1.

RAILS, SLEEPER & FASTENINGS

S.No. Item Proposed by

1.1

Field trial for 25Ton Axle Load PSC Sleepers in SER Delay in approval of fittings by RDSO. Railway Board vide letter under reference has expressed concern over the delay in field trial of 25T Axle load PSC sleeper in SER. In this connection, following are resulting into delay in field trial. 1. Manufacturing of PSC sleepers for 25 Ton Axle Load have already been done. 2. P.O. for ERC-MK-V as per Drg. No: T-5919 has already been issued to firm M/s. Surya Alloys Industry Pvt Ltd. Firms sample has been approved for regular production. RDSO has been requested for inspection of raw material for regular production vide this Railways letter No: CE/TP/SER/2011/012 dated 11-02-2013. 3. P.O. for GFN-66 liners (Drg. No: T-6938-6939) has been issued to M/s. Seth & Co/Mumbai. RDSO has been requested to conduct inspection of entire quantity offered vide this Railways letter No: CE/TP/2012/011 dated 18-01-2013. 4. P.O. for 10mm thick GRSP (Drg. No. T-7010) has been issued to M/s. D. K. Steels/Kolkata. The firm to whom the PO has been issued has informed this Railway that preparation of sample is not viable due to stringent specification. RDSO has been requested to apprise the latest position of approving the sample vide this Office letter No: CE/TP/2011/011 dated 30-01-13. RDSO to expedite the inspection of fittings at Sl. No: 2 & 3 above and resolve the issue of specification for 10mm thick composite GRSP.

SER

1.2

Limited field trial of composite sleepers Railway Board vide letter No: 2003/Track-II/22/11/78/Technext dated 20-08-2010 had directed SER to take up limited field trial of composite sleepers of M/s. Integrico Composites Inc. Texas, USA supplied by M/s. Technext Track Pvt. Ltd on two bridges. Accordingly, two bridges were identified and M/s. Technext Track Pvt. Ltd was asked to submit budgetary quotation. Meanwhile, Railway Board vide letter No: 2011/TrackII/22/19/1/CS dated 27-09-2011 had directed that this limited field trial of M/s. Integrico design be conducted by the Railway by inviting Open tenders from the firms having valid MOU/Agreement with M/s. Integrico Composites Inc., USA. This Railway has accordingly invited open tender but none of the firm having valid MOU/Agreement with M/s. Integrico Composites Inc., USA had participated. However, a company (Patil Rail Infrastructure Pvt. Ltd) claiming to be having tie up with M/s. Tie-Tek, USA has found to be interested in participation of the tender. It may please be noted that instruction of Limited field trial by S. E. Railway 1

SER

exists for M/s. Integrico design composite sleepers. Further, Railway Board vide letter No: 2010/TK-II/22/19/1/CS dated 24-08-12 has directed that extended field trial of design of M/s. Tie-Tek USA is to be done by all Zonal Railways and limited field trial of design of M/s. Integrico Composites Inc., USA is to be done by few Railways out of which SER is one of them. In this letter, Railway Board has stated that some of the firms expressed their willingness to supply composite sleepers free of cost to enable commencement of trials expeditiously. In this connection, it is requested to supply:(a) A list of suppliers having valid MOU/Agreement with the Original Manufacturer i.e. M/s. Integrico Composites Inc., USA. (b) The names of the firms willing to supply the composite sleepers free of cost to SER. Railway Board may kindly advise this Railway for taking up trial of composite

1.3

Speed potential on shallow depth sleepers Drawing of shallow depth sleepers have been circulated by RDSO vide no.T-4852. It is mentioned that these sleepers are used where problems of cushion is there i.e. below FOBs, ROBs & PF lines. Earlier these sleepers were designed & used in Mumbai sub- urban section where speed potential is 100 KMPH. It is not clear from the drawing that shallow depth sleepers can be used even upto full speed potential at other locations where speed is more than 100 KMPH.

WCR

1.4

Special PRC sleeper with provision of cable duct. In order to ensure thorough packing of all sleepers by TTM and to eliminate chances of breaking/damaging of S&T cables during tamping specially in automatic signaling territory it was felt from long time that an arrangement should be made by which the passing of cables though space between sleepers specially near rail seat ( i.e. tamping zone) can be avoided. As an effort in this direction a modified special sleeper has been cast on Western Railway having provision of duct for passage of cables, in such a way that cable will enter from ends of sleepers and will come out on top of sleeper near rail seat as shown in photo/figures enclosed.

WR

PHOTOGRAPHS SKETCH The Test results for SBT after 15 days are as under:
Sleeper No. Date of casting Centre top (60 KN) 90 Rail seat R1 R2 (230 KN) (230 KN) 225 225 Result Remark

40A

06.03.13

Fail at rail seat

40B 40C

07.03.13 11.03.13

85 80

230 230

230 230

Pass Pass

50mm dia through PVC pipes with three outlets at top

The above strength test shows that out of 3 only one sleeper failed marginally at rail seat, which can be avoided if iron pipe is used instead of PVC pipe. In this connection it is suggested that the design aspect should be examined for further improvements.

1.5

Utility of data storing system in digital USFD machines Data storing system in presently available digital USFD machines are to be modified since the process of storing data makes slowdown the work of USFD testing since it takes too much time to store. No advantage found by storing data from digital machines over manual storing system since it is also to be feed manually by the operator in the machine and it could not help the operator or inspecting officer to cross check the defect for a particular location. Freezing the defect is also a time taking process and it also fails to determine the defect whether it was available at the time of testing at particular location or not. To eliminate above deficiencies and to make storing system and USFD testing more effective and useful, continuous recording system to be developed. It will help the operator and the inspecting officer not only to cross check the work of USFD testing but also catch the defect left by the operator due to any reason.

WCR

1.6

Necessity of using 37 probe for bolt hole testing It has been observed that while doing normal USFD of rail some of the bolt holes cracks are being left uncovered by 0 and 70 (F/B) probes. Such possibility can be eliminated with use of 37 (F/B) probe. But as per Para 7.1(iv) of USFD manual For detection of bolt hole cracks, 37 probes are ideal. This is because the cracks emanating from bolt holes are generally oblique and propagate in the zig-zag manner. However, the present SRT/DRT machines have not been provided with 37 probes due to limitation of number of channels and detection of bolt hole cracks is accomplished by normal probe. These cracks are detectable by 0 probe since they obstruct the path of sound waves and lead to drop/loss of back wall echo. If the cracks are so located that they are unable to be scanned by 0 probes due to smaller size or orientation, such cracks may not be detected in initial stages of their development. Keeping in view the above, it is suggested that necessary modification in design and specification of digital machines should be made for accommodating 37 probe. In case if it is not feasible then at least one round of testing before winter (as and when due) should be arranged with 37 probe by replacing 70 NG face side probe ( which is not as vital as 37 probe) in digital DRT/SRT. This has already been started on WR.

WR

1.7

As per Manual for Ultrasonic Testing of Rails and Welds2006, Para-5.1.2(v), a USFD operator should look out for back echo corresponding to normal probe throughout testing. However, this is deleted from the revised manual issued in 2012. This needs to be discussed and decided.

ECoR

1.8

Discrepancies in IRPWM & USFD Manual regarding criteria for metallurgical investigation in connection with rail/weld failures. There is discrepancy in IRPWM & USFD Manual regarding criteria pertaining to length of rail & GMT as per which rail piece to be sent for metallurgical investigation in connection with rail/weld failures as indicated below. As per Para 13.1.1 of USFD As per Para 257(4) of IRPWMmanual-2012 2004 (Issued vide CS no-122) (a) All the fractured (a) A piece of rail approximately rail/weld pieces of 1m long (500mm+500mm) has 150mm length on each to be sent for detailed material side of fractured face investigation shall be sent to Chemist and Metallurgist for detailed investigation (b) Rail failure within 5 (b) The rail failure is within test years of primary renewal free period subject to maximum of 10 years of rolling of rail. The anomalies, therefore, need to be reviewed and provisions of both the manuals to be made similar.

ECR

1.9

Test free period for USFD testing of rails is misnomer. Test free period: Para no 6.6.1 of the USFD manual, speaks about test free period of rails which is 15% of the service life in GMT of rails, rolled before April1999 & 25% for rails rolled in April1999 and later. The test free period is misnomer as it appears that rails need not to be tested during this period but in actual ,testing is required to be done as follows:(i) As per Para no.6.6.1 of the USFD manual, The rails having sectional weight and grade equal to or higher than 52kg/90UTS shall be ultrasonically tested covering gauge face corner of rail head on passage of every 40 GMT during test free period. (ii) As per Railway Board`s letter no. Track/21/2007/0903/7,dtd12.11.07, the rails is to be tested at 40 GMT or once in two years, whichever is earlier, up to the test free period. Suggestion: The word test free period should be replaced and correction should be made as Rails to be ultrasonically tested at every 40GMT up to 15% of the service life in GMT of rails rolled before April1999 & up to 25% of the service life in GMT for rails rolled in April1999 and later.

ECR

1.10

USFD testing frequency for loop lines, turnouts and also for non passenger running lines : As per para 6.8.1.1 of USFD manual, USFD testing frequency for all the BG and MG routes is specified in accordance with GMT. But for loop lines and turnout, no frequency for USFD testing is specified as no GMT is given. It is suggested to fix the USFD testing frequency for the above items as below : a) All passenger loop lines one in two years b) Turnouts on passenger running lines one in a year c) USFD testing may be dispensed on non-passenger running routes/ loop lines/ turnouts.

SCR

1.11

Removal of DFW(R)s :As per Clause No 8.14 of Manual for Ultrasonic testing of Rails & Welds DFWRs welds has to be removed within 03 months of detection. In case non removal within 3 months a speed restriction of 100 Kmph needs to be imposed for passenger trains. Over NWR there are about 6160 nos. DFW(R) and is being remove with AT Welds. This is resulting in increasing the population of AT Welds. Some of the sections where DFW exists, TWR has been sanctioned. It may not be advisable to remove the DFW(R) and increase the population of AT Welds in the sections where through weld renewal has already been sanctioned and existing AT welds are being replaced by flash butt welds in the near future. As such the time limit for removal of DFW (R) and need of imposition of speed restriction shall be dispensed with where CTR/TWR has been sanctioned. In this connection it is advised that for the sections where TWR works has been sanctioned. The removal of DFW(R) should be one year instead of 3 months as existing earlier.

NWR

1.12

Codal Life of Rail As per para 302(2)(d) Page-111 of IRPWM prescribes the codal life of rails for 60kg 90UTS - 800GMT and 52kg -525GMT. This was laid on prior to introduction of heavier axle load (25T/CC+8+2T) concept. The experience on this Railway shows majority of rail fractures up to 550GMT (86 Nos. out of total 92) for 60kg 90UTS rail & 350GMT (37 Nos. out of total 39) for 52kg 90UTS rail in the last 05 years on WAT Division. This is much less than the codal life. The knowledge of metallurgy and strength of material shows that the fatigue life is reduced exponentially as the magnitude of reversing stress increases. This is clear from the following graph extracted from Strength Of Material by Timoshenko & Young as reproduced below:

ECoR

Thus it is suggested that the codal life of rail be reviewed and reduced in the life of increasing axle load (magnitude of reversing stress) aggravated due to further overloading.

1.13

USFD testing of rail at level x-ing is not possible because flange of the wheel of the SRT/DRT infringes with the road top. Because of this gap arises between the probe and the rail top, and proper USFD testing is not possible. Because of this grey area, the GMT life of the rail over the level crossing should be reduced. On Eastern Railway we have instructed started for renewal of these rail after covering 50% GMT life.

ER

1.14

Stipulared life for switch, crossing and SEJ etc. GMT life of rail and glued joints has been stipulated, but there is no stipulated life of SEJ, awitches and crossings. There have been cases of breakage of switches, SEJ etc. There may be a case of breakage on account of fatigue even though there is no appreciable wear in switches and crossing, SESJ. There is a case for fixing up GMT life of SEJs, switches and X-ing also.

1.15

Adoption of in situ glued joint 7

WR & CR

1.15.1

In-situ fabrication of Glued Joints:At present practice Glued joints are being fabricated in workshops (Departmental/by Agency). The process of fabrication of Glued joints in workshop has some of its merits and demerits. Like the quality control can be achieved better in case of workshop fabrication, but on the same time it is a time consuming process and having certain other limitations such as necessity of introducing of 2 SKV welds, wastage of rails cost etc as brought out in subsequent Paras.. As an alternative to workshop fabrication, the in-situ fabrication of glued joints has been tried on Western Railway during 2001-02. A work of in-situ fabrication of Glued Joints was executed in CCG-VR section for 80 Nos. of 60 Kg and 20 Nos. of 52kg Glued joints amounting total Rs. 6,22,000/-. The performance of these in Situ G/joints was encouraging. Later on one more work was executed on quotation basis in 2011 for in situ fabrication of 6 Nos. of Glued joints and results are satisfactory. Similarly in Central Railway suburban section also in-situ G/joints are being executed. The in-situ fabrication is having following advantages:2.1 In case of situ fabrication execution of two Nos. of AT welds is avoided. As we know AT welds are major threat of rail failure and costly affair. 2.2 At least two Nos. of rail cut (one at either end for creating space corresponding to G/Joint length) and 32 Nos. of holes drilling (8 Nos. for Fish plating, 8 nos. for copper bonds in two joints and 16 Nos. for making S&T cable connections) are avoided in this method. 2.3 With this method the manpower required for Rail/Glued joint renewal, cutting of rails and drilling of holes is saved, approximately 10/5 Nos. of men are required to perform these activities per G/joint depending upon availability of scope for one/two glued joint renewal on same day in vicinity. 2.4 Transportation of Glued joints from divisional material depot to insertion site is avoided. 2.5 Since existing rail is converted in to Glued joint hence wastage of rail pieces approximately 3.25m + 3.25m on each side is avoided. 2.6 In this method only one block is required, but in case of pre fabricated method two to three blocks are required (One for G/joint insertion and 1 to 2 for AT welding) hence saving of traffic blocks is there. 2.7 Right from indenting to dispatch at site is a very long procedure in case of pre fabricated G/Joints, hence many times PWIs are not getting G/joints in time and forced to continue with ordinary fish plated IB joints which are prone to failure and need frequent maintenance. 2.8 In case of P&C zone where 6.5 m long Glued joint cannot be inserted (like If SRJ to SRJ distance is less than 13m or both SRJ are butting, distance of SRJ from heel joint of another T/out is less, Diamonds & scissor crossovers) in situ fabricated G/Joints are only option to eliminate free ( IB) joint.

WR

2.9 Due to ease and ready availability of in situ fabrication of G/joints we can eliminate large population of free IB joints in SWR, P&C zone etc by this method, which will ensure reduction in failure of track circuit, less maintenance efforts hence less manpower, durability of rails/sleepers/fittings, elimination of frequent packing of free joints and riding quality 2.10 In addition to above reduction in deterioration of track parameters is ensured. 2.11 There is a financial saving in this method as its cost is less than cost of pre fabricated method, it can be seen from cost comparision as shown in table below:
Cost of Pre fabricated G/joints Cost Sr. in No. items description RS. Cost of pre fabricated 9288 60 Kg Glued joint vide WR P.O. No.88059 dated 25.08.2010. 1 (This include cost of transportation up to divisional P-way depot & CST 4%) Escalation for one year 557. 2 i.e. 6% to bring cost at 28 the level of Aug.20011 Transportation from 156 Divisional depot to Site of insertion @ Rs. 4.00 3 per KM/MT for 100 km Average lead. =(6.5X60/1000)X4X1 00 Cost of execution of 5824 4 Two Nos. of AT Welds = 2x 2912 Cost of Two Nos. of 230 5 rail cut = 2X115 Cost of 32 Nos. of 2816 6 holes in rail = 32x88 Cost of 5 Nos. of 4166. gangmen (assuming 67 that team of 10 men including staff on 7 machines will get scope of two G/Joints in a day)= (25000/30)x5 Total cost per G/joint 23038 Cost of In-situ fabricated G/joints Cost Sr. in No. items description RS. 1 In situ fabrication of 9000 G/joint by Agency including transportation taxes etc. (Rates are as on Aug. 2011.)

Total cost per G/joint

9000

Since there is no separate specification/guidelines available for in-situ fabrication of G/joints , therefore the specifications of Glued joint manual were used for this fabrication, except some conditions which cannot be meet at site like fixing in Jig ( for alignment) at the 9

time of fabrication, curing for 24 hrs at room temperature, pullout test and subsequent immersion in water (for 48 hrs) to check resistance in wet condition. in spite of above limitation results were satisfactory. In view of above mentioned benefits, site specific suitability and satisfactory trials of in-situ fabricated G/joints, it is suggested to examine the adoptability of in-situ fabrication of G/joints and separate specification should be made to make this as an approved alternative.
1.15.2

In-situ Glued Joints In-situ fabricated glued joints were tried in a limited way on Mumbai division of Central Railway in 2002-03. The performance of these glued joints over the years has been found satisfactory. Fabrication of glued joints in-situ avoids two AT weld per GJ. This also facilitates provision of a glued joint where IBs have been provided due to space constraints. Northern Railway have issued a PCE Circular No.259 (P. Way) in this regard. During in-situ fabrication, certain conditions such as surface preparation of surface using sand blasting, curing for 24 hours, Pull-out test and checking of resistance in wet condition, laid down in RDSOs Manual for Glued Insulated Joints cannot be met at site. None the less, performance of in-situ glued joints was found satisfactory. Keeping in view the advantages, it is suggested that a separate specification for in-situ fabrication of glued joints may be made.

CR

1.16

Adoption of Technology for detection of Rail weld failures: Patrolling of track in winter, summer and rainy season involves deployment of a large no. of trackmen because of which track maintenance suffers very heavily resulting in to depletion of gang strength. Apart from this, a large no. of key men and patrolmen are run over and seriously injured because of being hit by trains. Many times, the rail/weld failures go undetected leading to accidents because the key men /patrolmen are not able to detect them. In some of the advance Railways, foot patrolling is not being carried out as the discontinuity track is detected by using available technology. It is suggested that other technological aid shall be used to ensure accurate and instant detection of rail/weld failures which may otherwise lead to serious accidents.

NWR

1.17

Rubber pads are provided to avoid metal to metal contact between bottom of the rail foot and channel sleepers and again between channel

ER

10

sleeper bottom plate and the top flange of the bridge girder. However, there is metal to metal contact of the hook bolt lip with the plate girder top flange. This result in lack of tight fitting . Some kind of rubber washer (with a sleeve to pass through the hook bolt shank) need to be devised. This washer will interface between the lip of the hook bolt and plate girder and hook bolt nut can be tightly driven.

1.18

Liner contact area with rail foot to be re-designed: It is observed that M.S.Liners are not having full contact with the rail foot and there is gap at the top of liner through which water may percolate in between Rail foot and Liner. This condition may create beginning of corrosion for both Rail foot and M.S. Liner. Hence, it is opinioned that the Liner should have full contact with Rail foot, so that development of corrosion may be prevented to some extent. (At Present Gap is filled with Grease Graphite which is showing good results, but it is an addl. Work) Microscopic analysis of fractured rail surface to establish the direction of force. In general in an accident the rails fracture, may be as an after effect of accident due to reason other than rail fracture. Often the cause of accident is pinned on rail fracture particularly when appreciable defects in the rolling stock is not found. The most glaring example is derailment of 18426, Durg-Puri Express between Lakhna & Naupada stations in Sambalpur Division on 12.02.12. To emphasize the point, where the rail & sleepers were completely damaged was not considered as the location of first drop of wheel where as the OBS location where only a narrow dent mark on sleeper without any disturbance to ballast was seen has been blamed for the cause of derailment. In such situation the above analysis can be of tremendous help. There is a technology available by which the grains on the fractured surface of rail if analysed can reveal the nature of stresses causing its failure i.e. tension/compression, pure axial/bending/shear/torsion or combination of them. Inter-alia this will give the neutral axis and hence the direction of application of breaking force. Hence the position of wheel moment before the fracture can be ascertained. I had a discussion on this issue with Sri Sengupta, in M&C Directorate in RDSO who endorsed my view but the facility was not available with him. Probably, the National Metallurgical Laboratory, Jamshedpur has this facility. I suggest that the Track Directorate in RDSO should take initiative and get the instrument installed in M&C Directorate in RDSO for this purpose. System of 90% payment for Sleepers produced: At present 90% debits for sleepers meant for other than ECoR

SCR

1.19

ECoR

1.20

ECoR

11

system is also booked to track renewal estimates of ECoR. This adversely affects the exchequer availability for track renewal works and upsets the budget monitoring seriously. It is therefore, requested that the consignee Railways should be asked to indicate fund availability duly certified by their associated finance in advance so that the debit can be directly booked against those estimate. Also, ECoR should have diversion order well on time so that the sleepers are dispatched as soon as it is ready. Railway Board may devise a system in consultation with finance department so that the financial booking, even on ad-hoc basis, is done only to the head of account meant for final charging.
1.21

Fixing Price for PSC second hand/class-II Sleepers Present Problem :

Railway Board has given Price list for Class I PSC sleepers, Rails etc. For second hand Rails, the rate has been given as 65% of new materials. However, the rate of second hand/class-II PSC sleepers is not specified by the Railway board. Unlike rails, released PSC sleeper do not have any scrap value and for arriving at the rate of second hand/class -II PSC sleepers, there are no guide lines. Moreover, the residual life of the second hand sleeper will also depend on the service rendered in the track and its suitability for further use. Many Cement factories/PSUs and Private siding firms are requesting for the released PSC sleepers. Decision could not be taken by Railways for want of any guide lines/directives from the Railway Board. Southern Railway has sought clarification from Railway Board for this vide Letter No. W.504/Sales dated 5.12.12. But, so far no reply has been received.

SR

Suggestion :
Railway board may give guidelines/directives to arrive at price of second hand PSC sleepers, so that best use of them can be obtained by selling to the needy PSUs or Private firms.

12

2. POINTS & CROSSINGS

13

S.No. 2.1

Item

Standardization of sleeper spacing of 3rd & 4th sleeper in PSC layout and S&T fitment (D/P-Bracket). The spacing between 3rd & 4th sleepers in PSC T/out layout has been stipulated as 685 mm as per alternation No. 5&4 to drawing Nos. T-4219 & T-4966 on 1 in 12 and 1 in 8 PSC sleeper layouts respectively. Though the sleeper spacing for these two sleepers has been fixed as per S&T requirement, in the field this spacing is rarely maintained at 685 due to type of point machine used, adjustment for point roding and for connecting D/P-bracket. Due to this uncertainty, the stock rails are not coming with predrilled holes for the slide chairs of sleeper nos. 3 & 4. Also for the fitment of connecting bracket (D/Pbracket) the predrilled holes are not being provided in the tongue rails. This is causing following problems in the field:1. As the slide chairs holes are not predrilled, these are drilled in the field. At times the location of the stud bolt comes in front of the rivet of stiffener provided in the tongue rail. The stud bolts in this portion are already with reduced head thickness and therefore to accommodate rivet head, the field staff has to further grind the stud bolt head which makes it weak. Such stud bolts break during service and cause obstruction to the point movement. 2. The holes in the tongue rail for fixing D/P-bracket are also not predrilled. Therefore the field staff removes one of the rivets of the stiffener plate for fixing this D/P-bracket. The other hole is drilled in the field at the time of connecting the point ridings. Slight misalignment of this hole causes problem in housing of the tongue rail at the time of installation. The problem in drilling of the hole in-situ is further intensified due to space constraint. Due to improper housing, often more time is taken for clearing the block. Further workmanship at site is also poor as the Blacksmith cadre is diminishing day by day. In order to avoid these problems, following suggestions are made:1. The sleeper spacing between sleepers No. 3 & 4 should be frozen irrespective of type of point motor or type of point operation i.e. machine or rod operated. The holes for slide chair for these two sleepers should also be factory drilled instead of file drilling. 2. The location of D/P-bracket should be standardized and specified in the switch assembly drawing so that there is no necessity for field drilling of holes in the switch. In fact the D/P-bracket can be made part of the fitting with the switch itself. 3. All the half headed stud bolts should be of high tensile steal for better strength. It is requested that these issues may be jointly studied by Track & Signal directorate of RDSO and required corrections / alteration in the assembly drawing may be issued. A reference has been already made to EDTK-I & ED/Signal, RDSO jointly by CTE & CSE, NCR vide this office letter no. 219W/1/NCR/TP/Pt-IX dated 12.12.12 with copy endorsed to EDCE/P & Advisor/Signal, Railway Board.

Proposed by NCR

2.2

14 Review of Joint Inspection of Points & Crossings and Track Circuits (Docket No. N/245/1/5 dated 21.04.1998) Instructions already exist for periodical joint inspection of all

NCR

15

3. L W R & WELDING
S.N. 3.1 Item

Provision of the improved SEJs in lieu of 120 mm/190 mm conventional SEJs at the far end approach of the bridge, as given in para 4.5.7.1 (IV) of LWR manual. LWR manual Para 4.5.7.1 (IV): LWR may also be continued over a bridge with provision of SEJ at the far end approach of the bridge using rail free fastenings over the girder bridge. The length of the bridge in this case, however, will be restricted by the capacity of the SEJ to absorb expansion, contraction and creep, if any, of the rails. The length of the bridge with the above arrangement that can be permitted in various rail temperature zones for LWR/CWR with SEJs having maximum movement of 120mm and 190mm. The improved SEJs have two gaps each of 40mm. Thus, the total gap available is 80mm. Thus, these improved SEJs are having better capacity to absorb expansion, contraction and creep of the rail then the conventional SEJs, provision of improved SEJs as an alternative to 120/190 mm conventional SEJs at the far end approach of the bridge, as given in para 4.5.7.1 (IV) of LWR manual, may be permitted. This will held in continuing LWR on many of the bridges.

Proposed by NCR

3.2

Summer patrolling As per LWR manual LWR track to be patrolled in summer when rail temperature is raised beyond specified limit and patrolling to be done by 1 patrolman in 2 km length on single line and 1 km on double line. For this patrolling about 8-10 men in each gang are being deployed and no gangman are available in gangs for doing other track maintenance work including preparation for mansoon. Presently all most all tracks is LWR on PSC sleeper with sufficient ballast profile even in most of locations ballast available is more than prescribed profile as per LWR manual. Even in summer we are restricting to do any work in LWR territory. Tamping is being done in night and consolidation is ensured by following DGS running or imposition of speed restriction as per LWR manual. With above stipulation petrolling of LWR should be relaxed further and sectional Sr.DEN/DEN should be given power to introduce summer petrolling in those patches where he feel necessary on account of various reason like less ballast, disturbed track and weak formation etc.

3.3

Clause of Annexure X-A (Para 9.1.2(i) Hot weather patrolling gives the list of tools to be carried. Conne-a-boule is no longer relevant for concrete sleeper track, and needs to be removed from the list.

IRICEN

16

3.4

Review of TWR criteria. As per Para. 8.16 of USFD manual Through Weld Renewal (TWR) is to be carried out for removal of welds which have served more than 50 % of the life of rails. A study of the weld failure data of 3 previous years and the current year does not support this criterion of TWR. Because there has been a tremendous improvement in the quality of SKV welding as well as in the quality of USFD testing. A sample study of most vulnerable sections of Western Railway indicate that there is no need of TWR of welds after having served 50 % rail life as stipulated. The vulnerability of failures may not reduce even after TWR as the vulnerability of welds to failure is almost same after 50 % of the life of rails as well as of new welds. Therefore, there is a strong case of discontinuation of TWR especially by SKV welding. Western Railway had very large population of DFW welds. WR concentrated on improving its quality standards of welding & USFD in addition to removal of DFWR category of defective welds as per recent guideline and achieved drastic reduction in weld failures. The study of weld failures before and after these measures indicate that we do not need to do TWR as stipulated Study of Weld failures : The data of 757 weld failures over Western Railway during previous 3 years and the year 2012-13 up to Feb. 2013 was studied in terms of %age GMT carried i.e. less than 50 % life of rail and more than 50 % life of rail. Further, data was also segregated between non-detected in USFD and the detected in USFD i.e. already declared defective welds (DFW). The data is presented in the following table:
Year Nos. of AT weld failure Nondetec ted 2009-10 2010-11 2011-12 2012-13 (Upto Feb) Total 121 81 37 49 288 DFW Total Nos. of weld failure before passage of 50% GMT Nondetect ed 62 41 26 37 166 DF W Total Nos. of weld failure After passage of 50% GMT Non DF Total W dete cted 59 40 11 12 122 46 10 8 90 21 105 148 101 26
391

WR

132 175 144 49 500

253 256 181 98 788

86 67 54 28 235

148 108 80 65
401 (50.88 %)

26 (49.62 5 %)

The above table indicates the following: i) The number of weld failures are almost equal to the %age before 50 % GMT of rail life and after 50 % GMT of rail life i.e. 50.88 % and 49.62 % respectively. ii) The data has been further divided into different %age bands of cumulative GMT carried and %age failures. The table as given below indicates that the failures are almost uniform over life of rails. 17

Failure pattern of 60+52 kg AT welds Percentage GMT Nos. of % of Cumm. % of failure in terms of failure failure stipulated rail life 10 138 17.51 17.51 20 62 7.87 25.38 30 59 7.49 32.87 40 63 7.99 40.86 50 79 10.03 50.89 60 94 11.93 62.82 70 148 18.78 81.60 80 80 10.15 91.75 90 43 5.46 97.21 100 22 2.79 100.00 788 100 The above failure data thus does not provide a rational any more for doing TWR after 50 % GMT of rail life. Sample study of vulnerable sections : Western Railway was having very high concentration of weld failures in UDN-JL (Udhna-Jalgaon) section and NAD-BPL (NagdaBhopal) section because of very high population of defective welds i.e. DFWs especially in NAD-BPL. It was not possible to do required large scale TWR. However, even much before the issue of Correction Slip No. 8 to USFD manual which categorized the vulnerable DFWs (having higher flaw size) into DFWRs, WR started the removal of DFWRs much in advance and as a result all the DFWRs have been removed from both the sections by 31st Oct.2012. With this measure, it has possible to have zero weld failures in both these vulnerable sections as against very high incidence in the previous years, as may be seen from the following table. Section Year Nos. of Nos. of & Fracture Fractures Remarks DFW s of of DFW population DFW for whole from year April to Feb. Udhna2010-11 29 76 Before Jalgaon identification of 2011-12 35 57 ( Km 0 to 306) DFWR ( DFW - 2852 2012-13 After Nos.) & (up to 0 0 identification of Nagda-Bhopal Dec.) DFWR ( km 0 to 238) ( DFW 10552 Nos.) The above sample study indicates that after removal of DFWRs,

18

the failures can be almost arrested totally. Therefore, if we can continue to remove DFWRs like IMR in a reasonable time as specified and there is no need to do TWR USFD Frequency of DFWs : As per recent guide lines issued vide Correction Slip No. 8 USFD manual, the frequency of defective welds has been doubled which will also minimize the probability of undetected weld failures as all the welds vulnerable to failures shall get categorized into DFWRs which are to be removed. Practice Abroad : It is also understood that in any Foreign Railway , SKV welds, as adopted on Indian Railways ,are not renewed in the midlife of rails or any time before the weld serves full life of the rails (which is also much more than our standard of life because of the various rail maintenance techniques such as rail grinding etc.) This indicates that SKV welds presently being used on Indian Railways from last several years can certainly serve up to full GMT prescribed by Indian Railways for various rail sections as the metallurgy of welds is elastic enough to fully serve till life of the rail is over. Sample study of TWR sanctioned works: In the recent past, a decision was taken by Indian Railways to execute TWR works by Mobile Flash Butt Weld plant. As these works are required to be done during traffic blocks which are hardly available in the sections, due for such renewals, there has been no response from the prospective tenderers. As a result, works of TWR continued to be in arrears. A sample study of these sections sanctioned for TWRs indicates that there has been hardly any weld failures especially after removal of DFWRs as may be seen from the following table.
Pattern of weld failure in section where TWR is due Section Line Length in KM Rail GMT GMT in Nos. of weld failure section carried percent of in stipulated 2010- 2011- 2012-13 life of rail 11 12 (up to Feb.) 52 Kg 368 290 539 800 665 70 55 67 100 83 8 4 0 3 3 6 6 0 4 3 0 0 0 0 0

UP NAD-BPL DN UP BRC-ADI

38 (km 97 to 135)

58 52 Kg ( Km 97 to 155) 29 60 Kg (Km 400 to 429)

20 60 Kg ( km 463 to 483) 20 DN 60 Kg (km 463 to 483)

Through Rail Renewal V/S. TWR: Further, as per recent Correction Slip no. 129 to IRPWM, it has been stipulated that Through Rail Renewal may be done in case there are more than 30 defective welds per Track Km. which is indicative of the fact that it will be better to do Through Rail Renewal 19

than to go for TWR as the cost of TWR is very high and in case , we have to do through SKV welding, the vulnerability to weld failures does not reduce as vulnerability of new SKV welds as well as 50 % old SKV welds is almost same. DISCUSSION In view of above analysis, it is considered that in future, instead of doing TWR, there is a need to concentrate on the initial quality of welds for by improved technology and also on the quality of USFD by digitalization etc. to take care of baggage of the older welds which were executed with lesser standards of quality. In any case, if there is high concentration of defective welds either on account of quality of welds / older welds or due to any other reasons, it would always be better to do Through Rail Renewal as this will bring in lesser no. of SKV welds. CONCLUSION & SUGGESTION To improve the reliability of the welds, it is suggested that the existing instructions of TWR at 50 % GMT of rail life may be withdrawn to save massive effort and in future we may focus on the quality of welding of new welds and on quality of USFD testing for the older welds by replacing the older equipments of welding as well as USFD and take other measures to improve technology. In no case TWR by SKV welding should be done.
3.5

Relaxation for carrying out of AT welding in place of FBW & Scheme for taking up MFBW in Railway. Most of the sections involved in this Railway where TWR works are sanctioned have GMT 40. Keeping in view huge GMT, it is apprehended that traffic block of not more than 2 hrs to 2 hrs would be available for on track FBW. Thus, the progress expected would be hardly 12-15 TKM/annum. With this rate of progress, TRR would become justified by the time TWR gets completed. Under the circumstances, it is proposed that Indian Railway should procure MFBW plants like other track machines and these be allotted as departmental MFBWP which can take up work of TWR as per need & urgency of Railway. Further, Railway suggests few items in the policy of track welding, may consider permit TWR by improved AT Welding in special cases such as:(i) Locations where tenderers are not quoting their rates even after second re-invitation. (ii) At locations where topography of the section doesn't permit working of MFBWP such as High banks, Ghats section, sharp curves etc. And (iii) No TWR on Routes where residual life of Rails is not more than 3 years as per GMT criteria. However Protection of AT welds to be done by Joggle Fish Plates.

SER

20

3.6

Revision in Para 4.10.4 of Manual for fusion welding of rail by AT process, (Revised 2012) This Para stipulates that By the time the reaction is complete, the burner should be removed quickly and gap closed with dried sand core. In practice burner is removed first and then only reaction is started, so this sequence need to be corrected. Authorisation of Sr. Supervisor/P.way (PWM) for carrying out welding of rail joints at site and permanent repairs including partial destressing : Item No.2(g) and 8(c) of Annexure VI of LWR manual, specifies that the Lowest level of staff/ supervisor in-charge of work for the above works is PWI. Due to shortage of hands and also due to increased work load,sufficient PWIs are not available in field for attending the above works and as a result of safety of track is getting affected. All the PWMs are also under going field training of PWay on par with PWIs (including AT Welding training). In view of the above, it is suggested to authorize Sr.Supervisor/PWay as the lowest level staff/ supervisor in-charge of the above works.

IRICEN

3.7

SCR

21

4. LEVEL CROSSINGS
Item S.No. 4.1

Modified check rail at level crossings New Modified LC check rail is fixed on ordinary PRC sleepers which costs Rs.1600/ sleeper. There is no need of extra fabrication except small rectangular grooves of 110 to 130 mm in length & 25 mm in depth on head of the check rail at every 60 cm to accommodate the insert of the sleeper. U-type distance blocks are used in new modified check rail which resists the heavy thrust of road vehicle & prevent the tilting of check rail. There is no need of spl. type of PRCs. It takes aprox. 20 minutes to fix the new modified check rail. New modified check rail rests on the top of sleeper hence there is no possibility of play. PHOTOGRAPHS Fitting required 60 Kg slide chairs 8 nos (for one LC). 8 nos SEJ collars (60 kg) of two holes. 8 nos outer slide chair blocks of stock rail of w/layout 60 kg 1:12, used as distance blocks. Bolts 16 nos of 25x90 mm & 8 nos of 25x110 mm, for fixing SEJ collar with slide chairs & distance block, check rail with SEJ collar respectively Preparation of check rail Cutting of rail length 7.5 m. or as required. Cutting & fabrication of flair ends & small rectangular grooves of 110 to 130 mm in length & 25 mm in depth on head of the check rail at every 60 cm to accommodate the insert of the sleeper.

Proposed by WCR

22

4.2

Inclusion of items pertaining to Gateman contained in G &SR in IRPWM. (a) Competency certificate for gateman. Provision of issue of competency certificate as contained vide para SR-16.01 of G & SR of ECR and indicated below is required to be incorporated in IRPWM. SR-16.01 Certificate of competency- After prescribed training, every Gateman shall be tested by Section Engineer (P.Way) and issue a certificate of competency in the form given below before he is put to work independently. The competency certificate shall be valid for a period of three years. Certificate of competency Certified that I (Name) Designation .. have examined Sri. S/o .. designation Station. in the duties of Gateman. He is conversant with the use of hand signals, detonators and other equipments provided at the gate. He is also conversant with the procedure to be adopted during abnormal conditions. He is hereby declared fit to perform the duty of gateman at gate No .. Place Signature Date Designation SE (P. Way) ------------------------------------------------------------------------------------

ECR

4.3

Regarding duty of gateman at LCs during passing of trains. Para no.913 of IRPWM - 2004 speaks about the duties of Gateman, wherein in the sub para (2) the position of Gateman during passage of train has been prescribed. According to this, The Gateman should stand facing the track on the Gate lodge side of the approaching train. He should observe all passing trains and be prepared to take such action as may be necessary to ensure safety of trains . This provision contained in this para is not elaborative in nature and is rather vague. Whereas, as Para 16.04(A) of SR of ECR, is very elaborate and clearly described which is as follows-. SR-16.04(A) The Gateman at all Level crossing gates should stand attentively at the gate lodge side, facing the track with furled red and green flags during day in right and left hands respectively and at night hold the hand signal lamp with the white light. He shall watch all passing trains to see any unusual condition like hot axles, chain hanging, any vehicle/wagons on fire, load shifted etc. and take prompt action to warn the Driver and Guard of the train by showing a danger signal. The Drivers and the Guards should be on the lookout for such danger signals.

ECR

23

Therefore, correction slip needs to be issued in IRPWM to incorporate the entire detailed provisions as contained in para SR16.01 and para SR-16.04 (A) of G & SR for better understanding among field officials of engineering deptt.
4.4

Duty Roster of Gateman as Continuous Category : The duty of the gatemen is almost similar to duties of ASMs. ASM do the duties of exchanging of private number, watching the train passing, taking safety measures in case of any accident/infringements on the track resulting in safety of the train etc . The similar duties are being performed by gate men. But the incentive given to the gatemen are much less than the ASMs. Presently, great difficulty is being faced in finding gang men willing to work as gatekeepers because as per HOER gatekeeper of C class level crossing is categorized as Essentially Intermittent (EI) and has to perform duty for 72 hrs per week if residence is provided within 0.5 km otherwise 60 hrs per week, whereas gang man performs duty for only 48 hrs per week. According to sub-para 4 (a) of para 8 of section 3(i) of Part-II of Gazette of India published on 5th March 2005 gatemen of C class LC is categorized in the same EI category as for caretaker of rest house and saloon attendant. With present working conditions at level crossings due to increased road traffic, behaviour pattern of road users and remote locations of level crossings, judging duty conditions of gateman and caretaker /saloon attendant at par is not justified. In view of the above, it is suggested that working of gateman of C class LC should be classified as Continuous to provide justice to job being performed by him.

NWR

4.5

Creation of Posts for Gateman for manning of LCs No matching surrender is available with Engg. Department. Indian Railway has thurst on elimination of unmanned level crossings. One of the major activities is manning of level crossings. To man the level crossings, large number of posts of Gateman is required to be created on equivalent money value matching surrender but this is difficult as matching surrender is no longer available with engineering department. Therefore, it is essential to create new posts of Gatekeepers for manning of Un-manned level crossings. This Railway is of the view that posts of Gateman should be created on the lines of justification followed for creation of Running staff such as Crew, SM/ASM, etc. as Gateman are also part of Running Staff. It is to put on record that these LCs cannot be eliminated by any other means except by manning. In view of the above, clear guidelines are required to be issued to the Railway to allow creation of posts for Gateman. 24

SER

4.6

Annexure 9/2 Para 905 Thickness of stop board to be provided along with safety chain at manned level crossing is shown as 15mm thick, which is too thick & heavy. In practice people use 3-4mm thick plate. So the drawing may be changed accordingly.

IRICEN

4.7

Wherever detonators are mebtioned in manuals, a box of 12, whereas detonators come in box of 10 (e.g. Para 910 & 11507 of IRPWM. So everywhere in manual 12 detonators may be replaced by 10 detonators.

IRICEN

25

5. MISCELLANEOUS
S.No. 5.1 Item Proposed by SWR

Allotment of fund under DRF for Track renewal works: At present the allotment of funds is made work wise by Railway Board for the works appearing in the pink book. This does not relate to either progress of work or actual requirements. This is leading to frequent re-appropriation. Also as the powers for re-appropriation of funds within Zone are limited to 3 crores with GMs approval it becomes necessary to send the proposals for re-appropriation to Railway Board. In this connection it is suggested that Board may allot total funds for track renewal under DRF & works wise distribution may be delegated to Zonal Railway, so that Zonal Railways can distribute the funds for the works which are targeted for execution.

5.2 5.2.1

Increase in track centre at the time of construction of multiple lines

ECoR & SER ECoR

Track centres in case of multiple lines: For electrified territory, the mast distance is to be kept as 2.3 m from track centre (EDTM/RDSOs letter No.2002/RE/161/11 dt.14.11.2006). Accordingly, if the mast is coming in between two tracks, the minimum track centre for the new track should be 5.9m (2.8 +0.3+2.8m). However, this is far inadequate to accommodate a push trolley kept off track to allow movement of train. The push trolley cannot be kept infringing the adjoining track from safety consideration as the train may approach on this track also. As such, to facilitate safe push trolley inspection, the track centre should be increased to 7.72m (2.36m+3m+2.36m). However, to avoid difficulties in yard arrangements, the track centre may be reduced to 5.3m by introduction of curves. On the approaches of yard, some element of safety is available through the signals. In case if this is not possible to increase the track centre, the schedule of inspection of Engg. Dept. officials should be reviewed and revised as push trolley inspection in such situation is extremely dangerous.Railway Board may take a view on this.

26

5.2.2

Track centre for the multiple line (New construction) say 3 rd line, 4th line etc. Now a number of works for construction of 3 rd & 4th Lines are being sanctioned. As per the present instructions the track centre of 3 rd / 4th Line is being kept nearly equal to 5.3 m. This distance is found to be inadequate in field in view of the following:a) There is difficulty in inspection of track by one and all due to vicinity with nearby track. b) P. way material unloading for the middle line/s becomes difficult. Rail/sleeper renewal is also very difficult. c) Deep screening by BCMs and working of other track machines is very difficult. d) It is very unsafe for P. Way staff to work on middle line with track centre of the order of 5.3m. It is proposed that the 3rd Line should be constructed at least at 7.5 M track center.

SER

5.3

Increasing of Sectional Speed of existing sectional speed upto 110 kmph: Increasing of Sectional Speed of existing sectional speed upto 110 kmph: Policy circular no. 7 for Opening of Sections and sanction of Sectional Speed on Indian Railways has been issued by Railway Board vide letter No. 2011/CEDO/SR/15/O dated 08.10.2012. As per Para No.9 & 10 of circular, PCE is authorized to permit raising of speeds up to 110 kmph after initial authorization by CRS. Commissioner of Railway Safety, Southern Circle, Banglore vide letter No. Q.190176/6/2012-SWR dated 18.02.2013 has objected to this in view of guide lines under Para No. 4.08 of General Rules which is as under. GR 4.08 : Limit of speed generally: (1)(a) Every train shall be run on each section of the railway within the limits of speed sanctioned for that section by approved special instruction. In the light of GR 4.08, it becomes imperative that increase of speed has to be necessarily approved by CRS under approved special instructions. As per GR approved special instructions means special instructions approved of or prescribed by the commissioner of Railway safety. Clarification is required in this regard.

5.3.1

SWR, WCR and SR SWR

27

5.3.2

Provision of G.R. & policy circular no.7 As per policy circular no.7, PCE of Railways are authorized to increase the maximum permissible speed of section from existing speed to 110 KMPH vide Para 10.1. In this regard CRS of Western circle & Central circle are raising objections as per there GR item no.1.02 (4) of chapter I- stipulates Approved special instruction means instruction approved or prescribed by CRS while as per Para 4.08 (1) (a) chapter IV every train shall run within the limit of speed restriction for that section approved by special instruction. The provision of GR is in contradiction with policy circular no.7 as per CRS for increasing the sectional speed up to 110 KMPH. CRS sanction to be obtained or modification is needed in Para of GR. Provisions of Para 9&10 of Policy circular No. 7 and contradiction with provision 4.08 of GR, clarification sought by CRS/Southern circle Present Problem : The Zonal Railways are increasing the speed up to 110 kmph on New/GC/Doubling lines invoking the provisions of Paras 9 &10 of Policy circular No. 7 issued by Railway Board letter No. 2011/CEDO/SR/15/O dated 08.10.12. But as per G.R.4.08, every train shall be run on section of a Railway within the limits of speed sanctioned for that section by Approved Special Instructions. As per CRS/SBC, it becomes imperative that increase of speed has to be necessarily approved by CRS under approved special instructions. CRS has sought clarification whether RB letter supersedes GRS. This Railway has sought clarification from RB, vide lr.No.W.368/1/Gen. dt.13.3.13 Suggestion : Railway Board may look into this and clarify as to how to process further regarding increasing of section speeds up to 110 Kmph. Jurisdiction of CRS to Instruct Open Line Officers to increase speed on new section: As per the guidelines of Railway Board vide their letter No.2003/W-2/DL/O/1 dt.10.04.2003, the constructing agency is to commission any section (NL, DL, GC, Multiple Line) at the sectional speed and not less than 80 kmph. This policy essentially enforces a commitment of very good quality of construction by the concerned department. Contrary to the above guidelines, the CRS authorizes opening of section at much lower speeds (in some cases on ECoR even at 45 kmph, 60 kmph, etc.) and directs Open Line organization to take over the section and then further raising of speed to be done by CTE/PCE after his inspection and personally satisfying about the suitability of track for

WCR

5.3.3

SR

5.4

ECoR

28

higher speed. This has following impacts:a) The construction quality deteriorates as they never tried for a speed more than 65 kmph. Thereby they produce sub-standard quality work and often get away with it. b) The Open Line does not have resources to make good the deficiencies on the new section. Quantifying all deficiencies jointly with construction agencies and then signing MoU along with financial liabilities is an uphill task. c) Non-availability of maintenance resource with Open Line further compounds the problem. In my opinion the CRS dilutes his statutory inspection in allowing section to be opened at lower speeds thereby proving that the quality is not up to the mark. Further, it is not proper for CRS to direct Open Line organization to take over the section immediately and then further raising of speed by Open Line. Suggestion: To enforce a high quality of work, even if opening of a
section at lower speed than 100 kmph is in the interest of traffic, the section should remain with constructing agency for maintenance until the constructing agency makes the section fit for the sectional speed or 100 kmph whichever is higher. In no case a new line be handed over to Open Line for maintenance at lower speed than 100 kmph. However, OL may extend help on cost-basis to construction in respect of Track maintenance/ballast etc.

5.5

Inclusion of safety tolerances in IRPWM 2013: Safety tolerances in connection with normal maintenance of track are to be established and incorporated in IRPWM 2013 new edition so as to fight with sister department. All other departments are having their own safety tolerances. However, in the New P.Way manual these are being considered. Status of the same be advised to the committee.

SCR

5.6

Maximum Permissible Speed for different Track Structure for running of different BG Wagons/Locos/Rolling stock. Present Problem : RDSO gives Final maximum Permissible speed certificate for different wagons/Locos/Rolling stock for different track structures, specifying the rails, sleeper density and ballast cushion, with a condition that speed restriction can be imposed by the Railway for track structure inferior to the specified. However, there are no clear cut guidelines, as to what speed can be permitted for different wagons with different suspension system and different axle loads, if the track structures differs from the specified. Also,. There is no software or methodology available with the railways to decide the speeds, for approaching CRS. If some speed is specified arbitrarily, it may not satisfy the stress requirements and can not be justified with calculations, when questioned by CRS. 29

SR

With this, it is becoming difficult for the Railways to decide what speed to be certified , if the any component of the track structure ( rail section/sleeper density/ballast cushion either full or caked cushion) differs from the one specified by RDSO for the particular rolling stock and leads to confusion/un certainty. Further, speed varies for empty and loaded conditions. In Southern Railway, different Track Structure exists on main line such as 52kg (72 UTS), M+4 sleeper density with 200 mm total cushion (LWR), 52kg (72 UTS), M+7 sleeper density with 200 mm total cushion (LWR), 52kg (72 UTS), M+4 sleeper density with 250 mm total cushion (LWR), 90 R (72 UTS), M+7 sleeper density with 250 mm total cushion (LWR). For all these combination of track structure, there is no specific speed recommended by RDSO. This aspect has been brought to the notice of RDSO by SR vide letter No.W.368/1/Wagons/VolII. Date: 01.02.13. For want of specific permitted speed for above Track Structure, it is difficult to process Joint Safety Certificate for running different wagons/locos/rolling stock. Suggestion: Hence RDSO should advise the permissible speed for different Track Structures of various combinations in the RDSO speed certificates. Otherwise, RDSO may provide the Software on line or share the existing technology, for calculating the Permissible Speed for different combination of track structure for different wagons/locomotives/rolling stock so that permissible speeds can be recommended at zonal level for the track structure other than the specified by RDSO in the Final Speed Certificate.

5.7

RDSO to state permissible Cd for all coaching stocks in the safety certificates: As per IRPWM Para-405(2)(a) printed in 2004, Cant Deficiency (Cd) of 100mm can be permitted for determining speed on curves for nominated Rolling Stocks on A & B routes with the approval of PCE. However, details/types of nominated Rolling Stocks suitable for Cd =100mm is not elaborated in the said Manual.
ECoR has asked the information from RDSO which is awaited. RDSO should compile and circulate the list of coaching stocks with permissible cant deficiency. RDSO should mention permissible cant deficiencies in all speed certificates of rolling stock in future.

ECoR

30

5.8

Speed restriction The track cushion get reduced during service before it is due for deep screening. There may be various reasons for it like weak formation, heavy traffic, ineffective drainage, poor quality of ballast etc. in case of new line also during opening there can be less cushion at some locations. There is no provision in IRPWM regarding speed reduction if ballast cushion get reduced from required 350 mm. The suitable instruction needs to be issued for imposing the speed restriction when ballast cushion is ranging between 350-300, 300200, 200-150, 150-100 mm & less than 100 mm. Minimum sleeper density for SWP track Present Problem : As per the correction slip No.130 to IRPWM, The minimum sleeper density of SWP track is specified as 1340 nos per km and the sleeper density for main line is 1660 nos per km. The variation in sleeper density is posing problems during machine tamping due to adjustment to suite sleeper spacing and resulting in ineffective utility of the precious block. Further, as CC+6+2 is universalized, the stretches with M+4 density require speed restriction, thus affecting the line capacity. Suggestion : Since the SWP track with 1340 Nos per Km is very minimum, it is better to have uniform sleeper density of 1660 nos per Km, so as to overcome the problems explained. Accordingly, the correction may be issued to IRPWM making the sleeper density uniform.

WCR

5.9

SR

5.10 5.10.1

Surrender of posts & creation of posts for new assets Surrender of posts & creation of posts for new assets In terms of Para 4.3 (7) of policy circular No. 7 a certificate is to be submitted to CRS that sanction of staff as per Railway Boards approved formula and yard stick/ norms for all category of staff (i.e. currently approved MCNTM formula to Trackmen etc.) is available before applying for opening of the section for regular operation of goods/ passenger trains. At present, for creation of new lines / new assets matching surrender is being asked in zonal Railways and zonal Railways are facing great difficulties for providing matching surrender for creation of staff for new lines / new assets as there is no surplus safety / non safety posts which can be surrendered. WCR is having sanction strength of 11731 while as per MCNTM formula, the required gang strength worked out to be 13508. Thus there is a shortage in sanctioned gang strength as compared to strength required as per MCNTM formula. A draft letter has been issued by Railway Board vide no.

WCR & SCR WCR

31

2012/CE-I/GNS/2 dated .02.2012, it is suggested to outsource activities including for new lines. Exercise has been carried out in WCR and even if all the possible activities are outsourced, still there will be shortage of manpower as per present position. Therefore additional manpower will be needed for new lines. Hence for creation of posts of new lines / new assets, no matching surrender should be asked.
5.10.2

Manpower issues: (i) P.Way maintenance has come under tremendous strain as many new sections, doublings etc., have been added over last several years and are being added continuously, but trackmen strength has not been sanctioned. The age profile of the available trackmen has also become very adverse to the extent that almost 50% of the available trackmen are going to retire in another 5 to 6 years. Many references from CRS to advise him the system to ensuring P.Way maintenance are yet to be adequately replied. For ready reference, the figures as on 01.04.2011 are as under: Requirement of trackmen with machine 19,594 Nos. maintenance as of present status Book of Sanctions 15,029 Nos Men on Roll 10,682 Nos. (ii) The present system of creation of new post requires sufficient money bank or equivalent number of safety post shall be surrendered. Under the shelter, Personal Department (CPO) not created even single post for the 10 years during which several new lines/doubling are added to this system. (iii) As per ME D.O No:2004/CE-I/GNS/1 dt: 18.04.2007 land Additional Member Civil Engineering letter no: 2003/CE1/Safety/Posts/I dt:29.03.2007 envisages that surrender of trackmen shall not be done, if surrender is made, the same has to be revoked and taken back into book of Sanctions. (iv) As per Railway Board Policy circular No:07, opening of sections and sanction of sectional speed on Indian Railways issued vide letter no: 2011/CEDO/SR/15/0 dt:08.10.2012 (F/748) under para 4.3(7) specifies that sanction of staff as per Railway Board approved formula (MCNTM) should be available before applying for opening of sections for regular operation of passenger/goods trains, a certificate to this effect to be submitted to CRS/competent authority along with Prescribed Documents. (v) Under the above circumstances it is to mention that the policy of surrender of equal no., of posts for creation of trackmen/JEs/PWS/Welders shall be dispensed with and suitable instructions shall be formulated so as to positioning the required staff immediately to enable the Railways to takeover the new assets created and effectively utilized thereon.

SCR

32

5.11 5.11.1

Review of duties of Permanent Way Supervisors (PWS) Review of duties of Permanent Way Supervisors (PWS) At present the nature of duties assigned to Permanent way supervisors (PWS) in IRPWM and LWRM are almost similar to the duties of Mate. In GR Chapter XV only PWI is considered qualified for taking block. However PWS are drawing pay same as to JE-II/P-Way ( Scale 9300-3400 +4200) and qualification wise also they are generally at par to JE-II/P-way as they are eligible for AENs selection after completing 5 years service as PWS similar to JE-II. Keeping in view the increasing workload of sectional JEs it is desired that some of the duties of Sectional JEs must be delegated to PWS especially from portion other than inspections. So that sectional JEs can concentrate mainly on inspections and other important activities. The following additional duties are suggested to be performed by PWS. 1) He shall ensure that track in his beat is kept safe for the passage of trains. Locations needing urgent attention shall be picked up without waiting for orders from PWI. 2) He shall ensure that entire gang length is kept neat and tidy. All loose materials are collected and brought to station, gang quarters / tool box or gate lodges. To ensure material lying in his beat is properly stacked and clear of any obstruction. 3) He should maintain a proper record of the P.WAY material location wise and all track features such as SEJs, P & Cs, culverts, bridge, LCs, DFW /DFWR welds, location wise DFW/ OBSR/ OBSW etc. in his beat. 4) He shall see that the equipments supplied to the gang are kept in good order and ready to use and every staff in his gang has a correct knowledge of all the equipments and is well conversant with safety rules. He shall check proper up keep of equipments of gang and their safe custody. He shall ensure that all safety equipments as well as other equipments are in sufficient number as per rules and are brought to the site of work as per need. 5) He shall ensure that prescribed system of track maintenance is adhered to and the task allotted, according to verbal instructions or entries made in his gang chart / diary, are efficiently carried out .He must fill the work done in the gang chart and task book daily . 6) PWS shall inspect the whole gang length, foot to foot once in a fortnight. During his foot to foot inspection he shall give special attention to loose/ missing fittings, special features /vulnerable location of his section like P & C, LC approach, SEJ, GJ, girder bridges, Defective Rails/welds, free joints curve, cuttings etc. . He shall maintain a proper record of his inspection, deficiencies noted and the action taken to rectify the deficiencies, if compliance not within his capacity he should inform sectional PWI. He should plan such inspections when attention of gang is done in that zone /location.

WR & SR WR

33

7) Pre & post parameters of spots given for attention/attended should be taken and proper record should be maintained in the DTM register with remarks if any if not rectified. 8) He will ensure that all free joints and Joggled fish plated joints of M/ L are opened out and checked once in 3 months. 9) He has to check all passengers loops once in 3 months and other loops once in 6 months and deficiencies' noticed to be got attended by gang . 10) He will carry out renewals of Rails, sleepers, P&C components in blocks and also carryout other block activities after taking block as per instruction of sectional JE/SE/SSE. 11) He will ensure the compliances of following activities on priority a. He will ensure the protection as well as renewals warranted due to defect detection in USFD testing within time frame prescribed. b. He will ensure the prompt action for prevention of corrosion in corrosion prone stretches of his beat. c. He will supervise/execute the AT welding in blocks and will ensure that all the necessary precautions are taken and proper procedure is followed to achieve good quality. He will also check that no portion of riser should touch Joggled fish plate and fish plates are properly housed. d. He will ensure that all the bolt holes are chamfered in his beat. e. He will ensure that all the joints of CMS crossings are gapless and fish plates used are 1m long. f. He will remain watchful regarding wheel burns, scabbed rails and cupped joints in his beat and will take remedial measures with consultation of Sectional JE/SE. g. He will ensure that no any bolt holes are made for protection of new weld but protected with four clamps till these are tested by USFD,

It is suggested that the duty list of PWS in IRPWM and LWRM must be revised for inclusion of above mentioned duties, so that PWS can share the increased workload of sectional JEs with defined responsibility according to their pay/post/qualification. Necessary corrections in other relevant manuals/rules such as GR should also be made accordingly.
5.11.2

Amendment to Part C-Chapter 1 of IRPWM.

Present Problem :
IRPWM Chapter 1 Part C, deals with duties of Permanent Way Mistries. However, the designation of P.Way Mistry has been abolished in 6th Pay Commission. Sr.P.Way Supervisors have been delegated the

SR

34

duties as indicated in Part C, Chapter 1 of IRPWM for P.Way Mistries. It is pertinent to note that the pay of Sr.P.Way Supervisors is on par with Junior Engineer/P.Way. There is serious shortage of Junior Engineers and Section Engineers in Southern Railway (26 vacancies of Senior section Engineer out of 254 sanctions and 58 vacancies of Junior Engineer out of sanctions of 230. This situation is leading to not having Junior Engineers as per requirement. However, there are as many as 209 Nos. of Sr. P. Way Supervisors against the sanctions of 328 Nos. available in Southern Railway. As these Sr. P. Way Supervisors are drawing the salary on par with Junior Engineers on one hand and on the other hand, due to non-availability of proper duty list for these staff, Railway are not in a position to treat them on par with Junior Engineers

Suggestion :
In view of the above, in Part C-Chapter shall be amended modifying the name of the paragraph as duties of Sr. Permanent Way Supervisors and the duty list shall be brought on par with Permanent Way Inspectors (not in overall in-charge i.e. Junior Engineer/P.Way A new paragraph may be added - The Chief Track Engineer, on satisfying the competency of Sr. P. Way Supervisor can authorize Sr. P. Way Supervisor to carry out the duties of Permanent Way Inspector (not in overall in-charge).

5.12

Yard sticks for PWS: At present there is no yard stick prescribed for jurisdiction of the PWS. Hence the finance department is hesitating in vetting of proposals for creation of Posts of the PWS . Hence it is proposed that proper yard sticks needs to be prescribed for proper supervision of track maintenance activities. It is suggested that one PWS shall be posted for two gangs for proper supervision.

NWR

5.13

Permitting track men also to opt for the Khalasi Helper to skilled Tech.-III in PWIs office only along with Khalasi/Khalasi helper: At present for the post of Tech. Gr.III (Skilled Helper such as Hammer man, Aligner, Grinder, Luter, etc.) under a PWI, the Khalasi/Khalasi Helper under an AEN is called for trade test to fill up the promotional quota. This includes Khalasi/Khalasi Helper working under IOW, horticulturist, bridge and P.Way. These categories of staff (except bridge and P.Way) do not have adequate exposure of safe working on track. Track man is excluded from the trade test though he has good exposure of safe working on track. This leads to continuation of vacancy as the Khalasi/Khalasi Helper under an AEN is a small cadre itself and hence with vacancy continues.

ECoR

35

It is suggested that the Track man should also be made eligible for Helper to skilled Tech.-III along with Khalasi/Khalasi helper so that eventually he may get an opportunity for promotion to Tech. Gr.III helper. Thus should not be any difficulties as pay of Khalasi/Khalasi helper and Track man are same.

5.14

Trolly Inspection Schedule of ADENs Present Problem : At present, the Trolly Inspection Schedule of ADENs is once in a month as per IRPWM Para 107 , the length as much as covered by Push trolly. The Push Trolly Inspection Schedule of SSE/P.Way (Incharge) is once in a month. But the ADEN subdivision consists of two to four SSE/P.Way sections. When compared to SSE/P.Way, the work load of ADEN with respect to Push trolly inspection is more than double. Moreover, the quantum of inspection differs for ADEN and SSE/P.Way. Apart from P.Way, ADEN inspection includes Bridges, Buildings, structures, passenger amenities, water supply installations, colonies etc. Hence keeping the Trolly inspection schedule of ADEN and SSE/P.Way, the same is not logical and practicable. Inspection schedule is normally not completed by ADENs, especially in the sections where the traffic density is high and where there are multiple lines and results in adverse criticism from Higher-ups. Suggestion : The Push Trolly Inspection Schedule of ADENs may be revised to once in Two months, so that the inspections can be feasible, purposeful and effective. Suggestions to reduce the detention of Ballast Rakes and reduce workload of Sr.DEN/DEN/AEN for Measurement being done after arrival of Rakes in the sections SER has been taking almost 80% of their total requirement of ballast from Eastern Railway quarries in BOBYN wagons. Almost 25 to 30 rakes per month of ballast supply is being taken from Eastern Railway quarries such as PAKUR/RAJGRAM/BAKUDIH. Lot of detention to Ballast Rake is taking place due to requirement of Measurement of Rake at destination point to ensure supply of good quality of the ballast. As ballast is being supplied in BOBYN wagons, considerable time of Sr. DEN/DEN/AEN & PWIs is being consumed in Measurement and sieve analysis of ballast on daily basis. The time spent on ensuring good quality of ballast can be saved and utilized for other fruitful activities. This is possible by way of practice suggested as under:1) The quantity can be controlled by switching over of the method of measurement of ballast from volume basis to weight basis. However, the test check for quality control may remain same as per instruction of Railway Board i.e. 10% at the level of DEN/Sr.DEN. 2) The Quality Control unit may be set up by Eastern Railway for all the Railways that are procuring ballast from Eastern Railway ballast quarries. For setting up of quality control unit necessary provision 36

SR

5.15

SER

for the post and fund may be charged to the Railways that are procuring ballast from Eastern Railway quarries on the basis of their share of supply. Once this practice is followed, then the test check issue at any other stage may be foregone as measurements being taken care by Electronic in Motion Weigh bridges and quality being taken care by the Quality Control Unit at the quarries. Further this will have a smooth and uniform system of measurement and adequate quality control at the originating point of the quarries itself.
5.16

Nominal gauge on PSC track and modification to the present Gauge cum level. The gauge for BG track was reduced from 1676mm to 1673mm around 3 decades or more back and concrete sleepers including T/Os are manufactured to 1673mm gauge. The nominal gauge mentioned in IRPWM Para 224(e)(v) & SOD ( ) is still continuing as 1676mm. Logically, when we talk of nominal gauge, it is 1673mm. New track and Maintenance tolerance for gauge in Chapter 2 & 4 of IRPWM Para 224(e)(v) are given in Para 403 (1) in terms of + or values over nominal gauge of 1676mm. This needs to be corrected. This also has a bearing on measurements recording during various inspections as also accidents as there are measured & recorded with respect to 1676mm as the gauge cum level instruments also read 1676 as correct gauge. Eg. On concrete sleeper gauge of -3mm means 1673mm, which is correct gauge but we still call it -3mm. This gauge instrumrnts will also required to set. Though it is not a big issue for old officials but new officials find it confusing. It is recommended to change BG to 1673mm & correct the measuring instruments. Modification to the present Gauge cum level. Present Problem: The present gauge cum level for Broad gauge is designed to read the deviation of gauge in millimeters from 1676 mm. Nowadays, most of the Track structure is with PSC Sleepers; and the nominal gauge for BG PSC sleepers is 1673. But the readings obtained with the present gauge do not give the correct deviation of gauge from the Nominal gauge of 1673 mm. Due to this, the actual variation of gauge cannot be assessed and results in confusion. Suggestion : It is suggested to modify the Present gauge cum level to show the gauge deviation with reference to 1673 mm. Alternately, Gauge similar to the wheel dia measuring gauge used by Mechanical department may be developed which will be give the exact measurement rather than the deviation from nominal gauge.

IRICEN & SR IRICEN

5.16.1

5.16.2

SR

37

5.17

Tri-colour hand torch in lieu of HS lamp for Patrolman. (i) As per para no. 1007(1)(d) of IRPWM, each Patrolman shall be provided with two tricolor hand signal lamps. (ii) As per para no. 910(1)(a), of IRPWM, gateman shall be provided with two tricolor hand signal lamps. (iii) As per Annexure-X B, 2(b) ( para no. 9.1.2(ii) ) of LWR manual, Patrolman shall be provided with two tricolor hand signal lamps. Suggestion: It is suggested to provide tri-colour hand torch in lieu of tri-colour HS lamps, which is easier to operate and also much more visible during night hours because of its brightness & being much more handy as well as lighter compared to HS lamps.

ECR

5.18

Outsourcing of certain Maintenance activities of track through Contracts Outsourcing of certain Maintenance activities of track through Contracts ( which are not covered in MCNTM) All work related to track maintenance are required to be carried out by the track men. At present, there is large no. of vacancies in gangs, as a result of which track maintenance continues to suffer in many areas. Moreover, sanctioned strength is also not sufficient to carry out all maintenance activities. Previously, many of the track works were being carried out by decasualized gang men for whom no finance concurrence was required. As the vacancies continue to increase day by day, it is becoming more and more difficult to carry out track maintenance with the available track men. For getting the designed life span of various track components, it is necessary to maintain it to the required standards . It is proposed that outsourcing of some of the activities of track maintenance should be allowed to be carried out through contract for the items even for activities covered in MCNTM formula. This should be done to the extent of existing vacancies in gangs. Permission of outsourcing of P Way activity. The instructions regarding outsourcing of P.Way maintenance activities are not clear. Present instructions only talks of outsourcing of 20 activities listed in MCNTM report which are not forming part of determination of manpower. The outsourcing due to loss of manpower arising out of large no. of vacancies, due to non sanction of posts as per MCNTM requirement is not clear and as such there is general reluctance in approving the proposal for outsourcing. In recent past over NWR large scale gauge conversion and doublings have been commissioned without any major creation of posts. Over NWR 23% vacancies exist in trackman cadre with reference to Book of Strength (BOS) and BOS itself is short by 25% from MCNTM requirement. With reference to MCNTM requirement, availability of

NR & NWR NR

5.18.1

5.18.2

NWR

38

trackman on this railway is short by 52%. Now, the case for outsourcing of track maintenance activities for the newly commissioned Rewari-Alwar section has been mooted. HQ Finance has observed that this proposal is not covered by any policy guidelines of the Board. As such clear policy guideline on outsourcing of P.way maintenance shall be necessary. Issue needs to be deliberated to take care of simplified process for outsourcing, in case of shortage of man power. Availability of adequate funds for contractual payment also needs to be ensured. In view of the above detailed guidelines are required for outsourcing of track maintenance activities beyond 20 activities mentioned in Para 8.10 of MCNTM report.
5.19 5.19.1

Gang Mates to be covered under LARSGESS Promotion to Gang Mate Issue of LARSGEES Retirement scheme for Guaranteed Employment for safety staff (LARSGESS) includes only Gateman, Trolley man and Key man as circulated vide Boards letter No. E(P&A)I-2010/RI-2 dated 11.09.2010. The grade pay for consideration of LARSGESS benefits were enhanced to ` .1900/- vide Boards letter of even No. dated 28.06.11. However, the list of employees under Civil Engineering department remains same. Since after promotion to Gang Mate, the staff becomes ineligible for guaranteed employment to their ward, most of the staff is unwilling to join as Gang Mate as financial benefits are only marginal. This creates problem in filling the vacancy in Gang Mates category. It is suggested that post of Gang Mate should also be included in the list of staff eligible for guaranteed employment to their ward under LARSGESS scheme.

CR, NR & NWR CR

5.19.2

Inclusion of Mate in Liberalized Active Retirement Scheme (LARSGESS) Railway Board has introduced Liberalized active retirement Scheme in the year 2010. This scheme is opened to Gangmen, Gatekeepers, Keymen and Trolleymen of Engg. Deptt drawing grade pay of Rs. 1800/- per month. Under this scheme, one ward of the employee is eligible for appointment in the Railways, subject to eligibility, against voluntary retirement of the employee covered under the listed categories. Due to this many Gangmen and Keymen are not opting for promotion because the scheme is not applicable to Mates. This has already resulted in scarcity of suitable willing persons who can be promoted as Mate. In view of the above, it is suggested that the scheme be opened for Mates also.

NR

39

5.19.3

Gang Mates to be covered under LARSGESS:- Gang mate of Engineering Department is not covered under LARSGESS because of which the key men/trackmen do not want to become mates. Mates also need to be included in this scheme.

NWR

Introduction of special allowances/incentives & uniforms for the posts like gang mate and keyman 5.20.1 Special incentive/ introduction of special allowances & uniforms for the posts like gang mate and keyman : After implementation of 6th Pay Commission, all the posts from Trackman, Sr. Trackmen, Keymen and Gang Mate have been merged and brought under same pay band i.e.,Rs.5200 20200/- without much financial benefit even after being promoted as Keyman/ Gang Mate. Though introduced different grades like Track Maintainer I, II and III, it is observed that there is no much financial benefit to the Trackmen cadre. However, as far as the responsibilities are concerned, responsibilities of Keyman/Gangmate are much more when compared to Trackman. As a result, no trackman is giving their willingness during the selection for the post of Keyman/ Gangmate due to more responsibility with no much financial benefits. In present practice, all Gatemen and Keymen are supplied with two pairs of uniform once in two years, whereas the Trackmen have been supplied with two pairs of uniform once in a year. Hence, two pairs of uniforms to be supplied to Gatemen and Keymen once in a year. In view of the above, it is suggested for introduction of special allowances like walking allowance to Keyman and two pairs of uniform per year to Gatemen and Keymen. Further, Trackmen are used to walk over the ballast for most of the time, their shoes getting damaged frequently. As per present practice, only one pair of shoes are being issued in a year. Hence, it is recommended to provide two pairs of shoes in a year.
5.20.2

5.20

SCR & NWR SCR

Incentives to Keymen :- The Grade Pay of key men and trackmen is same i.e. Rs. 1800/-. Because of this, there is reluctance among trackmen to become keymen. There is an urgent need to give some incentives to key men.

NWR

5.21

Provision of Special Allowance/Grade Pay to JE/P.Way working in USFD Organisation. As per Railway Board letter no. 89/Track/65-III/K/82 dated: 02.06.1990. Item no. C, USFD, SSE/JEs were motivated by giving a promotion on coming to USFD cadre, treating the same as ex cadre posts. But after the introduction of 6th Pay Commission and subsequently merging of SSE and JE grades, this monitory benefit no longer exists. Railway Board vide letter no. E(P&A) I-2010/SP-1/Gen-1 40

NR

dated: 03.01.2012 granted a special allowance @ Rs. 2500/- PM to vigilance inspectors. Since USFD and vigilance both are ex-cadre organization therefore it may kindly be suggested that: (i) On entry in USFD organization SSE/JE may be given next higher grade pay on Ex-cadre basis. Or (ii) Rs. 2500/- per month may be added in is salary as allowance.
5.22

Special incentive/ introduction of special allowances for the posts in P. Way cadre : During the recent days, it is observed that number of candidates appointed for posts in P.Way cadre by direct recruitment by RRB are leaving the jobs even during the training period/ at the most within one year after posting them in the field due to more responsibilities without any additional financial benefits when compared to the other posts. As a result, the safety of track is getting adversely affected very badly. In view of the above, it is suggested for providing special incentive/ allowance to the Pway cadre to control the above problem. Monsoon period for coal loading in wagons Vide corrigendum no. 5 to rate circular no. 28 of 2011, the mansoon period for coal loading has been revised as 1 July to 15 August. But in WCR the mansoon gets effective from 15 June to 30 September. By reducing the mansoon period vide correction slip no.5, the period from 16 June to 30 June & 16 August to 30 September no restriction is there while in these days there are rains and increase in load due to water is noticed. In view of above, mansoon period to be decided depending upon geography of particular zonal Railways.

SCR

5.23

WCR

5.24

Annual Maintenance Contract for Small Track Machines & USFD machines The para 1.4 (h) of IRSTMM and correction slip no.1 of IRSTMM-2005, state that it is desirable to have AMC for 5 years period along with procurement of machines to ensure satisfactory working of small track machines. After going through the pros & cons of entering upon AMC during procurement & after consultation with other Rly. it is stated that the said system may not be success due to following reasons: Only few quantities are procured time to time. 41

WCR

Firm are not ready for maintenance of few machines for long period of 6 year (01 year guarantee/warranty + 5 yrs. AMC). It is not possible to calculate preventive & comprehensive maintenance cost for long period of 6 years (01 year guarantee/warranty + 5 yrs. AMC) at the time of procurement. Rate for spares once quoted cannot be applicable for 6 years period due to variation rate of foreign currency as most of suppliers exports machines & spares.
The machines already procured by division shall not be covered in the AMC.

Hence to avoid above complication this Para of C.S.-1 it is desirable to have AMC for 5 years period along with procurement of machines needs review, as while finalizing procurement , finance insists for the this provision.
5.25

Track works contract to include supply of P.Way fittings (other than rails and sleepers) Presently, P.Way fittings are being procured by Track Supply Cell in each Railway HQ from the approved RDSO sources. Procurement of fittings through Track Cell organization requires lot of efforts including vetting of indents at various stages by divisions and HQ along with Open tenders (Stores Contracts) which are highly cumbersome and time consuming activities. As a result of this, most of the fittings are not being procured in time as per the need for CTR/TFR works and these works are delayed abnormally. At times it also leads to huge inventory. Sometime, such items also get procured which may not be immediately put into track. In view of above, it is proposed that Railway be allowed to invite works tenders for track works which include supplying and fixing of P.Way fittings. The fittings in such cases shall be procured from RDSO approved sources.

NR

42

5.26

Block Per Spell: Railway Board have issued directives for certain bare minimum block duration for different type of machines and the none of them is less than 2 hrs. Although, there is stipulation for granting of one single block of 4 hrs or 2 blocks of 2.5 hrs (UP & DN) but this is not practically available on Northern Railway. A close review of the Working Time Table indicates that more than 70% of the corridor blocks are less than 2.5 hrs. on the 5 divisions of Northern Railway. Similar situation must be on other Railways also. The block per spell which were made available on Northern Railway during 2012-13 for the important machines are shown in Annexure-I (column No. 17). These are less than block per spell (column No. 8) on IR average. Railway Board may like to review this situation and some positive directions are required to be issued from Traffic Directorate to the Zonal Railways for improving the situation.

NR

Annexure-I UTILIZATION OF TRACK MACHINE FOR APR 2012 - MAR 2013 Comp ared with IR Avera ge

Prog ress per effec tive hour (km)

IR Average (Apr'12Feb'13) % D B H / S B H (6 ) % A B H / D B H (7 ) B P S

NR Average (2011-12) % D B H / S B H (9 )

Upto Mar 13

Compared with NR Average % % A B H / D B H (1 9) A T P A R I M P D E T I M P I M P B P S

Ineffective time (Minutes)

Machine (2 ) H O T U N I B C M S B C M P Q R S

% A B H / D B H (1 0)

% B P S D B H / S B H (1 5)

% A B H / D B H (1 6) B P S

SBH

SN (1) 1 2 3 4 5

D B H / S B H (1 8) I M P A T P A R I M P I M P D E T

% DBH/ SBH

(3 ) 1 0 0 1 0 0 1 0 0 1 0 0 6 4

(4 ) 02 5 02 5 10 0 02 5 04 5

(5)

(8 ) 1. 6 4 1. 4 9 2. 5 4 1. 4 2 3. 0 0

(1 1) 1. 4 9 1. 3 6 2. 7 0 1. 3 6 2. 4 1

(1 7) 1. 5 2 1. 4 8 2. 5 7 1. 4 3 2. 7 3

(2 0) I M P I M P A T P A R I M P I M P

(21)

1.2

9 0

6 2

8 5

6 0

9 5

5 8

IMP

1.0

9 1

5 4

1 0 2

4 8

9 7

5 1

IMP

0.2

8 7

6 1

8 3

6 9

9 1

5 7

IMP

0.4

8 1 6 9

4 9 6 7

7 9 8 2

4 3 5 9

8 5 6 2

4 7 6 4

IMP

0.2

DET

43

T R T T 2 8 R G M

6 4

11 5 10 0 03 0

0.4

7 7

7 5 1 0 7 5 9

3. 8 2 4. 1 4 1. 2 4

6 7

8 7 1 1 8 -

3. 7 9 3. 7 5 -

6 7

8 5 1 3 1 6 1

3. 6 2 4. 0 2 1. 2 1

3 6 1 0 0

0.3

8 7 8 8

8 6 -

6 6 8 2

A T P A R D E T * -

A T P A R I M P -

A T P A R I M P -

DET

DET AT PAR

10.0

5.27

%age Actual blocks hrs/Stipulated block Hrs: Railway Board have laid down stipulated hrs of 100 hrs for all type of machines except TRT, PQRS (64 hrs) and T-28 (36 hrs) to be provided every month. Annexure-I indicate the %age ABH/DBH (Column-16) for 12-13 A Monthly exercise is being carried out for 5 divisions to work out the %age ABH to SBH based upon the monthly planning received from the division. It is observed that this is varying from 35% to 69% on individual division and is near 45% on Northern Railway as whole. This would mean that machines are utilized for only 45% of the block hrs required. Although, Northern Railway has introduced the system for Mega Block after regulation of trains for important track machine like BCM, TRT, PQRS but much is left to be desired for other track machines. As already mentioned in the item No.1 above, regarding poor availability of corridor blocks, more emphasis is on the running of Goods train in the corridor blocks available. The situation worsens when more and more new trains are introduced every year thus reducing the availability of Maintenance corridors. Policy directives on the above are required from Railway Board. Provision of balises on Track by S&T department. (TPWS) Present Problem: In Southern Railway/Chennai division, balises are provided on the PSC sleepers in the middle of Track by S&T department for Train Protection Warning System (TPWS) equipment purpose. For the monsoon Patrol man who patrols the track at extreme weather conditions, these balises, which are on the sleepers are obstructions and hinder his movement. Also, these PSC Sleepers cannot be tamped by Track machines and cannot be screened by BCM, thus affecting the regular track maintenance. Suggestion: S&T department may be advised to develop alternate system so that the unit does not interfere with the existing Track which obstructs regular Track maintenance. Otherwise, a JPO can be issued with detailed instructions and modalities, so that the balises, fixed will not cause obstruction either to trackmen or to regular track maintenance.

NR

5.28

SR

44

5.29

Access/Switching over to Operating frequency to the Walki-talki sets provided to Engg. Supervisors: The walkie-talkie sets presently provided to Engineering supervisors have only one frequency on which only Engineering to Engineering both way communication is possible. But, there is no access to Operating frequency, not even for one way communication (i.e listening). During traffic blocks, it is often felt to talk to Operating/Running staff i.e. ASM or Driver/Guard for exchange of information as well as extension / cancellation of traffic block with exchange of private numbers. Also, the Operating/Running staff may be alerted in case of any unusual noticed by the P.Way Inspecting officials during their inspection, requiring suspension of traffic or imposition of SR. At times, information about approaching trains may be required by the Inspecting officials for their personal safety viz during Push trolley inspection over sharp curve / steep gradient/cutting with poor visibility and bridges without adequate trolley refuses etc. If the facility of switching over to operating frequency on walkie-talkies of engineering supervisors is also extended, it will not only help in avoiding train detention in case of unusual and engineering blocks, but the safety of trains as well as the Inspecting official will also be ensured. In case the access to operating frequency is considered unsparable to other than train crew and station staff, at least the incoming facility may be provided on the walkie-talkie sets of engineering so that they can listen about the position of the approaching trains.

NCR

5.30

Provision of Green Toilet in coaches Corrosion of 90 UTS rails is more, especially, in Electrified Territories. The main reason of the corrosion is dropping of night soil on track. Corrosion of rails is the cause of rail renewal in 45% of the cases. Apart from corrosion, this leads to unhygienic environment making the track maintenance difficult and inhuman job. It is high time that provision of Green toilet is made mandatory in all new coaches being produced with immediate effect. Also measure should be taken to retrofit Greet toilets in existing coaches at the time of POH as and when due. Provision of Hectometer post According to prevailing instruction issued vide no.2004/CEII/TC/1/Policy dated 25.04.20117 hectometer posts are to be provided on left side of track in increasing directions of KMS on single lines, but on single line section trains are running on both the directions

NR

5.31

WCR

45

and where these hectometer posts are placed opposite side of drivers seat it become very difficult for driver to pin point the exact location in case any abnormality noticed. In view of above it is suggested that in single line hectometer posts are to be placed on both side alternatively instead of keeping on left side.
5.32 5.32.1

Charging of wheel burnt rail an d the damage to track in B-700 Emergency damage in track to be charged in B-700 The expenditure incurred for replacing the wheel burn/pitted rails or any other damages occurred to track due to derailments, fallen of consignment of wagon etc. which require immediate repair/replacement of rails or track component to be booked under revenue head B-700. Guide lines/instructions are required to be issued. Charging of wheel burnt rail: In connection with the above following information are furnished. The Wheel Burn of rail takes place because of slippage of wheel on rail. This is caused when the engine is not able to haul a train. Primarily, wheel burn is an outcome of stalling. (a) As defined under para-2.02 (of ECoR) of the accident manual stalling is an accident. Para reproduced below: For the purpose of Railway working, accident is an occurrence in the course of working of Railway which does or may affect the safety of the Railway, its engine, rolling stock, permanent way and works, fixed installations, passengers or servants or which affect the safety of others or which does or may cause delay to train or loss to the Railway. Wheel burn is covered under class-K accident (failure of permanent way) as per chapter 5.10 of accident manual. (b) Para-758 of Finance code of Vol.I(Chapter VII,Para,758) states the following: The cost of repairing flood damages, including the cost of repairing damages to track caused by accidents, is chargeable to Ordinary Revenue, Maintenance and Repairs, unless the repairs are associated with an element of betterment when the cost should be charged to the Depreciation Reserve Fund or Open Line Works Revenue as the case may be. Replacement of wheel burnt rail is restoration of accident damaged track and no way any element of betterment of track is involved. For this purpose a separate demand head (demand No.4 B700) is prescribed. Hence, changing of wheel burnt rail cannot and should not be charged to DRF or OLWR. If changing rails to replace wheel burnt rail is not charged to Demand No.4 (B-200 or B-700) it does not get serious attention of the Railway Administration. Thus, overloading, under powering, defects in

WCR & WCR

5.32.2

46

rolling stock like non-working of sanders/brake binding, etc. continue unabated. Charging the expenditure under revenue head will not only reduce the burden on PH-31 also indirectly help in curbing the stalling/wheel burn cases by way of forcing other departments for proper working on their part in train operation. There is no uniform policy adopted on various Railways as gathered by ECoR recently. While sanctioning the work under PH-31, Railway Board has declined to sanction work for changing of wheel burnt rail. It is suggested that a uniform policy may be advised by Railway Board so that all wheel burnt/scabbed rails are renewed chargeable to revenue D.No.4 (B-700) or otherwise.

5.33

Rehabilitation of Cess and drain to be treated as a part of DRF Formation along with drainage is the integral part of the track, as basic function of formation is to provide firm base. All other parts of track get required attention during renewals under DRF as per their life cycle. Accordingly CTR, TRR, TSR, TBR, TWR, TTR, TFR are being sanctioned as and when due. Life cycle of each component of track is different and accordingly all components are being sanctioned and getting renewed under DRF. Formation is to be attended during CTR, TSR or TBR works. Life cycle of formation being different from that of sleepers and ballast, they do not need attention during such works. Weak formation is also being sanctioned under DRF. In view of the above, it is proposed that Through Cess and Drains Renewal are also to be sanctioned under DRF.

NR

5.34

Disposal of Obsolete P.Way Materials (Class I & II) Present Problem: The present practice of disposing the Obsolete P.Way materials is to advise all Divisions over the Railway and Other Zonal Railways and wait for their response to explore the possibilities for use of each material at other places. But, when a material is obsolete in one Railway, it is practically obsolete for others also. Further, in most of the cases, the requirement, if any, from other Railways is very small and not justifiable for transportation, resulting in the materials not being disposed off. Keeping these materials unutilized is waste of capital investment, encouraging theft/missing, causing additional burden on the stock holders apart from loss of revenue for the Railways. Suggestion: It is suggested that Every Railway may maintain the

SR

47

list of all obsolete materials, in website instead of circulating all over the Railways involving avoidable paper work. After a certain period of time, say 6 months, CTE may be authorized to dispose the materials, which are not required by others, with the approval of PHOD based on the recommendations of committee comprising JAG officers. This will avoid leakage of revenue through loss/theft/corrosion and reduce the burden/expenses of gaurding the material, and help Railways get revenue in disposing these materials early.

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