Guntakal
  (iii) Vikarabad-Parli-Parbhani
  (iv) Vijayawada-Bhimavaram-Nidadavolu
  (v) Secunderabad-Dronachalam
  (vi) Jodhpur-Marwar
  (vii) Diva-Vasai Road
  (viii) Pen-Roha
  (ix) Kumedpur-Katihar Jn
  (x) Rewari-Hissar
  (xi) Kalumna-Nagpur (via Itwari)
  (xii) Kota-Ruthiyai
  (xiii) Bina-Guna-Ruthiyai
 
Group‘E’ Spl. - Sections where traffic density is very high or likely to grow substantially in future and present sanctioned speed is less than 100 km/h, the following routes will fall under this category:-
  (i) Panskura-Haldia
  (ii) Talcher-Rajatgarh-Salegaon-Nergundi
  (iii) Cuttack-Paradeep
  (iv) Radhakishorepur-Rajathgarh-Barang
  (v) Kapilas Road-Salegaon
  (vi) Radhakishorepur-Machapur
  (vii) Kirandul-Koraput
  (viii) Rajakharshwan-Dongaposi-Padapahar Barajamda-Gua
  (ix) Bondamunda-Bimlagarh-Barsuan-Kiriburu
  (x) Kandra-Gamharria
  (xi) Marauda-Dallirajhara
  (xii) Urkura-Sarona
  (xiii) Bhojudih-Mohuda G-C
  (xiv) Chandil-Muri-Bokaro-Rajbera
  (xv) Padapahar-Banspani
  (xvi) Barajamda-Bolanikhandan
  (xvii) Muri-Barkakana
  (xviii) Talgoria-Bokaro City
  (xix) Andal-Sainthia
  (xx) Hatia-Muri
  (xxi) Mohuda-Gomoh
  (xxii) Koraput - Kottavalasa
  (xxiii) Koraput-Singapuram Road
  (xxiv) Sambalpur-Angul
  (xxv) Anuppur-Bijuri-Boridand
  (xxvi) Boridand-Bisrampur
  (xxvii) Durg-Marauda
  (xxviii) Londa-Vasco
  (xxix) Dewas-Maksi
  (xxx) Gandhidham-Bhuj
  (xxxi) Dornakal-Bhadrachalam Road-Manuguni and Kerapalli-Singereni Collieries
  (xxxii) Sanathnagar-Maul Ali (by pass line)
 
Group’E’ - All other Sections and branch lines where the present sanctioned speed shall be less than 100 kmph.
  BACK
 
ADVANCE CORRECTION SLIP NO.99 DATED   .12.05
 
  1. The existing para 107 (1) of Indian Railways Permanent Way Manual shall be replaced by the following:
 
 

Para 107 (1) – Trolly Inspection: The entire Sub-division, should be inspected by trolly once a month, as much inspection as possible being done by push trolly. The entire Sub-division, in case of double and multiple lines shall mean all individual lines. The inspection by trolly should be intensive, which should include checking of attendance of gang, gang work and equipment and examination of gang charts/diary books with reference to the prescribed schedule of track maintenance. During his inspection, he should check the work done by one or two gangs in each P.W.I’s jurisdiction and record the results of his inspection.


  2. The existing para 212 of Indian Railways Permanent Way Manual shall be replaced by the following:
 
 

Para 212 – Records of material under trial:
(1)
CTEs of Zonal Railways may order limited trails of simple items which do not infringe with existing provisions of standard specification or instructions laid down in Manuals/Codes. Before undertaking the trail, complete scheme of trail should be well chalked out including the parameters to be periodically measured/checked, official to measure/check, periodicity of measurement/checking and proforma in which measurements/ observations to be recorded. CRS shall also be kept informed about such trails.

 

(2)The Zonal Railways should periodically inform RDSO about such trails to maximize advantage.

 

(3)Registers – Registers of materials under trial duly indexed shall be maintained by the Assistant Engineer; sufficient number of pages being allotted for each item.

 

(4)Particulars of entries – Particulars regarding each item should be completed in regard to:
(i) Name of material.
(ii) Kilometerage where laid.
(iii) Date of lying.
(iv) Object of trail.
(v) Nature and condition of ballast.
(vi) Nature and type of formation.
(vii) Track details.
(viii) Behavior.
(ix) Any other relevant information.

In the case of items designed for improved track performance, notes should be made about the extent to which such appliances are producing the desired results, particulars being quoted, whenever possible.
 

(5)Trial Lengths – Material under trail should, where practicable be laid near Assistant Engineer’s headquarters. In the case of sleepers under trail, a special kilometer or kilometer should be utilized for the purpose.

 

(6)Indication Plates - Materials under trail should be indicated by plates of suitable dimensions fixed on the cess at either end of the trail length, the description and number of item, date laid and kilometerage, being shown thus

Reconditioned sleepers
Nos. 1000, January 1980
Km. 72/0 – km. 72/12

 

(7)Removal of materials under trail – In every case where sleepers or other materials under trail have to be removed because of relaying or alterations, the Asst. Engineer concerned should report to the Divisional Engineer and ask for disposal instructions. When material is removed for any reason, a full note should be made by the Assistant Engineer on its condition after through examination. When material under trial is removed and re-laid in another Assistant Engineer’s length, the previous history of the material shall be copied in the register of the sub-division where it is now laid.

 

(8)Submission of Assistant Engineer’s Register to Divisional Engineer – The ‘Materials under trial’ register should be submitted by the Assistant Engineer to the Divisional Engineer as often as required. The Divisional Engineer will submit reports on trials carried out to the Chief Engineer, as may be required.

 

(9)Permanent Way Inspector’s Records – The Permanent Way Inspector shall maintain in manuscript form record of all materials under trail on his length with necessary particulars. Notes should be made therein at regular intervals. The Assistant Engineer shall scrutinize the records during his inspections.

 

(10)The Divisional Engineer should take interest in the trails in progress in his jurisdiction and ensure that the stretch where such material is laid, is maintained to the desired standard.


 

(3)The existing para 502 of Indian Railways Permanent Way Manual shall be replaced by the following:

Para 502 – Alumino Thermit Welding of rails: Alumino Thermit Welding of rails may be carried out in accordance with the detailed procedure laid down in the “Manual for Fusion Welding of Rails by Alumino Thermit Process, September, 1996”. A thermit weld done in situ shall be joggle fish plated with two clamps till tested as good by USFD.


 

(4)The existing para 125 (1) of Indian Railways Permanent Way Manual shall be replaced by the following:

Para 125 – Safety of Track: (1) The Permanent Way Inspector is directly responsible for the safety of the track. He shall be vigilant to locate faults in the Permanent Way and promptly remedy them.
The defects which are beyond his powers to remedy should be immediately brought to the Assistant Engineer’s notice by the Permanent Way Inspector and mention of the same made in the half-yearly report on the condition of Permanent Way of the section”.


 

(5)The existing para 209 of Indian Railways Permanent Way Manual shall be replaced by the following:

Para 209 – Half-yearly report on the condition of Permanent Way:
(a) The Permanent Way Inspector shall submit half-yearly Reports on the state of track in his charge, to the Divisional Engineer through the Assistant Engineer in the format place at Annexure-2/19.
(b) In this Report the Permanent way inspector shall make candid statement of the defects in the track, reasons for defects and proposals for rectifying them.
(c) The assistant engineer should check the track during his trolley inspections and verify the conditions mentioned by the Permanent Way Inspector, and also study the proposed remedial actions. Remedial actions as necessary should be ordered within his power or referred to the Divisional Engineer for further orders.
(d) The Divisional Engineer should scrutinize the half-yearly reports of the Permanent Way Inspector and the comments forwarded by the Assistant Engineer, and give his orders thereon to the permanent Way Inspector through the Assistant engineer. The Assistant Engineer and Permanent Way Inspector should promptly attend to orders issued by the Divisional Engineer.
(e) Submission of half-year reports does not absolve the Permanent Way Inspector of this basic responsibility of maintaining the track in fit condition for the load and speed sanctioned for the section”.


 

(6)Enclosed Annexure 2/19 may be added to chapter 2 of IRPWM Manual, after Annexure 2/18.


  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.1.


  A copy of the Correction Slip No.1 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Correction Slip No. 1 to Indian Railways track Machines Manual (IRTMM– March 2000)
 
 

(A) The following may be added at the end of Preface to IRTMM, March 2000 (Page prefixing Page i) :

"This manual has been issued in consultation with Finance and Traffic Directorates of Railway Board."

Authority: Noting pp4/n and 12/n of the Board`s office case file No. 96/Track-III/TK44 Vol.II and Board`s Office letter No. 96/Track-III/TK44 Vol.II dated 11.7.2000.

(B) The following may be added at Page 202, Annexure 8.1, Para (B), below the table :

"In addition to the above, cooks shall be provided as below:

Machine Type Existing staff No. of Cooks Required
Track Tamping Machines 8 1
Pts. & Xing Tampers 9 1
Track Relaying Train 10 1
Rail Grinding Machine. 28 2
PQRS (Set) 8 1 per set of 3 Portals
Pts. & Xing Renewal Machines (T-28) 8 1 per set of 2 T-28 and one Jib Crane.

The requirement of a cook for BRM and DTS shall be met with out of the provision made for the machine to which these machines are attached.

The posts shall be operated ex-cadre. No separate provision for Khallasi or Helper is to be granted along with one cook."

Authority: Board`s office letter No. 89/Track-III/TK/77 dated 16.8.99.

(C) New Para 8.4.7 may be added at Page 200 as below:

8.4.7 Rest Roster.

"Staff working on Track Machines may be rostered to work for a period of 3 weeks at a stretch followed by continuous rest for a period of one week at headquarters. The three weeks continuous roster will in include the actual period of journey undertaken from headquarters to the place of work and the back. The individuals shall not be employed for more than 12 hours on any day. In respect to overtime, the staff will be governed by extant instructions under HOER in regard to the principle of averaging.

The actual duty hours (timings) for staff working on various track machines shall be decided by the Zonal Railways, keeping in view the timings of the nominated corridor blocks over the sections where the machines are deployed, within the above provisions.

The above instructions will be valid for a period of three years (from July,2000 ). This is a temporary exemption from the Provision of Railway Act1989."

Authority: Board`s Office letter No. E(LL) 98-HER/9 dated 06.7.2000.

  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.2.


  A copy of the Correction Slip No.2 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Correction Slip No. 2 to Indian Railways track Machines Manual (IRTMM - March 2000
 
 

(A) The following correction/amendments may be made at page 201, Annexure 8.1 Para (A) of Chapter 8 of IRTMM – March 2000.

Weightage factors (Units) for Track Machines.

Weightage factors for different types of Machines are as under:-

S. No. New Item Page No Type of Machine Weightage factors
2 Chapter – 8
Annexure – 8.1
201 Ballast Regulator/Utility vehicle (Self Propelled) 0.8
3 Chapter – 8
Annexure – 8.1
201 Ballast Cleaning Machines, Shoulder Ballast Cleaning Machines
and Rail Vacuum Excavating Machine (VM-170)
1.5

(B) The following corrections/amendments may also be made at page 202, Annexure 8.1, Para (B) of Chapter 8 of IRTMM – March 2000.

Scale of Staff for field operation.

Scale of field operation staff for each type of machine are as under-:

S. No. New Item Page No Name of Machine Asst Foreman cum Sr.Operator Charge man Cum operator Highly Skilled Skilled Fitter Khalasi/ Khalasi Helper Total
12 Chapter – 8
Annexure – 8.1
202 Utility Vehicle (self Propelled) 1 1 1 1 3 7
13 Chapter – 8
Annexure – 8.1
202 Rail Vacuum Excavating Machine (VM-170) 1 2 2 1 4 10

The above machines were procured after issue of manual hence not included at the time of issue of IRTMM.

Authority: Board`s office letter No. 2000/Track-III/TK/18 dt. 11.7.2002

  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.3.


  A copy of the Correction Slip No.3 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Correction Slip No. 3 to Indian Railways track Machines Manual (IRTMM - March 2000)
 
 

Board has approved insertion of a new paragraph no. 4.6.8 in the chapter 4 of IRTMM dealing with the rules of movement and working of track machines. The new paragraph approved by Board is produce hereunder:

4.6.8:

Track machine working is likely to produce a dusty atmosphere and/or heavy noise pollution. Hence extra care is necessary at site to ensure safety of workers. For this, the following steps should be taken:

i) Hooters should be provided on the track machines. These hooters should preferably have remove control operation so that the Lookout man standing around 150 m away from the track machine can operate the hooter to warn the staff working on/around the track machine about approaching train on adjoining track.

ii) Temporary `Whistle Board` should be fixed on the adjoining track, which can be moved along with track machine worksite.

iii) It is necessary that all trains passing on the adjoining track should be issued a caution order “ OBSERVE HAND SIGNAL, WHISTLE FREELY AND STOP, IF REQUIRED”. Such caution order on the adjoining track is necessary due to high noise level caused by track machine and large concentration of staff working around it.

Necessary action may be taken for issue of correction slip under advise to all concern.

Authority: Board`s office letter No. 2000/Track-III/TK/18 dt. 14.5.2003

  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.4.


  A copy of the Correction Slip No.4 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Sub: Correction Slip No.4 to Indian Railway Track Machine Manual (IRTMM-2000)
 
 

The following New Paragraph No. 4.6.8 (iv) is added under Para 4.6 – “Precautions” of Chapter 4 of IRTMM – 2000 – Rules for movement and working of Track Machines as under:

4.6.8(iv):

"The vertical and lateral clearance for OHE, Signal post and any other structure should be checked and adjusted before clearing the Block. It shall be ensured by supervisor working with track machine that there should be no infringement to Signal post, OHE and any other Structure as per schedule of Dimensions".

Authority: Board `s office letter No. 2000/Track-III/TK/18 dt 26.5.2003.

  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.5.


  A copy of the Correction Slip No.5 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Sub: Correction Slip No. 5 to Indian Railway Track Machine Mannual (IRTMM-2000)
 
 

The following Paragraphs are added under Para 5.6 – "Special Precautions While Working Machines in Ghat Section" of Chapter 5 of IRTMM-2000 as under:

5.6(xi):

No run through movement shall be done in convoy while moving in Ghat Section. Only one machine shall be allowed to move for run through movement in Ghat Section at a time.

5.6(xii):

(a) Normally machines shall not work in convoy while visibility of track is restricted due to sharp curves and steep gradients. Where the working of track machines in convoy is indispensable i.e. like deep screening, track relaying site etc., the necessary block protection shall be done as per para 806 of IRPWM and special precaution shall be taken as per para 811 of IRPWM for the first machine facing the direction of traffic in double line section and for the front and rear most machines in single line section.

(b) The minimum distance between the machines when working in convoy shall be 50 m to avoid collision between machines and danger to life of machine and P.Way staff working with machines.

(c) It shall be ensured that there is no infringement to the adjacent track due to any part of the machine working on the track.

Authority: Board `s office letter No. 2000/Track-III/TK/18 dt 15.9.2003.

  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.6.


  A copy of the Correction Slip No.6 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Sub: Correction Slip No. 6 to Indian Railway Track Machine Mannual (IRTMM-2000)
 
 

A. The Paragraph number 4.3.3 under Para 4.3 – “ Competency of Operator” of Chapter 4 of IRTMM-2000 may be revised to read as under:

4.3.3:

"The operator shall apply to the Dy.Chief Engineer incharge of the machines well in advance of the date of expiry for renewal of the competency certificate. The officer shall review the certificate for further period of three years at a time after holding a test. The operator shall, however, be required to go for a Refresher Course in Zonal Training Centre/IRTMTC, Allhabad, within a period of 3 (three) years.

B. The Paragraph number 8.3.2 under para 8.3 – ‘Training of Track Machine Personnel” of Chapter 8 of IRTMM – 2000 may be revised and corrected as under:

8.3.2:

"All technical staff working on track machines shall undergo regular courses framed for different categories at IRTMTC/Allhabad. They shall also undergo various refresher courses at IRTMTC once in 5 years. However, the staff performing the duties of driving the track machines shall undergo refresher courses at IRTMTC once in 3 years. Training facilities with manufacturers may also be availed".

Authority: Board `s office letter No. 2000/Track-III/TK/18 dt 13.1.2004.

  BACK
 
Sub: Indian Railway Track Machines Manual – March,2000.
Reg: Correction Slip No.7.


  A copy of the Correction Slip No.7 to Indian Railways Track Machines Manual-March’2000 is enclosed for information and necessary action.
  Sub: Correction Slip No. 7 to Indian Railway Track Machine Mannual (IRTMM-2000)
 
 

The Paragraph number 4.3.1 under Para 4.3 – “ Competency of Operator” of chapter 4 of IRTMM – 2000 may be modified to read as under:

4.3.1:

The operator shall be fit in A-3 medical category. If wearing spectacles, he shall carry on extra pair while on duty.

Technicians and helpers working on Track Machines shall be fit in B-1 medical category.

Authority: Board `s office letter No. 2000/Track-III/TK/18 dt 13.1.2004.

  BACK
 
Manual for Ultrasonic testing of Rails and Welds( 1998)- correction slip No. 14 of May 2004.
 
  Ref: (i)This office DO letter of even No. Dt:10-9-1998
      (ii) Railway Board’s letter no. Track/21/97/0908/7 Dt: 6-5-2004
 
 

The Manual for Ultrasonic testing of Rails and Welds( 1998) was circulated to all Zonal Railways vide this office D.O. letter referred above. Correction slip no.14 of May 2004 to the above manual is enclosed herewith for information and further necessary action. This has approval of Railway Board. This correction slip covers the following aspects.

i) Defining size/shape of probes ( Para 8.1 (vi)): The issue of use of large size probes has been re-examined in the light of various probe characteristics required for rail flaw detection and the following has been observed:
    a) The maximum dimension of the web is not beyond 20mm and therefore use of larger size probe is not advantageous.
    b) Large sized probes have less divergence and therefore there is no distinct advantage by their usage. 20mm diameter probes are expected to provide increased divergence.
    c) Higher diameter probes are also associated with acoustic coupling difficulties since the rail surfaces are not excepted to be even through out.

Therefore reduction in the crystal size of probes has been prescribed.

(ii) Change in the frequency of 700 probe for flange testing of welds from 1.25 MHz to 2 MHz: The considerations behind use of higher frequency probes are as under:
    a) Higher frequency probes are considered to be more sensitive since the wavelength is smaller. Therefore, possibility of detecting finer crack is more with 2MHz probes.
    b) Higher frequency probes provide narrow pulse width resulting in sharper signals received from the flaws. Therefore, usage of higher frequency probes is considered superior.
    c) Higher frequency probes have superior resolution and therefore recommended for finer flaw detection.
    d) Higher frequency probes are associated with higher attenuation which is not desirable. However, considering the smaller zone of the weldment, no appreciable attenuation is expected.

Therefore, considering all aspects mentioned above, use of 2 MHz probes has been prescribed for examination of foot portion of AT welds.

iii) Corrections in Annexure-VI para2(I) regarding test free period of rails.

iv) Revision to para 4.4: Modification has been prescribed in para4.4 to include spares for 450, 2 MHz probe and 700 ,2 MHz probe ( 8mm x 8mm ) for detection of half moon crack defect in web foot junction. Further, in order to ensure compatibility of spares with machine to achieve consistent and assured quality of testing , it has been prescribed that the spares of the USFD machines shall be procured from original equipment manufacturers (OEMs) only along with the stipulation that trolley spares and battery can be procured from open market also.

v) Corrections in the Annexure VII: Correction in the following have been made
    (a) Description of oscillograph pattern of Normal probe 4 MHz within fishplated area and out side fishplated area for rail defects.
    (b) Description of nature of defects of 700 probe for rail defect.
    (c) Description of oscillograph pattern of 700 probe for rail defect.
    (d) Description of oscillograph pattern of Normal probe 4 MHz within fishplated area and out side fishplated area for weld defect ( AT + FBW )
    (e) Description of nature of defects of 700 probe for Weld defect ( AT+ FBW )
    (f) Description of oscillograph pattern of 700 probe for Weld defect (AT + FBW ).

  BACK
 
MANUAL FOR ULTRASONIC TESTING OF RAILS AND WELDS (1998) ADDENDUM & CORRIGENDUM SLIP NO. 14 OF MAY- 2004
 
 

1. Para 8.1 (vi) may be reworded as below:

"The ultrasonic probes used in the rail testers have a frequency of 4MHz (longitudinal wave) and 2MHz (transverse waves). Therefore, cracks lesser than 0.8mm size cannot be detected by the present arrangement".

The sizes & frequency of the probes employed in the single rail tester/double rail tester are as under.

S. No. Probe type Size of Crystal Shape of crystal Frequency
1 0o (Double crystal) 18mm
or
18mm x 18mm
Circular
 
Square
4MHz
2 70o (Single crystal) 20mm
or
20mm x 20mm
Circular
 
Square
2MHz
3 37o (Single crystal) 20mm
or
20mm x 20mm
Circular
 
Square
2MHz

2. Change in the frequency of 700 probe for flange testing:

For flange testing of AT welds probe 700 , 1.25MHz may please be replaced with 700 , 2 MHz, (20mm circular or 20mm x 20mm square crystal) probe where ever it appears in the USFD Manual ( Para 3.3.4, 3.5, 4.4 (SN.4), 6.3.2, 7.6, (classification of the column of the table), 7.8.2.1, 9.2.3, 9.3.2(c), 9.3.3, 9.4.4.5, 9.5.3, 9.7.2, 9.7.2.1, 9.9, Annexure V in the Manual in the table as well as foot note. no.2 , Annexure VII of the Manual (in probe used column) table of weld defect flange testing, weld defects, fig. 18, fig.20, fig.35 (item 5).

3. Para 2(i) of Annexure –VI shall be modified as below:

Para 2 (i) After the initial testing of rails in rail manufacturing plant, the first retesting need not normally be done until the rail has undergone 15% of its stipulated service life in GMT.
Whenever rails are not tested in rail manufacturing plant, the test free period shall not be applicable and the rail testing shall be done at the periodicity given below right from the day of its laying in field.

4. Para 4.4 of USFD Manual –1998 may be revised as under :

Para 4.4 Spares The recommended spares for normal maintenance of the equipment are given below:

S.No. ITEM No.
1 0o 4 MHz Double crystal probe 8 Nos.
2 70o (F&B) Probe 2 MHz Single crystal 8 Nos.
3 37o (F&B) probe 2 MHz Single crystal 8 Nos.
4 45o 2 MHz Single crystal probe 2 Nos.
5 70o 2 MHz single crystal probe (8mm x 8mm) 2 Nos.
6 Connecting Cable 6 Nos.
7 BNC connector (Junction box to probes) 6 Nos.
8 Batteries 4 per depot
9 Battery charger 1 no.
10 IIW Bock (as per IS: 4904) 2 per depot
11 60x50x50mm steel block ( as per steel grade 45C8 to IS:1875-1992) 1 no.
12 Fuse (Cadtodge type) 0.5 / 0.75 12 nos.

Besides the above, the "spare" shall also include probe holder, probe shoes, wheel drum and wheel tyre. The procurement of spares for a machine shall be done from Original Equipment Manufacturer (OEMs) of that machine only, in order to ensure compatibility of spares with the machine and to achieve consistent and assured quality of testing. However, mechanical spares of trolley, standard items such as, battery, battery charger etc. can be procured from open market also".

5. Existing Annexure VII shall be reworded as under:

Pertaining to Annexure – VII (para 7.3, 7.5.1, 7.5.2, 9.8 & 9.9) of USFD Manual

  BACK
 
CLASSIFICATION OF RAIL/WELD DEFECTS FOR NEED BASED CONCEPT OF USFD
 
 

1 For Rail Defect

Probe used Nature of defect Oscillogram pattern Classification
Normal probe 4MHz (sensitivity set with 5mm dia standard hole at rail web foot junction) Within fishplated area -
(i) Any defect connected with the rail end in any location(head,web, foot junctions)of the rail end covering both the bolt hole length or covering first bolt hole
(ii) Any defect connecting both bolt holes
(iii) Any defect originating from bolt holes and extended upto head web junctions or web/foot junctions.
For (i) & (ii)
No back echo Flaw echo with or without multiples
OR
Drop in back echo with flaw echo with or without multiple


For (iii) No back echo with or without flaw echo
IMR
Normal probe 4MHz (sensitivity set with 5mm dia standard hole at rail web foot junction) Outside fish plated area -
A) Any horizontal defect progressing at an angle in vertical plane in the rail head at the following locations:
1. In tunnel
2. On major bridges & bridge approaches(100m)
3. In the vicinity of holes near the weld
B) Any horizontal Defect progressing transversely toward the rail head or foot at any other location
For A 1, 2 &3
No back echo with Shifting flaw echo
OR
No back echo and no flaw echo





For B
No back echo with or without Shifting flaw echo
IMR








OBS
70o probe 2MHz (sensitivity set with 12mm dia. Standard hole at rail head 25mm from rail top) 1. Any transverse defect in the rail head

2. Any transverse defect in the rail head at the following locations –
i) In tunnel
ii)On major bridges & bridge approaches (100m)
iii) In the vicinity of holes near the weld
3. Any transverse defect in the rail head at any other location.
Flaw echo of 50% horizontal scale movement and 60% of full scale height or more
Flaw echo of 30% horizontal scale movement and 20% of full scale height or more




Flaw echo of 30% to 50% horizontal scale movement and 20% to 60% of full scale height
IMR


IMR






OBS
Normal probe 4 MHz (sensitivity set with 5mm dia standard hole at rail web foot junction) Vertical longitudinal split (piping) In case of partial/complete loss of back echo, side probing shall be carried out with 0o probe, if any flaw echo with/ without multiples is observed (in any length) IMR

2. Weld Defect (AT + FBW)

Probe used Nature of defect Oscillogram pattern Classification
Normal probe 4MHz (sensitivity set with 5mm dia standard hole at rail web foot junction) A) Any horizontal defect progressing at an angle in vertical plane in the rail head at the following locations:
1. In tunnel
2.On major bridges & bridge approaches(100m)
B) Any horizontal Defect progressing transversely in the rail head at any other location
For A 1 & 2
No back echo with Shifting flaw echo



For B
No back echo with shifting flaw echo
IMRW





OBSW
70o probe 2MHz (sensitivity set with 12mm dia. Standard hole at rail head 25mm from rail top) 1. Any transverse defect in the rail head


2. Any transverse defect in the rail head at the following locations –
i) In tunnel
ii)On major bridges & bridge approaches (100m)
3. Any transverse defect in the rail head at any other location.
Flaw echo of 50% horizontal scale movement and 60% of full scale height or more

Flaw echo of 30% horizontal scale movement and 20% of full scale height or more


Flaw echo of 30% to 50% horizontal scale movement and 20% to 60% of full scale height
IMRW



IMRW




OBS
70o 2MHz probe (flange testing for AT welds) Any defect in the weld A moving flaw signal of 50% or more height Observed in any one of the six zones
OR
A moving flaw signal of 40% or more height observed in any of the two zones.
DFW
  BACK
 
Sub: Indian Railways Track Machines Manual
Reg: Correction Slip No.8.


  Sub: Correction Slip No. 8 to Indian Railway Track Machine Mannual (IRTMM-2000)
 
 

The following New Paragraph No.5.1.3 is added under Para No.5.1 at page 132 of Chapter 5 of IRTMM-2000 as under:

5.1.3:

Following track structure and track geometry standards shall be ensured before deployment of track machines on construction projects.

(a) Track laying standards in respect of gauge, joints, expansion gaps and spacing of sleepers for the track as specified in Para 316 of IRPWM may be followed.

(b) The pre-tamping and post tamping operations as specified in Chapter 3 of IRTMM should be followed.

(c) A minimum cushion of 150 mm of clean ballast alongwith adequate ballast on shoulders and cribs should be ensured before deploying the tamping machines.

(d) The track geometry prior to deployment of track machines for new works of new line, doubling, gauge conversion etc. should be as under:

   Peak value of Unevenness : 15 mm on 3.6m Chord
   Peak value of Twist           : 15 mm on 3.6m Chord
   Peak value of Alignment    : 15 mm on 7.2m Chord

The above track geometry standards are not safety/slow down tolerances but are only a prerequisite for deployment of track tamping for better machine productivity and their optimum utilization.

(e) For achieving the track geometry parameters as above, suitable small track machines such as off-track tampers etc. may be used.

(f) Dy.CE(Construction)/DEN(Construction) should certify the track geometry as mentioned above before deploying the track machines.

  BACK