PRACTICAL TRAINING REPORT

PROCESS OF UPGRADING THE RAILWAY SLEEPER

FROM WOODEN TO CONCRETE: THE CASE STUDY OF
BEAUFORT, SABAH

STEPHANIE GINTANAU @ HARRY

2020973805

BSc. (Hons.) Construction Management

Centre of Studies for Construction

Faculty of Architecture, Planning and Surveying

Universiti Teknologi MARA

JULY 2022

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 DECLARATION

I declare that the work in this practical training report was carried out in accordance
with the regulations of Universiti Teknologi MARA. It is original and is the result of
my own work, unless otherwise indicated or acknowledged as referenced work.

I will maintain secrecy and confidentiality and will not use any data and information
obtained from organization during my practical training for any purpose other than for
my academic endeavours.

Signature of
Candidate :
Name of Author : Stephanie Gintanau @ Harry
Author LD : 2020973805
Programme : BSc. (Hons.) Construction Management
Faculty : Architecture, Planning and Surveying
Report Title : Process of Upgrading The Railway Sleeper From Woodem
To Concrete : The Case Study of Beaufort, Sabah
Date : 28 July 2022

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 ACKNOWLEDGEMENTS

I honor my humble respectful appreciation and gratitude towards my most graceful

and love aspiring merciful for blessing me with all required knowledge, health and
courage to successfully accomplish and render this practical training report.

I dedicated to acknowledging with a deep sense of gratitude and appreciations to my

training supervisor Mr. Russell @ Vivi Bonar for giving me the idea on working out
this practical training report. He was extremely helpful throughout the practical
training period. The explanations, duidance and support he gave madeit possible for
me to complete this report successfully.

Also, I would like to express my appreciation to all lecturers and especially to my

supervisor Dr. Nuril Izzeaty Ishak from Centre of Studies for Construction
Management, Faculty of Architecture, Planning and Surveying (FSPU), UiTM Shah
Alam for all their valuable assistance and guidance in assisting me in my report
writing.

Lastly I dedicate with full responsibility my respectful appreciation, honor and

gratitude to my most beloved parents who has always been there for me providing
love, care, moral and financial supports to successfully complete this practical training
report.

Thanks to all the people that contributed their ideas, without their ideas and advice,
this report could not have been completed. Last but not least, thanks to the Jabata
Keretapi Negeri Sabah for their support and guidance.

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 TABLE OF CONTENTS

DECLARATION 2
ACKNOWLEDGEMENT 3
TABLE OF CONTENTS 4-5
LIST OF FIGURES 6
LIST OF PHOTOS 6

CHAPTER 1 : INTRODUCTION

1.1 Introduction 7
1.2 Aims 8
1.3 Objectives of Report 8
1.4 Scope of Report 8

CHAPTER 2 : BACKGROUND OF COMPANY

2.1 Department / Company’s Setup 9

2.2 Mission and Vision
2.3 Ownership / Shareholders
2.4 Organization Chart
2.5 Activity of The Company
2.6 List of Completed and Current Projects

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CHAPTER 3 : THEORETICAL
3.1 Characteristic of Concrete Sleeper
3.2 Importance of Sleeper Space
3.3 Product Design/Concrete Quality
3.4 Advantage & Disadvatage Concrete Sleeper
3.4.1 Adavantage Concrete Sleeper
3.4.2 Disadvantage Concrete Sleeper

CHAPTER 4 : PRACTICES
4.1 Project Information
4.1.1 Project Details
4.1.2 Drawing Plan
4.2 Techinacal Specification
4.2.1 Standard & Dimension Concrete Sleeper
4.2.2 Test Result Concrete Sleeper
4.3 The Process Replacemenr with Concrete Sleeper
4.3.1 Site Clearance
4.3.2 Remove E-Clip
4.3.3 Remove Existing Wooden Sleeper
4.3.4 Install Concrete Sleeper
4.3.5 Measure Gauge & Spacing Sleeper
4.3.6 Tamping & Aligning
4.4 Common Problem Encountered
4.4.1 Spacing Out From Specification Given in Contract Document
4.4.2 Condition Concrete Sleeper
4.5 Ways to Overcome Problem

CHAPTER 5 : CONCLUSION AND RECOMMENDATION

References
Appendices

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 LIST OF FIGURE

Figure 1 Service Route Map

Figure 2 Organizational Chart JKNS Management the Whole Department
Figure 3 Organizational Chart in Civil Engineering Department
Figure 4 Detail Drawing The Standard Cant For Curves In Beaufort, Sabah
Figure 5 Detail Drawing Railway Indication For Radius Chains And Existing
Bridge (1)
Figure 6 Detail Drawing Railway Indication For Radius Chains And Existing
Bridge (2)
Figure 7 Detail Drawing Railway Indication For Radius Chains And Existing
Bridge (3)
Figure 8 Dimension Sleeper Requirement Stated in Contract Document
Figure 9 Tender Between Jabatn Keretapi Negeri Sabah & Lestary Enterprise
Which Got Stated
Figure 10 Test result of half cell potential measurement
Figure 11 Test result of ultrasonic pulse velocity test.
Figure 12 The test result of compression test for concrete core specimen
Figure 13 Test result carbonation
Figure 14 Test result of non-destructive test of concrete by rebound hammer

LIST PHOTO
Figure 1 worker remove the e-clip to allow replacing sleepers
Figure 2 Worker lift the rail to allow installation of concrete sleeper.
Figure 3 Workers remove the wooden sleeper by using spike hammer
Figure 4 Process of installation concrete sleeper after ballast got crawl to aside
of railroad.
Figure 5 process of checking gauge rail and spacing between one another
sleepers.
Figure 6 Process of tapping and alignment.
Figure 7 spacing that is error during site visit which the spacing 680mm.
Figure 8 Defect on concrete sleeper found by the team of JKNS
during site inspection.

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 CHAPTER 1

INTRODUCTION

1.1 Background

Heavy rail including commuter rail, light rapid transit (LRT), mass rapid transit
(MRT), monorails, airport rail links, and a vertical railway line are all available
in Malaysia. In East Malaysia, the only state which offer railway service with
long distance 134km equivalent to 83 miles is Sabah, where this railway line
linked from Tanjung Aru near Kota Kinabalu to Tenom in the interior of Sabah
operated by the Jabatan Keretapi Negeri Sabah (JKNS). The railroad’s
construction began in 1896, under the direction of engineer Arthur J. West. The
workers was sent by Japan, commanded by Akira, which incharged on
constructed the railway. It was initially constructed to delivered the tobaccos
from the interior to the coast for the export purposes. The first line was built
for 32 kilometres from Bukai River north of Beaufort to the port of Weston. It
was then extended for another 48 kilometres to Tenom in 1903, which was
finished in 1905. Meanwhile, In 1906, the route was expanded for another 16
kilometres from Tenom to Melalap. Engineer Arthur J. Went also intended to
create another railway network connecting to Keningau, but he was transfered
to Australia, which made the works to be stopped.

since 1900’s the service train was started at Sabah where the wooden sleeper
has been used up to 2000 era’s before JKNS had decided to modernise the
railways track routes by using concrete sleeper. The modernise plays important
role in the transport system in a period of positive growth of commerce,
economy and industry. Traditionally, railway sleeper was made from wood but
anyhow concrete sleeper is widely chosen due to a demand for increased loads.
Pre-stressed concrete sleepers was first introduced in France on 1950 and
currently used to replace all types of sleepers except for as crossing bridges,
turning section and others places related of using timber sleepers. Therefore,

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 the director of Jabatan Keretapi Negeri proposed to make a change and
modernise the track in each district that are involve with railroad such as
project upgrading sleeper from wooden to concrete sleeper railroad started in
April 2021 at Beaufort district with long distance of railroad 22KM .

1.2 Aims

The purpose of this research to investigate the adaptation of Industrialised

Building System (IBS) systems into application of concrete sleeper particularly
of using precast technique.

1.3 Research Objectives

The objective of this report :-

i. To study the effect of using concrete sleeper as a railway sleeper
ii. To identify the process of replacement and installation of railway
concrete sleeper

1.4 Scope of Work/Project

This Industrial Training was completed in twenty (20) weeks (28 March 2022
to 5 August 2022) at Jabatan Keretapi Negeri Sabah (JKNS), as client and
superintending officer (S.O). This firm composes of four (4) main units known
as fixed ground unit, Bridge unit, building units, and plan unit. The most
common duty during this practical training is fixed ground which that focusing
on upgrading railway sleeper starting from Beaufort to Halogilat, Sabah.
Therefore, trainee will attend the site visit throughout industrial training in
order the engineers to take a progress of construction as well as sending a report
to head engineer. The problem associated with construction process such as
machinery owned by JKNS is breakdown, delays, etc are also discussed.
Furthermore, trainee not only involved in visiting site, but also conducting a
site inspection and site meeting with contractor during industrial training.

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 CHAPTER 2

BACKGROUND OF COMPANY

2.1 History Department

Jabatan Keretapi Negeri Sabah established since British North Borneo

Chartered Company (BNBCC). The train service was proposed by the the
Chairman and Managing Director of BNBCC, William Clarke Cowie. As a
result, in 1896, construction of the railway line from Beaufort to Weston began
led by Arthur J. West, a British Civil Engineer. The first track built was 32KM
from the Bukau River north of Beaufort to the south at the port of Weston. It
was then extended another 48KM in 1903 to Tenom, completed in 1905.
However, the track was extended in 1906 from Tenom to Melalap about 16KM.
Therefore, overall Tanjung Aru to Tenom 134KM long which take 2 hours and
15 minutes with average speed of 80km/h. The following figure 1.1 show 14
station that is operational since now :

Figure 1 shows service route map

Sabah State Railway

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2.2 Department Profile

The following is a basic corporate biodata:

Name : Jabatan Keretapi Negeri Sabah (JKNS)

Year Opened : 1896
Station : 14 Stations
Address : Jabatan Keretapi Negeri Sabah, No.1,
Jalan Aeropod, Off Jalan Kepayan,
Kota Kinabalu, Sabah.
Phone No. : 088-279300
Fax No. : 088-279319
Director : Leonard Stephen Poyong

2.3 Mission and Vision

Civil Engineering Division is the most important part in the operations of

infrastructure suck tracks, bridges and building to be maintained so that they
are always in good condition and comfortable to use. The vision and missions
are :
i. Responsible for ensuring all Fixed Railways Lines as fas as 132
Kilometers, Railway Bridges, Railway Tunnels, Sewerage
station, workshop building located at Tanjung Aru , Papar,
Beaufort, Tenom, Staff’s house along the Railway from
Tanjung Aru to Tenom are in good condition, safe and
comfortable for use by staff and public.
ii. Provide efficient, reliable, competitive, comfortable and safe
modern rail services for passengers, goods, livestock and
agricultural produce through the process of organizational
development & human model modernization and continuous
asset modernization.

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2.4 Organization Chart

Jabatan Keretapi Negeri Sabah (JKNS) has 7 different department with 636
staff overall which in Civil Engineering Department has 247 staff. The figures
below shows organizational chart for whole department and organizational
chart in Civil Engineering Department.

Figure 2 : Organizational Chart JKNS Management

the Whole Department

Figure 3 : Organizational Chart in Civil Engineering Department

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2.5 List of Completed and Current Projects

Under Civil Engineering of Jabatan Keretapi Negeri Sabah, there are more
focusing on responsibility ensuring 134 Kilometers of fixed railway lines,
railway bridges, railway tunnels, sewerage stations, workshop buildings, staff
house along the railway from Tanjung Aru to Tenom is in good condition, safe
and comfortable for use by staff and the public. Therefore, 2 different teams of
engineer hold different units which is track/tunnels and building section that
will take responsibility to do site visit, site inspection as a Superintending
Officer (S.O) to check the quality of work that has done by the contractor.

List of completed project that are requested by Jabatan Keretapi Negeri Sabah
to contractor handling the project:-

1. Rectification Works to Change Rotten Crossing Point Sleepers Used

Timber Crossing Point Sleeper at Membakut, Saliwangan and Halogilat
Yard (2021)
Assigned Contractor : Telaga Juta Enterprise
Cost Project : RM44.8k
Completion Period : 2 Weeks
Date Start Working : 11/2021

2. Rectification Works Due to Track Default at KM74/750 to KM75/750

at Membakut Station (2021)
Assigned Contractor : Rohaizat Enterprise
Cost Project : RM208.5k
Completion Period : 6 Weeks
Date Start Working : 10/2021

3. Improvement of and Earth Drain at KM81/100 to KM84/500 and

KM82/0 to KM82/500 at Lumat Section, Beaufort (2020)
Assigned Contractor : Ambangborneo Enterprise
Cost Project :-

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 Completion Period : 7Months
Date Start Working : 1/2020

4. Proposed Maintenance of Concrete Drain/Earth Drain from

KM68/250 to KM110/650 at Beaufor Section (2020)
Assigned Contractor : Bina Luntin Enterprise
Cost Project : RM152,640
Completion Period : 4Weeks
Date Start Working : 11/2020

5. Resurfacing of the Existing Access Road with Length 1100M at Sogt,

Kimanis for JKNS (2019)
Assigned Contractor : Timbou Enterprise
Cost Project :-
Completion Period : 7Months
Date Start Working : 12/2019

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 CHAPTER 3

THEORETICAL

3.1 Characteristic of Concrete Sleeper

Railroad Sleeper generally given by ISO 12856-4 as transverse component of

the track which controls the gauge and transmits loads from the rails to the
ballast or other sleeper support (MRIS, 2022). There is various type of sleepers
with different use such as concrete sleeper. Concrete sleeper are used to keep
rail gauge and slope constant, as well as to transmit loads and minimise ballast
pressure. Furthermore, this type of sleeper ensures that sleepers are able to
withstand variable loading condition. Most of concrete sleepers are made from
pre-stressed concrete in which internal tension is induced into the sleeper (Shan
Li, 2012)

3.2 Importance of Sleeper Space

The distance between sleepers is determined by the density of the sleepers. The
spacing is not kept consistent over the rail length. Because of the fragility of
the joints and the influence of moving weights on them, it is closer to the joints.
Based on Roberto Sanudo Ortega, Joao Pombo, Stefano Ricci, Marina Miranda
(2021) this work analyses the importance of the sleeper spacing in the track
structure and shows the most important studies, presenting recent analysis
about sleepers spacing giving some useful recommendations for track
construction and future trends. The sleeper was created to address this issue

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 along the railway. One of the primary goals of sleepers on a railway track is
distribute the rail loads to the ballast through its support surface. In this sense,
it is necessary to note that a false support of the sleeper. Furthermore, the
importance of analysing sleepers spacing is crucial to make significant savings
in the construction and maintenance of the railway infrastructure. When
increasing sleepers’ distance, the same rail thermal stress distributes among a
smaller number of sleepers. Besides Railway engineers must consider that
reducing the distance between sleepers increases track stiffness. The impact is
equivalent to increasing the size of the sleeper. Normally, a high rigidity is
preferred over a low stiffness. However, sleeper spacing have influence over
stress distribution in the lower ballast surface. This also depends on the type of
sleepers’ material and track modulus. This also depends on one important
assumption, which the percentage of the wheel force and each sleeper.

3.3 Product Design/Concrete Quality

Concrete sleepers are commonly rectangular or trapezoidal in cross section,

with prestressing wires or strands running longitudinally. Except for rail seats,
they should be water-resistant. To improve compaction, avoid segregation, and
ensure voids are not trapped at the reinforcing surface, prestressing wired or
strands should be distanced from one other by at 1.5 times the maximum
aggregate size. Material durability is risked when wired are contacting or have
spacings that are smaller than the aggregate size. Australian Standards 1085.14
mandates a 25mm minimum exterior cover on all steel, except at the cut ends
and at the soffit surface, where the cover must be 35mm. As for tendon
separation, the minimum cover should ideally be at least 1.5 times the
maximum aggregate size (J. Terry Gourley, 1996).

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3.4 Advantage and Disadvantage Concrete Sleeper

3.4.1 Advantage Concrete Sleeper

The advantage of concrete sleepers in railroad industry is small lateral

displacement on account of large weight, long lifetime, long service life
provided fastenings are good or can be replaced easily, great freedom
of design and construction, lower maintenance cost of fastenings, and
cheaper than timber sleeper (Esveld, 2001; Major, 2014). Besides, J.
Nihal Fernando (1963) pointed out three (3) advantages of concrete
sleeper which is have a longer life span about 50 years, as against a 15
year life span of a wooden sleeper, concrete sleeper would weigh about
twice as much as the heaviest wooden sleeper where the greater weight
would confer the advantage of greater stability to the track and lastly in
the alternative the sleeper density could be reduced from about two
thousand five hundred and eighty (2,580) to about two thousand one
hundred and twelve (2,112) per mile without increasing stressed that
would be developed.

3.4.2 Disadvantages Concrete Sleeper

Each material in construction industry, have the different type of

disadvantage include precast concrete sleeper of railway. The
disadvantages based on Esveld (2001), and Major (2014) is difficult to
handle because of weight, difficult to maintain longitudinal level due
to higher inertia moment, less elastic than wooden sleeper, susceptible
to corrugations and poor quality welds, risk of damage from impacts,
dynamic loads and ballast stresses can be as much as 25% higher, and
residual value is negative. Furthermore, under article of Samrat Ganguli
(2020) based on his research, the disadvantages is these sleepers are
heavily damaged in case of derailment or accident of trains and the
scrap value is zero in these types of sleepers.

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 CHAPTER 4

PRACTICES

4.1 Project Information

4.1.1 Project Details

Jabatan Keretapi Negeri Sabah (JKNS) proposed to upgrade the

wooden sleeper to prestressed concrete sleeper in each district with
distance from 90.40 KM (Beaufort) to 111 KM (Halogilat) started on
April 2021 and end October, 11, 2022. The process of replacing
sleepers project had caused of Million Ringgit cost of Malaysia as
stated in Letter of Award the project at Beaufort. The Contractor of
Lestary Enterprise company conducted the project with the guidance of
Civil Engineer from JKNS which appointed as representatives of the
superintendent. The replacement of sleepers was conducted in fully
working hours started at night from 1900 hours to 0400 hours which
equivalent to 9hours of working. It is also allowed a short break of 4
hours during the day light hours depending on train services. The
construction process need to be complete in October 2022 so that it will
make easier for the community to make use the services provided by
KTM.

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 Name of Project : Upgrading Wooden Sleepers to Concrete
Sleepers From Beaufort to Halogilat
(22KM)

Owner Project : Jabatan Keretapi Negeri Sabah (JKNS)

Contractor : Lestary Enterprise

Consultant : Prima Vista Consult Sdn Bhd

Year Started : 2021

Year Completed : 2022

Distance Replacement : 22Kilometers

Type Sleepers : Concrete Sleeper

4.1.2 Drawing Plan

For every project, the Contractor needs to provide a drawing plan

especially in railway project. The drawing includes Standard Cant for
Curves of Radius and drawing show Turning Radius on Rail
Alignment. These drawing stated about the radius that should be taken
by the contractor Lestary Enterprise before the installation process of
concrete sleeper started. In conjunction to the previous radius took by
team of engineer Arthur J. West. The radius, it has a significant impact
on the construction and operation expenses, and in the case of Jabatan
Keretapi Negeri Sabah railway track, it defines the maximum safe
speed of a curve in conjunction with superelevation. One criterion in
the design of railway carriages is the minimum radius of curve. The
more it reaches with curve, the wider the distance of the gauges from
one to another. This data of radius could not be ignored by the
contractor as the radius bring a safety elements for JKNS train from
slipped.

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Figue 4 : Detail Drawing The Standard Cant For Curves In Beaufort, Sabah

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Figure 5 : Detail Drawing Railway Indication For Radius Chains And Existing Bridge (1)

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Figure 6 : Detail Drawing Railway Indication For Radius Chains And Existing Bridge (2)

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Figure 7 : Detail Drawing Railway Indication For Radius Chains And Existing Bridge (3)

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4.2 Techincal Specification

4.2.1 Standard and Dimension Concrete Sleeper

The Precast Concrete Sleeper has a different types of dimensions

however, for the project Jabatan Keretapi Negeri Sabah (JKNS) had
proposed Pre-stressed Mono-block Concrete Sleeper (specific type)
with trapezoidal shape with dimension of 2000mm length, 175mm
width at rail seat, 280mm width at base, 220mm height at rail seat, and
205mm height as per stated under Australian Standard 1085.14-2003.
The selection of this type of sleeper is due to the suitability to use in
existing track, and the greater weight and dimension would confer the
advantage of greater stability train on track which to avoid danger
happen since track are more likely near with community house and
Sungai Padas.

The specification of dimension concrete sleeper JKNS need to follow

as per described in the contract document under the technical
specification – concrete sleeper. If such dimension did not fulfil by the
company of Lestary Enterprise, JKNS will take an action by confront
to the contractor or by send a letter. As it stated in tender between JKNS
and Lestary Enterprise that the undersigned agrees to bound by and
submit to the Condition of Contract and priced Bill of Quantities and
Specification.

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 Figure 8: The Dimension Sleeper Requirement Stated in Contract
Document

Figure 9 : Tender Between Jabatn Keretapi Negeri Sabah & Lestary

Enterprise Which Got Stated

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4.2.2 Test Result Concrete Sleeper

As Stated in Australian Standards 1085.14-2003 contract document, sleepers

shall be tested to requirements including rail fastening assembly, sleeper
ingredients such as course and fine aggregates, cement, water and reinforcing
wires. Contractor produced test report upon concrete sleeper before the project
start from 2 company, Vertitech (Sabah) Sdn. Bhd. and Dynamic Engineering
Test Services. The type of tests has been done at Vertitech (Sabah) Sdn. Bhd.
is half cell potential measurement and ultrasonic pulse velocity test. However,
company of Engineering Test Services conducting the compression test for
concrete core specimen, carbonation test, and non-destructive test of concrete
by rebound hammer.

The requirement to make test upon concrete sleeper before it will install at site
project is to check the condition, characteristic, and the strength of concrete
sleeper. Therefore, with each different test result will given a huge impact for
the project such as safety train and passenger since measured crushing force
got estimated, and lastly cost purchase of concrete sleeper maintained without
any addition purchase.

Below attachment of test result picture will be describe about the concrete
sleeper result :-

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Figure 10 : Test result of half cell potential measurement. The result shows, there were no corrosion activity based on data took by them.
It can be seen on reading table given with legend below it, which positive potential not stated on table. Much likely result shown, there is
no corrosion.

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Figure 11 : Test result of ultrasonic pulse velocity test. The result shows, the quality of the concrete sleeper in excellent quality based on
velocity (km/s) data taken. The criteria of excellent must be the velocity is 3.5-4.5 km/s or above 4.5km/s.

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Figure 12 : The test result of compression test for concrete core specimen. The result shows, the measured crushing force can be exceeded
until 467.9KN and the estimated insitu core strength 67.2MN/m2 based on data compression they made during the test.

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Figure 13 : Test result carbonation. The test is only to determine whether the precast concrete sleeper contain with carbonation and the
depth carbon. Thus, the result shown there is no carbonation. Carbonation of concrete is main reasons corrosion of reinforcement based
on Mahadev Desai (2017)

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30
Figure 14 : Test result of non-destructive test of concrete by rebound hammer. Based on 3 figures above, the result shows of sleeper side,
most likely value of cube compression strength 65WM based on twelve (12) hammer reading. Therefore, the dispersion limit 57.1Wmin
and 72.9Wmax by addition (Wmin) and deduct (Wmax) 7.9Mn/m2.

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4.3 The Process Replacement with Concrete Sleeper

The process below shows based on my experience training during site visit at
Beaufort, Sabah

4.3.1 Site Clearance

Beginning of construction project, site clearance it is always be first

stage among construction. The process of clearing is removal of all
bushes, rubbish and other relevant obstruction within the line of work.
Workers who handle replacing sleepers, will make a site clearance at
the point track for the whole night working hours.

4.3.2 Remove E-Clip

E-clip usually installed for wooden sleeper to tie with rail that are sit on
the top of rail pad. With rusty condition of fastclip and rail, worker will
be use mild steel crowbar sabbal by dig middle of e-clip and push to
free rail with wooden sleeper so that the rail could be lift by using lifter
tool.

Photo 1 : worker remove the e-clip to allow replacing sleepers.

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4.3.3 Remove Existing Wooden Sleeper

Existing sleeper on ballast will be remove after rail is lift by using large
railroad spike hammer for allowing to pull heavy type of sleeper. The
good condition which shall be free from rot, wane, and cracks and send
back to the nearest railway station storage yard. The reuse is for
installation at turnout section .

Photo 2 : Worker lift the rail to allow installation of concrete sleeper.

Photo 3 : Workers remove the wooden sleeper by using spike hammer

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4.3.4 Install Concrete Sleeper

Since the track of railway in rural area, in between hill slope and Padas
River with packed area thus only fewer access road to enter railroad.
Contractor decided to use JKNS transportation train to distribute
material such as concrete sleeper each point from 90.40KM to 111KM
to ease worker start working replace sleeper. Therefore, to install
concrete sleeper by the help of railway sleeper changer with
combination of crawler ballast machinery, ballast bed will be crawl to
let concrete sleeper easy to insert.

Photo 4 : process of installation concrete sleeper after ballast got

crawl to aside of railroad.

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4.3.5 Measure Gauge Rail & Spacing Sleeper

After ballast bed and concrete sleeper under the rail with fastclip
between sleeper and rail completely install, measure gauge will be
conducted to measure the distance or other various curvatures to the
rail. Other than that, spacing of sleeper identify during the construction.

Photo 5 : process of checking gauge rail and spacing between one

another sleepers.

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4.3.6 Tamping & Aligning

Process of aligning the railroad will be done to identifying and

correcting railway geometry errors in longitudinal level and alignment
and following process of tamping to ensure eliminating voids under the
concrete sleeper. The tamping machinery squeezing until the tamping
pressure is the same on the left and the right side.

Photo 6 : Process of tapping and alignment.

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4.4 Common Problem Encountered

4.4.1 Spacing Out From Specification Given

Worker and Contractor of Lestary Enterprise usually ignore the

specification requirement that are stated in technical specification. One
of usually specification ignored on site is spacing between concrete
sleepers one another. The spacing between sleeper to another sleeper
should be 650mm or more 3mm distance apart. After the replacement
of concrete sleeper, it is hardly to maintain the spacing because when
fastclip tie up with rail, the movement of concrete sleeper disturb.

Photo 7 : spacing that is error during site visit which the spacing
680mm.

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4.4.2 Condition Concrete Sleeper

When concrete sleeper with defect on the material, it could disturb the
surface material condition. The defect may allow concrete totally crack
and will lead trouble in future use. The problem of worker whom
construct the replacement sleeper, they did not recheck the condition of
sleeper before installation. Other than worker, contractor in charge site
visit to look at the progress, the material must be double check before
replacement sleeper.

Photo 8 : Defect on concrete sleeper found by the team of JKNS

during site inspection.

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4.5 Ways to Overcome Problem

There are a lot of people out there that will cause problems. Many individuals
will complain about their problems. Many people will just see the challenges
and accept the loss as a result of them. Every problem must be a solution to
solve it. Therefore, contractor must be strict to complete project neatly so the
client – Jabatan Keretapi Negeri Sabah satisfied with the work. Thus, the
problem stated in Common Problem Encountered, Contractor and workers
need to have a good conversation and easy to get a report to ease the contractor
let the worker re-check all the materials and re-check the spacing.

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 CHAPTER 5

CONCLUSION AND RECOMMENDATION

5.1 Conclusion

Consequently, my report has fulfilled all the objectives and aim outlined in
Chapter 1. This includes the replacement concrete sleeper, the technical
specification, items that need to produce test result concrete sleeper, process
replacement concrete sleeper and how to manage problem encountered
throught the process of replacing sleepers

The replacement concrete sleeper is the process to upgrade transportation train

Jabatan Keretapi Negeri Sabah (JKNS) since mostly wooden sleeper of
railroad rotten and totally destroy. This could be effect towards the train pass
through the railroad and lead to danger for passenger. Therefore, JKNS had
made a proposed to upgrade wooden to concrete sleeper because the service
life of concrete can be use long term than wooden sleeper. Jabatan Keretapi
Negeri Sabah given the project of upgrading sleeper at Beaufort, Sabah to
Lestary Enterprise as it was a selective tender. The trust of Jabatan Keretapi
Negeri Sabah to the company since the first project that they had completed.

Within accomplishing project, based on Contract Document under technical

specification, There are stated various specification need to be follow as the
both parties have made agreement and signed by the tenderer in tender
document which agree to be bound by and submit to the “condition of contract
and priced Bills of Quantities and Specification”. Thus, the dimension and test
result needed to done before the project start.

40
Along this industrial training at Jabatan Keretapi Negeri Sabah (JKNS) has
given a lot of new experiences and added knowledge. Students whom
undergoing industrial training here are trained to be professional worker like
knowing the problem on site, and what should we do to solve the problem
professionally. Since railroad train are not really popular topic among
university student and other related education level, I personally grateful
participated in this project and learned to reading drawing plan track, process
upgrading sleeeper, get to know machinery involve.

Apart from that, I learned to explain to the contractor during site

inspection what problem encountered everytime team of Jabatan Keretapi
Negeri Sabah make a site visit and make a report to send to the Chief Engineer
of Jabatan Keretapi Negeri Sabah to make further step to solve the problem on
site.

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5.2 Recommendation

Jabatan Keretapi Negeri Sabah (JKNS) offers a wide range of opportunities

and excellent performance management. However, not every organization is
perfect, and it is necessary to make modifications from time to time in order
the advanced the service train.

As a recommendations, Jabatan Keretapi Negeri Sabah established for a long

time ago in year of 1896 along with railroad from Sembulan until extended
another 48KM to Tenom completed 1905. Since then there is no proposed of
construction railroad from Tanjung Aru to Bahagian Kudat, certain Bahagian
Pantai Barat such as Tuaran district That is take a long time to arrive since
City Of Kota Kinabalu, Sabah packed using road transportation nowadays.

The department need to take an action to develop transportation train around

district I mention above to ease community of Sabah or tourist able to save
budget in term of oil and budget. Other than to ease community and tourism,
Jabatan Keretapi Negeri Sabah take a benefit on it too.

42
REFERENCES

Sirim Berhad (2022) Malaysia Railway Industry Standard, Shah Alam, Selangor Darul
Ehsan.

Shan Li (2012) Railway Sleeper Modelling with Deterministic and Non-deterministic

Support Conditions.

https://www.diva-portal.org/smash/get/diva2:510879/fulltext01.pdf

Samrat Ganguli (2020) Railway Sleepers: Functions, Types, Advantages and

Disadvantages. Retrieved From

https://civilwale.com/railway-sleepers-functions-types-advantages-and-
disadvantages/

Government of India Ministry of Railways (2011) Indian Railway Standard

Specification For Pre-Tensioned Prestressed Concrete Sleepers Fore Broad Gauge &
Metre Gauge. Retrieved From

https://rdso.indianrailways.gov.in/works/uploads/File/T-
39_Final_(Fourth_Rev._May_2011).pdf

Roberto Sanudo, Marina Miranda, Borja Alonso, & Valeri Markine (2022) Sleepers
Spacing Analysis in Railway Track Infrastructure. Retrieved From

Infrastructures | Free Full-Text | Sleepers Spacing Analysis in Railway Track Infrastructure

(mdpi.com)

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J. Nihal Fernando (1963) Advantages of Prestressed & Post-Tensioned Concrete for
Railway Work.

Roberto Sanudo Ortega, Joao Pombo, Stefano Ricci, Marina Miranda (2021) The
Importance of Sleepers Spacing in Railway. Cantabri, Spain: R. Sanudo Ortega.

Dr. Szabolcs Fischer, Balazs Eller, Zoltan Kada, Attila Nemeth (2015) Railway
Construction. Retrieved From

https://www.researchgate.net/profile/Szabolcs-
Fischer/publication/282246421_Railway_construction/links/56090f3008ae8e08c094
6ecc/Railway-construction.pdf

J. Terry Gourley (1996) Cocrete Railway Sleeper Durability. Eleventh International

Rail Track Conference, Oct 1996, Adelaide, SA, Australia, p 143 – 150

Zdenka Popovic, Luka Lazarevic, Nikolai Vatin (2015) Railway Gauge Expansion in
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APPENDIX A

APPENDIX B

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46