REPORT

OF
The COMMITTEE

ON

SECOND PHASE

MODERNISATION OF TRACK

MARCH, 2014
 INDEX

Chapter Title Page

No.

Executive Summary i to
xiii

1. Background
1.0 Introduction…………………………………………………………… 1
2.0 First Phase of Modernization of Track…………………………….. 3
3.0 Mechanization of Track Maintenance……………………………... 4
4.0 Benefits from First phase of Modernization………………………. 6
5.0 Need for Second Phase of Modernization of Track……………… 7
6.0 Formation of Committee……………………………………………. 8
7.0 Deliberations by Committee……………………………………….. 9

2. Track structure
1.0 Introduction…………………………………………………………… 10
2.0 Formation…………………………………………………………….. 11
3.0 Ballast and Ballast Cushion………………………………………… 12
4.0 Sleeper and Sleeper density……………………………………….. 13
5.0 Fastening 16
System…………………………………………………….
6.0 Rails…………………………………………………………………… 17
7.0 Rail Welding………………………………………………………….. 22
8.0 Turnouts……………………………………………………………… 23
9.0 Level Crossings……………………………………………………… 24
10.0 Special features on Track………………………………………….. 25
11.0 Long Welded Rails…………………………………………………... 28
12.0 Summary and Conclusions…………………………………………. 29

3. Track Inspection and Monitoring Systems

1.0 Need for Change in Inspection system…………………………… 46
2.0 Proposed system of Inspection/ Functioning…………………….. 47
3.0 Review of Extant of Manual Inspections…………………………. 49
4.0 Diagnostic aids for continuous monitoring of Track…………….. 50
5.0 Mechanized tools to reduce requirement of Track Patrolling….. 60
6.0 Technical Aids for ensuring safety of Trackmen/Patrolmen…… 63
7.0 Track Management System……………………………………….. 64
8.0 Management of P-Way Stores…………………………………….. 66

9.0 Summary and Conclusions………………………………………… 66

4. Track maintenance System

1.0 Need for Change in existing system………………………………. 71
2.0 Three Tier system of maintenance………………………………… 71
3.0 Implementation of Mechanized Maintenance 74
System……………
4.0 Systemic Changes needed for Mechanized Track Maintenance. 75
5.0 Rail Maintenance System…………………………………………... 77
6.0 Formation Maintenance & Rehabilitation…………………………. 78
7.0 Outsourcing of Track Maintenance Activities…………………….. 79
8.0 Outsourcing of Track Machines……………………………………. 80
9.0 Saving of Manpower on account of modernization measures …. 82
10.0 Summary and Conclusions…………………………………………. 83

5. Training of P-Way Staff and Supervisors

1.0 General………………………………………………………………. 87
2.0 Review of Training Requirements………………………………… 87
3.0 Advance Training at Managerial/ officer Level…………………... 90
4.0 Summary and Conclusions………………………………………… 90

6. Research Projects for Track Modernization

1.0 Requirement of Research and Development……………………. 92
2.0 Developing Centre of Excellence in Railway Technology………. 92
Annexure-A
1.0 Bridge and Structures Projects…………………………………….. 94
2.0 Geotechnical Projects……………………………………………... 94
3.0 Track Projects……………………………………………………… 95

7. Systemic changes for fast adoption of modernization

1.0 System for evaluation of Technology……………………………. 102
2.0 System of traffic block…………………………………………….. 103
3.0 Delegation of financial powers…………………………………… 105
4.0 Technical Association with advanced research institutes…….. 105
5.0 Review of Inspection and maintenance regime………………… 106
6.0 Training and skill development…………………………………… 107
7.0 Setting up of Mega Ballast depots……………………………….. 107
8.0 Service Contracts of Track Machine Works……………………… 108

8.0 Recommendations……………………………………………….. 109-

113
 Executive Summary

1.0 Back Ground:

Indian Railways is backbone of Indian economy and is responsible for

meeting the transportation needs of country in safe, reliable and cost
effective manner. The developing economy has put challenges on IR
network to meet the growing transport needs. The present day track on
Indian Railways has been able to by and large serve the growing traffic
needs so far. The ever growing needs of increased axle loads and
higher speed on mixed traffic routes and public demand for semi high
speed passenger trains, necessitates paradigm shift in track structure
and maintenance practices to support the operation of higher axle
loads upto 25T and higher speeds on mixed traffic routes with reduced
maintenance inputs in terms of manpower requirement and track
possession time. In order to meet the traffic expectations, there is
urgent need for track modernization. The changing socio-economic
environment in the country and technological upgradation also
necessitate the track modernization.

2.0 Objectives :

The present study is made for upgrading the track structure and
redefining the track maintenance strategy with following objectives:
i) To universalize operation of 25T axle load at 100KMPH speed to
increase throughput.
ii) To permit operation of passenger trains upto speeds of 200 KMPH
on existing mixed traffic routes.
iii) To re-design the track structure and track maintenance practices to
achieve reduction in unit cost of maintenance with improved safety
and reliability of Permanent Way assets.
iv) To mechanize the maintenance and other activities to make system
more human friendly under the changed socio-economic scenario.

3.0 Economic Insight of Modernization initiatives:

3.1 Adoption of the improved track structure is not likely to have significant
cost implications. The marginal increase in cost of rails due to higher
rail section will be offset by increased service life. The new design of
PSC sleeper with wider base and heavier section is likely to cost same
as present PSC sleeper due to reduced reinforcement steel. The
increased cost of sturdier turnout with thick web switches and weldable
CMS crossings will be offset by increased service life and reduced

i
 maintenance needs. The proposed modernization will therefore result
in overall saving in track renewal and maintenance costs.

3.2 The proposed systems to eliminate/reduce track patrolling will result in

saving of manpower by 10-15% of the required strength as per
MCNTM formula. This reduction in manpower to the tune of Rs. 1261
crores per annum will offset the initial cost of providing systems and will
result into considerable saving over the period of time. Apart from
financial saving, this will also add to system reliability and enhanced
safety.

3.3 The organizational changes will not add to overall manpower

requirement and can be largely met with existing sanctioned strength
with readjustment.

3.4 The deployment of three tier mechanized maintenance system will

require initial input for arranging enabling machines and systems. With
complete mechanization, manpower requirement will get further
reduced by about 18% of the required strength as per MCNTM formula
resulting in saving of more than Rs. 1816 crores per annum. The added
advantage will be reduced need of maintenance resulting in increased
track availability for train operations.

3.5 Overall, though initial inputs will be needed for measures suggested in
the report, substantial benefits in form of availability of infrastructure for
higher axle load and higher speed of operations, reduced cost of
maintenance, and improved availability of infrastructure for operations
will accrue to the system. The likely reduction in manpower
requirement after full implementation of the recommendations will be of
the order of 30-35% of the required strength as per MCNTM formula.

3.6 The modernization initiatives will align the track inspection and
maintenance practices with the changed socio economic scenario,
which will result into better satisfied and enabled workforce. Such
Intangible benefits cannot be quantified in monetary terms.

4.0 Methodology of Study:

4.1 The review has been done for existing stipulations and practices with
emphasis on following:
4.1.1 The track structure shall be able to cater the present and foreseeable
traffic demands without any serious restriction with reduced
maintenance requirement with increased reliability.

ii
4.1.2 The subjective manual inspection system shall be replaced with
objective mechanized inspection to the extent possible. The present
inspection based system shall give way to compliance oriented system
with proper monitoring about quality of output.
4.1.3 The heavier and sturdier track structure will require mechanized
maintenance and the nature of maintenance will depend upon the track
degradation rate rather than maintenance at fixed periodicity. Complete
mechanization of maintenance with mechanized monitoring & analysis
tools is the prerequisite of the track modernization.
4.1.4 The track patrolling under extreme climatic conditions is required for
safety of train operations. Suitable technological aids need to be
identified/developed to eliminate/reduce need for track patrolling.
4.1.5 The systemic changes required for effective implementation of
modernization of track have also been considered for implementation
for optimum benefits of modernization measures.
4.1.6 The status of available technology with IR and technology required has
also been reviewed for sustainable modernization initiatives.
4.1.7 The uniformity of track structure with overall aim of reduced inventory
and effective material management.
4.1.8 The designed system of inspection & maintenance of P-way with the
objective of minimizing the present day highly manual & labour
intensive systems to suit the changing socio economic scenario of the
country.

4.2 A comprehensive review of existing system and practices has been

carried out and required upgradation of track structure as well as
modernization in track monitoring & track maintenance practices have
been suggested in the report.

5.0 Proposed Modernization Measures:

5.1 Track Structure:

The track structure to be adopted in new constructions, gauge

conversions and track renewals shall consist of:

5.1.1 Rails:
(a) 60 Kg 90 UTS rails with improved metallurgy on routes not
envisaged for 25T operations in near future.
(b) 68 kg, 90 UTS rails with improved rail metallurgy for enhanced
ductility, corrosion resistant properties etc on routes envisaged for
25t operations.

iii
 (c) 68 Kg head hardened rails for specific locations like sharp curves,
steep gradients and on freight predominant routes with 25T axle
load regular operations.

5.1.2 Sleepers:
(a) Wider base PSC sleepers with rail seat design to accommodate
both 60 kg & 68 Kg rail sections with different set of liners.
(b) Sleeper density 1660 nos per km.

5.1.3 Fastening system:

An indigenously developed fastening system with tighter tolerance and
comprehensive performance criteria having reduced loss of toe load in
service and better performing rubber sole plates.

5.1.4 Ballast:
Existing stipulations i.e. hard stone machine crushed ballast and ballast
cushion of 350 mm are retained.

5.1.5 Formation:
Existing stipulations for new constructions of well compacted formation
with required blanket layer are retained.

5.1.6 Turnouts:
(a) Thick Web Switches with improved SSD
(b) Weldable CMS crossings

5.1.7 Long welded rails (LWR) with flash butt welds and improved switch
expansion joints.

5.1.8 Bridge Sleepers:

Composite sleepers on girder bridges with appropriate fastening
system.

5.2 Optimization of track patrolling requirement:

The track patrolling needs will be substantially reduced by adopting the

following systems:

5.2.1 Broken Rail Detection System:

To eliminate the need of cold weather patrolling.

5.2.2 Rail Stress Monitoring System:

To reduce/eliminate the need for hot weather patrolling.

iv
5.2.3 Water level monitoring systems for bridges:
To eliminate the need of stationary watchman at bridges.

5.2.4 Settlement & slip monitoring system for cuttings and vulnerable
locations:
To reduce/eliminate the need for monsoon patrolling at vulnerable
locations. Suitable system shall be developed for IR conditions.

5.2.5 Video monitoring of rail components and image sensing of track:

This system will replace the Keyman‟s daily patrol.

5.3 Track Monitoring Systems:

The system of Inspection and maintenance of Permanent Way shall be

rationalized by adopting mechanized objective inspection and
measurements. The manual inspection shall be limited only to
inspections of special structures on track viz. turnouts, SEJs, glued
joints etc. The technological aids shall be upgraded/ deployed as
under:

5.3.1 Track Recording Cars (TRC) :

TRC shall be upgraded with facility to record track geometry, car body
accelerations, rail profile measurement, corrugation measurement,
video monitoring of rail components, axle-box level accelerations,
structure clearance etc.

5.3.2 Oscillation Monitoring System (OMS):

OMS with dedicated coaches fitted with facility of video monitoring for
track components, axle-box level accelerations and clearance
measuring system.

5.3.3 GPS based foot plate Inspection system.

5.3.4 Portable video monitoring of track components and image sensing

devices.

5.4 Track Maintenance System:

5.4.1 With the adoption of heavier track structure and elimination of fish
plated track, it will not be necessary to attend track periodically from
one end to other. The three tier mechanized maintenance system shall

v
 replace the conventional periodical maintenance system, with set up as
under:
(i) OMU – On Track Maintenance Unit
(ii) MMU – Mobile Maintenance Unit
(iii) SG- Sectional Gangs

5.4.2 The MMU shall be implemented on all Divisions of Indian Railway with
special emphasis on following aspects:

5.4.2.1 The self-propelled 8-wheeler rail borne maintenance vehicle (RBMV),

capable of travelling at a speed of 100 kmph, shall be provided for
every SSE/P-way Incharge unit for better mobility and effective
utilization of resources. Necessary sidings shall be made for stabling
of RBMV with adequate maintenance facility.

5.4.2.2 One small track machine maintenance depot shall be set up on

every division. This depot shall function on unit exchange system
and shall have adequate imprest of cash, spares, tools & plants.

5.5 Organizational changes for improved inspection and

maintenance:

5.5.1 In order to have compliance oriented system, a setup of SSE/Special

works under SSE/Incharge shall be created. SSE/( P-way)/Special
works will have the responsibilities relating to analysis for track
monitoring data and works related to On-track Maintenance Unit
(OMU), while SSE/Section will be responsible for works of sectional
gangs and Mobile Maintenance Unit (MMU).

5.5.2 The organization structure shall be as under:

5.5.2.1 The sectional gangs having 5-10 km beat headed by P-way Mates as
per existing.
5.5.2.2 JE/P-way in-charge of one or two sectional gangs, responsible for
activities presently assigned to Sr.PWS.
5.5.2.3 SSE/P-way/Section having jurisdiction of 40-50 Km on Single line
and 20-25 Km on double line will have three to four sectional gangs.
(existing)
5.5.2.4 SSE/ P-way /Incharge, having jurisdiction of 80-100 kms on single
line or 40-50 kms on double line, assisted by two SSEs/P-
way/Section and one SSE/ P-way /Special works.
5.5.2.5 Each Sub-Division (ADEN‟s jurisdiction) will span over two SSE/ P-
way /In-charge.

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5.5.3 The duties and responsibilities of SSE/Incharge and SSE/Section will
be broadly the same as stipulated in IRPWM with rationalized schedule
of inspection for modern track structures.

5.5.4 The schedule of inspections of every tier shall be rationalized in view of

mechanized inspection aids available.

5.5.5 Inspection formats shall also be revised keeping in view the modern
track structure and the mechanized inspection aids now available.

5.5.6 With uniformity in track structure and provision of better mobility means
with field supervisors, the management of P-way stores will be
streamlined by amalgamating the supervisor-wise store into
subdivision-wise store for day to day material requirement. This will
result into reduced inventory as well as manpower requirement for
stores management.

5.6 Rail Maintenance System:

5.6.1 Long welded rails shall be provided at all feasible locations for better
maintainability, reliability and riding.

5.6.1.1 The design of all new bridges shall be done for track-bridge
interaction forces for LWR, so that there is no limitation on
continuation of LWR.
5.6.1.2 In-house capability shall be developed at RDSO for analysis of track-
bridge interaction for technical scrutiny to allow LWR on existing
bridges as well as retro fitment.
5.6.1.3 Code of practice for continuation of long welded rails at critical
locations such as sharp curves, steep gradients, turnouts, bridges,
etc. shall be formulated by RDSO, along with requisite software.
5.6.1.4 Suitable system for rail stress monitoring and determination of stress
free temperature shall be deployed for need based de-stressing of
LWR.

5.6.2 Rail/weld fractures are major cause of concern in present day‟s

operating conditions. The phenomenon of rolling contact fatigue (RCF)
and sudden impact fractures are prevalent due to increased axle loads.
The increase in rail corrosion due to coach toilet droppings is major
contributor to rail failures. The preventive as well as predictive system
shall be deployed for prevention of fractures and take corrective action
to prevent accidents on account of rail fractures.

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5.6.2.1 Higher UTS rails need special attention both during handling and in
service. Rail grinding and rail lubrication are must for rail of 90 UTS &
above to maximize service life of these rails.

5.6.2.2 Rail wheel profile management-Rail Grinding:

The Rail grinding, being an effective maintenance tool for controlling
RCF defects and generation of new defects, shall be done on all
broad gauge routes of Indian Railway.

5.6.2.3 Rail Wheel friction management:

In order to achieve complete benefits of rail grinding in controlling

RCF defects and to control rail wear on curves, complete regime of
rail-wheel friction management shall be put in place. To begin with
automatic track based gauge face lubricators shall be installed at all
the curves. Rail top lubrication shall be introduced on heavily graded
& freight intensive routes after detailed study.

5.7 Prevention of Rail corrosion:

In order to control Rail corrosion, provision of Zero discharge toilets

shall be expedited in all coaches to prevent toilet droppings on the
track.

5.8 Ultrasonic testing of Rails:

The vehicle based system for ultrasonic testing of rail/ welds with
follow-up manual testing shall be adopted for better reliability of USFD
testing.

5.9 Installation of Way side detectors:

Wayside detectors such as WILD, dynamic load measuring system,

bogie monitoring system etc. will be deployed to monitor excessive
impact loading on track to prevent sudden fractures.

5.10 Track Management system:

Complete track inspection and monitoring shall be dovetailed with

maintenance resources planning and deployment using Track
Management System (TMS) for judicious deployment of the resources
for maintenance and renewal of track. The track management system
already developed need to be suitably upgraded to include the
following:–

viii
 (a) Facility for direct input from mechanized inspection means.
(b) Facility for direct input of USFD test results from USFD testing
machines.
(c) The modules assisting field officials such as module for Inventory
Management, Resource management in accordance with need for
predictive maintenance based on track degradation model, etc.

The system need to be upgraded to have capability for continuous

monitoring of track system and sending alerts to maintenance officials.

5.11 Enabling Measures for Mechanized Maintenance & enhancement

of speed potential:

5.11.1 Review of track Fixtures/installations:

There is need to review various track fixtures/installations to facilitate

unhindered mechanized maintenance leading to improved system
reliability. The areas where immediate action is required are as under:

5.11.1.1 The signaling and traction installation system shall be reviewed to

eliminate such fixtures which interfere with track maintenance. The
requirement of such fixtures including glued insulated rail joints shall
be eliminated/ drastically reduced for new projects/ signaling
improvement works.
5.11.1.2 The level crossings shall be eliminated to the extent possible and
the existing Level crossings shall be provided with improved
surfacing without check rails facilitating ease in
maintenance/overhauling.

5.11.2 Mega Blocks:

For thorough attention to various fixed assets, concept of mega blocks

will be implemented for effective utilization of cost intensive machines
and other resources. This will help in achieving quality output and
eliminate need for frequent attentions to fixed assets. Integrated
working by all fixed infrastructure departments will be resorted to.
Mega Block shall be arranged by introducing single line working in
double line sections and diversion/ regulation of trains in single line
section.

ix
5.11.3 System of Mobility:

With large scale adoption of small track machines (STM) & track tools
for complete mechanization, adequate arrangement for transportation
and regular repair and maintenance shall be made. Pick up vans/small
trucks shall be provided to all Sectional SSE/ JE (P. Way), so that they
are in position to move men and material to the site as per requirement.

5.11.4 Formation Rehabilitation:

For sustaining higher speed and axle loads, weak track formation will
require to be strengthened. For rehabilitation of present 2000 km
(approx.) of weak formation, formation rehabilitation machine shall be
deployed.

5.11.5 Trespass control on Track:

The trespass control on track will be required to improve maintainability

and longevity of track besides improving safety. Suitable physical
isolation/fencing arrangement based on techno-economic evaluation of
site conditions shall be decided to cover complete Broad Gauge (BG)
network of track with priority to sections with speed of 110 kmph and
above. This will also enable Indian Railway to meet the vision of
increasing the speed of passenger trains upto 200 Kmph on existing
network.

5.12 Improved arrangement for Material movement:

The arrangement for P-way material movement and unloading shall be

improved for efficient utilization for track possession and reducing
damage/wastage.

5.12.1 The design of end unloading rakes for transportation of welded panels
shall be improved for higher speed and better unloading system, so
that there is no gap between unloaded panels. These rakes should be
capable of transporting 260/520 m long panels. Adequate number of
improved rakes shall be arranged, so that only long panels are
supplied from Bhilai Steel Plant (BSP) to minimize site welding.
5.12.2 The design of hopper wagons shall be improved for automated
controlled discharge system. Required number of hoppers shall be
procured, so that efficient inter railway movement of ballast from Mega
depots is possible.

x
5.12.3 In order to ensure availability of proper quality of hard stone ballast,
Mega Ballast depots shall be setup and inter railway movements of
Ballast shall be organized.

6.0 Assimilation of Modernization Measures in system:

6.1 Human Resource Development:

The changed system of Inspection and maintenance and deployment

of modern diagnostic aids will require strengthening of training
infrastructure. The existing training set-ups in zones, divisions and
centralized locations shall be upgraded to provide modern training aids
and adequate lodging and boarding facilities for the trainees. The
facility augmentation shall comprise following:

6.1.1 Training center for training of trackmen, gatemen, keymen and P-way
mates in each division.
6.1.2 Training center for training of JE/P-way, SSE/P-way for each zone. The
Zonal Training Center (ZTC) shall also have training modules for
training of artisans/ operators of small track machines in association
with OEMs/ ITIs etc.
6.1.3 Requisite training to trainers to upgrade their knowledge and skills at
newly developed IRICEN Track Training Institute. At least three more
such other centers shall be developed.
6.1.4 The facility of Training for AT welding at TPP Lucknow and at
Vijayawada to be augmented to cater to the need of approx. eight
zonal railways at each centre.
6.1.5 Augmentation of infrastructure of Non-Destructive Technique (NDT)
Training center with M&C directorate of RDSO, to ensure that all
SSE/JE P-way have knowledge of checking the work of USFD
operators and adequate pool of trained USFD operators with each
railway

6.2 Training for Officers:

The Officers at RDSO, IRICEN and Railway Board will be given

specific training in new technologies being adopted by advance railway
systems for faster selection and finalization of technologies as well as
help in in-house research. Liberal system of visits to new technologies
shall be made. Similarly, officers at middle and senior management
level shall also be given in-depth exposure of new technologies for
faster assimilation of technology.

xi
6.3 Developing Centre of excellence in Railway Technology:

6.3.1 Any modernization initiative and its continuity requires support of

continuous Research and Development, therefore, there is need to
develop centre of excellence in Railway Research at RDSO by entering
into standing MOU with reputed organizations like UIC, AREMA, TTCI,
NRC and other such Research Institutions for technical capability
enhancement. Other suitable methodology such as specific projects
with fixed deliverables can also be considered to bridge the knowledge
gap.

6.3.2 The MoU in following priority areas shall be considered with reputed
global research organizations:
a) Development of capability for design of target rail profile and
grinding patterns.
b) Development of simulation technique to verify suitability of track
components e.g. sleeper, fastenings for given combination of
speed, axle load, operating conditions, etc.
c) Development of suitable code of practice for continuation of long
welded rails on bridges on pattern of UIC leaflet.
d) Development of computer simulation for stability of long welded
rails at critical locations such as sharp curves, steep gradients,
etc..
6.3.3 There is also need to develop core competence at RDSO in
instrumentation, measurement and analysis of loading/forces in track
due to various operational conditions for design improvements of P-
way components.

7.0 Systemic changes for effective modernization:

7.1 System for evaluation of Technology:
The large scale track modernization will require quicker evaluation,
adoption and assimilation of new technologies in deficient areas.
Proper system shall be in place particularly for evaluation of completely
new technology where no system is in use on Indian Railways, as
existing system of EoI will not be very effective due to various
limitations. The technologies available over World railways shall be
studied. Based on the study, limited field trial of selected technology
shall be undertaken in Indian Railway conditions duly associating the
technology provider. Once the technology is found suitable in Indian
Railways conditions, development of sources can be undertaken as per
prevalent practice.

xii
7.2 Outsourcing of Maintenance activities:

With limited manpower resources, critical review of activity, which can

be outsourced, shall be carried out. While the safety critical activities
shall continue with the departmental resources, ancillary activities can
be considered for outsourcing with suitable enabling provisions. The
outsourcing should preferably be resorted mainly through contracts of
long duration to address the issue of availability of resources for
tackling emergencies.

7.3 Out sourcing of Track Machines:

With increased mechanized maintenance activities, the requirement of

track machines is likely to substantially go up. The costly and
technology intensive machines for specialized maintenance activities
such as rail grinding, Mobile flash butt welding of rails, formation
rehabilitation etc. and track renewals such as Track relaying trains etc.
will have to be introduced on large scale. The comprehensive service
contract for such machines rather than procurement of such machines
may give desired results of proper output & consistent quality.
Depending upon the availability of machine and technological need
suitable model of third party outsourcing shall be implemented.

7.4 Delegation of financial powers:

The delegation of powers will be reviewed keeping in mind the large

scale mechanization needs.

xiii
 Chapter 1

Background

1.0 Introduction

1.1 Indian Railways, the premier transport organization of the country, is the
largest rail network in Asia and the second largest rail network in the
world with 64,952 route kms and 1,10,966 total track km as on 01.04.13.
It plays a crucial role in the development and operation of infrastructure
sector such as coal, power, steel, cement and other critical sectors. In
order to meet the increased traffic demands, Indian Railways have gone
for technology intensive modernization initiatives, which have enabled it
to sustain traffic demand on existing network without much addition to
fixed infrastructure. The total track kms of Indian Railways network has
grown from 77,609 kms in 1950-51 to 110966 Km. in 2011-12, which is
an increase of only 43%, while the increase in the level of traffic in
corresponding period has been more than 15 times. NTKMs per running
track kms in this period have increased from 1.47 to 8.34 and GTKMs
per running track kms have increased from 5.484 in 1950-51 to 24.51 in
2011-12. Total revenue earning freight traffic carried increased to 1010
Million Tonnes (MT) in 2012-13 from 73 Million Tonnes (MT) in 1950-51.
The increase in freight traffic has been sharp during the last decade
since 2000-01 i.e. from 504 MT in 2000-01 to 1010 MT in 2012-13. This
has been feasible by overstressing the track to certain extent by
permitting increase in axle loads. The permitted Axle load for freight
trains, which was 20.32T prior to 2005 has been increased in 2005 to
22.82T initially as a Pilot Project and now been rounded off to 22.90T
and extended on a track length of 35,000 kms (approximately).

1.2 Indices of growth of traffic and expansion of IR network are given in

Table-1 below:
Table-1
Indices of Growth of Traffic output and inputs (1950-51=100)
Year Traffic Output Running GTKMs per Traffic
Freight Passenger Route Track running Carried
Traffic Traffic (Non-Kms Kms track km (Million
(NTKMs) suburban (Absolute Tonnes)
Passenger figure)
Kms)
1950-51 100 100 100 100 5.48 73.20
1960-61 199 110 105 107 8.74 119.80

1
Year Traffic Output Running GTKMs per Traffic
Freight Passenger Route Track running Carried
Traffic Traffic (Non-Kms Kms track km (Million
(NTKMs) suburban (Absolute Tonnes)
Passenger figure)
Kms)
1970-71 289 159 112 121 10.24 167.90

1980-81 359 279 114 128 11.47 195.90

1990-91 550 394 116 133 15.68 318.40

2000-01 715 614 118 138 17.30 473.50

2010-11 1420 1403 120 147 24.02 921.73

2011-12 1516 1505 121 151 24.51 969.05

1.3 Even though, IR has been able to carry the traffic successfully by
overstretching the resources, Indian Railways suffer from acute capacity
constraints both in goods and passenger transport. With increased
demand on infrastructure, the maintenance blocks have drastically
reduced, seriously affecting the maintenance of infrastructure. This is
likely to be further affected with projected increase in traffic demands. As
per the IR Vision 2020 Document, the traffic is expected to increase by
10% annually and the projection of traffic at the end of this decade i.e by
2019-20 is given in Table-2 as under:
Table-2
Projected Traffic Demand on Indian Railways
Year Projected Traffic in
Million tons
2019-20 2165
2018-19 1968
2017-18 1789
2016-17 1627
2015-16 1479
2014-15 1344
2013-14 1222
2012-13 1111
2011-12 1010

1.4 The increase in infrastructure is a long lead capital intensive activity.

While in long run addition of infrastructure is inescapable, the projected
traffic demands will have to be met with available infrastructure by
increasing efficiency. The technology upgradation can considerably help
in scaling up the efficiency of the Indian Railways. An Expert Group for
modernization of Indian Railways was constituted by the Ministry of
2
 Railways recently under the Chairmanship of Shri Sam Pitorda, Adviser
to the Prime Minister. This Group recommended modernization of
19,000 kms of existing track (Group „A‟, „B‟ & „D‟ Spl routes),
strengthening of 11,250 bridges to sustain higher axle loads at higher
speeds, elimination of all level crossings along with other measures like
introduction of new generation locomotives i.e. electric locomotive of
9,000 to 12,000 horse power and higher horse power diesel locomotives
of 5,500 horse power, introduction of higher speed potential coaches
with 160 to 200 kmph speed, introduction of train sets for higher speed
intercity travel, introduction of heavy haul freight bogies etc. These
modernization activities need to be carried out within a reasonable
target.

1.5 Apart from modernization suggested by committee, there is need to plan

modernization of track, so as to be able to cater to projected traffic
needs efficiently with desired level of safety.

2.0 First phase of modernization of Track

2.1 The first phase of track modernization started in early 80‟s of the last
century. Prior to 1980, most of the track on broad gauge was laid with
90R/52 Kg, 72 UTS rails mostly welded into short welded rail panels on
wooden, CST-9 and ST sleepers. The Modernization of Track was
necessitated primarily due to introduction of CASNUB bogies for freight
wagons in early 80s. These bogies used in BOXN wagons were having
greater unsprung mass, as such were severe to track. Other factors
necessitating the modernization of track were increased traffic density,
increase in train speeds, gradual non availability of wooden sleepers etc.
This phase witnessed the development of PSC sleepers for all feasible
locations such as Plain Track, Turnouts, Level crossings, SEJs, Bridge
approaches etc. The Heavier section of Rails viz. 52 Kg/m and 60 Kg/m
with increased UTS (90 UTS) were introduced. Use of heavier track and
development of welding technology facilitated the laying of continuously
welded rails at majority of locations. The heavier track structure was not
suitable for manual maintenance; leading to introduction of On Track
Maintenance machines, which has improved the maintenance.
Infrastructure including track & bridges could withstand the increased
axle loads and speeds due to heavier track structure with 52kg/60kg
rails and PSC sleepers laid during this phase of modernization.

2.2 The sustained emphasis on modernization of track has paid dividends

and majority of track has been improved. The implementation is evident
from following statistics as on 01.04.2013:

3
 (i) More than 98% of Broad Gauge track is laid with 52 kg 90 UTS
and 60 kg 90 UTS rails on PSC sleepers.
(ii) About 88% track is laid with LWR (Long Welded Rails) and 11%
with SWR (Short Welded Rails).
(iii) Out of total 88200 turn outs, 77216 (87.55%) have been laid on
PSC sleepers.

3.0 Mechanization of Track Maintenance

3.1 Introduction of Track Machines:

Maintenance of track was done manually by the trackmen using
conventional tools. With the introduction of PSC sleepers and heavier
rail sections, need to mechanize the maintenance arose. On-track
Tamping Machines (TTM) capable of tamping one sleeper at a time
were initially introduced for tamping of track in the year 1968. The
journey of development continued with adoption of work site tampers
(WST), continuous tamping machines (CSM & 3-X Tampers capable of
tamping up to three sleepers at a time) on plain track and UNIMAT
machines capable of tamping points and crossing.

Other track maintenance activities such as deep screening of ballast

both for plain track and points & crossing track, shoulder ballast
cleaning, ballast regulating and consolidation of ballast have also been
mechanized.

Track renewal activities of points and crossing renewal and plain track
renewal has been mechanized by inducting T-28, PQRS and TRT
machines.

Since March 2011, Indian Railways have started grinding of rail by

inducting two Rail Grinding Machines into the system. This is expected
to improve the safety and also improve the life of rail.

Indian Railways is in the process of procuring Muck Disposal Unit for

deep screening of big yards by BCM and Dynamic 3-X tamper for
strengthening the maintenance activity.

3.2 Population of Track Machines:

As on 01.04.2013, 73698 kms of track is maintained with machines. The
Holding of important track machines on IR as on 01.10.2013 is given in
Table-3 as under:

4
 Table-3
Holding of Important Track Machines

Track Plain Points Ballast Track Rail Other

Machi Tamping and Handling Renewa Grinding Track
ne M/C Crossin M/C(BCM, l M/C M/C M/C
(WST,CSM, g SBCM, (T- (MPT,U
T-EXP) Tampin BRM) 28,PQR TV,DTS
g M/C S,TRT) )
No. 187 74 176 70 2 212

3.3 Utilization of Track Machines:

Track machines require track possession for operation. Effective
utilization of machines for optimum quality and quantity need adequate
traffic block. However, the track possession for machine maintenance
has been coming down constantly with the introduction of more and
more number of passenger & goods trains. Availability of traffic block
has gone down to less than two hours per spell for the tamping
machines and less than three hours for ballast cleaning machines and
PQRS. The deterioration in machine utilization is evident from data of
percentage blocks granted vis-à-vis demanded for tie tamping machines
as given in Table-4 below:
Table-4
Traffic Blocks Allowed for Tamping Machines
Year 2008-09 2009-10 2010-11 2011-12 2012-
13
Blocks 70% 69% 64% 62% 58%
granted

Traffic block availability for other machines like BCM, SBCM, PQRS and
TRT has also been in the range of 44% to 70% of the demanded block.

Inadequate availability of traffic blocks has adversely affected the track

maintenance, which is a cause of concern.

3.4 Corridor Blocks:

Maintenance of infrastructure requires track possession time for system
reliability. The system of corridor blocks was introduced to ensure that
maintenance of all infrastructures can be organized during predefined
time, thereby avoiding wastage of resources with coordinated effort. The
concept of corridor blocks has disappeared from the working time table
with the introduction of number of mail/express trains without caring for
the availability of maintenance time. The duration of block has come
down substantially to less than two hours per spell against the required

5
 duration of four hours in one spell or two and a half hour each in two
spells as laid down by the Railway Board for the proper functioning of
different track machines.

4.0 Benefits from First Phase of Modernization:

4.1 Improved Safety Performance:
4.1.1 Notwithstanding the limitation on maintenance imposed due to
increased traffic demands, the sturdier track structure evolved during
first phase of modernization has resulted in improvement in system
reliability and safety record on track over the years. The accidents due to
various engineering causes have come down with the modernization of
track infrastructure since 2000-01, with exception of period, when track
renewals were piled up due to resource crunch as can be seen from
Table-5 below.

Table-5
Accidents on Engineering Account

1990-91 2000- 2010-11 2011- 2012-

01 12 13
Total Accidents 532 473 141 131 121
Total On Engg. 97 142 33 27 22
Account
Gauge spread 19 11 2 0 1
Improper 30 88 20 14 10
Maintenance
Rail/Weld fractures 34 30 11 13 11

4.1.2 Safety performance during period 1990-91 to 2010-11 deteriorated due

to financial crunch faced by IR during „90s. Arrears of track renewal piled
up to the extent of more than 30000 kms. In 2001, a non-lapsable
Special Railway Safety Fund (SRSF) of Rs 17000 crores was
sanctioned by the Govt. of India, out of which Rs 9764 crores was spent
on track renewals. Arrears were wiped out by carrying out renewals of
15624kms under SRSF and 16737 kms under DRF between 2001-02 to
2007-08.

4.1.3 As can be seen from Table-5 above, the percentage of accidents due to
rail fractures has increased substantially in the last few years. The
analysis indicates that increase in Rail/weld failures are primarily due to
corrosion of rails and increased axle loads. On Indian Railways the
excreta from the toilets is discharged directly on the track, which is the
main cause of the corrosion in rails as well as fastening system. This

6
 combined with the heavier axle loads (22.9 ton) has resulted in
increased fractures. Indian Railways are replacing more than 400 kms of
rails every year due to corrosion and an equal length (more than 400
kms) due to rail fractures, which is also primarily the result of corrosion
of rail/track components, as can be seen from Table-6 below:
Table-6
Rail Renewals Sanctioned on account of Corrosion and Rail
Fracture

Year Corrosion %age Rail %age Total

(km) Fractures Length
(km) (km)
2013-14 423 20 433 20.51 856
2012-13 413 15.82 349 13.36 762
2011-12 249 11.28 274 12.46 523
2010-11 260 11.10 246 10.49 506
2009-10 317 12.51 191 7.54 508

Therefore, there is urgent need to prevent/control corrosion, which

mandatorily requires control on discharge from the coach toilets. Though
the Zero discharge/bio-degradable toilets have been developed and are
being provided in all new coaches with plan to provide them in all the
existing passenger coaches by 2025, there in need to expedite the
process for early completion. This would help in controlling rail corrosion
and improving safety.

In the interim, other measures of corrosion control are being taken by

using protective coating on the rail foot, etc.

4.2 Economy in Track Maintenance Cost:

The modernization efforts made during this phase have enabled IR to
carry the traffic without any significant bottleneck, despite the fact that
there has been only marginal increase in infrastructure.

This has also reduced the maintenance cost of track considerably. The
share of P-way maintenance in total operating cost has come down to
7.82% in 2011-12 from 34.61% in 1975-76.

5.0 Need for Second Phase of Modernization:

5.1 After the first phase of modernization, which consisted use of Higher
UTS Rails, PSC sleepers, long welded Rails and Machine maintenance,
the concentrated effort for further modernization has been missing.

7
 Although the developments have been done in field of points &
crossings, improved diagnostic tools, AT welding technique etc., these
have not been completely amalgamated in the system. The need of hour
is to make a blue print for further action so that future needs of higher
speed and increased loads are met with without sacrificing safety.

5.2 To meet the challenges of growing demands of freight and passenger

traffic, there is a need of critical review of improvements needed in the
infrastructure and inspection and maintenance practices to allow
operation of the heavier axle load goods trains i.e. 25T at a speed of 100
kmph and passenger trains at a speed of 160 to 200 kmph on Main
Lines in economical and cost effective manner. The changing socio-
economic environment has also adversely affected the productivity of
manual labour, thus requiring more mechanization. The improved
diagnostic aids, which are now available with development of
technology, need to be assimilated in the system. The demand on safety
is also increasing with increase in awareness in society. The
advancements of first phase modernization have reached to the
threshold to sustain further growth of traffic, axle loads and the speed
requirements. The IT infrastructure has now made it possible to manage
data in more scientific and rational way. To achieve the above objective,
second phase of modernization of track with strengthening of bridges is
necessary with major inputs on following aspects:
(a) Safe and reliable Permanent Way
(b) Reduced maintenance effort
(c) Reduced dependence on manpower by leveraging the technology
(d) Development of diagnostic aids

6.0 Formation of Committee

In order to draw the blueprint for second phase of modernization of

track, A Committee consisting of Chief Track Engineers from 4 Zonal
Railways, two Executive Directors from RDSO, one Executive Director
from Railway Board, one Sr. Professor from IRICEN/Pune and one
Executive director from RVNL was nominated by Railway Board vide
letter no. 2013/CE-II/Tk/Modernisation dtd. 21.6.13 and 22.7.13.

The nominated committee consisted of following members:

i) Shri Surinder Pal, ED/CE/P, Rly. Board (Convener)
ii) Shri Satish Kumar Pandey, ED/Track-I/RDSO
iii) Shri Vipul Kumar, ED/Track-II/RDSO
iv) Shri S. N. Agrawal, CTE/NCR (now PCE/WR)
v) Shri Vishwesh Chaubey, CTE/NR (now Director/IRICEN)
vi) Shri A. K. Yadav, CTE/CR

8
 vii) Shri Laxmi Narayana, CTE/SCR
viii) Shri Pradeep Kumar Garg, Sr. Professor/IRICEN (Now
CE/G/CR)
ix) Shri S. K. Aggarwal, ED/RVNL (Now ED/B&S/Railway Board)

7.0 Deliberations by Committee:

The committee held number of meetings at New Delhi, Mumbai and
Pune. After detailed deliberations, it was decided that modernization
initiative required shall be grouped under following subheads:
(1) Track Structure.
(2) Track Inspection and Monitoring
(3) Track Maintenance
(4) Training of staff and supervisors
(5) Research Projects needed
(6) Systemic changes needed.

The report of committee has been structured accordingly.

9
 Chapter 2

Track Structure

1.0 Introduction:

1.1 The permanent way of Indian Railway is catering to present day traffic
needs with certain limitation such as restricted speed of operation for
heavier axle loads, increased maintenance inputs etc. and minor
improvements affected. The PSC sleepers designed in 1977-78 primarily
on consideration of rail seat load of 15 ton have served for even
enhanced present day axle loads. The UTS of Rails have been
increased to 90 UTS from 72 UTS and sleeper density have been
increased from 1540 No./Km to 1660 No./Km.

1.2 The present stipulations about main line track structure on Broad Gauge
track are as under:

1.2.1 Rails:
60 Kg (Min UTS as 90) for all Track renewals, Doublings and All Gauge
conversions & New Line construction works.
(52 Kg rails can be used for Gauge Conversion & New Line
constructions having annual GMT less than 5 and not defined as mineral
route).

1.2.2 Sleepers:

PSC sleepers. Minimum sleeper density for all Track Renewals,

Doubling, Gauge conversion, New Line construction works as 1660 nos.
per Km.

1.2.3 Ballast:

Minimum depth of ballast below bottom of sleepers at rail seat as 300

mm for track renewals (350 mm wherever possible) and 350 mm for all
doubling, gauge conversion and new line construction work.

1.3 At present, IR is operating freight trains with 22.9t axle load at speed of
60-75 Kmph and passenger trains at speed of 120-130 Kmph. Wagons
for 25/32.5 t axle loads with speed potential in excess of 100 Kmph are
already under development. Development of locomotives and coaches
with speed potential upto 200 kmph is also in progress. As such,
operation of freight trains with 25t axle load at 100 Kmph and passenger
trains at speed upto 200 kmph is foreseeable in near future. To
streamline the efforts and realize the full benefit of developments in field

10
 of rolling stocks, track structure also needs up gradation to meet above
operational requirements.

1.4 The track structure will have to be improved in order to meet the future
traffic demands and scenario. The challenges of future requirements
which need to be overcome are as under:

1.4.1 Sustaining the operation of higher axle loads and speeds envisaged for
future on regular basis

1.4.2 Reduced line occupation for maintenance to have improved availability

of infrastructure for operation.

1.4.3 Mechanization of maintenance activities due to heavier track structure.

1.4.4 Better reliability of track components to reduce equipment failures.

1.4.5 Reduction in manpower for maintenance activity due to overall objective.

1.5 The long welded rails have distinct advantage of reduced maintenance
effort of track and reduced fuel consumption due to smooth riding.
Continuation of LWR through all locations is required as part of
modernization effort. The design of PSC sleepers and fastening system
will require a relook to have increased resistance of track in line with that
used on advanced Railway systems.

1.6 Indian Railway system is operating mixed traffic. As such, the demand
for freight operations and passenger operations both have to be kept in
view.

1.7 With above broad objectives in view, the up gradation required for track
components and track structure is detailed in following paras.

2.0 Formation:

2.1 There is no specific stipulation about type of formation in IRPWM. The

formation design is done as per RDSO guidelines. The width of
formation depending upon type of sleeper and ballast cushion has been
specified. The available cess width for PSC sleeper with 350 mm ballast
cushion is of the order of 750 mm, which is inadequate to provide the
required confinement. The issue was deliberated during 83rd meeting of
TSC, wherein committee recommended the formation width of 7.85 m in
single line and 13.16 m in double line, which has been approved by
Railway Board. This will provide minimum cess width of 1065 mm to
facilitate unobstructed movement of small track machines and
manpower and better retentivity of ballast. The revised stipulations are
considered adequate.

11
2.2 Stable formation is pre requisite for heavy axle load as well as for higher
speed operations.

2.2.1 For heavy axle load (25t to 32.5t) and speed potential upto 160kmph, all
new construction should be based on the document “Guidelines and
Specifications for Design of Formation for Heavy Axle Load Report No.
RDSO/2007/GE: G-0014 November 2009”.These Guidelines are
approved by Railway Board based on the recommendations of a HAG
level committee. The design of formation is based on the basic
consideration that the maximum pressure on formation at bottom of
ballast should not exceed 3 Kg/sq.cm and the pressure on sub-soil
should not exceed 1 Kg/sq.cm.

2.2.2 For speed higher than 160kmph, detailed study of the formation soil
behavior in regard to Rayleigh Waves generation including its effect over
the depth of formation/soil structure and consequential resonance
phenomena has to be taken up, to eliminate possibilities of future speed
restrictions and damage to structures/buildings in surrounding areas of
the rail corridor. The necessary study in this regard shall be undertaken
by RDSO.

2.3 As such, for new constructions, minimum 30cm blanket (for 25T axle
load) over a prepared subgrade of SQ3 type of soil having CBR value
not less than 7, shall be provided and formation shall be well compacted.
The thickness of blanket may vary upto 100cm, depending upon type of
soil used in the formation and the axle load. The formation width of 7.85
m in single line and 13.16 m in double line as already approved by
Railway Board shall be provided.

3.0 Ballast and Ballast cushion:

3.1 As per present stipulations, Ballast conforming to quality laid down in

RDSO specification is to be used. Minimum depth of Ballast below
bottom of sleepers at rail seat as 300 mm for track renewals (350 mm
wherever possible) and 350 mm for all doubling, gauge conversion and
new line construction work has been stipulated.

3.2 The ballast is the medium to disperse the load on formation. Higher
ballast cushion is desirable for better dispersion of load resulting in
reduced formation pressure. Studies done indicate that with further
increase in ballast cushion, its retention in position & packing is a
problem, thereby increasing the maintenance inputs. As such, the ballast
cushion of 350 mm as prevalent now is optimum and shall be continued.

3.3 The Quality of ballast is an issue. Hard stone ballast has properties of
lesser degradation and pulverization during machine tamping. Good

12
 quality stone ballast is available only in limited reaches. However, in
recent times a lot of restrictions are being put on mining of ballast by
state governments due to environmental concerns. As such, to ensure
good quality ballast, setting up of Mega Ballast Depots will have to be
resorted to along with arranging the inter-Railway ballast movement.

3.4 Inter-Railway movement of ballast will require dedicated hopper rakes,

with speed potential commensurate with envisaged freight operations of
100 Kmph. The existing arrangement of mechanically operated
discharge system has got serious limitation as gates cannot be closed/
controlled quickly resulting in uneven distribution and heaping of ballast.
This apart from wastage of ballast, sometimes also leads to unsafe
operating conditions. On advanced Railway systems, considerable
improvement have taken place in opening and closing mechanism of
discharge doors of hopper wagons with use of pneumatic/ electro-
pneumatic control. This facilitates the proper unloading of ballast as per
actual requirement and requires very minimal manpower for unloading. It
has also been mentioned by some firms the device/ system can be
retrofitted even on existing hopper wagons or wagons manufactured in
country. Suitable unloading arrangement with controlled discharge
system using such systems for opening & closing of doors of Hoppers
will have be designed and developed for hopper wagons. Thus the
modified design hopper wagons with above functional properties will
require to be procured.

3.5 The procurement of improved hoppers will be one time investment,

which will easily be repaid by reduction in manpower for unloading and
wastage of ballast by proper distribution of ballast. It is also important to
note that new hoppers with properly managed controlled discharge
system will also substantially save in the traffic block time needed for
unloading compared to the current design of hoppers and will be safer
preventing the heaping of ballast.

4.0 Sleeper & Sleeper Density:

4.1 As per existing stipulations, PSC sleepers with minimum sleeper density
as 1660 nos. per km are to be used for all Track Renewals, Doubling,
Gauge Conversion and New Line construction works.

4.2 The sleeper density has effect on formation pressure, longitudinal and
lateral ballast resistance and rail stresses. Studies on longitudinal ballast
resistance indicate that optimal values are obtained with sleeper density
of 1660 No./Km & further increase in sleeper density does not result in
any increase in the values of LBR. The ballast surface and sub grade
surface stresses remain more or less constant for sleeper density of

13
 1540 to 1818 No per km. There is relief of max. about 1 kg/mm2 in rail
stresses with increase in sleeper density from 1540 to 1660 nos per km.

The sleeper density is also restricted on consideration of tamping by

heavy on-track tamping machines. Very high sleeper density will result in
close spacing of sleepers, which cannot be tamped with on track
machine.

Thus, the sleeper density of 1660 Nos per km as stipulated is optimal.

4.3 The existing design of PSC sleepers has served the present traffic
needs satisfactorily. However, the design needs review particularly on
following accounts:

4.3.1 The rail seat area is small, resulting in small plan area thus size of
GRSP. This has been one of the major factors for poor in service
performance of rubber pads. There is need to increase Rail seat area to
cater to requirements of future traffic needs.

4.3.2 The increased rail seat area and bottom width would help in reducing
pressure on the ballast further helping in improving the rate of ballast
degradation and improvement in deep screening cycle. A wider sleeper
with proper shape & design with heavier mass is likely to significantly
add to longitudinal and lateral resistance of track enhancing
maintainability in LWR track.

4.3.3 The Track frame resistance, a vital parameter for stability of Long
Welded Rails, need to be improved. This can be improved significantly
by sleeper with wider base.

4.3.4 The size and shape of sleepers will be limited and governed by the
tamping bank of existing track machines, as huge investment in
modification/procurement of new track machines is not considered
prudent.

4.4 The size of PSC sleeper used on other World Railways is tabulated in
Table-1 as under:

14
 Table-1

Size of PSC Sleepers used on World Railways

S. Country Gaug Lengt SECTIONAL DIMENSIONS Max.

No. e h Static
(mm) (mm) RAIL SEAT MID SPAN (mm) Axle
(mm) Load
Depth Bottom Top Depth Bottom Top (KN)
Width Width Width Width
1 AUSTRALIA 1435 2500 212 250 200 165 250 200 245
2 CANADA 1435 2542 203 264 216 159 264 226 292
3 CHINA 1435 2500 203 280 170 165 250 155 245
4 GERMANY 1435 2600 214 300 170 175 250 150 221
5 GR.BRITAIN 1432 2515 203 264 216 165 264 230 245
6 HUNGRY 1435 2420 181 280 204 130 272 217 202
7 ITALY 1435 2300 171 284 222 150 240 190 221
8 IRAQ 1432 2515 203 264 216 140 264 231 245
9 JAPAN 1435 2400 220 310 190 195 250 180 164
10 RUSSIA 1520 2700 193 274 177 135 245 182 265
11 SWEDEN 1435 2500 220 294 164 185 230 150 222
12 S.AFRICA 1065 2057 221 245 140 197 203 140 221
13 U.S.A 1435 2591 241 279 241 178 279 250 321
14 INDIA 1673 2750 210 249.7 150 180 220 150 220.
7

4.5 In order to achieve the prime objective of increased plan area for GRSP
and LBR/ track frame resistance, following action is to be taken:

4.5.1 Keeping in view the limits imposed by existing tamping bank of tie-
tamping machines, tentative top width at rail seat as 210-230 mm and
bottom width as 265-275 mm is possible. With these limiting dimensions,
design of PSC sleeper with use of 3 mm x3 wires to have a wider and
heavier sleeper has already been initiated by RDSO. The issue of
permitting further higher bottom width is being examined by TM Dte of
RDSO with Plasser (India) and suitable design modifications would be
carried out if possibility of permitting width higher than 275 mm is found.

4.5.2 A study of international design prevalent is done using more concrete

mass with reduced reinforcement, and increased plan area at rail seat,
along with latest technology of moulding so that IR can go for the best
design suitable for current as well as future traffic needs. An action in
this direction has already been initiated.

15
4.6 There is no likelihood of major cost increase, as increase in concrete will
be offset by suitable reduction is reinforcement. The added advantage
will accrue once wider & heavier sleepers are used in track by way of
use of long welded rails having reduced maintenance cost and fuel
consumption. The possible reduction in destressing temperature due to
increased frame resistance may result in reduction in rail/weld fractures.

5.0 Fastening System:

5.1 Existing fastening assembly using ERC Mk-III, 6 mm GRSP, GFN/metal

liners and SGCI inserts have served well for tracks of Indian railways.
Some of the issues which get flagged from field are:

(i) Loss of toe load in service, getting toe load in the range of 600-
900 kgf rather than design toe load of 850-1100 kgf. This may be
on several accounts e.g. missing liners, crushing of pad, rail foot
corrosion, manufacturing tolerance adding on adverse side, etc.
(ii) Short life of rail pad.
(iii) Seizure of clips particularly on platforms lines.

5.2 A number of measures have been taken to address the above problem
e.g. design of higher toe load ERC Mk-V (with toe load range of 1200-
1500 kgf), design of 6.2 mm composite rubber pad (CGRSP) which has
been adopted by Railway Board after successful trial reports and
reportedly performing better than 6 mm GRSP). Trials for improvement
of liners are also under progress for having better service life. For
preventing seizure of clips, oval shape insert has been designed and the
same shall be used with the proposed new sleeper design.

5.3 With the proposed use of wider and heavier sleepers, the fastening
system may further require change. While designing the fastening
system, following broad guide lines should be adhered to:
(i) Fastenings system should be such that it does not loose its initial
toe load during service appreciably.
(ii) Minimum thickness of rail pad: 10 mm of larger area over rail seat
(iii) Reduced tolerances in fastening components so that tolerances
adding on adverse side do not result into significant toe load loss.
(iv) Wider size of liner, preferably with improved material to reduce
incidence of breakage during its use in field.

5.4 Further, the regime of fastening procurement system also needs review.
The system of tolerance of individual components shall give way to
overall tolerances in complete fastening system. The complete fastening
system should be procured as one unit with strict performance criteria
rather than individual components.

16
5.5 With above fastening system, the continuation of LWR will be possible,
giving substantial advantage of reduced maintenance, better reliability
and reduced fuel consumption. The increase in cost of fastening system
will be offset with added advantages indicated above.

6.0 Rails:

6.1 As per existing stipulations, 60Kg 90 UTS rails are to be used on Broad
Gauge track. These rails have been considered suitable for operation of
CC+8+2 (22.8t) freight trains at restricted speeds of 60/75 kmph with
marginal overstressing. However, for operation of 25t axle loads, the
section of rail needs to be increased to avoid overstressing of rails. The
sample rail stress calculations for 25t axle load at different speeds
indicate that 60 kg rail section will not be adequate. The detailed
calculations are enclosed as Annexure-„A‟. The status is summarized in
Table-2 below:

Table-2
Rail stresses due to bending for 25t axle load
Rail Stress Due to Bending (kg/mm2)
Rail &
Permi 60 kmph 75 kmph 100 kmph
Sleeper
ssible Foot Foot Foot Foot Foot Foot
Density Stress (Centre) (Edge) (Centre) (Edge) (Centre) (Edge)
60KG 90UTS 46.8 48.16 40.33 49.08 41.25 50.82 42.99
1540
60KG 90UTS 46.8 47.84 38.85 48.73 39.73 50.43 41.44
1660
60KG 110UTS 57.2 48.88 39.89 49.77 40.78 51.47 42.48
1660
68KG 90UTS 46.8 46.27 37.95 46.73 38.41 48.13 39.81
1540
68KG 90UTS 46.8 45.74 36.49 46.51 37.26 47.95 38.70
1660

6.2 Global Scenario:

6.2.1 IR had participated in Joint Research Project (JRP-2) on rail-wheel

interaction. The summary of current practices adopted by various
participating countries regarding rail section, rail hardness and common
axle loads as given in UIC-JRP-2 is shown below:
Relationship between axleload and rail section
used
80
Rail Section (kg/m)

75
70
65
60
55
50
17
45
10 15 20 25 30 35
Axleload (t)
 Relationship between axleload and rail hardness
(tangent track)
450

Rail Hardness
400

(HBN)
350
300
250
200
10 15 20 25 30 35
Axleload (t)

It may be seen that majority of Railways operating axle load of 25T or

more have gone for rail sections higher than 60Kg/m.
1
6.2.1 Available literature suggests that the world Railways are going for
higher rail sections with increase in axle loads.

(a) Datong-Qinhuandao Coal Line- China Heavy Haul Railway:

Designed Axle Load 25t. Rails in Loaded line: 75 Kg/m, Rail on
Empty lines: 60 Kg/m.
(b) Union Pacific‟s Power River Basin line:
Axle Load approx. 30t, Rails: 68 kg/m is being upgraded to 71
Kg/m.
(c.) Swedish Experience:
Ore line upgraded to 30t axle load. Speed of operation 60-70 Kmph
in empty and 50-60 Kmph in loaded. Rails 60 Kg/m.
1. Guidelines to Best Practices for Heavy Haul Railway Operations: Infrastructure Construction &
maintenance issues- 2009 by IHHA
6.3 Deployment of higher payload to tare ratio (3.5 to 4) wagons under
development by IR envisages use of smaller wheel diameter of 840 mm
(worn 780 mm) as against currently predominant 1000mm wheel
diameter. This would result in increased contact stresses and hence
generation of higher rail-wheel defects e.g. wheel burns, long pitch
corrugations1 etc. This necessitates use of higher rail section having
higher rail-head depth facilitating more rail head wear, thereby more
number of grinding rounds than the current section to regularly remove
these defects without the need of through rail renewal. For instance, a 68
kg rail section has head depth of 49.2 mm as against 37.5 mm that of 60
kg facilitating higher number of rail grinding rounds and higher rail
stiffness, an important factor that helps in improved track stability and
checking track deterioration2.
1. Engineering Practice Manual, Rail Defects Handbook- Australian Rail Track Corporations Ltd.

2. „Impacts of Heavy Axle Loads on Light Density Lines in the state of Washington, chapter-3, Final Report,
February-2001

18
6.4 Based on available studies, it is noted that use of heavier rail section has
following advantages:

6.4.1 The service life of rail in terms of GMT is expected to be more and it is
proportional to (UTS)2 and (Section weight)3.

6.4.2 Each additional kg of weight of rail saves about 3% maintenance cost

of track. Heavier track structure reduces sub-grade pressure, thereby
saving track maintenance cost.

6.4.3 Lighter rails are not suitable for heavy axle loads at higher speeds, as
rails get overstressed and fatigue life of rails gets reduced. AREMA has
recommended 68 Kg/m or 71 Kg/m rails for heavy axle load/ heavy
haul operations.

6.4.4 ORE reports suggest that a stiffer rail maintains its alignment better
and is subjected to less vibrations and dynamic augment, as a result of
3
which cost of maintenance reduces . Vertical settlement also reduces
4
with increase in vertical inertia of rails . ORE report in one case found
that when axle load is increased by 10%, maintenance cycle gets
4
reduced by 30%, thereby increasing the maintenance cost .
3. ORE Question D-117, Optimum Adoption of conventional Track to future Traffic Sept. 1983.

4. ORE Question D-141, Effect on Track of Raising Axle Load from 20t to 22t, Oct.-1979

6.4.5 The experience on IR after the increase of axle load suggests that
maintenance requirement gets enhanced with increased axle loads.
Increase in instances of rail/weld failures after introduction of increased
axle loads confirms the need for increasing the rail section.

6.4.6 Studies on fuel consumption on track with 90R and 52 kg rails suggest
that for operating speed of 75 kmph, fuel consumption on 52 kg rails is
1
8.41% less than 90 R rails .
1. K.P.Singh & R.P.Agrawal, Heavier Rail section for reducing maintenance cost, IPWE(I) Journal, Vol.XIII.
No. 3, December 1994.

6.5 Thus, there is need to increase the rail section. Suitable rail sections
available internationally can be adopted. Out of various options available
for 68Kg/m rail, section 136RE, used by AREMA is most commonly used
and produced and therefore, it may be preferable to use this rail section,
to ensure availability of producers of this section globally. The
comparison of properties of UIC 60 kg rail section & 136RE are as under:

19
 Dimensions Unit UIC 60 136 RE
Section Weight Kg/m 60.00 67.42
Rail Height mm 172.00 187.74
Foot Width mm 150.00 152.40
Head Width mm 72.00 74.61
Area mm2 7686.00 8588.00
Ixx cm4 3055.00 3917.00
Zxx cm3 335.00 387.00
Iyy cm4 512.90 600.00
Zyy cm3 68.40 79.00

This rail section can be used even on existing 60 kg PSC sleepers with
modified liner design as the difference between rail foot of 68kg (152.4
mm) and 60 kg (150 mm) rail is only 2.4 mm and the available rail seat
width is 162 mm on the existing design of sleeper.

6.6 In order to cater to the higher axle loads, use of rails with higher UTS is
also required. Higher UTS rails have problem of reduced ductility & are
susceptible to sudden failure. The 110 UTS rail being developed on IR
has 9% elongation. The ductility has to be improved to prevent chances
of sudden failure.

6.7 The existing 90 UTS rails suffer from drawbacks mainly being brittle in
nature, high residual stress and inadequate corrosion resistant
properties.

6.7.1 The 72 UTS rails used earlier were had 14% elongation and sudden
fractures were very less. 90 UTS rail has 10% elongation. This needs to
be improved by suitable micro-alloying the rails.

6.7.2 The problem of corrosion is also severe on IR primarily due to toilet

discharge and defecation by public on tracks. About 30% of Rail
renewals are done prematurely on account of corrosion. Corrosion
resistant rails have been developed on IR (Cu-Mo & NCC) by micro
alloying. Considering the wide spread phenomenon of corrosion, the
chemistry of rails need review to improve corrosion resistant properties
of even normal rails.

6.7.3 As assessed in laboratory evaluations, ductility and corrosion resistant

properties can be improved even for 90UTS rails by suitable micro
alloying. BSP is already working on new chemistry of rails. The
chemistry giving mechanical properties of 90 UTS rails with about 14%

20
 elongation and CRI of 1.5 (keeping CRI of 1.0 for existing rails) is likely
to serve the purpose.

6.7.4 The residual stress in rails on IR is 19 kg/mm2, which is on the higher

side. There is need to device a manufacturing system, where the
residual stresses are reduced.

6.8 With increased axle loads, the contact stresses will increase, resulting in
more rolling contact fatigue. The contact stresses is of the order of 22.32
kg/mm2 for 25t axle load. With section having continuous operation of 25
t axle loads, the head hardened rails with permissible shear stress of 33
kg/mm2 shall be required. For other sections, the rail grinding shall be
adequate for tackling the RCF problems on 90 UTS Rails.

6.9 Apart from routes having continuous operation of 25 t axle loads, the
Head Hardened (HH) rails will also be required for special locations such
as sharp curves & steep gradients. In this connection, the
recommendations of best practices in Heavy Haul can be considered as
under:

Territory New Standard Strength New Head Hardened

CWR CWR
PSC sleeper None All Curves
Over 50 MGT None All Curves
10 to 50 MGT Curves of and upto 1.50 Curves more than 1.50

Above table indicates that head hardened rails are recommended on all
curves on routes having traffic over 50 MGT and on routes with traffic 10
to 50 MGT, head hardened rails are recommended for curves of
sharpness more than 1.50.

6.10 At present, IR is welding 13/26 m long rails, requiring substantial number

of welds for LWR. The welds are weakness in track and their number
requires to be reduced. Thus there is need of rolling longer rails. Only
long rails of length 130m need to be rolled and supplied to reduce
number of welds. These rails can be welded into 260/520 m welded
panels in depot itself using FBW technique and then supplied to field in
line with the international practice.

6.11 Suitable arrangement for transportation and unloading of rakes for

welded panel will have to be developed. The new EUR rakes shall be
capable of running at 100 Kmph with 260/ 520 m panels loaded in 5
tiers. The end unloading arrangement shall be such that minimum labour
is required. Suitable clamps shall be developed so those rails are

21
 unloaded in continuity without any gap and need for drilling holes is
eliminated.

6.12 Thus, for new constructions, track renewals and gauge conversion
works, 68 kg 90 UTS rails with improved ductility and corrosion
properties shall be used. On predominantly freight traffic lines and on
curves sharper than 1.50 and gradients steeper than 1 in 100, 68 kg
head hardened rails shall be used. The rolling of 130 m long rails with
reduced residual stress (less than 10 kg/mm2) shall be ensured, so that
optimal utilization of rail is ensured.

6.13 Use of 68 Kg rails will increase the cost marginally, due to marginal
increase in sectional weight. But this is unavoidable considering the
strength of rails required for 25T axle load. This will be offset easily with
the reduction in maintenance effort and fuel reduction.

7.0 Rail Welding:

7.1 At present, IR is using 260 m long flash butt welded panels with site
welding done mostly by AT Welding. The 260 m long panels are having
3 to 9 flash butt welds depending upon length of rails welded. The weld
whether AT or FBW is a weak link. As such reduction in number of welds
will add to safety & reliability to system.

7.2 The supply of long rails (rolled rail length of 130m) will substantially
reduce the quantum of welding. With facility of transporting 520 m rail
panels, the requirement of site welds will further reduce.

7.3 The quality of AT welds depends much on welder, site conditions such
as availability of traffic blocks etc. The consistency of quality of AT welds
has been a cause of concern on IR, as rate of failures of AT welds is
higher. The flash butt welds are more reliable. As such all planned
welding works at site shall be done using Mobile Flash Butt welding
Plants. For new construction/planned renewals, only flash butt welds
shall be allowed.

7.4 The casual welding/repair weld shall also be done by the mobile flash
butt welding plants. As already decided, the procurement of Mobile
Flash Butt Welding Plants one on each railways needs to be expedited.
The specification of MBFW being developed by RDSO shall also include
the super puller to make machines capable of repair welds. One
MBFWP will however be not adequate to meet the complete requirement
of casual/ repair welding of Zonal Railway, thus requiring some alternate
arrangement till requirement of casual welds get reduced by control on
rail/weld fractures.

22
7.5 The SKV welds are used on most of the world railways for repair welds.
The technique is capable of giving good quality welds if executed
properly and dependence on personal skill is minimized. With reduced
requirement of urgent repair welds, the better control can be exercised.
Considering the fact that on LWR track, severe SR will have to be
continued unless welding is done and one MBFW on each railway may
not be able to cope up the workload of urgent repair welds, IR will have
to continue with SKV welds for urgent repair welds as temporary
measure. However, for such urgent repair welds, only improved SKV
welding technique with compressed air pre-heating, three piece mould,
auto thimble and single shot crucible with automatic monitoring of critical
welding parameters such as preheating time, preheating temperature,
reaction time etc. shall be used. The improved AT weld technique has
already been developed except single shot crucible. The strength
parameters for SKV welds should also be reviewed and it should be
comparable with flash butt welds.

7.6 In order to reduce the number of in-situ repair welds, it will be better to
use wider gap welds (75 mm gap) in place of normal 25 mm gap SKV
welds. The existing technique of wider gap weld shall be improved to
have compressed air pre-heating, three piece mould, auto thimble and
single shot crucible with automatic monitoring of critical welding
parameters.

8.0 Turnouts:

8.1 At present, built-up curved switches and CMS crossings laid on PSC
sleepers are being used on IR. The turnout is the portion of track
subjected to maximum deterioration on account of high flange forces,
discontinuity in track and number of joints. Use of CMS crossing restricts
continuation of LWR through turnouts due to limitation on weldability.
The fabricated curved switches also have limitation on maintainability
and continuation of LWR.

8.2 The thick web switches have been developed long time back, but have
not been adopted in big way so far. Similar is the case with weldable
CMS crossings. The limitation of conventional turnouts is largely
addressed in thick web switches and weldable CMS crossings. The
continuation of LWR and sturdy design of switches will significantly
reduce the maintenance requirement and improve the reliability of asset.
As such, it shall be mandatory to use thick web switches and weldable
CMS crossings on all new constructions and planned renewals. This will
facilitate immediate continuation of long welded rails through turnouts.

23
8.3 The wear on other side of tongue rail due to improper setting of switches
is a major factor, which needs to be addressed. The spring setting
device has been effective in ensuring proper setting of switches, but the
reliability has been not satisfactory. As such, the spring setting device
shall be integral part of thick web switches. The design shall be
reviewed and proper design of SSD, which does not require extensive
maintenance, shall be provided.

8.4 The fastening system for turnouts shall be re-designed to address the
problem of working out of rubber pads in crossing area and other such
locations. The studies shall be done for actual forces coming in the
switch and crossing portion on IR tracks through instrumentation and re-
designing of components be done, as needed.

8.5 On high traffic density routes, explosive depth hardened crossing shall
be provided for increased service life due to reduced wear.

8.6 The conventional crossing has discontinuity at nose of crossing,

resulting in severe impact forces due to jumping of wheels. It will be very
significant for heavier axle loads and higher speeds. As such, RDSO
shall develop moveable nose crossing for future use in such cases.

8.7 RDSO should also work on design and development of canted turnouts,
which will be required for use on high speed routes.

8.8 Thus, for new constructions and planned renewals, thick web switches
and weldable crossings should be used. LWR shall be continued
through turnouts using system advised by RDSO. The marginal increase
in cost due to above will be easily offset by increased service life and
reduced maintenance efforts.

9.0 Level Crossings:

9.1 Level crossings are major obstacle in smooth operations in traffic. The
provision of check rails to have flange way clearance for rolling stock
increases the maintenance efforts and put limitations at locations for
continuation of LWR. The situation is critical at locations where LC is
located at approach of stations, resulting in long length of unwelded
track. Elimination of LC shall be the ultimate aim.

9.2 In new constructions, no level crossing or surface crossing shall be

provided in any circumstance. On existing network, all out efforts shall
be made for elimination of level crossings as per extant policy.

9.3 Till such time, the LCs are eliminated, the arrangement at level crossing
needs review to provide system which does not require provision of
check rails for ensuring flange way clearance. The surfacing of existing

24
 level crossing shall be re-designed and standardized so that there is no
requirement of check rails & resurfacing shall be possible immediately
after attention to level crossing without delay. This will also eliminate the
restriction of continuation of LWR at number of locations, where LC falls
in breathing length of LWR.

9.4 The system of fiber reinforced precast RCC blocks has been developed
and used on South Central Railway. This arrangement is considered to
meet the requirements. The details of the system along with comparison
of cost with existing arrangements are given in Annexure-B.

9.5 There will not be significant cost implication of such system, as

maintenance effort of resurfacing the road will considerably get reduced
offsetting initial additional cost of provision of such system.

10.0 Special features on track:

10.1 Switch Expansion Joint:

10.1.1 Switch expansion joints presently being used on IR are subjected to

high impact force due to discontinuity on running face. The instances
of breakage of SEJ and increased maintenance requirement are cause
of concern.

10.1.2 The improved SEJ designed & developed by RDSO addresses the
major issues of conventional SEJs. As such, this shall be standard SEJ
and conventional SEJ should be phased out. Further efforts should be
made to explore a switch expansion joint design that does not have
any discontinuity on running gauge face for reliable service life. For this
various designs used on advance railways systems should be studied.

10.1.3 There is also a need to review the requirement of SEJ. Present

limitations on continuation of LWR at various locations are being
reviewed. The overall aim shall be to use bare minimum number of SEJ
by continuation of LWR.

10.1.4 Suitable arrangement for providing improved SEJ over bridge wherever
needed shall also be developed both for existing channel sleepers and
futuristic composite sleepers.

10.2 Glued Insulated Joints:

10.2.1 Glued insulated joints are required to be provided to meet the present
day signaling needs. These are introduced discontinuity in rail and are
not desirable for reliability of track. As such, there is serious need for
relook in design of signaling system to eliminate the need of GIJ. In
new construction (New Lines as well as Gauge Conversion), the

25
 signaling system adopted should be such that there is no need for
glued insulated joint. On existing routes, with improvement/
modernization of signaling system, the glued insulated joint should be
gradually phased out.

10.2.2 Use of prefabricated glued joints requires minimum two additional site
welds at each location. As such, till such time the glued insulated joint
is required, feasibility shall be explored for use of in-situ GIJ. The
technique for in-situ manufacture of glued joint shall be developed and
standardized. This will require quick setting high strength glues to have
requisite strength in time normally available for manufacture. The
experience with poor quality of site welds indicates poor availability of
traffic blocks as major reason. As such, the system for in situ glued
joints shall be such that track is ready for use in maximum one hour
time. The in situ GIJ will reduce the number of site welds which are
weak link in track. The manufacturing methodology of glued insulated
joint shall be reviewed thoroughly to obtain consistency of in situ Glued
Joints for better in service reliability. After development of technique,
only in-situ glued joint shall be allowed.

10.2.3 Other types of insulated joints are also available, which use
prefabricated components in place of glue and provide requisite
properties as glued joints. Such systems shall be studied through trial
and if found successful shall be considered for standardization in place
of glued joints. This will address the issue of excessive requirement of
traffic blocks.

10.2.4 The fish plate of GIJ should be redesigned so that it can accommodate
grip rollers of the tamping machines.

10.3 Bridge & Bridge Approaches:

10.3.1 Bridge Sleepers:

10.3.1.1 On girder bridges, steel channel sleepers are mostly used at

present. The in service performance of these sleepers has not been
satisfactory due to number of loose components and corrosion
problem. Some bridges have been provided with H-beam steel
sleeper along with Zero Toe Load fastening system for continuation of
LWR on girder bridges.

10.3.1.2 The composite sleepers have performed well in trials and are
proper replacement of bridge timbers due to inherent advantage of
ease in use and inbuilt resilience. The composite sleeper shall be
standardized for use on steel girder bridges and shall be the bridge
sleeper for track.

26
10.3.1.3 The suitable fastening system having zero toe load and
adequate torsional resistance will be needed for continuation of long
welded rails over girder bridges. Such fastening systems shall be
designed and developed, which will be standard fastening for use with
composite sleepers.

10.3.2 Bridge Approaches:

10.3.2.1 Continuity of track modulus over sufficiently longer length is

essential for higher speeds. Slab bridge approaches suffer drawback
on this account. The provision of suitable approach bridge slab shall
be mandatory for all new constructions.

10.3.2.2 There will be requirement of increasing the speed of passenger

trains to 200 kmph on existing network. This will require provision of
approach slab even on existing ballasted deck bridges. As such, B&S
directorate of RDSO shall design proper methodology for providing
approach slabs on existing bridges also.

10.4 Signal and Traction Installations on Track:

10.4.1 Signaling Installations:

At present, numbers of signaling installations are provided on track

such as signal bonds, connecting rods etc. These installations interfere
with mechanized track maintenance, as they have to be removed for
track tamping and other maintenance activity. No holes shall be
allowed for fixing the signal bond, as these are potential source of Rail
fracture. The signaling system shall be designed such that there are no
fixed signaling installations on track, which affect/infringes with the
maintenance of track.

10.4.2 Traction Installations:

The OHE bonds are fixed to track for return current, which require
drilling of holes in rails. Such holes are potential source of Rail
fractures. The rail used for return current is susceptible for more
corrosion. As such, suitable system shall be designed which does not
require drilling of holes in rails. Ideal system will be one where Rail is
not used for return current. RDSO shall device such system, which will
go a long way in improving the service life of rails.

10.5 Trespass Control on Track:

Indian Railway track has open access to man and cattle, trespasses
being very common. The trespass on track seriously affects the track
maintenance due to frequent disturbance of ballast profile,

27
 contamination of ballast & drainage. The track is also prone to
vandalism, affecting the reliability of systems installed on track. Cases
of cattle run over resulting into derailment of train are also not very
uncommon. Thus, the trespass needs to be strictly controlled for
effective train operation. The complete Broad Gauge network shall be
provided with suitable fencing/isolation system, with priority to sections
having speed of 110 kmph and above. This will also facilitate
implementation of the vision of Indian Railway to increase the speed of
passenger trains upto 200 kmph on existing network.

Various options available have been detailed in Annexure-B. Suitable

arrangement based on techno-economic evaluation of site conditions
shall be decided.

10.6 Use of Ballastless Track & Washable Aprons:

Regular maintenance of track in special locations like tunnels, viaducts,

busy passenger platforms, etc are not only arduous but also expensive.
Similarly, the maintenance of track on PF lines at major stations is a
problem due to contamination and unhygienic conditions. The
incidences of rail fractures due to increased corrosion on account of rail
being constantly in touch with corroding agents are frequent.

On all such locations, ballastless track and washable aprons would be

provided design of which has already been developed by RDSO. The
details are given in annexure-B.

11.0 Long Welded Rails

11.1 The present Track structure puts limitation on continuation of LWR on

critical locations such as bridges, sharp curves & steep gradients,
turnouts, approach of stations, if level crossing falls in breathing length
etc. Such locations result in increased maintenance effort, as PSC
sleepers are not very suitable for fish plated joints. Therefore, suitable
methodology will be evolved to continue LWR through all possible
locations like LCs, points and crossings and bridges etc.
11.2 Bridges

11.2.1 The existing bridges are not designed for forces which arise due to
continuation of LWR on account of track-bridge Interaction.

11.2.2 On world Railways, LWR is continued on bridges both ballasted as

well as un-ballasted. As such, the subject shall be studied and Indian

28
 Railway Code of practice shall be developed on pattern of UIC leaflet
for checking existing bridges for continuation of LWR.

11.2.3 All New Constructions & Gauge Conversions shall have long welded
rails. The bridge design shall be done taking Track Bridge interaction
forces into account both for ballasted deck as well as Non-Ballasted
decks, so that they are fit for continuation of LWR. In case of any
deviation, specific approval from Railway Board shall be obtained.

11.2.4 In-house skills for bridge-track interaction analysis as done on

Advanced Railway System should be developed at RDSO. Necessary
research project in this regard shall be taken up.

11.3 Turnouts

11.3.1 The LWR can be continued through turnouts using thick web switches
and weldable CMS crossings with arrangements advised by RDSO.

11.3.2 All New Constructions & Gauge conversions shall have Long Welded
Rails continued through turnouts.

11.4 Other Locations

11.4.1 The continuation of LWR shall be possible by taking special

precautions at other locations after detailed study.

11.4.2 In new constructions/ Gauge Conversions, the locations were LWR is

not provided shall be got specifically approved from PCE. At the time
of giving approval, PCE may like to consult RDSO regarding feasibility
of continuing LWR at such locations with site specific precautions.

12.0 Summary & Conclusion:

12.1 In general, following track structure shall be adopted in new

constructions, gauge conversions and track renewals:

12.1.1 Rails:

68 kg 90 UTS with improved metallurgy. Head Hardened rails at sharp

curves & on predominantly freight routes. (60 Kg, 90 UTS rails with
improved metallurgy can continue to be used on routes where 25T axle
load operations is not envisaged.)

12.1.2 Sleepers:

Wider base PSC sleepers (conventional sleeper till design is finalized)

at sleeper density of 1660 no./km.

29
12.1.3 Fastening system:

Improved toe load fastening system with stricter component tolerances

and reduced loss in service.

12.1.4 Ballast:

Hard stone machine crushed ballast, Ballast cushion of 350 mm.

12.1.5 Well compacted formation with required Blanket layer.

12.1.6 Long Welded Rails with flash butt welds and improved switch
expansion Joints.

12.1.7 Turnouts:

Thick web switches with improved SSD and weldable CMS crossings.

12.2 Adoption of above improved track structure is not likely to have

significant cost implications. Rather, in long run, this will result in overall
saving due to significant reduction in maintenance requirements. The
marginal increase in cost of rails due to higher rail section will be offset
by increased service life of rails. The new design PSC sleeper with
wider base and heavier section is likely to cost similar as present PSC
sleeper due to reduced steel. The increased cost of sturdier turnout
with thick web switches and weldable CMS crossings will be offset by
reduced maintenance needs and increased service life.

12.3 The design of end unloading rakes for transportation of welded panels
shall be improved for higher speed and better unloading system, so
that there is no gap between panels and these rakes are capable of
transporting 260/520 m long panels. Adequate number of improved
rakes shall be arranged, so that only long panels are supplied from
BSP and site welding is minimized.

12.4 The design of hopper wagons shall be improved particularly in regard

to unloading arrangement using controlled discharge system. Required
number of hoppers to be procured, so that inter-Railway movement of
ballast from mega depots is possible.

12.5 Signaling and traction installation system shall be reviewed to eliminate

the fixtures on track which interfere with track maintenance. The
requirement of such fixtures and glued insulated joints shall be
reviewed and eliminated/drastically reduced for new projects/signaling
improvement works.

30
12.6 The design of all new bridges shall be done for track-bridge interaction
forces for long welded rails, so that there is no limitation on
continuation of LWR.

12.7 Composite sleepers shall be standardized as the bridge timber & shall
be used with proper fastening system for all new
constructions/renewals.

12.8 The level crossings shall be eliminated. On existing LCs, improved

surfacing, which does not require provision of check rails, shall be
used.

12.9 All new constructions shall have Long Welded Rails without any
exception. In case continuation of LWR is restricted on site conditions,
conscious decision be taken after detailed technical review.

12.10 The suitable fencing/ isolation shall be provided on track to control

trespassing.

31
 Annexure-A
RAIL STRESS CALCULATIONS

Sheet-1

Rail stress for 25t Axle Load on 68kg (90 UTS) rail, 1540 Sleeper Density

Rail Stresses (in kg/mm2) 60 kmph 75 kmph 100 kmph

due to bending
Head Foot Head Foot Head Foot
a. Vertical Axle Load 12.69 10.23 13.18 10.63 14.66 11.82
b. Eccentricity of Vertical Load 3.42 1.61 3.56 1.67 3.99 1.88
c. Twisting by Flange Force 6.95 3.27 6.95 3.27 6.95 3.27
d. Lateral Deflection Under
Flange Force 3.93 7.95 3.93 7.95 3.93 7.95
Combined Effect at Head =
a+c+d-b 20.15 20.5 21.55
Combined Effect at Foot =
a+b+d-c 16.52 16.98 18.38

Permissible Stress 90UTS 25.25

(kg/mm2)

25t Axle Load 68kg (90 UTS )Rail, 1540 Sleeper Density
60 kmph 75 kmph 100 kmph
2 Foot Foot Foot Foot Foot Foot
Rail Stresses (in kg/mm )
(Centre (Edge (Centre (Edge (Centr (Edge)
) ) ) ) e)
Stress Due to Bending 11.84 16.52 12.3 16.98 13.7 18.38
Residual Stress 19 6 19 6 19 6
Unforeseen Condition 4.68 4.68 4.68 4.68 4.68 4.68
Stress Due to Thermal Force 10.75 10.75 10.75 10.75 10.75 10.75
Total Stress 46.27 37.95 46.73 38.41 48.13 39.81
Permissible Stress 46.8 46.8 46.8 46.8 46.8 46.8

32
 Sheet-2

Rail stress for 25t Axle Load on 68kg(90 UTS) Rail, 1660 Sleeper Density

60 kmph 75 kmph 100 kmph

Rail Stresses (in kg/mm2)
due to bending Head Foot Hea Foot Head Foot
d
12.8
a. Vertical Axle Load 12.06 9.72 6 10.37 14.37 11.6
b. Eccentricity of Vertical Load 3.39 1.59 3.63 1.71 4.089 1.922
6.95
c. Twisting by Flange Force 6.95 3.268 1 3.268 6.951 3.268
d. Lateral Deflection Under
Flange Force 3.47 7.02 3.47 7.02 3.47 7.02
Combined Effect at Head =
a+c+d-b 19.09 19.65 20.702
Combined Effect at Foot=
a+b+d-c 15.062 15.832 17.274

Permissible Stress 25.25

(kg/mm2) 90UTS

25t Axle Load 68kg 90 UTS Rail, 1660 Sleeper Density

Rail Stresses 60 kmph 75 kmph 100 kmph
Foot Foot Foot Foot Foot Foot
(in kg/mm2)
(Centre) (Edge) (Centre) (Edge) (Centre) (Edge)
Stress Due to Bending 11.31 15.06 12.08 15.832 13.52 17.27
Residual Stress 19 6 19 6 19 6
Unforeseen Condition 4.68 4.68 4.68 4.68 4.68 4.68
Stress Due to Thermal
Force 10.75 10.75 10.75 10.75 10.75 10.75
Total Stress 45.74 36.49 46.51 37.262 47.95 38.7
Permissible Stress 46.8 46.8 46.8 46.8 46.8 46.8

33
 Sheet-3

Rail stress for 25t Axle Load on 60kg (90 UTS )Rail, 1540 Sleeper Density

Rail Stresses (in kg/mm2) 60 kmph 75 kmph 100 kmph

due to Bending
Head Foot Head Foot Head Foot
a. Vertical Axle Load 12.75 11.34 13.59 12.09 15.2 13.51
b. Eccentricity of Vertical
Load 3.74 2.39 4 2.56 4.52 2.88
c. Twisting by Flange Force 7.33 4.69 7.33 4.69 7.33 4.69
d. Lateral Deflection Under
Flange Force 4.76 9.86 4.76 9.86 4.76 9.86
Combined Effect at Head =
a+c+d-b 21.1 21.68 22.77
Combined Effect at Foot =
a+b+d-c 18.9 19.82 21.56

Permissible Stress 25.25

(kg/mm2) 90UTS

25t Axle Load 60kg 90 UTS Rail, 1540 Sleeper Density

60 kmph 75 kmph 100 kmph
Rail Stresses (in kg/mm2) Foot Foot Foot Foot Foot Foot
(Centre (Edge (Centr (Edge (Centre (Edge
) ) e) ) ) )
Stress Due to Bending 13.73 18.9 14.65 19.82 16.39 21.56
Residual Stress 19 6 19 6 19 6
Unforeseen Condition 4.68 4.68 4.68 4.68 4.68 4.68
Stress Due to Thermal Force 10.75 10.75 10.75 10.75 10.75 10.75
Total Stress 48.16 40.33 49.08 41.25 50.82 42.99
Permissible Stress 46.8 46.8 46.8 46.8 46.8 46.8

34
 Sheet-4

Rail stress for 25t axle load on 60kg(90 UTS) rail, 1660 sleeper density

Rail Stresses (in kg/mm2) 60 kmph 75 kmph 100 kmph

due to Bending
Head Foot Head Foot Head Foot
a. Vertical Axle Load 12.35 10.97 13.16 11.7 14.7 13.07
b. Eccentricity of Vertical
Load 3.8 2.44 4.07 2.6 4.59 2.93
c. Twisting by Flange Force 7.32 4.69 7.32 4.69 7.32 4.69
d. Lateral Deflection Under
Flange Force 4.2 8.7 4.2 8.7 4.2 8.7
Combined Effect at Head =
a+c+d-b 20.07 20.61 21.63
Combined Effect at foot=
a+b+d-c 17.42 18.31 20.01

Permissible Stress 25.25

(kg/mm2) 90UTS

25t Axle Load 60kg 90 UTS Rail, 1660 Sleeper Density

60 kmph 75 kmph 100 kmph
Rail Stresses (in kg/mm2) Foot Foot Foot Foot Foot Foot
(Centre (Edge (Centr (Edge (Centre (Edge
) ) e) ) ) )
Stress Due to Bending 13.41 17.42 14.3 18.3 16 20.01
Residual Stress 19 6 19 6 19 6
Unforeseen Condition 4.68 4.68 4.68 4.68 4.68 4.68
Stress Due to Thermal Force 10.75 10.75 10.75 10.75 10.75 10.75
Total Stress 47.84 38.85 48.73 39.73 50.43 41.44
Permissible Stress 46.8 46.8 46.8 46.8 46.8 46.8

35
 Sheet-5

Rail stress for 25t Axle Load on 60kg(110 UTS ) Rail, 1660 Sleeper Density

Rail Stresses (in kg/mm2) 60 kmph 75 kmph 100 kmph

due to Bending
Head Foot Head Foot Head Foot
a. Vertical Axle Load 12.35 10.97 13.16 11.7 14.7 13.07
b. Eccentricity of Vertical
Load 3.8 2.44 4.07 2.6 4.59 2.93
c. Twisting by Flange Force 7.32 4.69 7.32 4.69 7.32 4.69
d. Lateral Deflection Under
Flange Force 4.2 8.7 4.2 8.7 4.2 8.7
Combined Effect at Head =
a+c+d-b 20.07 20.61 21.63
Combined Effect at foot=
a+b+d-c 17.42 18.31 20.01

Permissible Stress (kg/mm2) 110UTS 34.73

25t 60kg 110 UTS Rail, 1660 Sleeper Density

60 kmph 75 kmph 100 kmph
Rail Stresses (in kg/mm )2 Foot Foot Foot Foot Foot Foot
(Centr (Edge (Centre) (Edge (Centr (Edge)
e) ) ) e)
Stress Due to Bending 13.41 17.42 14.3 18.31 16 20.01
Residual Stress 19 6 19 6 19 6
Unforeseen Condition 5.72 5.72 5.72 5.72 5.72 5.72
Stress Due to Thermal
Force 10.75 10.75 10.75 10.75 10.75 10.75
Total Stress 48.88 39.89 49.77 40.78 51.47 42.48
Permissible Stress 57.2 57.2 57.2 57.2 57.2 57.2

36
 Annexure ‘B’

Special features required for better maintainability of track and

facilitating operation of higher speeds.

1.0 Brief about requirement:

1.1 The constraints are experienced on Indian Railways for maintenance of

special locations and in increasing the speed on existing network on
various accounts. The Indian Railway track is not protected and is
subjected to trespassing by men and animals. Such trespass increases
the maintenance requirement significantly due to frequent disturbance
to ballast, contamination etc. The impact of dashing with trespassing
objects up to limited speed is not very dangerous for safety of train
operations, but may be very serious beyond speeds of 130 kmph.
Similar is the case with level crossing. The surface of level crossing
requires to be opened for maintenance. If re-surfacing is not done
immediately after work, there are chances of road vehicle getting struck
on track, causing safety concern for train operations.

1.2 The washable aprons used on IR have been a cause of concern, as

maintainability is an issue. There is need for proper design of washable
apron, with higher speed potential. The design of ballastless track is
required for use at such locations.

1.3 Thus, the need for suitable system on following is dealt in this section
1.3.1 Fencing along track to prevent trespassing.
1.3.2 Suitable road surface arrangement at level crossings.
1.3.3 Suitable design of ballastless track & washable aprons

2.0 TRESPASSING AND PROTECTION BY FENCING:

2.1 On high-speed lines, trespassing is very risky. Even the train may
suffer accident and consequences of accidents can be alarming. It is
noticed from the experience of high speed corridors world around that
at very high speeds, track ballast stones sometimes fly off and hits the
surroundings. To avoid such incidences, track fencing is required to be
provided. Thus, the entire high-speed track is provided with fencing. In
any case, areas prone to trespassing have to be provided with fencing
on high-speed routes.

2.1.1 Need is to provide low height cattle underpasses and pedestrian/cyclist

passes to take care of the safety.

37
2.1.2 Unauthorized pedestrians, cattle and light vehicles crossings poses
bigger challenge to high speed train operation in Indian socio-cultural
scenario. Less reaction time and heavier impact on high speed train of
collision, prevents permitting higher speed beyond 110 kmph without
taking adequate precautions.
2.1.3 It is also necessary that boundary wall is made in sufficiently longer
patches much beyond the zone of habitation with impermeable sealing
at level crossings and all possible entry points. Steel chain link fencing
at most critical location in track vicinity and security patrolling needs to
be tried selectively in addition to the boundary wall at railway boundary.
2.1.4 Alternatively, railway land at such trespassing prone stretches can be
leased to commercial establishments with condition of erecting
effective fencing and providing watch ward staff as a cost effective
solution.

2.2 Different types of fences exist in the market. Provision of fencing for
Indian conditions is very costly. However, in view of safety for high
speed train service, punctuality and un-interrupted traffic, fencing on
both sides is highly essential. The minimum height of 5 feet is required.
The following types of fencing can be adopted.

1.„Pro-mesh‟ profiled mesh fencing panel

2. Concrete posts and chain link weldmesh,
3. Bow top railings
4. Masonry Wall

2.3 Pro-mesh’ profiled Mesh Fencing Panel:

Pro-mesh contains galvanized and powder coated having panel size

2.4 m length.

'Pro-mesh' Mesh Panel Fence & Gates

Pro-mesh is an attractive, cost-effective medium security mesh panel

and post fencing system that is robust, easy to install and combines
medium security with aesthetic appeal.

38
 Pro-Mesh Mesh Panel Fence

Two heights of pro-mesh fence are available as standard; 2m and 2.4m

high. Pro-mesh Mesh Panel Fencing features heavy duty welded wire
mesh panels with horizontal vee profiles that provide added rigidity.
The strong mesh panels are difficult to cut through or climb yet provide
good viewing through the fence.
Posts are manufactured from steel tubular section with threaded inserts
for fixing the steel mesh clips. Additional fixings are provided to
accommodate stepping of panels where the fence is installed on a
gradient.
Fixings to attach the pro-mesh panels to the posts are made from steel
backed by anti-rattle rubber pads and fixed to the posts by stainless
steel tamper-proof security bolts.
Pro-mesh fencing is manufactured from galvanised material and
polyester coated. Green RAL 6005 fencing is always available from
stock.

2.4 Concrete posts and Chain Link Weldmesh

Concrete post and chain weld mesh panel varies of different size from
2.6 m to 3.2 m length and height also varies from 1.8 m to 2.4 m.
There are intermediate posts and straining posts and strut and cost of
the same also varies depending on the size and height.

39
2.5 Bow Top Railings
Bow top fencing is another traditional
style. Attractive as ornamental
railings, bow top fencing can also
provide a reasonable security solution
for certain sites and provided the
height is sufficient. Bow Top Fencing

This type of fencing consists of bows, rails and posts. Bow is 12 mm

round bar @ 112 mm centres.
 Rails are the flat bar size varying from 40 mm x 10 mm to 50 mm x 10
mm
 Posts are having the size 1450 mm x 50 mm x 50 mm SHS and upto
2400 mm x 60 mm x 60 mm for the height 1 m to 1.8 m railing fencing.
The cost also varies depending on the rails, posts, size and height of
the railing fencing.

2.6 Masonry Wall :

UCR/CRR Masonry with concrete bed of 1.5 m height above ground

level. This is the normal boundary wall being provided on the city areas
along the track, so as to avoid the encroachment on railway land and
trespassing on the railway line.

2.7 Summary & Conclusions:

2.7.1 Out of above fencings, „Pro-Mesh‟ profiled mesh fencing panels are
considered suitable for Railway fencing where the execution and
erection is easier than the others. Also this is cost effective and
cheaper as is evident from following:

Cost per Km. of different Type of fencings:

S.No. Name of Product Height Cost Per. Mtr

(M) (Rs.)
1 Pro Mesh 2 5,000
2 Concrete Post 2.1 6023.725
3 Bow Top 1.8 9997.062
4 Masonry wall 1.5 5000

40
 2.7.2 In non-urban area, the concrete post for Chain Link Weld mesh will be
suitable. In metros, the masonry wall with 1.5 m height is desirable and
cost effective.
3.0 Surfacing at Level Crossings:

3.1 Provision of Fiber Reinforced Precast (FRP) RCC blocks

FRP blocks have been designed for provision at manned and unmanned
level crossing gates to get better surface than the conventional roads.
These FRP blocks will facilitate the maintenance of level crossings more
easily than the conventional type. Removal and re-fixing of FRP blocks is
easier since it has got the provision of lifting hooks on both sides. This
also facilitates the tamping of track at regular interval by removing the
blocks without damaging the road surface restored back after planned
maintenance. It avoids corrosion and damage to the track components, it
avoids the drilling of holes in the running rail thereby increases the service
life. The road surface achieved is aesthetically pleasing, does not require
any maintenance and well appreciated by the public. A drawing has been
developed by SCR, which can be adopted.

3.2 Comparison of the cost per / sqm for different types of LC surface:

Type of road Single Cost per Expected Cost per

surface line/ Sq.mtr. life of road Sq.mtr. per
Double surface year
line
Back Top Surface SINGLE Rs. 768/- One year Rs.768/-
LINE
Hexagonal CC Rs.1542/- Three years Rs.514/-
Block Surface
Fiber Reinforced Rs.2505/- Seven years Rs.358/-
Pre Cast RCC
Blocks
Black Top Surface Rs. 792/- One year Rs.792/-

Hexagonal CC DOUBLE Rs.1551/- Three years Rs.517/-

Block Surface LINE
Fiber Reinforced Rs.2947/- Seven years Rs.421/-
Pre Cast RCC
Blocks

41
 Fibre Reinforced Precast RCC Blocks on LC.

4.0 Ballastless Track and Washable Aprons:

4.1 Arrangements in use:

4.1.1 Washable aprons 52 kg/60 kg. for 30 kmph speed with LWR using
RCC slab foundation :

The provision of CC apron in the yards avoids the contamination and

keeps the premises clean and maintains the hygienic condition. The
area is easily washable where the night soil drops. It replaces the
manual cleaning of platforms by semi-mechanical means and also the
drainage arrangements and watering of the trains is easy. It facilitates
continuation of LWR in the station yards making it easy P-Way men to
maintain. The speed potential will be 30 kmph.

4.1.2 Washable Aprons for 130 kmph speed with L.W.R. using RCC slab
foundation – RHEDA

Rheda-2000 serves the similar purpose of conventional apron, having

the added advantage of stability, long lasting life and the speed
potential of main line will be 130 kmph. It facilitates running of goods
trains without any damage to the permanent way.

4.1.3 Comparison between RHEDA 2000 Type & Conventional CC Type

Aprons

The comparison is given in following table:

42
 Item/ Feature Conventional apron RHEDA 2000 apron
(RDSO/T-4781)
A. Design No bond between sleeper 1.Two steel lattice girders are protruding
1.Bond and surrounding concrete. from precast sleeper block into concrete
Epoxy and bitumen used as apron
bonding 2.RHEDA 2000 sleepers are of bi-block
type and they are integral parts of the
monolithic RCC structure
1. Speed Up to 30 kmph 100 kmph
2.Material Concrete, regular track Special sleepers and special fastenings
sleepers & fastenings
3.technnology Conventional; based on Modern; (Vossloh 300)
experience
C. Functional
1.Track Rigid Flexible, can be adjusted
geometry
2.Retension of Deteriorates with time Not much deterioration is observed as the
track sleepers are bi-block type, represent
parameters integral part of monolithic RCC structure.
Breaking, spalling in central portion or
opening gaps along slipper is prevented.
Hence, a sound structure is retained.
3.Drainage Good Very good

Cracks Due to non-integral Due to integral construction not prone to

formation & construction more prone for separation
widening crack formation and repair
is always temporary
Durability Less due to cracks/gaps Good
Reliability Poor due to non-bonding More due to monolithic construction.
D. Cost
Life cycle cost Higher Lower
Initial cost of Slightly less Slightly more
laying without
rails

COST PER METER

Conventional Apron RHEDA 2000 Apron

Station Cost Station Cost

GTL PF-2 Rs. 35,125/RM BZA PF-7 Rs. 34,591/RM
RU PF-4 Rs.37,690/RM KCG PF-1 Rs. 38,508/RM
BZA PF-10 Rs. 41,518/RM Alipurduar (N.F.R) Rs.32,054/RM
Surat PF 1 & 2 Rs. 50,332/RM
(W.R.)

4.2 Washable Aprons with LWR using partly cast rail seat beam
(PCRSB), designed by RDSO:

43
The provision of RCC/CC apron in the yards avoids the contamination
and keeps the premises clean and maintains hygienic condition. The
area is easily washable where the night soil drops. It replaces the manual
cleaning of platforms by semi-mechanical means also facilitating ease in
drainage arrangements and watering of the trains. The ballastless track
also permits continuation of LWR in the station yards improving
maintainability of track.

So far, there has not been any indigenous design which could serve the
purpose of apron, having the added advantage of stability, durability and
speed potential of main line which facilitates running of goods trains
without any damage to the permanent way. Rheda-2000, which is a
patented design, has been used at certain locations having some of the
above mentioned features. Recently RDSO has designed a system with
the use of partly cast rail seat beam (PCRSB), which is to be cast in
concrete sleeper plant, with indigenous fastenings, suitable to be used as
washable apron on platform lines with sectional speeds upto 110 kmph.
The design is based on the successful results of two trials by Central
Railway, one in 2006 at Pune station (Platform no. 5) and other in 2007 at
Mumbai CST main line Platform no. 18 with further improvement done by
RDSO. Railway Board has already approved the design for trial vide letter
No. 2011/Proj/9/2 dtd. 7.10.2013.

(BLT-IFS at Pune station on the day of commissioning: May 11, 2006)

(Canted PCRSB proto-type with fastening assembly)

44
This design would be used for future construction of washable aprons as
due to use of indigenous fastening system, it is considered to be costing
lesser in the long run due to increased maintenance ease, ready
availability of fastening components for maintenance, and supporting
higher speeds on platform lines (wherever the yard configuration permits
it) etc.

45
 Chapter 3

Track Inspections and Monitoring Systems

1.0 Need for change in Inspection System

1.1 Present day inspection system has evolved from the old track structure
comprising of ST/CST-9/Wooden sleepers, lighter rail section joined by
fish plates and scanty ballast cushion. The technological diagnostic aids,
which can predict track degradation, were not available. The traffic
density was low; as such adequate time was available to inspecting
officials for inspection of track and taking remedial action without much
compromise on safety. Accordingly, the emphasis has been on frequent
manual inspection at various tiers, to plan maintenance of track. The
trolley inspection and foot plate inspection have been the main
inspection methods.

1.2 With the modernization of the track structure, wherein it is envisaged to

have stable formation, 350 mm clean ballast cushion at the time of
laying, heavier sleeper design, better elastic fastening and heavier rail
section without joints, the whole ambit of inspection and maintenance
practices of track needs to be thoroughly reviewed. Also, the increased
traffic density leaves little time for inspecting officials. The conventional
methods of inspection such as trolley inspection, inspection of turnouts
etc. requiring track possession are becoming difficult day by day. There
have been numerous cases of trolley run-over resulting in loss of life.
Keymen and trackmen performing their duties on track are always at risk
from running trains. With the heavier track structure and stable
formation, there will not be frequent disturbances to the track geometry.
The heavier track structure necessitates important maintenance
activities to be mechanized with heavy on-track machines. With
introduction of long welded rails on concrete sleepers maintained
mechanically, it is no longer necessary to attend every inch of track from
one end to another as is done in conventional system. In fact, it will be
detrimental to touch the track unless required. Thus, in place of
systematic maintenance from one end to the other, need based
maintenance is required. As such, it is desirable to identify the locations
needing attention to the track and provide necessary attention there. The
inspection regime will have to be aligned accordingly.

1.3 The availability of diagnostic aids for condition monitoring of track has
also aided to reduce the need of manual inspection. The type of defects
in track which were prevalent in earlier day track structure such as
gauge spread, low joints, poor alignment etc. are no longer prevalent on

46
 IR. New type of defects such as RCF defects, rail/weld fractures, track
buckling etc. are now prevalent with increased traffic density and need to
be taken care of for safe and reliable track.
1.4 At present, manual inspections are being done at all levels (JE, SSE,
AEN, DEN/Sr.DEN). JE & SSE are also responsible P-way supervisors
to get the defects attended. As such, these P-way supervisors get the
list of short comings noted during inspections at various tiers based on
manual inspection inputs and some of the recordings done. These
shortcomings are to be attended by SSE/P-way & JE/P-way, who also
have their own scheduled inspections. Thus, the present system is more
inspection oriented and emphasis on compliance has been found
lacking. Inspections are useful only if the compliance is done. As such,
there shall be more stress on compliance. Whatever systemic changes
are required for proper compliance shall be brought into focus.

1.5 Thus, there is need to redesign inspection and maintenance practices

with advent of modern track structure and availability of diagnostic aids
with following guiding principles:

1. Inspection and maintenance shall be mechanized to maximum extent

possible. There should be least manual intervention needed both for
inspection and maintenance of track.
2. Proper analysis of data from diagnostic equipments including
recording cars and other inputs should be carried out for estimation,
prioritisation and deployment of resources, so as to have
comprehensive maintenance plan for sustainable maintenance
efforts.
3. There shall be more reliance on diagnostic aids, where reliable
systems are available. Efforts will be made to develop such systems
as per the need.
4. Necessity for various patrolling will be done away with by introducing
suitable monitoring/surveillance systems.
5. There shall be more emphasis on quality work and reliability
improvement.
6. More stress shall be given for ensuring compliance of instructions &
inspections.

2.0 Proposed system of inspection/ functioning

2.1 For modern track structure, the suitable system of track maintenance will
be 3 tier maintenance system comprising of following:

Tier 1- OMU – On-track Maintenance Unit

Tier 2 - MMU – Mechanised Maintenance Unit

47
 Tier 3 - Sectional Gangs

The inspection system and maintenance organization structure will have

to be aligned to be suitable for required maintenance system.

2.2 The present system of inspection and maintenance of track has one
SSE/P-way incharge of unit assisted by two or more JE/P-way. The
sectional gangs are headed by P-way Mate. Over one or two P-way
gangs, there are Sr. P-way supervisors, who report to JE/P-way. There
has been major restructuring in supervisory staff for P-way. The existing
cadre of Sr. P-way Supervisor has been merged with JE/P-way. The
ratio of JE/P-way and SSE/P-way has also been altered. The category of
Mate/Keyman/Trackman has also been restructured. Thus, the proposed
structure shall also take these changes into consideration.

2.3 In the present system, SSE and JE are mostly engaged in inspections
and arranging resources for machines, with very limited time for analysis
of data for prioritization of activities and actual compliance. In the
proposed system, it is considered that one SSE/P-way/ special works
shall be provided under SSE/P-way/Incharge in addition to sectional
SSE. SSE/SW will be assigned the responsibilities mostly relating to
analysis of track measurement data and works on OMU. SSE/Section
will be responsible for works of sectional gangs and MMU as per existing
duties. However, there will be an overlap of sectional gang and MMU
activities between the SSE/section and SSE/SW and the resources will
be shared by both as per the requirement. Broad planning for sharing of
resources will be done by SSE/Incharge. Thus, the SSE/P-way incharge
having section of about 80-100 Km on single line or 40-50 km on double
line section will be assisted by two or more SSE/P-way/section and one
SSE/P-way/SW (special works). The duties and responsibilities of
SSE/Incharge and SSE/Section will be broadly the same as stipulated in
IRPWM with rationalized schedule of inspection as required for modern
track structures.

2.4 The basic structure of sectional gangs shall be retained. P-way mates,
who are in-charge of sectional gangs having 5-10 Km track, are well
conversant with their sections. IRPWM lays down various responsibilities
of mates, therefore, this authority to be kept as it is and not to be diluted.
Keyman is responsible for daily inspection of track, as such essential to
be retained. As such, there will not be any change in status and duties of
Mate and Keyman. Mate & Keyman will be in the same grade and will
be designated as Track Maintainer-I.

48
2.5 As the category of PWS has been abolished, P-way units (consisting of
one or two sectional gangs) will now be headed by JE/P.Way, who will
carry out the duties and responsibilities of Sr.PWS with further
rationalization as required.

2.6 Above basic structure of inspection and maintenance by supervisors,

general guidance is provided at officer‟s level viz. ADEN, Sr.DEN/DEN.
This system is continued. ADEN & Sr.DEN/DEN shall oversee the
functioning of various units with particulars emphasis on:-

(i) Compliance by SSE/P-way for inspections done by various

inspecting officials/machines & addressing issues related to
arrangement of resources coming in the way of compliance.
(ii) Fixing contractual agencies for identified track works.
(iii) Ensuring timely inspection as per schedule.
(iv) Coordinating and arranging traffic blocks.
(v) Coordinating and arranging power for material trains

2.7 The system of independent quality audit of work done at field level is
lacking in the present system. It is considered that such system shall be
introduced with suitable set up at Divisional level. As such, Sr.DEN/DEN
will be assisted by SSE/P-way/QC (Quality Control). SSE/P-way/QC will
exercise quality checks of all P-way maintenance works & renewal
works in the jurisdiction of Sr.DEN/DEN.

2.8 The details of duties and responsibilities of various inspectors viz.

SSE/P-way/in-charge, SSE/P-way/Section, SSE/P-way/SW and SSE/P-
way/QC are given in Annexure-I.

2.9 The new system proposed shall result in:-

- Improved quality of Inspection
- Improved system of compliance which will include
o Planning of works
o Execution of (a) Routine works
(b) Planned renewals
- Improved quality of work.

3.0 Review of extent of Manual Inspections:

3.1 The inspection and maintenance regime for modern heavier machine
maintained track equipped with diagnostic aids will require thorough
review. With the proposed diagnostic tools in place, the requirement of
manual system shall reduce to a great extent. The manual inspections
will be limited to items where mechanized inspection systems are not
49
 available at present. Manual inspections will be mostly need based
detailed inspection to get to the root cause of the problem. Thus the
manual inspection schedule shall be reviewed to limit the periodic
inspections. The items as well as frequency of inspections at various
levels shall be critically reviewed.

3.2 The manual inspection will be mostly limited to the following:-

(i) Detailed inspection of spots identified for attention by OMS, TRC
etc.
(ii) Inspection of SEJs, points and crossings and glued joints.
(iii) Inspection of level crossings and bridges.
(iv) Inspection for condition of rails including corrosion measurement of
rails.
(v) Inspection for condition of fittings and ballast cushion.
(vi) Inspection of drainage system of track in cuttings and yards.
(vii) Need based inspection of curves subject to minimum frequency of
once in a year.
(viii) Follow up USFD testing
(ix) Gap survey.
(x) Patrolling in case of sudden down pour and monsoon patrolling till
alternate system is evolved and placed in position.

All the above inspections are skilled inspections and will be carried out
at the supervisors level (except item no. x above) with the help of 3-4
Track Maintainers. The supervisors will have light weight self propelled
vehicle to improve his mobility.

3.3 The ultrasonic testing of rail/welds shall be continued as per existing

system till vehicular system is implemented.

4.0 Diagnostic Aids for Mechanized Monitoring of track

4.1 Track Geometry Cars

Present track geometry cars are capable of measuring track geometry

and acceleration at the coach floor level. However, many important
measurements such as rail profile measurement, corrugation
measurement, track component condition monitoring etc. are either not
done or done manually. This brings in lot of subjectivity in the
measurements. Recently procured two track recording cars (which are
under commissioning) have the capability for measurement of vertical,
lateral and angular wear of rails. However, facility for full rail profile
measurement system is not available on IR on date. One full rail profile

50
 measurement system has been proposed for procurement by RDSO in
the WP of 2014-15.

State of the art track geometry cars are available to measure the
following parameters during the run:
 Track Geometry
 Car body acceleration
 Rail component video monitoring system (rail surface, fastenings,
concrete sleepers condition)
 Rail profile measurement
 Corrugation measurement
 Axle box acceleration measurement
 Clearance measuring system
All above measurements can be taken in one run, thereby avoiding the
need for multiple running of various vehicles and eliminating the
subjectivity involved in manual measurements.

As the present TRCs available on our system are capable of measuring

only track geometry and coach body accelerations, there is need to
improve the system. The provision should be made to include rail
component video monitoring system on all the existing cars so that track
geometry, car body accelerations and rail component conditions recording
is available on all track geometry cars. The advantages of taking these
measurements are listed below.

1. Rail component video system shall help to identify the missing

fastenings, damaged sleepers and the damage on rail surface so as to
take proper rectification action.

51
 2. Full rail profile measurement will be helpful in assessing status of rail
inclination, gauge, lateral, vertical & angular wear of rails and condition
of rail-wheel interaction. The rate of wear can be worked out and
appropriate measures can be taken to arrest the excessive wear rate.
This will also be useful for planning the rail renewal and rail grinding.
3. Corrugation measuring system will be helpful in effective depth of cut
selection during rail grinding to remove the corrugations on the rail.
4. Axle box acceleration will be helpful for identification of short
wavelength track defects viz. loose packing, low joints, cupped welds,
corrugations etc.
5. Clearance measuring system shall ensure the minimum required
clearances as per SOD by taking timely action and thus prevent
untoward incidents due to infringements.

In future, Indian Railways should procure state of the art track recording
cars capable of measuring all the above parameters.

4.2 Oscillation Monitoring System (OMS) and Rail Component Video

Monitoring System

4.2.1 Oscillation Monitoring System (OMS), in use on Indian Railways, is a

portable equipment to assess the coach floor vertical and lateral
accelerations. Coach floor acceleration is dependent on the track as well
as vehicle characteristics. To eliminate the effect of vehicle from run to
run, it is necessary to carry-out the recording in the same coach during
repeated runs on the same stretch of the track. Each Railway shall have
a dedicated coach for OMS recording. As such, the OMS recording shall
continue by the Railways using dedicated coach.

4.2.2 The coach for acceleration measurements should also be provided with
rail component video monitoring system and clearance measuring
system. With the problem of inspections by trolley due to trains running
at close intervals, it is necessary to record the condition of rails,
sleepers, fastenings etc. and the safety clearance around the track
frequently by the field engineers to appreciate the problem in the initial
stages and take further remedial action.

4.3 Axle Mounted Accelerometer

4.3.1 The OMS used at present measures accelerations at coach floor level.
Accelerations measured at axle box level give better idea about track
maintenance. As such, efforts are being made to record the
accelerations at axle box level to assess the track geometry. RDSO has
finalized the specification for equipment for measurement of acceleration

52
 at axle box level. Since the vehicle suspension characteristics do not
come in picture, the recorded accelerations are a better representation
of the track geometry.

4.3.2 Acceleration measurement at axle box can also be used for

measurement of short wavelength defects such as low welds, loose
packing etc. as the frequency of measured vibrations is high and short
wavelength defects are more prominently detectable. However, this will
require development of dedicated software for identification of short
wavelength defects. The equipment can also be used to monitor
rail/weld failure detection by signature recognition after proper research
and correlations.

4.3.3 Low cost track recording system having capability of measuring

Unevenness, Alignment and Twist can be developed by measuring the
acceleration and angular movements at axle box level. Integrated
transducers called IMU and having capability of measuring acceleration
and angular motions on three perpendicular axis (x,y,z) are used on axle
box for development of track recording system. IMU contains three
accelerometers and three Gyros for measurement of desired
movements. These track recording systems will not be capable of
measuring gauge, which is also not required to be regularly measured
as its effect is also taken care of by alignment. Moreover, gauge
variation is not at all an issue for PRC sleeper track. This will be simpler
and cheaper system which can also be easily installed on OMS
coaches.

4.4 GPS based Foot Plate Inspection System

At present, the official on the foot plate inspection has to give more
attention to track chainage instead of concentrating on track defects. We
should use a GPS based system where the inspecting official has to only
press the key related to a particular defect without bothering for the
location of the defect as the location will be automatically picked-up by
GPS. The GPS antenna shall be magnetically provided on the
locomotive and palm top will be designed to have the track defects as
keys on its keypad. This will improve the quality of inspection. Such
system has already been approved for trial by RDSO.

4.5 Location identification system

4.5.1 One of the basic requirements of the instrumented monitoring system is

marking the correct location of the defects in the track. The current
system used on IR does not give the location of the defect with desired

53
 accuracy. However, in two recently procured track geometry
measurement systems, which are under commissioning, RFID based
location identification sensors have been used which give an accuracy of
about one meter.

4.5.2 We should go for GPS based location identification system for which it is
necessary to carry out GPS mapping of IR track. DGPS (Differential
GPS) will be used for accuracy of the data. RDSO has already approved
one such equipment (called Route Data Preparation System) for GPS
mapping.

4.5.3 In future, every new measuring equipment should have the provision for
correlating the track location with the GPS data with the help of GPS
receiver installed on the measuring equipment. This facility is normally
built in on the international systems.

4.5.4 The current monitoring equipment will also be retrofitted to use GPS
based location identification.

4.6 Video Shooting of track surroundings

One time video shooting of the track features and surroundings of the
track should be done for quick appreciation of the site conditions by
higher officials. The access to the track such as LCs, approach roads,
major bridge locations and other important track features shall be clearly
demarcated. The data will be linked to track locations (i.e. hectometer
posts) so that user can see the details of a selected track location.
Software needs to be developed for this purpose. Alternatively, this can
be integrated in Track Management System being developed by CRIS.

4.7 Rail stress monitoring system

4.7.1 The long welded rails require lesser maintenance but require continuous
monitoring for rail stresses to prevent track buckling and rail fractures.
The continuation of long welded rails through various locations will
require regular monitoring of locked up thermal rail stresses and
determination of stress free temperature for deciding the need based de-
stressing of welded panels. Keeping the vast IR network in view, it will
not be practically possible to install systems, which continuously monitor
the rail stresses on account of large fund requirement. Thus, the two-
pronged approach will have to be adopted to have systems for
continuous monitoring at extremely vulnerable locations and spot
measurement systems for other locations. Thus, the two systems
detailed in following paragraphs need to be implemented.

54
4.7.2 Stationary Rail Stress continuous monitoring system:

The systems are in use over world Railways which continuously record
the rail stresses and determine stress free temperature. One such
system is which uses strain gauges fixed on rails. There is need to
evaluate available systems and decide upon the most suitable system
for IR. Such system shall be installed at critical/vulnerable locations such
as bridges, bridge approaches, sharp curves, gradients etc. for safety
against rail breaks and buckling tendency. The system will also be
useful for detection of rail fractures and shall have these features. The
software shall be compatible with direct inputs to track management
system.

4.7.3 Portable Rail Stress Monitoring System and determination of

stress free temperature:

Determination of stress free temperature is essential for planning need

based destressing of LWR and planning preventive measures for rail
breaks. The portable system shall be deployed for periodical monitoring
of stress free temperature with provision of necessary software to
calculate the factor of safety against buckling of track. One system for
each sub-division will be essential. System shall be compatible for direct
interface with track management system.

The equipment/system should be such that it is able to measure rail

stresses and determine stress free temperature non-destructively
without any disturbance to track and shall be able to display rail stresses
and determine stress free temperature in degree centigrade on screen in
graphical and digital form. This should also be capable of taking
measurements in new as well as old rails and provide relevant record in
reproducible electronic form giving details of location, rail temperature
for further analysis and reporting. The measuring system should be
compatible with rails carrying return current and track circuits current.

RDSO invited an EoI for identification of such systems. The system

working on principle of Magneto Elastic effect is found to be nearly
meeting the requirements. This system is based on the Villari principle
that metal under stress is harder to magnetize. The difference between
magnetic profiles of a rail with or without stress is measured. The 360 0
magnetic field is created around the rail. The calibrator determines the
stress free magnetic profile of rail, which is used as reference/zero value
for other instrument that measures the actual profile of that rail in
longitudinal direction. The control box guides the two processes and

55
 sends the result to software program, which translates the magnetic
values into neutral temperature value for that particular rail.

Other systems may also be available which meet the functional

requirements. RDSO is in process of procuring one equipment for trial
and validation on IR conditions. Once the system is validated, it shall be
proliferated in field.

4.8 Ultrasonic Rail Flaw Detection (USFD):

4.8.1 Vehicular Rail Defects Detection System

The present system of USFD testing of complete network with

pedestrian SRT/ DRT will not be a reliable system with increased traffic.
For objective testing of internal flaws in the rails and welds using
ultrasonic waves, it is necessary to make use of IT and reduce the
dependence on manual skills. The testing should be done using
vehicular systems with on board micro-processors for capturing the
signals generated and post-analysis of these signals using software. A
defect database need to be developed wherein the growth rates of
defects can be studied and the sizes of the defects and testing
frequency can be rationalized.

Vehicle based USFD system shall be capable of recording the defects at

speed of about 40 to 70 kmph depending upon the condition of the track
with facility of automatically preserving both the “A” and “B” scan of

56
 defects. Confirmatory follow-up manual testing will be limited to only
suspect defects locations identified by measuring vehicle.

RDSO has already developed the specification for vehicular USFD

testing on Indian railways. This, however, could not be implemented
even as trial project on Indian railways. This shall be expedited. The
works of procurement of SPURT car have been dropped on the
consideration that this can be done through outsourcing. Considering the
fact that not much headway could be made in implementation of
vehicular USFD testing through outsourcing due to various reasons, the
decision needs review. The procurement and operation of few vehicle
based USFD machines on pattern of TRC can be considered, if
sufficient headway is not made in outsourcing.

Till the vehicular rail defects testing system is adopted on IR, improved
manually operated USFD machines shall be used.

Both the systems i.e. vehicular and pedestrian should be GPS

compatible for precise location on defects and monitoring flaw growth
rate.

4.8.2 Improved USFD machines:

The manual system of USFD testing also needs to be improved to have

facility for continuous recording of defects and automatically preserving
the both “A” and “B” scans of defects. The system shall be GPS
compatible for precise correlation of defects at site. The pedestrian
testing should have facility for hand probing and shall be able to record
the details of the defects with flaw size. Software shall analyze the
continuous defects recording.

The software for USFD should be capable of comparing the recording of

different runs to monitor the flaw growth rate. Software shall also be
compatible for direct input with Track Management System.

4.8.3 Trolley based USFD System:

Southern Railway, with the help of IIT/Madras, is working on developing

a USFD testing system mounted on trolley. SR has reported that the
results are quite encouraging. Such a system will be very useful for
Indian Railways and the Divisions will be able to procure and use these
systems as per their requirements.

57
 The system has been inspected by RDSO team. Modification has been
suggested to have facility of “A” scans of defects, so that defect
classification is possible as per USFD Manual. After modification, the
system shall be standardized after trials and testing for adoption on IR.

4.9 Dynamic Load Monitoring System:

Damage to rails and track components is caused by the wheel load

augmented due to irregularities on the rolling stock. Non-conformities in
rolling stock, such as wheel flats, out of round wheels,
inadequate/ineffective suspension system etc. increase the dynamic
augment on track significantly causing extensive damage to track
components, reducing their service life besides increased chances of
accidents. There is need to install way side detectors, such as WILD,
which give the dynamic augment on track for preventive action to control
rail weld fractures. As the damage to fixed assets like track is more
serious due to its adverse contribution to all following trains, the WILD
shall be installed at all identified locations expeditiously, as not much
headway has been made in this regard so far.

Wheels carrying defects Detection System installed on track

4.10 Vehicle Monitoring System:

Non-conformity in vehicle conditions can cause abnormal stresses on

track components necessitating premature renewal. Way side bogie
monitoring system, hot box detector systems and other way side
monitoring systems, if installed, will also help track maintainability.

4.11 Dragging Equipment Detection System:

In order to avoid possible damage to turnouts, bridges, tunnels etc. from

derailed vehicles or hanging parts of rolling stocks, dragging equipment

58
 detectors will be installed ahead of such important installations/major
yards which help to control the affected train before it enters a major
yard/bridge/tunnel. This will not only reduce the chances of damage to
infrastructure, but will also enhance safety of the passengers/goods
being carried.

Dragging Equipment Detector

4.12 Effective Communication System:

The monitoring equipment suggested above will be effective in ensuring

safety only when the response time after detection of an unusual event
is minimized. In fact, for safe running of trains, the unusual incidences
should be directly transmitted to the nearest Station Master for
regulation of the trains. Also, the concerned officials to deal with the
situation need to be alerted. An effective communication system in the
form of audio-visual warning to the nearest Station Master should be
developed. Also a pre-recorded message should get transmitted to the
concerned officials automatically.

4.13 Ground Penetrating Radar System:

One major problem for track maintenance is posed by poor formation. A

deep ballast pocket is formed where water accumulates and this results
in further settlement. While the permanent solution lies in formation
rehabilitation, the problem can be tackled to a great extent by providing
a ballast drain across the track to drain out the accumulated water. The
cross drain will be most effective if provided at the lowest point of ballast
pocket.

Ground Penetrating Radar helps in identification of sub-surface layers

below the track and thus giving a fairly good idea regarding the ballast

59
 penetration. GPR surveying provides a continuous survey and
characterization of the track substructure, quickly locating the areas of
potential trouble for further investigation and maintenance.

GPR principle Typical GPR Image

5.0 Mechanized Tools to reduce Requirement of Track Patrolling:

5.1 Broken Rail Detection System:

5.1.1 The rail/weld fractures are major safety hazard. There is no system
available on IR to detect/forecast rail breaks. As such, the manual
patrolling is resorted to in extreme weather conditions as preventive
measure for detection of rail breaks. The present system of patrolling is
manpower intensive and strenuous and provides only partial safety.
There is considerable gap between two successive rounds and the
possibility of fractures in the intervening period remains uncovered.

Non-availability of proper tool for detection/forecast of rail breaks also

puts restriction on continuation of long welded rails over various
locations such as bridges, sharp curves etc. In case the rail breaks are
detected in time/advance warning is available, full potential of LWR can
be realized, as safety concerns are taken care of.

Therefore, it is essential to develop an instrument-based system for

detection and warning about rail breaks. The system of broken rail
detection and warning shall be deployed to warn about the broken rails
to prevent mishap and to eliminate the need of cold weather patrolling.

5.1.2 The systems available have been studied by RDSO and following two
systems have promise for IR:

60
5.1.2.1 Ultrasonic Broken Rail Detection System for LWR track:

The system interrogates continuously welded rail in sections up to one

kilometer long using ultrasound waves, and reports breaks at time
intervals down to a few minutes. Guided waves propagate reasonably
well in rail steel. The principle applied is that the rail is excited with
pulsed ultrasonic signals at one point, and monitored for the presence of
these signals some distance away. Should the signals not arrive at the
monitor point, an alarm is triggered. Transmitter and Receiver stations
are interleaved along the length of the rail at interval of 1000 m. A
specific Receiver receives signals from both rail directions (up and
down), which are suitably diagnosed through system developed. High
voltage driving pulses generated by transmitters are converted into
acoustic energy by the ultrasonic transducers and propagates in both
directions along the rail. The permanently installed transducer is kept
firm in contact with the rail using a heavyweight rail clamp. Receiver
transducers are similar to the transmitter transducer. The block diagram
of one such system is as under:

The system has limitation that broken rail detection is not available while
a train is present in the monitored section. Thus, it is “passive” broken
rail detection through continuous monitoring of the track condition.

5.1.2.2 Strain Gauge based System:

This technology uses a number of strain gauge sensors installed on the

gauge face side of the rail at intervals of 30m to 70m. Each sensor
location consists of a strain gauge micro welded to the rail web, which is
calibrated after installation. Master station receives the signals

61
 transmitted from each of the sensors. Periodically, the master station
polls stress and temperature readings sent from each sensor
approximately once every 10 minutes. Through the use of proprietary
analysis techniques, the stress and temperature variations at adjacent
measurement locations are evaluated and compared. Certain
combinations of stress and temperature can indicate a rail break,
buckled track, or both.

The strain gauge technology suffers from reduced sensitivity in case of

fish plated joints. Also, sensitivity is low for rails that may break but not
separate, such cases might occur when the rail is in compression.

This system is suitable for critical locations such as bridges, bridge

approaches, sharp curves, steep gradients with additional advantage of
continuous monitoring of rail stresses in track.

5.1.3 The trial for above systems shall be initiated on IR after evaluating the
suitability in IR conditions. Evaluation of other available technologies
shall also be pursued by RDSO. This is the most important aid for
modernization and shall be pursued vigorously.

5.2 Settlement Monitoring System at vulnerable locations and cuttings:

The settlement of formation and movement-slipping of cutting is a major

safety hazard at vulnerable locations during monsoon. Monsoon
patrolling is carried out to look for any settlement or slippage. However,
there is considerable time gap between two successive rounds of
patrolling. With the present frequency of trains in the section, the system
can‟t provide protection to all the trains. An instrumented settlement and
movement detection system needs to be developed to cover the
vulnerable stretches in the section.

5.3 Bridge Water Level Monitoring System:

Many bridges on Indian Railways are vulnerable requiring stationary

watchman to be deputed to keep a watch on water level and subsidence
of approaches etc.
A system needs to be developed for monitoring the water level on
bridges and in case of water crossing the pre-fixed level an audio visual
alarm should be displayed at the nearest station and also automatic
transmission of pre-recorded SMSs to select officials.
Suitable system is also needed for monitoring of settlements at the
bridge approaches. For bridge approach monitoring, settlement
monitoring system should be provided.

62
 Remote Flood Detection system Typical Remote scanning of track bed

6.0 Technical aids for ensuring safety of track men/patrol men:

6.1 Cases of run-over of P-way staff are increasing day by day due to
increased frequency of trains and ageing work force. Suitable
technological aids need to be developed/deployed to warn the staff
working/walking on track about approaching trains. Two types of
equipments i.e stationary for work place and mobile for
patrolmen/keymen need to be developed.

6.2 The work of development of Track Maintainer Warning System based on

“SIMRAN” is under consideration in RDSO.

6.3 The development of portable equipment for Keyman/Patrolman needs to

be expedited.

6.3.1 One such system “RAKSHAK” has been tried on South Central Railway.
The equipment is handy with audible warning system. It can be
connected to the nearest station signal for warning the bearer of
equipment about the approaching train. During the limited trials, the
system has worked effectively without obstructing any other railway
installation and alarmed the men at work in these sections well in
advance about the approaching trains and thus taken care of the safety
of workmen.

6.3.2 Other such systems may also be available, which shall be evaluated
and proper equipment shall be standardized and proliferated for all
Keymen/Patrolmen.

63
7.0 Track Management System

7.1 The measurements taken during manual as well as mechanized

inspections should be made use of for resource allocation for attention to
the track. Therefore, track data and all inspection records need to be
amalgamated for decision making. The dependence and subjectivity of
manual analysis with limited data should be reduced. The deployment of
the spot attention Tampers and continuous Tampers should be based on
the track condition. Similarly, spot requiring manual attention should be
identified. For preventive maintenance, the track degradation model
needs to be developed based on the deterioration rate of the track as
per the last track geometry car runs.

7.2 The salient features of Track Management System already under

implementation on Indian Railways are as under:

7.2.1 Track Management System is web-enabled, e-governance application

for all aspects of Track Management including bridges.
64
7.2.2 Various aspects of track inspection & maintenance, track machine
working, bridge inspections etc, USFD testing etc. are part of it. Manual
registers are withdrawn after commissioning of TMS in a Division. All
data is maintained in central server and application is available to all
concerned (JE upwards upto Rly. Bd.) on this system through internet.
All inspections, work done, material changes, USFD testing, fractures,
etc. are entered directly in the application. Various exception reports
are available at various levels viz; track diagram, tamping charts,
inspection charts, assets registers, inspection registers, due/overdue
tamping, due/overdue USFD testing, inspection shortfall, fracture
reports, USFD analysis, fracture analysis, condition based analysis of
various assets, TRC analysis, OMS analysis, track health chart,
maintenance planning, proposal for renewals, track machine working
reports & analysis, etc. This helps in better and optimum utilization of
assets and overall economy.
7.2.3 TMS ensures unified data base for all types of information at all levels
avoiding any duplication resulting in lesser efforts and much less paper
work.
7.2.4 Concerned JEs, SSEs have been provided with netbooks and mobile
internet connectivity to work on this application
7.2.5 Progress of Track Machines is entered daily by Engineering Control of
the Division.
7.2.6 TMS has already been commissioned in 28 divisions; three Railways,
SCR, SECR and NR have been fully covered. Successively, all
Divisions/Railways will be covered under TMS.
7.3 In existing system, store module is under development, which will
provide facility for inventory and material transaction of field SSE/P-way
and Track Depots. Manual upkeep of ledgers, preparation of returns etc.
will not be needed. Issue notes and their verification will become
paperless. Material inventory optimization can be done in optimum
manner bringing in overall economy and better utilization of assets.
Implementation of store module shall be done on priority.
7.4 The Track Management System developed so far takes the inputs only
from TRC & OMS. There is need to develop a system which
continuously monitors the system and sends alerts. As such, the TMS
need to be upgraded to incorporate the user-friendly features with inputs
from other diagnostic tools which are to be provided during
modernization.
7.5 The net-books supplied for TMS should be equipped with GPS receiver
so as to automatically record the track location.

65
8.0 Management of P-way stores:

8.1 The present system of P-way store management is to have store with
every SSE/P-way/Incharge. He is responsible for drawing the material
from centralized track depots, maintaining inventory and submitting the
returns. This is a responsibility in addition to his primary responsibility of
inspection and maintenance of track.
8.2 With modernization of track and use of uniform track structure, the
requirement of inventory has considerably reduced. Maintenance of
stores with every SSE/P-way will also not be required in view of
availability of adequate transport arrangements.

8.3 Thus, the present system of stores with every SSE/P-way shall be
replaced with provision of SSE/P-way/Store under each subdivision
(ADEN).

9.0 Summary and Conclusion:

9.1 The inspection system for track and maintenance shall be critically
reviewed to have more emphasis on objective mechanized system and
compliance oriented system. The manual inspection shall be limited only
to inspection of structures causing discontinuity in track such as
turnouts, SEJ, glued joints etc, condition monitoring of rails and
fastening, drainage, emergencies etc.

9.2 The organizational structure for inspection and maintenance shall be

reviewed and revised without resulting in major upheaval in the system.

9.2.1 The system of P-way gang headed by P-way Mate shall not be
disturbed, as this is the basic unit of maintenance.
9.2.2 With merger of Sr. PWS with JE/P-way, JE/P-way shall head P-way unit
consisting of 1-2 sectional P-way gangs with rationalized responsibilities
laid down for Sr.PWS in IRPWM.

9.2.3 Each SSE/P-way incharge shall be assisted by two-three SSE/P-

way/Section and normally one SSE.P-way/ Special works. While SSE/P-
way/ Section will be responsible for works of sectional gangs and MMU,
the SSE/P-way/Special works will be responsible for OMU. The duties
and responsibilities of SSE/P-way/ Incharge and SSE/P-way section will
be as stipulated in IRPWM.

9.2.4 The schedule of inspections will be rationalized in view of heavier track

structure and availability of mechanized inspection aids.

66
9.3 The existing system of maintaining P-way store with every SSE/P-
way/Incharge shall be modified to have P-way store for each
subdivision.

9.4 The mechanized inspection aids shall be deployed, which shall include
the following:

9.4.1 Track geometry measurement cars with facility to record track geometry,
car body accelerations, rail profile measurement, corrugation
measurement, video monitoring of rail components, axle box level
accelerations, structure clearance etc.
9.4.2 Oscillation Monitoring System with dedicated coaches fitted with facility
of video monitoring for track components and clearance measuring
system.
9.4.3 Axle box mounted track monitoring system
9.4.4 GPS based foot plate Inspection system

9.5 Track patrolling is a major activity which accounts for major requirement
of manpower. The patrolling is done mostly in extreme weather
conditions, effectiveness of which is always suspect. The tools, which
eliminate/reduce need of manual patrolling, shall be deployed,
particularly the following:

9.5.1 Broken Rail Detection System:

The available systems shall be got evaluated for their suitability on
Indian conditions by a team and adoption of suitable system shall be
expedited. This will almost eliminate the need for cold weather patrolling.
9.5.2 Rail Stress Monitoring System:
The available systems shall be got evaluated for their suitability on
Indian conditions by a team and adoption of suitable system shall be
expedited. This will substantially reduce the need for hot weather
patrolling.
9.5.3 Water Level Monitoring and Settlement Monitoring System:
The system suitable for IR conditions shall be developed. This will
substantially reduce the need for Monsoon Patrolling.
9.6 Ultrasonic Flaw Detection is an important activity for testing of
rails/welds. A reliable system is required, so that preventive action is
taken for rail/weld failures. The regime of vehicular based testing at
higher speed with follow up testing of defects by pedestrian system has
been successfully deployed world over. This system shall be adopted
with suitable vehicle based system. If required, IR shall procure
adequate number of high speed vehicle based USFD machines on
pattern of track recording cars.

67
9.7 Suitable aids shall be developed for protecting the Keyman/Patrolman to
avoid run over cases.
9.8 The condition monitoring of rolling stock for impact and dynamic
augment on track is important for proper track maintenance. Suitable
systems such as in-motion weigh bridges, WILD, bogie monitoring
systems etc. shall be installed.

9.9 All the mechanized inspection aids and testing equipments shall have
location identification system such as GPS for precise determination of
location of defects and for run-on-run analysis.

9.10 Track Management System (TMS) under implementation on Indian

Railways, shall have more features for effective decision making for
resource management (including inventory management). It shall also
have facility for direct input of data from all the diagnostic aids such as
rail tress monitoring system, USFD testing etc. The implementation of
TMS on all divisions of Indian Railways should be expedited.

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 Annexure-I
Duties and Responsibilities of P-way Officials

1.0 SSE/P-Way/Incharge:

1.1 He will report to ADEN and will perform all duties assigned in IRPWM.

1.2 Following important duties devolve on SSE/P-way/Incharge

1.2.1 Planning of manpower deployment, distribution of materials &
execution.
1.2.2 Upkeep and deployment of MMU.
1.2.3 Identifying works to be done through contractual agencies.
1.2.4 Planning & supply of T&P, equipment, small track machines and
sectional gangs etc.
1.2.5 Accompany inspections by higher ups.
1.2.6 Accompanying the TRC/OMS and other recording cars
1.2.7 Management of stores.

2.0 SSE/ P-Way/Section:

2.1 He will report to SSE/P-Way/ Incharge and will be supported by 3 to 4

sectional gangs.

2.2 He will be responsible for carrying out the inspections as per provisions of
IRPWM on following:
2.2.1 Inspection of SEJs, points and crossings and glued joints.
2.2.2 Inspection of drainage system of track in cuttings and yards.
2.2.3 Condition of fittings and ballast cushion.
2.2.4 Inspection of level crossings and bridges.
2.2.5 Corrosion measurement of rails.

2.3 He will be responsible for all the activities of sectional gangs such as:
2.3.1 Periodical oiling and greasing of T/outs, SEJs and rail sleeper
fastening system.
2.3.2 Minor cess repairs and de-weeding, boxing of ballast.
2.3.3 Maintenance of side drains, catch water drains and cuttings.
2.3.4 Clearing of water way and bridges before the monsoon.
2.3.5 Assisting the OMU & MMU whenever they work in the beat of
these gangs, pre & post tamping attention.
2.3.6 Attention of emergencies viz. temporary repairs of fractures.
2.3.7 Greasing of ERC, lubrication of joints, casual changing of rubber
pads and other fittings.
2.3.8 Cleaning of crib ballast for effective cross drainage.
2.3.9 Permanent repairs to fractures.
2.3.10 Rail cutting/ drilling and chamfering.
2.3.11 Any other functions assigned.

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3.0 SSE/ P-Way/Special Works:

3.1 He will report to SSE/P-way/Incharge.

3.2 He will be responsible for following activities:

3.2.1 Detailed inspection of spots identified by OMS, TRC etc.
3.2.2 Inspection of curves at specified periodicity.
3.2.3 Test check of USFD.
3.2.4 Casual and scattered renewal.
3.2.5 Activities of OMU.
3.2.6 Casual renewal and repairs excluding planned renewals.
3.2.7 Overhauling of level crossings.
3.2.8 Planned replacement of glued joints.
3.2.9 Gap survey, creep or gap adjustments.
3.2.10 De-stressing of LWR/ CWR.
3.2.11 Reconditioning of turnouts.
3.2.12 Loading and unloading of materials.
3.2.13 Any other functions assigned.

3.3 He will be supported by SSE/JE/P-Way (1 to 2 Nos.). In case of planned

renewals, additional SSE/ JE/P-way will assist him.

Explanatory Notes:

1. Follow up USFD testing will be done by Divisional USFD Team, as

being done at present.
2. For planned renewal works, separate organization as per the need will
be created against the work-charge provisions.
3. Wherever assistance of sectional gang/MMU is required by SSE (P
Way) Special, same will be provided by SSE(P Way) Section.

4.0 SSE/P-way/ Quality Control :

4.1 He will report to sectional DEN/Sr.DEN.

4.2 He will be responsible for following:

4.2.1 Provide technical assistance to Sr.DEN.

4.2.2 Carryout quality audit of renewal/work sites and quality of work being
done by gangs (all sites once a month or earlier) as directed by
DEN/Sr.DEN.
4.2.3 Monitor traffic blocks, movement of materials, and machines with
MTS in the division.
4.2.4 Examine track renewal proposals, vetting etc.
4.2.5 Monitoring of uniform, consumables & T&P (Indents/Supplies etc).
4.2.6 Keep liaison with HQ/CMTS.

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 Chapter 4

Track Maintenance System

1.0 Need for Change in existing system:

1.1 The conventional track had had lighter section of rail laid on lighter
sleepers with limited ballast cushion. This track was suitable for manual
maintenance and maintenance practices evolved accordingly. Increase
in traffic density combined with increase in speed and axle load has
necessitated adoption of heavier track structure. The higher UTS rail and
PSC sleeper used in modern track make the track structure more brittle
than the traditional track, requiring mechanized handling for renewals
and maintenance. Increased traffic has reduced the availability of the
track for maintenance, thus necessitating adoption of mechanized
maintenance.

1.2 The conventional system of maintenance of track systematically from

one end to other will not be suitable for modern track structure on
account of following:
1. Heavier track structure not suitable for manual maintenance.
2. Reduced rate of deterioration of track.
3. Need for focussed analysis and to provide inputs which are
appropriate for longevity of track.

1.3 Thus, mechanization of track maintenance and renewals is the

requirement of Modern Track structure. The three tier system of
maintenance involving On-track Machines, Mobile Maintenance Units
and Sectional Gangs is more appropriate for maintenance of Modern
Track.

2.0 Three Tier System of Track Maintenance:

2.1 On-track Machines:

2.1.1 Indian Railways have on-track machines for almost all required
maintenance and renewal activities. With increased modernization of
track and reduced availability of traffic blocks, the requirement of
machines will go up. Critical review will be needed for machines and
adequate number shall be ensured. The Master Plan 2010-2020 for
mechanization of track maintenance, renewal and construction works
has been made and shall be adhered to.

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2.1.2 Mobile Flash Butt Welding Plants will be required to attend to repair
welds. Suitable plant at least one for each zonal Railway shall be
procured.

2.2 Mobile Maintenance Units (MMU):

2.2.1 Need for implementation of MMU:

Indian Railway has quickly adopted large track machines whereas the
use of small track machines could not be introduced in a manner that is
required. Front line track maintenance staff is not able to use the small
track machines (which are also not so small) because of the problems
of transporting these machines to the mid-section. Track maintenance
staff is forced to still depend on age old traditional manual methods to
cut, drill, weld and attend the track at isolated spots as was done for
decades. One of the main reasons of poor utilization of small track
machines is non-availability of suitable means of transportation with the
track maintenance staff of IR. As a result, most of the small track
machines are stocked only in the maintenance depots without being
actually utilized in the field barring a few of items on specific
locations/sites.

Effective mechanized maintenance requires easy mobility of men and

machines. This mobility has been provided in the concept of Mobile
Maintenance Unit. In addition, the overall social and economic
development in the country has raised a need of improving working
conditions especially of the trackmen and other personnel associated
with track maintenance.

2.2.2 Recommendations of Committee on MMU:

The Committee appointed by Railway Board in 2006 had

recommended following machines/vehicles for implementation of
MMU:-
i) One road vehicle for each SSE(P-way) for road bound MMU.
ii) One Rail Borne Maintenance Vehicle (RBMV) for each ADEN.
iii) One Utility Vehicle with crane for each Sr.DEN/DEN for handling/
transportation of P-way materials.
iv) One Multi-Purpose Tamper (MPT) in modified form with each
Sr.DEN/DEN for spot attention.

2.2.3 Instructions for hiring of trucks for PWIs (SSE/P-way) exist vide
Board´s letter No.2002/CE II/Genl/1 dated 27.05.2002. The Master
Plan 2010-2020 for mechanization of track maintenance, renewal and

72
 construction works, circulated vide Board´s letter No.2002/Track
III/MC/10 dt. 06.05.10 also provides for (ii)-(iv) above. Thus, action is
already on hand for implementation of recommendations of committee.

2.2.4 In KRCL, one RBMV is available with each SSE (P-way) Incharge. This
way, SSE/P-way/Incharge unit becomes independent in planning of
movement of men and material. Resources will not get blocked on
account of limitation of their transportation to site. Thus, RBMV should
be made available with each SSE (P Way) Incharge. Also, RBMV
should be capable of lifting itself and get off the track. This will increase
mobility and also ensure that valuable track space is not occupied by it.
Thus the recommendations shall be implemented with modification that
RBMV shall be provided for each SSE/P-Way/Incharge rather than
each ADEN.

2.2.5 Small Track Machines:

Indian Railway Small Track Machine Manual (IRSTMM) contains yard

stick for Small Track Machines (STM) which are to be implemented.

Para 1.6 (h) of IRSTMM provides for one year manufacturer´s warranty
followed by Annual Maintenance Contract (AMC) for 5 years. At
present, AMC for Small Track Machines do not find priority with existing
vendors on approved list. The approved vendors are not quoting in
supply tenders if AMC is made part of supply. The issue of AMC needs
to be addressed for effective utilization of machines. This can be
addressed if availability of requisite infrastructure for providing AMC is
made a prerequisite for approval of vendors.

In each Division, there shall be a Small Track Machine Depot which will
process for supply & repairs of equipments of MMU. This depot will
have imprest of tools & plants along with consumables. Supervisors
from field units will send their equipments for repairs to this depot.
Defective T&P received from field will be immediately replaced with this
imprest. Scale of imprest shall be decided based on need, which
depending on local features and characteristics may vary from Division
to Division. Imprest will also be reviewed on yearly basis by respective
Divisions.

2.3 Sectional Gangs:

2.3.1 At present majority of the manpower of sectional gang is utilized for

different types of patrolling, which are continuing almost round the

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 year. After dispensing with the manual patrolling, the size of sectional
gangs will be considerably reduced.
2.3.2 Only the following activities will be required to be done by the sectional
gangs:-
(i) Periodical oiling and greasing of T/outs, SEJs and rail sleeper
fastening system.
(ii) Minor cess repairs and de-weeding, boxing of ballast.
(iii) Maintenance of side drains, catch water drains and cuttings.
(iv) Clearing of water way and bridges before the monsoon.
(v) Assisting the OMU & MMU whenever they work in the beat of
these gangs, pre & post tamping attention.
(vi) Attention of emergencies viz. temporary repairs of fracture.
(vii) Greasing of ERC, lubrication of joints, casual changing of rubber
pads and other fittings.
(viii) Gap survey & gap adjustment.
(ix) Cleaning of crib ballast for effective cross drainage.
(x) Any other functions assigned.

3.0 Implementation of Mechanized Maintenance System:

3.1 Time bound Action Plan for implementation of completely mechanized

maintenance on all Divisions shall be framed. Special care shall be taken
on following aspects:

i) Infrastructure for stabling and maintenance of the vehicles/machines –

to be created within a year.
ii) Creation of posts and staffing for the operation and maintenance of the
vehicles/machines for the MMU & Small Track Machines – to be done
within a year.
iii) Availability of necessary small track machines – to be done within six
months.
iv) Identification of path in the working time table for the movement of
RBMV on all the sections of the division. – to be done by next Working
Time Table.
v) Replacement of push trolleys with light weight moped trolleys – to be
done within six months.

3.2 Condition of track will be monitored by track recording cars, oscillation

monitoring system and ultrasonic testing car. The spots needing attention
as identified by these inspections aids will be examined in detail by follow
up manual measurement and required corrective action will be planned as
per the need. All the track renewal activities will be mechanized and the
assisting activities for the renewals will be outsourced so as to contain the
manpower requirement.

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3.3 Resource Planning::

Deficiencies noted during inspections with quantifiable inputs in terms of

material, manpower, machine & agency need to be planned at
SSE(Incharge) level. He will also keep his superiors informed of planning
& assistance required if any in quantitative terms.

4.0 Systemic Changes needed for Mechanized Track Maintenance:

4.1 The mechanized maintenance requires track possession for working of

various track machines and carrying out the activities which require traffic
block. The availability of traffic blocks is getting reduced day by day with
the introduction of more and more trains. The uncertainty leads to
wastage of resources as well as affects the quality of works. The concept
of assured corridor blocks and mega blocks is essential.

4.2 System of Corridor Blocks:

4.2.1 Since heavy mechanization is needed, it is essential that well laid

system of predefined maintenance corridors is ensured in the system
which can be integrated with maintenance needs of other departments
like TRD and S&T. This is essential to maximize output of heavy on-
track machines. The stipulated maintenance corridors are to be
respected by all the departments including operating branch. Normally
there should be NO BREACH of this corridor and only in case of
emergency; the maintenance corridor can be used for operation in
consultation with the Infrastructure Departments.

4.2.2 Minimum two hours of single corridor block shall be mandatory in every
working time table, with clear stipulation that maintenance officials will
use the block without any need for clearance from control.

4.2.3 There is need to develop a system of accountability both on the part of

maintenance officials and operating officials. Suitable system shall be
devised. One such system can be raising debits to Operating Deptt. for
not granting the corridor block, which will improve accountability.

4.3 System of Mega Blocks

4.3.1 The traditional way of carrying out maintenance works of major nature
such as track renewal, ballast cleaning and similar other works including
those of OHE and signaling etc. is by way of granting few hours blocks

75
 on day-to-day basis until the work is completed. Such a practice requires
long duration to complete the work and normalize speed thereby leading
to hindrance in operation for a very long duration. Further, due to the
short duration of blocks of few hours, substantial time of the block is lost
in works for setting up and winding up and movement of machines
thereby significantly reducing the effective time and hence the
productivity during the block. This also affects quality of work.

4.3.2 In a scenario of ever increasing traffic, there is urgent need for a

paradigm shift in maintenance of assets to minimize down time as well
as asset failures. Worldwide the normal practice for carrying out works of
major maintenance/rehabilitation of assets is by carrying out the entire
work in one long block running into several days. The line is blocked by
diverting the traffic and is opened after completion of work in all
respects. Such a comprehensive maintenance work results in high
quality of maintenance, improvement in the reliability of the section, and
significant reduction in day-to-day requirement of maintenance blocks
thereby facilitating smooth operation of traffic after the completion of
maintenance block.

4.3.3 Thus, the concept of mega blocks shall be implemented. It is proposed

to adopt practice of carrying out major works of
maintenance/rehabilitation of assets in double line sections, completely
during a mega block of affected length, by converting double line into
single line for a period of suitable number of days. In case of single line
sections, traffic should be diverted/regulated and line blocked for a
specified period. After completion of work, the section should be opened
at maximum permissible speed. The sections thus maintained should
normally require no maintenance traffic blocks for next two years.

4.3.4 Central Railway has successfully carried out two mega blocks for major
maintenance works of track in two block sections on Diva-Vasai section
of Mumbai Division by converting double line into single line for a period
of 4-5 days for each block section. The section was opened after
completing all the works which included deep-screening of track by
BCM, several other works of track maintenance, OHE and signaling
maintenance thus wiping out the arrears of maintenance in the section.

4.4 Outsourcing & Mega Contracts

Instead of number of small value contracts, it will be desirable to have

one or two bigger value contracts for the entire Division for various
assisting activities of OMU and MMU to facilitate greater flexibility &
optimum utilization and availability of manpower round the year. This

76
 mega contract may be for a longer period say 3 years with adequate
clauses for ensuring satisfactory performance and availability of certain
minimum labour force at all the times along with required tools, plants
and machinery.

However, the type of mega contract will depend on the availability of big
enough agencies/contractors. Initially it may not be possible to go for
mega contracts in all parts of the country because of non-preparedness
of the agencies but our efforts would be to develop such agencies
gradually.

4.5 Review of fixed signaling and Traction Installation on Track:

Signaling and traction installation on track are obstructions in

mechanized maintenance, as most of such fixtures are required to be
removed for machine working and refitted after works. With
technological advancements, techniques are available which do not
require rigid fixation on track. Such technology shall be developed and
only the installations, which are unavoidable on technical considerations,
shall be used.

4.6 Empowering Field Units:

The mechanized maintenance will require greater financial autonomy at

field level to reduce downtime of costly assets. Liberal powers for small
procurements through cash imprest, enhancement of imprest will be
needed.

5.0 Rail Maintenance System:

Due to higher stresses on rails, it becomes necessary to pay special

attention to rail management in high speed operations as well as in
higher axle loads operations. The practices followed to maintain the rails
in good condition and for increasing rail life include the following:

5.1 Rail Grinding

5.1.1 One of the major maintenance problems with running of higher axle
loads and high speeds is the rolling contact fatigue (RCF) damage on
the rails. RCF will reduce the life of the rails, necessitate more
maintenance efforts and will jeopardize safety due to increased rail/weld
failures. One of the effective methods to control RCF is correction of rail
profile to improve rail-wheel interaction and shifting of contact band
through rail grinding. Indian Railway has recently purchased two rail

77
 grinding machines. However, two machines can cover only part of our
track network. More rail grinding machines need to be inducted into the
system to cover the complete track.

5.1.2 Rail-wheel interaction on turn-outs is still more complex as compared to

plain track due to un-canted and un-transitioned curved tracks. Profiling
of rails on turn-outs is more important than on plain track. Indian
Railways should also procure one grinding machine for turn-outs rails to
judge its efficacy and utility. Decision for grinding of turn-outs can be
taken based on the performance and experience gained.

5.1.4 At present, Indian Railway does not have sufficient technical knowledge
to design target rail profile and grinding patterns to achieve the desired
target rail profile. The profile currently being used was designed by
NRC/Canada. World over, there are experts using other software for
this purpose. MOU for technology transfer to RDSO for analyzing rail-
wheel interaction in IR condition on software interface with such
experts will be required. Purchasing user rights for this type of software
are available and its training is also essential.

5.2 Rail Lubrication:

5.2.1 Installation of Wayside Lubricators:

With introduction of heavier axle loads and rail grinding, gauge face
lubrication will be required even for mild curves. Manual lubrication is not
effective, as lubricant is lost after few trains. Automatic gauge face
lubricators shall be installed on all curves on Indian Railways as per
technical specification of track based lubricators issued by RDSO.

5.2.2 Top of Rail Lubrication:

Study shall also be undertaken to judge efficacy and need for top of rail
lubrication in heavily graded/curved sections. Worldwide experience has
been very encouraging. After detailed study, the system top of rail
lubrication shall be developed and adopted.

6.0 Formation Maintenance and Rehabilitation

There are known track stretches having weak formation requiring

repeated attention. Even speed restriction at the current level of axle
loads and speeds becomes necessary to ensure safety. The problem
will be more pronounced in case of higher axle loads and speeds.
Number of measures have been tried to stabilize the formation but the

78
 effects are only short-lived. The permanent solution to the problem lies
in replacing the existing soil with good soil and this can‟t be done without
a formation rehabilitation machine in running traffic condition. The
requirement of block for this machine in a single stretch is more but this
is inevitable considering the perpetual problem on this account. One
formation rehabilitation machine requiring a traffic block of more than
four hours and higher output needs to be inducted on Indian Railways to
tackle the problem of poor formation under existing tracks.

7.0 Out sourcing of P-way maintenance activities:

7.1 Manpower requirement for maintenance on P-way activities is worked

out based on MCNTM report. This report covers the manpower
requirement for total 34 maintenance activities under primary and
auxiliary maintenance activities duly taking the mechanization of
maintenance into consideration. The yardstick for manpower does not
include the requirement for identified 20 activities, which can be
undertaken through outsourcing. Railway Board vide letter No. 2006/CE-
I/GNS/3 dated 02.04.2007 has identified the following 20 activities:

1. Formation treatment works.

2. Collection, training out & insertion of ballast into track including
profiling.
3. Deep screening of ballast.
4. Introduction of sub ballast.
5. Heavy repairs to track including lifting.
6. Complete realignment of curved track.
7. Through renewal of rails, sleepers and fastenings.
8. Complete renewal of points & crossings, SEJs, traps etc.
9. Resurfacing of crossings & switch rails.
10. Loading & unloading of P-way materials in bulk.
11. Lorrying out of P-way materials for other than casual renewal.
12. Security of materials in depot.
13. Painting of rails and weld collars.
14. Painting of bridge girders.
15. Heavy repairs to formation, cutting, side drains & catch water drains.
16. Heavy repairs to bridges, bridge protective works, river training work
& tunnels.

17. Providing & repairing road surface at LCs including speed breakers.

18. Removal of major sand breaches.

19. Works arising due to restoration, following breach or accident.
20. Cleaning of bank vegetation.

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7.2 Manpower as per MCNTM norms is not available on most of the Zonal
Railways, resulting in backlog of maintenance. As such, there is need
for identifying additional activities, which can be executed through
outsourcing. The activities which do not have immediate direct bearing
on safety of track operations can be considered under this category.
Based on experience of Zonal Railways, it is considered that following
additional activities can be out-sourced without compromising the safety
of train operations.

1. Activities associated with tie tamping work:

a) Pre tamping operations.
b) During tamping operations.
c) Post tamping operations.
2. Casual renewal activities:
a) Casual renewal of rails.
b) Casual renewal of sleepers.
c) Casual renewal of fastening.
3. Manpower required for repair welding.
4. Lubrication of ERCs.
5. Shallow screening.
6. Over hauling of level crossings.
7. Pre-monsoon attention such as clearing of drains and water ways,
cess repairs, de-weeding of track and attention to cuttings and
trolley refuges.

7.3 Apart from the above maintenance activities, the site conditions
sometimes necessitate deployment of two patrolmen in every beat. The
2nd person in such conditions can be considered to be deputed through
outsourcing.

7.4 Railway Board through letter no. 2011/CEDO/SR/15/o/ Vol. I dated

16.12.2013 have issued standing instructions for organizing the
resources for track maintenance activities.

8.0 Out-sourcing of Track Machines:

8.1 As per prevalent system, Indian Railways is procuring the required track
machines which are operated by available departmental operators and
maintained by departmental staff. With increased mechanized
maintenance activities, the requirement of track machines is going up
day by day. New machines for specialized maintenance activities such
as rail grinding, mobile flash butt welding, formation rehabilitation etc.
and track renewals such as track relaying trains etc. are being
introduced, which require specialized operation and maintenance with
heavy consumable requirement. The downtime of such machines

80
 requiring costly spares/consumables needs to be controlled for optimal
utilization. There are certain machines such as rail grinding machine
where apart from high initial cost, the requirement of consumable in the
form of grinding stone and technological requirement for design of rail
profile is very high. The comprehensive service contract for such
machines will be helpful in getting the proper output with these
machines. Depending upon the availability of machine and
technological need, one of the following models can be implemented as
and when required.

8.2 Leasing of available Track Machines for operation and

maintenance:

In the eventuality of inadequate availability of trained track machine

operators and maintainers, the available track machines can be given on
lease to 3rd party, which will be responsible for repair and maintenance
as well as operation of the machine including arrangement of all
consumables. The agency can be paid based on actual work done. This
model shall be helpful for the machine requiring more maintenance such
as ballast cleaning machine, shoulder ballast cleaners and other such
machines.

8.3 Service contract for execution of work rather than machine

procurement:

In areas such as rail grinding, formation rehabilitation etc, the technology

is changing fast and these machines are cost intensive. Similar is the
case with track relaying trains where improved versions of machines are
introduced to increase the quality and productivity of work. In rail
grinding machine, design and analysis of target rail profile, deciding and
amending the grinding regime are the activities, which require detailed
technical consultancy.

For such activities, the comprehensive service contract will be useful

where the contractor will arrange the machine and will be paid based on
actual work done. The responsibility of procurement of machine,
operation, maintenance and technical consultancy shall rest with
contractor. This system is already effectively working for mobile flash
butt welding plants.

8.4 Out sourcing of repair and maintenance of machines:

In eventualities when adequate maintenance organization is not
available, repair and maintenance of available track machines including

81
 arrangements of spares can be outsourced. This model can also be
implemented for carrying out IOH of track machines.

9.0 Saving of Manpower on account of modernization measures:

9.1 Manpower requirement for various maintenance activities is worked out

based on Manpower and Cost Norms for Track Maintenance (MCNTM)
formula duly approved by Railway Board. The detailed calculations of
manpower requirement for maintenance activity for conventional system
and mechanized maintenance system have been done in the report. The
requirement of patrolling has also been assessed. The summarized data
extracted from report is enclosed as Annexure-A.

9.2 Saving on account of elimination of track Patrolling:

The track patrolling is a major activity of gangs. Various measures to be

taken for elimination/reduction of track patrolling needs are deliberated
in Para 5.0 of Chapter-3 of the Report. With implementation of all the
measures suggested in the report, saving in manpower ranging from 12-
14% of existing requirement is anticipated, as can be seen from
following table.

Saving in Manpower Requirement on account of track patrolling for

Maintenance of 250 Km Track ( One subdivision)

Track A Track B Track C Track D

SN ITEMS (3.333
(30 GMT) (20 GMT) (10 GMT)
GMT)
1 Manpower required with 344 320 297 281
Patrolling but without MMU
2 Manpower required without 299 279 256 240
Patrolling and without MMU
3 Saving in Manpower (Nos.) 45 41 41 41
4 Saving in Manpower (%) 13.08 12.81 13.80 14.59

9.3 Saving on account of Mechanization of Maintenance:

The modern track structure will require complete mechanization of

maintenance including implementation of MMU. With complete
mechanization of maintenance, saving in manpower of about 18% of
existing requirement is anticipated, as can be seen from following table.

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 Saving in manpower requirement on account of mechanized maintenance of
250 Km track ( One subdivision)

Track A Track B Track C Track D

SN ITEMS (3.333
(30 GMT) (20 GMT) (10 GMT)
GMT)
1 Manpower required with 344 320 297 281
Patrolling but without MMU
2 Manpower required with 279 260 241 229
Patrolling and with MMU
3 Saving in Manpower 65 60 56 52
(Nos.)
4 Saving in Manpower (%) 18.90 18.75 18.86 18.51

9.4 Overall saving in Manpower requirement:

With the implementation of all the modernization measures

recommended in the report, overall saving in manpower requirement will
be to the tune of 30% of existing requirement as per MCNTM report
which works out to more than Rs. 3000 crores annually . This annual
saving will offset the capital required for providing the systems required
for implementation of modernization measures.

10.0 Summary and Conclusion:

10.1 The mechanization of track maintenance and renewals is the

requirement of modern track structure. The three tier system of
maintenance involving on-track machines, mobile maintenance units and
sectional gangs is more appropriate for maintenance of modern track
and shall be adopted for Indian Railways.

10.2 Indian railways are having contingent of “On-track machines” for most of
the maintenance and renewal activity. Critical review shall be done
about adequacy of machines and adequate number shall be ensured.
The Master Plan 2010-2020 for mechanization of track maintenance,
renewal and construction works already drawn shall be adhered.

10.3 One suitable Mobile Flash Butt Welding Plant for each zonal Railway
shall be procured to attend to repair welds. IR shall also consider
procurement of one formation rehabilitation machine for attending to
problematic formation on IR.

10.4 The MMU shall be implemented as per recommendations of committee

reports on subject with following additional inputs:

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10.4.1 Rail Borne Maintenance Vehicle (RBMV) shall be provided with each
SSE/P-way/Incharge.
10.4.2 The system of approval of small track machines shall be reviewed to
include availability of requisite Infrastructure for providing AMC as a
prerequisite for approval of vendors.
10.4.3 Setting up of Small Track Machine Depot in every Division, which shall
function on unit exchange method. The depot shall have adequate
cash imprest, spares, tools & plants, consumables etc.

10.5 Large scale mechanization will require system changes in inter

departmental working on Railways particularly on following:

10.5.1 Assured Corridor Blocks: One single block of minimum two hour‟s
duration as corridor block shall be mandatory in every working time
table, with clear stipulation that maintenance officials will use the block
without any need for clearance. This shall not be breached except in
real emergency.
10.5.2 System of Mega Blocks: Instead of number of short duration blocks,
Mega Block shall be arranged for planned works by introducing single
line working in double line sections and diversion/ regulation of trains in
single line section. This will facilitate completion of quality work in time.
10.5.3 System of Mega Contracts: Mega contracts will ensure adequate
availability of manpower, T&P and machinery all the times for lot of
activities of track renewal and maintenance which are being
outsourced.
10.5.4 Review of signaling and traction installations on track affecting
mechanized maintenance shall be done and suitable systems be
designed.
10.5.5 Empowering Field Units: Liberal powers for small procurements
through cash imprest, enhancement of imprest shall be provided.

10.6 Rail Grinding is an effective maintenance technique to control RCF by

correction of rail profile to improve rail-wheel interaction and shifting of
contact band. Two available rail grinding machines with IR can cover
only part of track network. More rail grinders need to be inducted into the
system to cover the complete track. Also, suitable arrangement should
be made to develop in house capability for design of rail profiles at
RDSO.

10.7 Automatic gauge face lubricators shall be installed on all the curves of
IR. The efficacy of Top of Rail Lubrication (TOR) on IR shall be studied.

10.8 In order to meet the long term requirement of on track machines,

suitable system of outsourcing for track machines shall be designed and

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 put in place. In technology intensive areas, such as rail grinding, where
new technology is emerging fast and technical consultancy is needed for
proper utilization of machines, long term service contract with
comprehensive design, operation and maintenance including supply of
consumables will be cost effective and will give desired output. Similar
will be case with formation rehabilitation machines etc.

10.9 The recommended modernization measures will require initial capital

cost in procurement/up-gradation of systems/equipments. But with
complete implementation of these measures, substantial savings will
occur in manpower requirement. Overall saving to the extant of 30% of
existing manpower requirement as per MCNTM is anticipated after
complete implementation of system which works out to Rs. 3000 crores
annually. This substantial saving will not only offset the capital cost, but
will also result in cost reduction in maintenance in the long run.

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 Annexure-A

SUMMARY OF MANPOWER REQUIREMENT UNDER DIFFERENT SCENARIO

Track A Track B Track C Track D

SN ITEMS
(30 GMT) (20 GMT) (10 GMT) (3.333 GMT)
Manpower required for
250 km section with
1 344 320 297 281
Patrolling but without
MMU (per ADEN)

Manpower required for

250 km section without
2 299 279 256 240
Patrolling and without
MMU (per ADEN)

Manpower required for

250 km section with
3 279 260 241 229
Patrolling and with
MMU (per ADEN)
Manpower required for
250 km section without
4 239 220 201 189
Patrolling, with MMU
(per ADEN)
Saving in Manpower
4 (Nos.) between (1) and 45 41 41 41
(2)

Saving in Manpower
5 13.08 12.81 13.80 14.59
(%) between (1) and (2)

Saving in Manpower
6 (Nos.) between (1) and 65 60 56 52
(3)
Saving in Manpower
7 18.90 18.75 18.86 18.51
(%) between (1) and (3)
Saving in Manpower
6 (Nos.) between (1) and 105 100 96 92
(4)
Saving in Manpower
7 30.52 31.25 32.32 32.74
(%) between (1) and (4)

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 Chapter 5

Training of Permanent Way Staff and Supervisors

1.0 General

1.1 Detailed training modules for P-way Supervisors were recommended by

the Task Force constituted under the Human Resource Reforms
committee for reviewing the Training Modules for Civil Engineering
Department. Railway Board has approved the training modules
contained in these reports.

1.2 Presently management, supervision and evaluation of entire training

including field training in respect of supervisory staff vests with the Zonal
training centers under overall supervision of respective Zonal Training
Manager of Civil Engineering Department viz. CE/General. The staff at
the lower rung i.e. Trackmen/Keymen/Gatemen etc. are trained in
Divisions by local arrangements.

1.3 There are issues related to quality of training in Zonal Training Centers
as well as training in Divisions due to lack of infrastructure and
competency of trainers in these training centers. IRICEN is having
capacity constraint in training the supervisors.

1.4 Present training is overly dependent on old patterned class room lecture
methodology. It needs to be more interactive including model rooms and
Audio Visual Aids.

2.0 Review of Training Requirements:

2.1 With ever increasing demand of traffic and increase in axle loads, it will
be inescapable to adopt more and more mechanized maintenance as
well as new technologies for the maintenance of track. To meet the
training needs for improved maintenance of P-way as well as to adopt
mechanized maintenance, it is necessary to develop training centres as
„Centres of Excellence‟. For this, not only the modern infrastructure and
gadgets are required but the trainers also need to be trained. There is
greater need to cover aspects such as, modern track structure, more
scientific & modern methods of maintenance; and personal safety.

2.2 The following approach is recommended:

87
2.2.1 Every Zonal Railway should have a Civil Engineering Training Centre for
training of supervisors within the zone on lines similar to Civil
Engineering Training Academy (CETA) at Kanpur.
2.2.2 There should be a Divisional Training Centre in every Division for
training of staff below supervisory level with a structured curriculum.
2.2.3 It is very important to equip the training centres with required
infrastructures in terms of properly lit and well ventilated class rooms
away from the busy city areas, modern teaching aids such as personal
computers and projectors in addition to boards, well equipped model
rooms and other required resources.
2.2.4 Similarly hostels, messing and recreational facilities also need to be
augmented to ensure reasonable level of comfort to the trainees.
2.2.5 The instructors, in these training centres, should be suitably picked-up
who have aptitude for teaching and learning.
2.2.6 The trainers shall be imparted training on some of the core subjects and
new technologies in a centralized training Institute for Civil Engineering
under the technical control of IRICEN.
2.2.7 One such centre i.e. IRICEN Track Training Institute has started
functioning at Pune. But one centre will be inadequate to meet the
requirements and it will be difficult to send the supervisors from all over
the country to one location. We should, therefore, have four such
centres spread over at different locations, each one catering to four
Zonal Railways.
2.2.8 The trainers selected for these centres will be trained at IRICEN and
shall get technical support in terms of power points, technical literature
and guidance from IRICEN resources. Even some of the specific
lectures can be arranged through IRICEN faculty.
2.2.9 These four centres will provide training to the supervisors of adjacent
zone as well as the trainers of Zonal and Divisional Training Centres.

2.3 Distant Learning

The concept of distant learning can be effectively utilized to impart

training to large number of supervisors and staff. With the advancement
in technology, it is now possible to record the high quality videos of the
competent faculty and distribute them to all the Divisions. The
supervisors can learn about a particular subject by screening these
videos during the scheduled slots in the Division/Headquarters. It is also
possible to have a question answer session to clarify the doubts through
video conferencing with the speaker by prior planning. If necessary, the
complete lecture can be delivered by the speakers through video
conferencing. This is already being done to train the officers in IRICEN
at present from RDSO etc. This methodology will be very helpful to train

88
 large numbers of persons in one go without disturbing them from their
place of work.

2.4 Training in use of Small Track Machines:

Extensive use of small track machines is inevitable. The major handicap
for the use of small track machines are the logistics required for
operation & maintenance of these machines. For operation of machines,
more and more skilled operators (ITI trained) have to be inducted into
the system. For the maintenance, every Division should have a depot
where trained departmental staff can do small repairs. Major repairs can
be outsourced.

Skilled Machine Operators will be trained to operate small track

machines. Divisional Training Centres should have requisite facilities for
training of these people.

The maintenance staff shall have to be trained through agency doing

AMC of machines and through ITI, as in house training facility will not be
available. Proper training module shall be drawn under umbrella of Zonal
Training centre‟s and training shall be imparted.

2.5 Training for AT Welding:

One of the reasons for the poor quality of AT welds is the inadequate
training of welders and supervisors. At present, there are two training
centres for them. The supervisors are trained at RDSO/LKO by M&C
Directorate while training to welders is imparted by Thermit Portions
Plant (TPP)/LKO and another center at Vijaywada. With the limited
facilities and capacity constraints, these centers are unable to meet the
present day demand of training for AT welding. It is necessary to expand
these centers with more instructors to train the welders. The
infrastructure at these centers also needs upgradation with the proper
lodging and boarding facilities for the trainees along with modern
teaching aids.

2.6 Training of USFD Operators

USFD testing of rails and welds is an important diagnostic tool for safety
of the traffic. Supervisors carrying out testing are trained by M&C
Directorate at RDSO. The facilities as well as capacity of training at
RDSO need upgradation for proper implementation of this technology.

89
 The sectional and incharge SSEs responsible for track maintenance
should also have basic knowledge of USFD testing for which a separate
training module has been developed, but due to capacity constraint, all
supervisors are not trained.

The capacity shall be augmented for USFD testing of supervisors at

RDSO.

3.0 Advance Training at Managerial/Officers level :

With the research in rail-wheel interaction and track technology, lots of

advancements are taking place in track maintenance. The knowledge of
IR track engineers needs to be upgraded to keep pace with the changing
technological advancements. It is necessary to impart training to IRICEN
faculty, trainers of Institutes in Zonal Railways, RDSO and Railway
Board officers dealing with the subject and also senior & middle
management level field officers at identified Institutes in advance
Railway Systems for upgradation of their knowledge and implementation
of new technologies in the right way on IR.

4.0 Summary and Conclusions:

4.1 The changed system of Inspection and maintenance and deployment of

diagnostic aids will require the strengthening of training infrastructure.
This needs to be upgraded to have following Broad setup:

4.1.1 One Divisional Training Centre for training of Trackmen, Gatemen,

Keymen and P-way Mates with adequate infrastructure. The
infrastructure will include the modern training aids and adequate lodging
and boarding facilities for the trainees. The training module shall be
reviewed to include modernization aspects also.
4.1.2 One Zonal Training Centre for training of JE/P-way, SSE/P-way. The
ZTC shall also have proper training modules for training of artisans/
operators of small track machines in association with manufacturers/ ITI
etc.
4.1.3 The trainers will be given proper training to upgrade their knowledge and
skills at newly developed IRICEN Track Training Institute. At least three
more such other centers shall be developed.
4.1.4 The concept of distant learning will be effectively utilized to provide
quality training to large number of supervisors without disturbing them
from their place of work.

4.2 The training of AT Welders is very important for in-service reliability of

welds. The available facility at TPP/Lucknow and at Vijaywada shall be

90
 augmented to have adequate facility for catering to the requirements of
Zonal Railways @ 8 Zonal Railway at each center.

4.3 The facility of training for USFD with M&C directorate, RDSO shall be
augmented substantially to ensure that all SSE/JE P-way have
knowledge of checking the work of USFD Operators and each Railway
has adequate pool of trained USFD operator.

4.4 The Officers at RDSO, IRICEN and Railway Board will be given specific
training in new technologies being adopted by advance Railway
Systems. This will facilitate faster selection and finalization of
technologies as well as help in in-house research. Liberal system of
visits to new technologies shall be made. Similarly, officers at middle
and senior management level shall also be given in-depth exposure of
new technologies for faster assimilation of technology.

91
 Chapter 6
Research Projects for Track Modernization

1.0 Requirement of Research and development:

1.1 The Research and Development is continuous process. There is need

for identification of technological gaps for implementing the
modernization measures, so as to have adequate measures to bridge
the gaps. Development of in-house capability will be prerequisite for
sustaining modernization initiatives.

1.2 There are number of research projects already in progress, which are
considered to be relevant to the modernization envisaged by the
committee. These are listed below as on-going projects.

1.3 In addition, during the deliberations by the committee a number of new

projects are envisaged in the field of geotechnical engineering e.g.
better formation design, ground penetration radar system and in the
field of track engineering e.g. measurement of stress in various track
components for design improvement, development of rail fracture
detection system; etc. These projects are considered necessary to
explore more advance developments for better
product/technology/design than what are currently available off the
shelf. These projects are listed as new projects.

1.4 The list of projects in progress and new projects envisaged are
enclosed as Annexure-A.

2.0 Developing Centre of excellence in Railway Technology:

2.1 Any modernization initiative and its continuity requires support of

continuous Research and Development, therefore, there is need to
develop centre of excellence in Railway Research at RDSO by entering
into standing MOU with reputed organizations like UIC, AREMA, TTCI,
NRC and other such Research Institutions for technical capability
enhancement. Other suitable methodology such as specific projects
with fixed deliverables can also be considered to bridge the knowledge
gap.

2.2 The MoU in following priority areas shall be considered with reputed
global research organizations:
2.2.1 Development of capability for design of target rail profile and grinding
patterns.

92
 The MOU with NRC/ Canada, which has developed the grinding
strategy for IR will be helpful.
2.2.2 Development of simulation technique to verify suitability of track
components e.g. sleeper, fastenings for given combination of speed,
axle load, operating conditions, etc.
2.2.3 Development of suitable code of practice for continuation of long
welded rails on bridges on pattern of UIC Leaflet.
The MOU with UIC, which has already developed leaflet for standard
gauge track will be helpful.
2.2.4 Development of computer simulation for stability of long welded rails at
critical locations such as sharp curves, steep gradients, etc..
The MOU with UIC/AREMA, which has already developed systems for
standard gauge track will be helpful

2.3 Most of designs of P-way components are based on empirical studies.

These require to be validated by actual field measurements in
changing operating environment. As such, there is also need to
develop core competence at RDSO in instrumentation, measurement
and analysis of loading/forces in track due to various operational
conditions for design improvements of P-way components.

93
 Annexure-A

1.0 Bridge and Structures Projects:

On-going Projects:

S. Name of Project Approx. Duration Deliverable

No. Cost envisaged from the
Project
1 Evaluation & Rs. 7.28 3 year 2.4 Rationalization
Management of crores s of provisions for LF
longitudinal force on dispersion in IRS
substructure of codes.
railway bridge 2.5 Introduction of
new technologies
like STU for LF
management.
2 Development of Rs. 1. 20.03.20 1. Development of
Railway Bridge 87 15 sensors which can
Health Monitoring crores work wirelessly on
System with bridges.
wireless sensors. 2. Remote monitoring
of few critical
parameters of
bridges including
flood levels shall be
possible.

2.0 Geotechnical Engineering Projects:

On-Going Projects

S. Name of Project Approx. Duration Deliverable

No. Cost envisaged from the
Project
1. Design of formation Rs. 2 years Project envisages to
for speed higher 18.12 evolve suitable design
than 160 kmph Lacs methodology of
formation for speed
higher than 160 kmph

2. Use of To be 2 years To reduce the

Geosynthetics to worked requirement of quarry
evolve alternative out products, earthwork
economical design and land.
of formation for 25 t,
30t, 32.5 t axle load

94
Futuristic Projects:

S. Name of Project Approx. Duration Deliverable

No. Cost envisaged from the
Project
1. Scanning of track 3 years Optimization of the
ballast using To be cost of ballast
Ground Penetrating worked cleaning/recoupment
Radar (GPR) out and formation
mounted on Track rehabilitation works.
Recording Car
(TRC) and
submission of
customized output
report after
necessary post-
processing of data
2. Monitoring of rainfall To be 3 years Enhancing safety of
and worked railway traffic
landslides/subsiden out
ce/bank wash-away
through satellite
imagery.

3.0 Track Projects:

On-Going Projects:

S. Name of Approx. Duration Deliverable envisaged from

No. Project Cost the Project
1 UIC Project on 35,000 1 Year 1. Design of optimization of
“Optimization of Euro PSC sleeper for 25t axle
PSC sleeper (Funded load & speed 250 kmph.
design (Phase- by UIC) 2. Design & specification of
II). soft rail pad.
3. Analysis for rail seat
design.
4. Analysis for variable length
& depth of wheel flat and
different depth of weld joint.
5. Estimation of service life in
service capacity of sleeper.

2. Development of Rs. 2 Years 2.6 Development of

Rail Stress 98.65 Equipment/ system for non
Monitoring Lakhs destructive measurement of
System thermal stresses and
determination of Stress free
temperature in field.
2.7 Laying down

95
 maintenance practices to
ensure safety against
buckling and rail fractures
for LWR Track.

3. Improvement in In house 1 Year To upgrade the Rail

Rail Quality and with specification on following
review of SAIL accounts:
specification
IRST-12/ 2009 1. To improve fracture
toughness of Rail steel to
control sudden fractures.
2. To reduce fatigue crack
growth rate.
3. To improve weldability of
Rails.

4. Investigation of Rs. 39. 1 Year 1. Detailed study on microbial

Rail corrosion 55 corrosion of rails and
by micro- Lakhs fastenings to device
organism and suitable/ proper remedial
remedial measures and find out the
measures with time taken for rail to
CECRI (CSIR), corrode and become
Karaikudi unserviceable due to
bacterial action of human
fecal matter dropping on rail
due to toilet discharge of
passenger trains.
2. Development of corrosion
resistant protective
scheme.

5. Development of NIL 1 Year Development of AT welding

Improved AT technique for improved
Welding consistency in quality of welds
Technique using 3 piece molds,
compressed air heating, auto
tapping thimble and single
shot crucible.

6. Development of Rs. 199. 3 years Development of Bainitic Rail

Bainitic Rail 65 steel having
steel with Lakhs 1. High Tensile strength
IIT/KGP (under (1000MPa).
CRR) 2. High Fracture Toughness (
50 MPa m1/2)
3. Improved Impact & wear
resistance ( Twice of
existing pearlitic rails)

96
Futuristic Projects:

S. Name of Project Approx. Duration Deliverable envisaged

No. Cost from the Project
1 Study of stresses Rs. 3 years 1. Design of switch,
in switch, crossing 100.00 crossing & other
and other Lakh component for 25t
components of axle load and 200
turnouts for kmph speed.
optimization of 2. Reduction in
their design for maintenance
high axle load and requirements.
high speed. 3. Increase in service
life of turnout.
4. Increase of speed
over turnout.

2 Development of Being 3 Years 1. Indigenous design of

design & drawings worked Swing Nose Crossing
for Swing Nose out for use on high axle
Crossing. and high speed
routes.
2. Reduction in
maintenance
requirement of
turnouts.

3 Measurement of Rs 3 years 1. Development of

forces/stresses on 150.00 basic data base of
various track Lakh forces and stress
components such developed in various
as rail clip, rail track fittings.
seat, liner, insert, 2. Data obtained for
rail pad in locations various operating
e.g. straight, sharp conditions
curves of 30,50, etc; 3. Data obtained to help
steep gradients, on in undertaking
ballastless track, various fitting design
etc to have basic specific to the actual
data for component functional need than
design. having an empirical
approach thus
resulting into
economy.

4 Development of Being 2 Years 1. Study of Rail Stress

Mathematical worked calculation
model and out Methodology and
requisite software rationalization of

97
 for Rail stress provisions which are
calculation on mostly empirical in
Indian Railways nature at present.
2. Simulation & field
study to validate the
theoretical
parameters so
decided.
3. Development of
software based on
above study for rail
stress calculation for
different operation
conditions.

5 Study of Track- Being 3 Years 1. Study of additional

Bridge interactions worked forces on Track &
for fixing the out bridges due to
design parameters continuation of long
for different type of welded rails on
bridges for Ballasted and un-
continuation of ballasted bridges.
LWR on bridges 2. Validation of
and development theoretical
of standard calculation through
instructions/ code actual field study/
for Indian Railway simulation study.
Broad Gauge 3. Development of code
Track of practice/
instructions for
checking of existing
bridges for
continuation of LWR
and design of new
bridges on pattern of
UIC leaflet.
4. Development of
computer software
for generation of
various charts for
faster checking.
5. Development of
detailed computer
software for analysis
of complex bridges.

6 Study of stability of Being 3 Years 1. Study of Dynamic

Long welded rails worked Buckling

98
 laid on sharp out Phenomenon for
curves, steep Indian Railway
gradients and other operating conditions.
critical locations 2. Development of
computer simulation
for various conditions
for stability of LWR
and validation by
actual field
measurement.
3. Development of
package like CWR
safe for Indian
railway Broad Gauge
Track.

7 Development of Being 2 Years 1. Study of various

suitable Rail worked systems
Fracture detection out commercially proven
system on world railways
(UBRD/ Strain gauge
based system).
2. Deciding suitable
technology for Indian
railway conditions.
3. Standardization /
customization of
system for IR.
4. Issue of detailed
specification/
guidelines.

8. Development of Being 2 Years 1. Development of GPS

GPS enabled worked enable Ultrasonic
USFD testing out testing machine for
machine capable testing of Rail/Weld
of recording & for better tractability
preserving A & B of results.
scan results. 2. Capability of
machines for
preserving A & B
scan results for
working out the
defect generation
rates.

9. Development of Being 3 years 1. Rail pad combination

Rail pad for Ballast worked needed for BLT at
Track for various out viaduct and tunnels
locations and use. in line with world

99
 proven systems.
2. Rail pad needed for
noise and vibration
attenuation for
various civil
structures.

10. Design and To be 2 years 1. To have a wider

development of worked sleeper in line with
wider sleeper with out latest international
less steel and design
more concrete with 2. Design to use less
immediate de- steel and more
moulding concrete for overall
technology economy and
durability.
3. To have latest
production
technology for fast
production bringing
overall economy in
procurement.

11. Development of Being 2 Years 1. Better distribution of

improved worked Ballast
unloading system out 2. Saving in Manpower
having automatic for Unloading
controlled system 3. Improved Safety
for Ballast hoppers

12. Development of Being 2 Years 1. Reduction in number

High speed End worked of field welds
unloading Rakes out 2. Proper Unloading of
with improved welded Panels
unloading 3. Saving in Manpower
arrangement for for Unloading
transportation of 4. Improved Safety
long welded panels
(260 m / 520m)
13 Study of various Being 3 years Measurement of
systems of worked stiffness (or resilience)
measurement of out of track and its various
track components to take an
modulus/stiffness informed decision for
as a whole as well design of track
as that of individual components for high
spring system in speed operations.
the track structure
e.g. rail, fastening
system, sleeper,

100
 ballast/BLT,
formation including
trial of short listed
system.
14 Consultancy for Being 2 Years Capability for designing
design of Target worked Rail profile for optimum
Rail profile and out rail/wheel contact under
grinding pattern for various operating
effective Rail/ conditions.
Wheel interaction
on IR
15 Study of noise and To be 3 years With increasing speed,
vibration with use worked load and habitation,
of different out environmental issues
fastening system are gaining importance.
with/without This study will facilitate
resilience understanding the
base/ballast mat subject and designing
separately for various components of
(i) Ballasted track track form such that the
territory environmental norms for
(ii) Ballast less noise and vibrations are
track territory respected.
For track on
(a) Bridges
(b) Tunnels
(c) Formations

101
 Chapter-7

Systemic changes for faster adoption of modernization

measures

1.0 System for evaluation of Technology:

1.1 The track modernization will require quicker evaluation, adoption and
assimilation of new technologies in deficient areas. As the emphasis of
modernization is to gradually switch over to mechanized system of
inspection and maintenance with overall objective of reducing reliance of
manual means, the equipments/systems available in other railway
system need to be evaluated and adopted on Indian Railway system.
1.2 The technologies required for modernization can be broadly grouped
into following two categories:
1.2.1 Completely new technology which is not in use on Indian Railways.
1.2.2The technologies in use in some form but needing further improvement.

1.3 While the traditional system of inviting EOI will be useful in areas where
improvement is required in existing system, this may not deliver results
in acquiring new technologies in view of the past experience in some
cases in the past for acquiring green field technology e.g the technology
of ultrasonic broken rail detection system, which could be located in
literature survey with best efforts and was not offered in any EOI. The
efforts are continuing since 2004 and expression of interest for choosing
suitable technology was invited twice, but suitable technology was not
offered in response to expression of interest. Thus in technology
intensive areas the system of EOI may not work primarily on following
accounts:
(a) Exceptional time taken in floating EOI and evaluation of response.
(b) All/ majority of offers in EOI are not found meeting the functional
requirements, thus defeating the very purpose and resulting in delays.
(c) The agency having suitable technology does not participate in the EOI
due to various reasons such as technology developed by govt. R&D
centers, unwillingness on the part of the agencies to participate etc.
(d) No proper system is in place for going ahead with selected technology
for adoption.

1.4 In area of completely new Technology/ System, following system will be

more suitable for faster selection and adoption of technology:

102
 1.4.1 The technologies available over World Railways shall be
technically studied through available literature and promising
technologies shall be short listed.
1.4.2 A technical team is shall be constituted for evaluation of the
technology in operation covering various conditions where the
technologies are installed. The team shall carry out critical review
of the technology in special reference to Indian Railway operating
conditions and would make out comprehensive recommendations
on suitable technology considered most suitable.

1.4.3 Based on committee‟s recommendations, limited field trial of

selected technology shall be undertaken in Indian Railway
conditions. This shall be done completely associating the
technology provider so that limited trails can be started
immediately and necessary inputs as required is provided.
Laboratory evaluation, wherever required, shall be done either in
laboratory in India or other Railway System for faster evaluation.

1.4.4 Once the technology is established after being found suitable in

Indian Railways conditions, development of sources can be
undertaken through normal EOI route as per prevalent practice.

1.5 In areas, where incremental improvements are required in available

technology, the conventional system can continue except that the
emphasis shall be on fast trials through technology developer for
establishing the technology. Once the technology is established, multi
sourcing can be considered.

1.6 These systemic changes will facilitate faster evaluation, adoption and
assimilation of new technologies.

2.0 System of traffic blocks:-

2.1 The large scale mechanization will require the longer duration, though at
lesser frequency, of track possession for the effective maintenance. The
conventional system of providing traffic block of small durations spread
over number of days has resulted in serious wastage of manual labour
and costly machines. The quality of work has also been found lacking.
For an appropriate maintenance system to be in place, the mindset and
the existing system on Indian Railways has to undergo a major change.
While the corporate objective of providing transportation remains the
key, this cannot be achieved effectively unless the infrastructure assets
are maintained. The current priorities of pushing traffic without
consideration of maintenance of infrastructure resulting into its
continuous degradation needs to be changed to a more rational system
of honouring requirement of track possession by the infrastructure

103
 departments for optimal utilization of available assets. The infrastructure
maintenance has to be done with quality output so as to prolong the
maintenance cycle. The short term disturbance of traffic can be
compromised for larger gains. As the mechanized maintenance
infrastructure is costly and availability of resources is limited, any
wastage due to non-availability of requisite track possession for
maintenance will result in accumulation of maintenance working. The
maintenance needs of infrastructure, if differed beyond reasonable
period, seriously affect the maintainability of assets. Thus the co-
ordinated effort is needed and system of corridor blocks and mega
blocks needs to be adhered, as is being done on advanced railway
systems and has been tried in limited way on Indian Railway system
successfully.

2.2 Corridor Blocks:-

A fixed time corridor block of minimum one spell of two hours duration in
each section shall be provided in working time table for regular
maintenance of infrastructure. It shall be clearly stipulated that it is
sacrosanct. Minor operational disturbance due to corridor block has to
be absorbed in the system. This is imperative to reap the maximum
benefits of modernization.

2.3 Mega Blocks:

The planned works require longer track possession time for getting the
quality output and economical utilization of expensive modern machines
and equipment. The quality of work done in spells of traffic block of 3-4
hours every day for number of days suffers and system has following
disadvantages:
(a) Wasteful effort and expenditure for both traffic and infrastructure
departments in arranging the traffic blocks on day to day basis.
(b) Lesser than stipulated output due to frequent preparatory working,
opening and closing time required in start of work and making
infrastructure fit for operation.
(c) Effect on train operations for longer duration, as speed restrictions
continue for longer duration.

The concept of mega block of sufficiently long duration will help in

expeditious completion of work in shorter time. Requisite preparatory
arrangements for mega block needs to be made to avoid the
dislocation of traffic to extant possible. Following system can be
adopted:

104
 (i) Double line section:-

The system of temporary single line working is already adopted.

The resistance on part of operating department in TSL working is
slow movement of trains and extra efforts needed for non-
signaled movement. If the signals are provided after suitable
modification for TSL work, this can be help in dealing with the
traffic required. The system has been successfully tried on
Central Railway and needs to be standardized.

(ii) Single Line Section:-

As single line sections are normally not very busy and important
from traffic considerations, the feasibility of regulation/diversion of
trains shall be examined. The feasibility of closing the section for
required duration for mega block shall be also be examined as is
being done for gauge conversion and other works.

3.0 Delegation of financial powers:

3.1 In conventional maintenance system, most of the works were done by

available departmental manpower using conventional track tools not
requiring any major maintenance. The mechanization will require
introduction of large number of machines. The experience with
maintenance regime with track machines has not been very satisfactory
as costly machines remaining out of use due to non-availability of petty
components is not very un-common. The small track machines have not
found acceptability in system basically on account of lack of
maintenance infrastructure. To ensure their economical and optimal
utilization, adequate financial powers at appropriate levels shall be
provided.
3.2 The annual maintenance contact with OEMs shall be more liberal with
provision of long term contract, which shall also facilitate setting up of
requisite infrastructure in railway maintenance depots. The small track
machine depot shall be setup in every division, working basically on the
proposal of unit replacement method. The depot should have adequate
imprest of spare and cash so that proper and timely maintenance is
done.
3.3 For meeting petty day-to-day operation and maintenance expenses of
other machines, Divisional Offices shall have adequate cash imprest.

4.0 Technical association with advanced Research Institutes for

developing centre of excellence:

4.1 The technologies in field of track modernization are emerging fast. The
advanced railway systems as well as Research Institutes are constantly

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 working on technologies, which are relevant for Indian Railway track
also. Instead of reinventing the wheel, mechanism for adoption of
technology developed in such areas on IR will be more logical.

4.2 Most of technological studies done by advanced Research Institutes are

for standard gauge track, which cannot be straightway adopted for Broad
Gauge. Various standards viz. UIC, EN, DIN, AREMA etc. developed
by the organizations like UIC, AREMA for standard gauge track need to
be suitably modified after required study for Broad Gauge track. Close
association with these organizations will facilitate faster development in
the field on track modernization. The existing system does not provide
for any such collaboration and the system of tendering is also not likely
to yield desirable results in such cases. Standing MOU can be entered
into with organizations like UIC, AREMA, TTCI and other such Research
Institutes which shall cover the sharing of experience with Indian
Railway, so that Indian Railway needs for study required for Broad
Gauge track can be included in initial studies as well the suitable further
studies can be done for Broad Gauge track so that standards developed
by these organizations also includes with provisions of Broad Gauge
track.

5.0 Review of Inspection and Maintenance Regime:

5.1 For true modernisation, the existing inspection and maintenance regime
will require major changes. A comprehensive review is needed for
inspection actually to be required to be done and measurements need to
be undertaken keeping the degradation pattern in view. As such,
provisions on Indian Railway Permanent Way Manual regarding
inspection, up keep of records shall be comprehensively reviewed. The
maintenance of records in hard copy has been done away for divisions
where track management system (TMS) has been implemented.
Further, rationalization and standardization of formats on which data is to
be monitored, arrangement for direct input from mechanized inspection
means in TMS records thus dispensing with the needs for manually
entering data and other user friendly features will be required to be
carried out.

5.2 Inspection and maintenance organization also needs to be reviewed. The

concept of up-gradations/ re-structuring on percentage basis on
sanctioned strength needs review so as to address the functional
requirements of organization.

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6.0 Training and Skill Development:

6.1 Training and Skill development of officials of Engineering Department is

considered inadequate. There is no proper system of providing useful
training to staff at main functional level, which consists of SSE, JE, P-
Way Mate, Keyman and Trackmen. The divisional training centers
supposed to impart training to P.Way mate, Keyman and Trackmen do
not exist on all divisions and wherever they are existing are very badly
equipped to meet the training needs. The Zonal training centers, which
meet the training needs of SSE and JE, are also not in satisfactory
condition. As such there is no need to improve the condition of training
centers and one Zonal Engineering Training Centre for each Zone and
one divisional Engineering Training Centre for each division with proper
recognition and facilities shall be provided. Adequate contingent of
training personnel shall be provided and quality of training to be
improved.

6.2 The technical awareness at management level as well as in RDSO is

also not satisfactory. The information available in public domain and
internet may provide the brief about availability of technology but content
is not adequate for technical appreciation and evaluation. There is need
to have more liberal powers for organizing regular introduction with
advanced railway system and research institutes for the concerned
officers of RDSO, Railway Board and IRICEN for technological
advancement. The complete and financial power need to be vested with
functional Railway Board Member in this regard.

7.0 Setting Up of Mega Ballast Depots:

7.1 Proper Quality of Hard stone ballast is essential to control Track

Degradation pattern of heavier track structure. The good quality of hard
stone ballast is not available in all areas. In some areas, the restrictions
have been imposed through government legislations on mining of quarry
product. As such, the availability of proper ballast is a problem. The
Mega Ballast depots set up in areas where proper quality of ballast is
available will help to solve the problem.

7.2 Adequate transportation arrangements will have to be made for inter

zonal movement of ballast and improved hopper wagons with controlled
unloading system will have to be arranged.

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8.0 Service Contracts of Track machine works:

8.1 The technology intensive machines, requiring technical consultancy for

various activities will be required to be inducted on large scale to meet
the requirement. The activity of rail grinding is such activity. Two RGMs
procured by IR will not be adequate to cover complete BG network of IR.
The continued technical consultancy will be required for rail profile
design, review and corrective measures to gain full benefits of rail
grinding. The requirement of consumables such as grinding stone will
also be high. Thus, going for service contract may be better option. This
needs to tried and regimented if experience is successful.

8.2 The other machines such as train relaying trains (TRT), formation
rehabilitation machines etc. will also be considered for similar
experience.

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 Chapter 8

Recommendations

1.0 In order to meet the projected traffic needs and changing socio-economic
environment coupled with the technological upgradation, the
modernization of track is inevitable. Reliance on manual system of
inspection and maintenance, manual safety patrolling has to be gradually
reduced with induction of more and more diagnostic aids.

2.0 Adoption of heavier track with improved components will significantly

reduce the degradation rate of the track and thus the need for
maintenance. At the same time the maintenance inputs have to be
problem specific rather than through maintenance as done in conventional
system. The maintenance regime has to be such that it improves the
longevity of the track.

3.0 Track structure – The basic track structure to be adopted for new
constructions, gauge conversions and track renewal shall consist the
following :-
(a) Rails: 68 kg, 90 UTS with improved metallurgy. Head hardened rails
shall be used at sharp curves, steep gradients and on freight
predominant routes. 60 Kg, 90 UTS rails with improved metallurgy
can continue for sections not envisaged for 25T operations.
(b) Bridge Sleepers: Use of composite sleepers on girder bridges with
appropriate fastening system.
(c) Sleepers: Wider base PSC sleepers (conventional sleeper till
design is finalized) at sleeper density of 1660 no./km.
(d) Fastening system: A fastening system with tighter tolerance with
comprehensive performance criteria having reduced loss of toe load
in service and better performing rubber sole plates.
(e) Ballast: Hard stone machine crushed ballast, ballast cushion of 350
mm on well compacted formation with required blanket layer..
(f) Turnouts: Thick Web Switches with improved SSD and Weldable
CMS crossings.
(g) Long welded Rails with Flash Butt welds and Improved Switch
Expansion Joints. Indian Railways shall gradually switch over to the
standard track structure as detailed above to avoid multiplicity of
track components thereby better control on inventory.

4.0 The track inspection and maintenance organization shall be thoroughly

reviewed with basic objective of more emphasis on compliance and
reduced dependence on subjective manual inspections. Each SSE/P-way

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 (In-Charge) shall be provided with SSE/P-way (Special works) apart from
required SSE/P-way (section). The organization proposed in report can
be adopted without much disturbance to existing set up and additional
resources. However, based on the duties and responsibilities, schedule
of inspections will have to be critically reviewed and laid down. The
relevant provisions of IRPWM will also require suitably amendment.

5.0 The diagnostic aids and mechanized inspection means required to be

deployed on Indian Railway shall be prioritized depending upon the
criticality and safety enhancement potential of such means. Following
systems/technologies shall be deployed on priority :-

(a) Broken Rail Detection System.

(b) System for Rail Stress Monitoring and Determination of Stress Free
Temperature.
(c) Axle Box Mounted Accelerometers for recording of track geometry.
(d) Provision of dedicated instrumented coach for OMS recording with
facility for rail component video system, clearance measuring system
and full rail profile measuring system.

The adoption of above systems will considerably reduce the requirement

of cold weather and other patrolling.

6.0 The track management system developed need to be suitably upgraded

to include the following:–

(a) Facility for direct input from mechanized inspection means.

(b) Facility for direct input of USFD test results from USFD testing
machines.
(c) The modules assisting field officials such as module for Inventory
Management, Resource management in accordance with need for
predictive maintenance based on track degradation model, etc.

The system need to be upgraded to have capability for continuous

monitoring of track system and sending alerts to maintenance officials on
pattern of OHE monitoring system.

7.0 The present system of ultrasonic testing of rails covering complete

network by pedestrian USFD testing machines need to be replaced with
vehicular USFD testing at higher speed with follow-up confirmatory testing
by pedestrian system.

8.0 The systemic changes required for effective implementation of three tier
system of track maintenance shall be implemented. The MMU shall be
implemented with modification that one RBMV shall be provided for each
SSE/P-way/In-charge. The requisite infrastructure for stabling and

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 maintenance of rolling stock/machine, availability of small track machines,
positioning of staff for operation and maintenance shall be done on priority
for effective implementation of the system.

9.0 All JEs (P-way) should be provided with pickup vans/small trucks, which
can move men and material to the site at the earliest.

10.0 With depleting manpower resources, critical review of activities which

can be outsourced shall be carried out. While the safety related activities
shall continue with the departmental resources, ancillary activities can be
considered for outsourcing with suitable enabling provisions. The
outsourcing should preferably be resorted to mainly through mega
contracts of long duration which will address the issue of availability of
requisite resources for tackling emergencies.

11.0 The fixed signaling and traction installations provided on track require
critical review as these installations pose serious challenge to the
mechanized maintenance of track. Many a time, these installations are
required to be disconnected/removed for machine working, which is
increasingly becoming a bottleneck. The new signaling and traction
installation technologies shall be such that they do not require fixtures on
track.

12.0 For designed rail-wheel interaction and for controlling the rolling
contact fatigue defects on rail, rail grinding is essential. Two RGMs
available on Indian Railway can cover only part of Indian Railway network.
Adequate number of RGMs to cover complete IR network including the
facility of grinding the turnouts shall have to be arranged for effective rail
maintenance. The system of service contract shall also be considered for
this activity.

13.0 Automatic track based gauge face lubricators shall be installed on all
curves of Indian Railways as per technical specification issued by RDSO.

14.0 The technical upgradation/knowhow is required in following priority

areas where MoU shall be considered with reputed research
organizations.
a) Development of capability for design of target rail profile and grinding
patterns. In this regard, MoU with NRC, Canada or similar expert
agency can be done.
b) Development of suitable code of practice for continuation of Long
Welded Rails on bridges on the pattern of UIC Leaflet. In this regard,
MoU with UIC may be helpful.

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 c) Development of computer simulation for stability of Long Welded Rails
at critical locations such as sharp curves, steep gradients, etc;. In this
regard, MoU with UIC may be helpful.

15.0 There is need to develop core competence at RDSO in analysis of

loading/forces in track due to various operational conditions. This can
provide inputs for new designs/design improvement for higher axle loads
and high speed operations. The technical consultancy involving area of
work shall be carried out through suitable Technical Institutes: -
(a)Study of stresses in switch, crossing and other components of turnouts.
(b)Development of mathematical model and requisite software for rail
stress calculations.
(c)Measurement of forces/stresses on various track components including
fastening system at various locations such as straight, sharp curves,
steep gradients on ballasted/ballastless track.
(d)Study of various systems of measurement of track modules/software
for track as a whole as well as of individual spring system of the track
structure.

16.0 The design of unloading arrangement of Hopper Wagons shall be

improved to provide automated discharge control system. Suitable system
for regulating the discharge from wagons shall be developed, which could
be retro-fitted on existing wagons.

17.0 The end loading rakes for transportation of long welded panels of
260/520 meter length with capability of movement at 100 kmph and better
unloading system shall be developed.

18.0 The systemic changes as detailed in Chapter 7 of the report shall be

institutionalized for effective implementation of modernization initiatives.

19.0 The modernization initiatives can be sustained only if these are

assimilated in system and accepted by the work force. As such, training
and skill development is essential. The quality of training institutes and
training imparted shall be improved. Properly equipped Zonal Training
centers for each zone and Divisional Training Centers for each Division
shall be ensured. The centralized training facility for AT welding and
USFD testing shall be augmented to have capacity commensurate with
requirement.

20.0 With modernization inputs, the speed of operations will improve.

Complete fencing/physical isolation of the tracks, elimination of level
crossings, will be the pre-requisites for any operation at speed in excess

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 of 130 kmph. Necessary infrastructure in this regard shall be conceived
and provided.

21.0 The substantial financial saving of the order of 30% due to reduced
manpower requirement after implementation of modernization measures
will not only offset the capital requirement but will also result in continuous
reduction in cost of maintenance.

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