Manual track renewal

N.R.Kale (AXEN/1)
 Classification of Renewal
1. Complete Track Renewal (Primary)- C.T.R.(P)
2. Complete Track Renewal (Secondary)- C.T.R.(S)
3. Through Rail Renewal (Primary) – T.R.R.(P)
4. Through Rail Renewal (Secondary) – T.R.R.(S)
5. Trough Sleeper Renewal (Primary) – T.S.R. (P)
6. Trough Sleeper Renewal (Secondary) – T.S.R. (S)
Contd. ….

7. Trough Turn-out Renewal (TTR)

8. Through Fitting Renewal (TFR)
9. Through Weld Renewal (TWR)
10. Through Bridge Timber Renewal (TBTR)
11. Casual Renewals
12. Scattered Renewal
Contd. …

 Primary – Renewal with only new material.

 Secondary – Renewal with released
serviceable material.
 Scattered – Renewal with identical material
as a part of normal maintenance
(Not more than 10 rail / 250 sleepers in a gang
beat.
 Casual – Renewal at isolated location in
continuous but small stretch.
 Criteria for Rail Renewal
Incidence of rail fractures; (As per CS No
129 dated 28.06.2012)
 5 withdrawals of rails per 10kms in a year due
to rail fracture and/or removal of IMR
category rails
 Population of defective weld is more than 30
numbers per km of track
 Cropping considered, if rail failures at
joints predominant
 B) Wear on rails; Limiting loss in section as
criteria-
Gauge Rail Section Loss in Section I
B.G. 52Kg 6%
B.G 90R 5%
M.G. 75R 4.2%
M.G 60R 3.25
Permissible Wear on Rails
(Para-302)
 Vertical Wear

Rail Section Vertical Wear

(mm)
60 Kg 13.00

52 Kg 8.00

90 R 5.00
Contd. ….

 Lateral Wear

Section Route Lateral Wear

Curves A & B Route 8.00 mm

C & D Route 10.00 mm
Straight A & B Route 6.00 mm
C & D Route 8.00 mm
Service Life of Rails

Rail Section T-12 90 UTS Rail

MM Rail
60 Kg 550 GMT 800 GMT

52Kg 350 GMT 525 GMT

90 R 250 GMT -
CS No. 130 dated 16.11.2012

Corrosion
 Beyond 1.5 mm in web & foot zone may be
taken as a criteria for wear due to corrosion
 Corrosion pits, specially on underside of foot
act as stress raisers and necessitate renewal.
Plan based renewal
Renewals to predetermined plans for
modernizing track structure on selected
routes, in quickest possible time may be
done/planned, even if it involves premature
renewal.
Secondary rail renewal

o If condition of rails released from primary

renewals is satisfactory.-
Crop these rails and weld them into SWR.
Rails used only after USFD testing
Rails not fit for secondary relaying may be
used in sidings
Criteria for sleeper renewal
 Sleeper is considered serviceable if it can
 Hold gauge,
 Permit rail fastenings in tight condition,
 Provide satisfactory rail seat,
 Retain packing well
 Sleeper renewal to be done in continuous
stretches
 Released serviceable sleepers to be used for
casual renewal
 Reconditioning done before use
 On bridges, renew for full span
Contd. …..
Criteria for-
 Through Fitting Renewal (TFR)
 Loss of toe load
 Wear/Corrosion
 Through Weld Renewal (TWR)
 Incidence of failure
 Life of weld
 Through Bridge Timber Renewal (TBTR)
 Condition basis
 Planned renewal
 Track structure as per CS No. 117 & 129
dated 19.05.2009 /28.06.2012

Track Structure to be provided during renewals-

(5 GMT & above)
 Rails-60Kg 90UTS

 Ballast Cushion-Min.3oo mm (350 mm where

possible)
 P&C- Thick web Switches, CMS Crossings on fan
shaped layouts
Minimum sleeper density to be
proposed as per CS No.130 dated
16.11.2012
Location Sleeper density
All Main line irrespective of traffic 1660 nos /KM
density

Loop lines 1540 nos/km

Sidings with speed up to 50 kmph 1540 nos/km

Sidings with speed above 50 kmph 1660 nos/km

Planning for posting of staff & other facilities

 In large scale renewals, provision for posting

of officer`s, supervisors & clerical staff made
 SSE-relaying to take up suitable lengths of
section under his control. He is responsible
for maintenance of such lengths till renewal is
over & section handed over back to SSE (M)
Contd. …
 Arrangements for labour, watchmen made
 SSE-R to train out materials,make camp
sites, check facilities like housing of labour,
water supply, drainage etc First aid boxes be
at site & camp sites so selected that long
distance walking is avoided
Traffic facilities for renewal
 In big relaying, additional sidings provided
for receipt & dispatch of materials
 DEN to arrange for spl rakes, power &
crew, working time tables for EA utilization
 Traffic blocks in consultation with operating
deptt –2 to 3 hrs in manual & 4 hrs in mech
relaying
 Arrangements for field telephones, single
line working, TWO, Engg signals,issue of
caution order be made.
Preliminary works

 Ballast unloading
 Treatment to bad formation
 Fixing of centre line and level pegs
 Painting coat of Coal tar to tie bar, B/plates
bottom
 Marking of joints
 Arrangement of T & P
 Labour organization
Unloading of rails, sleepers & fastenings
 Unload fairly opposite to location required,
to avoid double handling. Do not unload in
excess
 Ramps made up of U/S rails used for
unloading rails. For pannel unloading, use
end off-loading rakes
 Rails should rest on foot & on a level base.
Kinks if any be removed by jimcrow .
Complete Relaying Method (Manual)

Preparatory Work before Block Period

 Imposing S.R.

 Deep Screening

 Oiling of fish bolt

 Removing of fittings from alternate sleepers

on same day
 Work during block period
 Remove remaining fastenings and bolts ,no sooner the
block is allowed.
 Dismantle old track & keep it on opposite side.
 Do not disturb centre line pegs.
 Level ballast in sleeper bed.
 Spread new sleepers to correct spacing & link new
rails over sleepers, using correct expansion liners.
 Provide only two central bolts & tighten lightly,rails
straightened up,roughly aligned & spacing adjusted (
as per marking on new rails)
Contd. …
 Base rail first aligned & keyed. Opposite rail
then linked to correct gauge.
 At the end of predetermined length,insert
rail closure & connect old & new tracks.use
junction fish plates if required.track then
lifted & packed
 Remove block allowing traffic at 20kmph
after ensuring that all sleepers are
supported
Works during post block period

 Attend track with different parties at suitable

intervals.
 Give special attention to
 Squaring, tightening fittings, gauging, splitting
cotters, packing, correcting cross levels.
Contd. …
 Also correct SE, providing curve boards,
aligning& surfacing, boxing, making up cess
& clearing side drains.
 Relax SR gradually as per chart.
 Train out released materials.
 Speed Restrictions (Manual packing)
Day Sequence of events Speed (B.G.)
1st Opening, relaying and initial 20 Kmph
packing
2nd 1st through packing 20 Kmph
3rd 2nd through packing 20 Kmph
4th to 9th Picking up of slacks as required 45 Kmph (after
2nd T.P.)
10th 3rd through packing 45 Kmph
11th to 19th Picking up of slacks as required 75 Kmph (after
3rd T.P.)
20th 4th and final through packing 75 Kmph
21st Normal speed
 Speed Restrictions (Machine packing)
Day Sequence of events Speed (B.G.)
1st Opening, relaying and initial 20 Kmph
packing
2nd 1st tamping 20 Kmph
3rdto 5th Attention to track as required 45 Kmph (after
1st tamping)
6th 2nd tamping 45 kmph

7th to 8th Attention to track as required 75 Kmph (after

2nd tamping)
9th 3rd tamping ---
10th Normal speed
Piecemeal method of manual relaying
 In this method, TSR is first carried out & TRR
is done later, when TSR location has
consolidated
 Normally useful when same section of rail is
replaced or when existing 90 R rails are
replaced by 52 Kg rails.
Preparatory works before block
 Exact position of new rail joint marked with
steel tape on base rail of old track allowing
margin for expansion gap
 Position of new sleepers marked on base
rail of old track & transferred to other rail by
T-square.
 SR 20 Kmph imposed & temp engg signals
fixed
Works during Speed restriction

 Deep screening & sleeper renewal done

simultaneously under same SR
 Work so planned that at the end of day,
deep screening & TSR is complete in
continuous length without gap
 At the end of day`s work, track lifted &
packed giving suitable ramp at the end to
meet levels of old & new track
Works during Traffic block

 After 3 rounds of packing, TRR done taking

short blocks
 After TRR, final round packing given & SR
relaxed gradually
Post relaying works
 Attending to alignment
 Surfacing
 Gauging
 Packing
 Tightening fitting
 Boxing & making up cess
 Correcting SE, providing curve boards
 Cleaning side drains & removal of released
materials from site.
Essential points in linking
 Laying of rails;
correct expansion gap provided depending
on prevailing rail temp. For single rails, gap
to be provided as per temperature.
Contd. …
 For gaps in SWR, refer para 508 of IRPWM
 Liner shall be of steel & so shaped that
wheels of train can pass over them.
Normally length of liner is 65 mm & height
25 mm
 Rails should butt against expansion liner
 Fishing surfaces of rail & fishplate should be
greased
Contd. …

 Bent rails must be jimcrowed

 Rails at LC & station yards must be given
coat of anti corrosive /coal tar
 Rails laid with cant of 1 in 20
 Shortest length of rail in track shall not be
less than 5.5 M
 Pairing done for same length of rails
Rail joints

 Joints should be square on straight

 Staggered joints on curves of radius less than
400 m & 300 M respectively on BG & MG
 No joint within LC & within 3 M of approach in
case of free rails and within 6M in case of
SWR.
Drilling of holes in rails

 The position of hole in rail is at a specified

distance from the base of the rail and not in
the centre of the web.
 the proper drilling of a hole should be
ensured by making use of template.
 Punch should be used for making the hole
centres on the web.
 The permissible tolerance is only 0.8mm
Location of Fish bolt hole from bottom

Rail Section Distance of hole centre from

bottom of rail
60 Kg 76.25 mm
52 Kg 66.50 mm

90 R 60.00 mm

75 R 54.00 mm
Chamfering of bolt holes

 For hardening of periphery of holes and

thereby delays the formation of star cracks.
 Existing bolt holes in fracture prone zone
should be chamfered.
 Elongated holes should not be chamfered to
avoid uneven hardening.
New track tolerances

 As a good practice, laying standards of track

geometry measured in floating condition, for
BG & MG, for primary renewals & track
geometry recorded 3 months after SR
relaxed to normal.
 Following tolerances will apply for new tracks;
 Contd. …

 Gauge –sleeper to sleeper variation-- 2 mm

 Expansion gap—over average gap,worked out
by measuring 20 successive gaps:-
+/-2 mm
 Joints—low joints not permitted. High joints not
more than 2 mm,
 Squareness of joints on straights :- +/- 10 mm
Contd. …

 Spacing of sleepers - With respect to

theoretical spacing :- +/- 20 mm
 Cross levels :- Every 4th sleeper +/- 3 mm
 Alignment-
 On straight 10 M chord- +/- 2 mm
 On curves R>600 M on 20 M chord variation
over theoretical versine 5 mm
Contd. ..

 On curves R< 600 M, on 20 M chord,

variation over theoretical versines -10 mm
 Longitudinal levels - Variation in longitudinal
levels with respect to approved longitudinal
section - 50 mm
Project report for track renewal

 Details of work
 Existing track structure
 Classification of track material
 Proposed track structure
 Existing/proposed gradient profile
 Realignment of curve
 Method of execution
 Ballast
Project report for track renewal
(Contd. … )
 Transportation of P.Way material
 Welding
 Renewal of turnouts, bridge timber etc.
 Use of machines
 Contracts
 Material planning
 Manpower planning
Project report for track renewal Contd. …

 LWR /CWR plans

 Requirement of speed restrictions, traffic
blocks and other material train
 Monitoring mechanism
Project report to be submitted to
Headquarters for scrutiny and approval
Project report for track renewal Contd. …

 Realignment of curves ; -Versine survey of

affected curves done afresh, slews worked out
for realignment wherever necessary, keeping
obligatory points in view.
 Method of execution ; work carried out ‘bottom
upwards’ i.e. Formation ~ Ballast~Sleepers
~Rails
Thanks