Академический Документы
Профессиональный Документы
Культура Документы
P ermanent Way
Co nte nts
Track classifications
Track specifications
Track maintenance
Tr ack classifications
Q. What is an 'A' class line, or a 'Q' class line, etc.?
The permanent way sections are classified by IR according to the maximum speed (or more precisely, the
maximum speed proposed for the immediate future) that the tracks are capable of supporting. In most cases
this classification is more an indication of the priority of the route and IR's plans for it in the future, rather
than an indication of the speeds allowed on it today. Also, some small stretches of a line may have much
higher (or lower) allowed speeds than the classification of the line might indicate because of local conditions,
ghat sections, curves, etc.
The trivia section includes a list of the maximum speeds that some of these sections have been cleared for .
A class: Lines in this class are BG sections rated for speeds up to 160km/h. Some of these are:
Most of the New Delhi - Howrah line (via Grand Chord and Howrah-Burdwan Chord ('Rajdhani route')).
New Delhi - Bombay Central ('Frontier Mail route' or 'Golden Temple Mail route')
New Delhi - Madras Central ('Grand Trunk route')
Howrah - Nagpur - Bombay V.T. (CSTM)
Ratnagiri - Sawantwadi (KR)
Ratnagiri - Sawantwadi is a recent addition to this group [2004?]. Some IR publications still [2/06] do not list
this section as an 'A' route.
Apart from the standard 'A' class lines mentioned above, IR is contemplating setting up some very high speed
sections. Proposed sections include Mumbai Central - Ahmedabad, Bangalore - Chennai Central (these two
for up to 200km/h, with the former also being a candidate for a Shinkansen-like service with trains at up to
300km/h -- although this is still in the early stages of planning), and Palwal-Bina, Ghaziabad-Mughalsara
(these two for routinely running passenger trains up to 160km/h, and freights at 100km/h). These new
sections will be fully fenced or grade-separated.
B class: This class allows speeds up to 130km/h. This class includes the following sections (from 1999 unless
otherwise indicated):
Allahabad - Katni - Jabalpur - Itarsi - Bhusaval
Kalyan - Pune - Daund - Wadi - Secunderabad - Kazipet
Vadodara - Ahmedabad
Mathura - Ratlam
Ahmedabad - Ajmer - Jaipur - Bandikui - Rewari - Delhi
Sitarampur - Madhupur - Kiul - Patna - Mughalsarai
Howrah - Bandel - Barddhaman
Kharagpur - Waltair - Vijayawada
Kiul - Bhagalpur - Sahibganj - Barharwa
Delhi - Panipet - Ambala Cantt. - Kalka
Ambala Cantt. - Ludhiana - Pathankot
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3B
1/20
7/25/2015
2/20
7/25/2015
3/20
7/25/2015
4/20
7/25/2015
Speed Restriction
10 km/h
25 km/h
15 km/h
1:12 turnout with conventional curved switch (027'35" switch entry angle)
40 km/h
50 km/h
50 km/h
75 km/h
50 km/h
60 km/h
Note that some railbuses and other vehicles are allowed a higher speed than normal on sharp turnouts
because of their smaller wheels. Several high-speed turnouts are now being installed that allow passage at
40km/h, mostly to speed up passage of freight trains. The presence of curves, insufficient cant, etc. can
further require reductions in allowed speed.
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3B
5/20
7/25/2015
Traffic based classification Some older documents and other sources of IR make reference to a purely
traffic-based classification system for tracks. This system appears no longer to be in use. In this, lines were
classified as: 'HM' or Heavy Mineral - BG mineral and ore freight lines; 'A' - BG lines with more than 3 million
gross tonnes or MG lines with more than 2 million gross tonnes of traffic; 'B' - BG lines with 0.75 to 3 million
gross tonnes or MG lines with 0.5 to 2 million gross tonnes; 'C' - BG lines with 0.5 to 0.75 million gross tonnes
of traffic, or in some cases, defined as any lines carrying 3 or fewer trains a day; and 'D' - light lines with no
or little existing traffic built for passenger services or for the purpose of stimulating commercial activity in
underdeveloped areas.
Traffic Density
GMT/yr
D Spl
E Spl
> 20
60kg
60kg
60kg
60kg
60kg
60kg
60kg
10-20
60kg
60kg
60kg
60kg
60kg
60kg
52kg 90UTS
5-10
60kg
52kg 90UTS
52kg 90UTS
52kg 90UTS
52kg 90UTS
52kg 90UTS
52kg 90UTS
52kg 90UTS
or 60kg SH
52kg 90UTS
or 60kg SH
52kg 90UTS
or 60kg SH
52kg SH
52kg SH
52kg SH
<5
52kg 90UTS
52kg 90UTS
52kg 90UTS
52kg 90UTS
or 60kg SH
Loop Lines
52kg SH
52kg SH
52kg SH
52kg SH
'SH' = Second-hand
The standard 52kg/m and heavy 60kg/m rails mentioned above are made of a steel of strength 90ksi
ultimate tensile strength (90UTS steel). Some sections with heavy mineral freight traffic use steel rails of
110UTS. The move to 90UTS steel was necessitated because of the heavier loads and also to minimize wear
from the harder steel used for the cast wheels manufactured by the Wheel and Axle Plant (now Rail Wheel
Factory) especially for the newer BOXN wagons. The steel used is a medium manganese type with some
chromium and vanadium as well. Rails are often head-hardened (heat treated to harden the top surface) as
well ('HH' rails).
About 85% of the 52kg rails and about 95% of the 60kg rails are used for track renewals, track doubling, or
gauge conversion, only about 15% of all rail production being needed for single-length rail repair, points, and
crossings. The total service life of 52kg / 90UTS medium manganese rails is specified in terms of a traffic limit
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3B
6/20
7/25/2015
of 525GMT (gross million tonnes); for 60kg/90UTS rails the service life is 800GMT. Head hardening of the rails
increases the service life considerably, often by a factor of 2 or 3.
The older rails (until about 1993) of 90lb/yd, etc., were of 72UTS medium manganese steel which were
suitable for use with the older forged wheels. The 90UTS steel now used routinely, and especially the
110UTS steel used in some places, require extra care in the production of the rails as well in their transport
and maintenance since they tend to be less resistant to brittle fracture on encountering bending or impact
stresses.
The metallurgical quality of the steel was of some concern especially after a derailment at Khanna in Punjab
in 1999 was blamed on rails snapping due to excessive hydrogen left behind in the rails during manufacture.
The older 72UTS steel rails expanded up to about 14% under thermal and mechanical stresses, whereas the
90UTS and higher tensile strength rails expand much less (10% for 90UTS). This allows the 90UTS rails to be
welded together for longer lengths with the provision of expansion joints less frequently than for the 72UTS
rails.
The Steel Authority of India Ltd. (SAIL) is the main supplier of all kinds of rails for IR, although some initial
consignments of 110UTS steel rails were also imported in the mid-1990s. (See below for suppliers.)
Rail Dimensions and Other Specifications: Cross-sectional area for BG rails ranges from 7686mm2 for 60kg
UIC rails to 6615mm2 for 52kg IRS rails. Rail height is 156mm for 52kg rails, and 172mm for 60kg rails. Flange
width is 136mm (52kg rails). The 90UTS rails have a hardness of 260BHN, while the 72UTS rails have a
hardness of 230BHN.
Chemical Composition: Manganese in 72UTS rails: 0.95%-1.4%. Silicon: 0.05% to 0.30%. Sulphur (sulfur):
0.035% max. in HH rails, 0.04%-0.05% in 710 grade rails. Carbon: 0.72%-0.82% in HH rails, 0.45-0.6% in
710 grade rails, 0.6%-0.8% in 880 grade rails. Phosphorus: 0.035% max. in HH rails, 0.05% max. in 710/880
grade rails.
Meter Gauge MG rail weights are usually 37.2kg/m (75lb/yd) for busier sections. This is an IRS standard
adopted in the early 1970s and allows 17.5-ton axle load. Much MG trackage still uses the older RBS
standard adopted in 1914, which specifies 27.6kg/m (60lb/yd) (allowing 13-ton axle loads and 75km/h
speeds).
Narrow Gauge There is a large variety of rails used for NG lines. Common rail weights are 14.9kg/m
(30lb/yd), 19.8kg/m (40lb/yd), 20.5kg/m (41.3lb/yd), 24.8kg/m (50lb/yd), and 37.2kg/m (75lb/yd) (this last
kind is essentially the same rails for MG being re-used on NG sections). The Darjeeling Himalayan Railway
originally had 30lb or lighter rail, which was replaced quite early on with 41-1/4lb rail. After Independence
much of it was replaced with 50lb rails and in more recent times, much relaying has been done with 60lb rails
obtained from MG gauge conversions. Most NG lines have flat-bottomed rails, although a few had bull-headed
rails.
History
GIPR's first BG tracks used 65lb/yd double-headed rails made of wrought iron. Rails of 80lb/yd were common
(e.g., Indian Midland Railway). Both flat-bottomed and bull-headed rails were commonly used. MG railways
started off with 40lb/yd rails, although 30lb/yd rails were also used. The Barsi Light Rly. used 30lb/yd rails.
The Rajputana Malwa Rly. used 50lb rails.
7/20
7/25/2015
LWR is typically any length larger than twice the breathing length, which is the length allowed at the end of
the welded rail section which is free to expand or contract as the temperature changes. (Beyond the
breathing length, the rails do not move because of the resistance of the fasteners and the sleepers and
ballast.) The breathing length varies with the temperature range, the sleepers, and the type of rails, but is
typically 10m or less with concrete or steel sleepers. The expansion range of the rails is reduced with the
steels of higher tensile strength, such as the 90UTS and 110UTS steels, allowing longer welded sections to
be built.
With welded sections, the maintenance and safety problems of having rail joints with fishplates, etc., are
reduced, but welded rail also calls for more precise provisioning of destressing/pretensioning to account for
thermal expansion, etc. SWR with three-rail welded panels results in 28-30 fishplated joints over the distance
of a kilometer, which is the source of the commonly heard (and beloved of railfans) clackety-clack rhythm of
the wheels.
LWR is usually formed from panels of 10-rail or 20-rail length welded using flash butt welding at specialized
plants (Meerut, Gonda, etc.). The welded rails are transported on special rail flat wagons which have end
unloading chutes. LWR and CWR are also formed by in situ welding of the rails using alumino-thermic welding
(also known as thermite (thermit) welding). In this, the highly exothermic reaction of aluminium with ferric
oxide (provided as a paste called thermite) results in temperatures of around 2500C and the reduction of the
ferric oxide to elemental molten iron that then helps form a weld. More details on thermit welding here. Also
see the item below on welding.
There have been proposals from some rail manufacturers to supply long rails (65m, 78m) to reduce the
number of welds required for LWR/CWR. Bhilai Steel Plant makes 80m rails as its basic design at the plant,
however, usually these are cut to form the 13m and 26m rails to allow proper degassing and controlled
cooling. Initially, only 13m rails could be produced -- Bhilai Steel Plant was unable to make rails to the right
specifications at longer lengths, and IR also did not have facilities for transporting longer rails. An experiment
in the mid-1990s to produce 26m rails was unsuccessful. However, more recently, rail production technology
has improved, and longer rails can be produced by Bhilai Steel Plant with the requisite low levels of hydrogen
gas and conformance to other specifications. Lengths of 78m have been supplied from September 2004, and
more recently some 130m rails have been supplied to IR.
[2003] The Steel Authority of India Ltd. (SAIL) will be producing, at the Bhilai plant, extra-long pre-welded rail
panels (260m long, which is 10x the length of normal rails, and also 240m panels -- this is a convenient
multiple of the 80m manufactured length of rails from the Bhilai plant). [2/09] The Bhilai Steel Plant began
supplying these 260m rails in February of 2009.
8/20
7/25/2015
arcs over or 'flashes' at the junction between the rail ends. The rail ends are moved back and forth to keep
the flashing going and generate enough heat to melt the metal at the ends. The flashing cycles are adjusted
so that the current flows without creating a short-circuit situation nor leaving it at an open circuit for too long.
Typically, the weld current reaches 30,000 to 80,000 amps at about 400V to 500V. The machine then forces
the ends of the rails together with high pressure after the metal at the ends has melted, to consolidate the
joint as it cools and solidifies. Pressures range from 5kg/mm2 for 72UTS rails to 6kg/mm2 for 90UTS rails and
7kg/mm2 for 110UTS rails. When the weld has set, an operation of stripping is carried out to remove excess
metal that has solidified around the joint. Then the rail is cooled and straightened out. As with all welds, the
joint has to be ground smooth so the weld surface is flush with the parent rail surfaces. Variations in the
techniques include methods for initial burn-off and preheating, flashing cycle variations, methods of cooling,
etc.
In Thermit Welding or Alumino-Thermic Welding, the two ends of the rails are not brought into contact;
instead, the gap between them is filled with molten material created by the exothermic reaction of aluminium
and iron oxids. More details on thermit welding can be found here. Thermit welding is a manual process
requiring considerable skill on the part of the welders. Traditionally, IR used conventional thermit welding, but
in recent years has switched almost completely to the Quick Thermit Welding process, also known as the
'short pre-heat' or 'SKV' process. This saves time in the welding process but puts a higher premium on the
welders' skills.
Flash butt welding is generally considered to be superior to thermit welding because it is essentially a forging
process and the material of the weld is chemically identical to the parent body of the rails, which means its
strength and other characteristics are almost identical to those of the body of the rails. Flash butt welding
also typically results in fewer defects such as contaminant particles, porosity, etc., at the weld. Thermit
welding also requires a higher quality of rails as a precondition -- rails that are corroded, twisted or warped,
hogged or battered, or excessively worn cannot be welded by the thermit process as faults can propagate
into the weld material and cause weld fractures.
Other Methods. Gas Pressure Welding a solid phase welding technique. Oxy-acetyline flames are used to
heat the ends of the rails to be welded to 1200 -1300 C, and they are then placed in contact with one
another at high pressures, leading to the formation of a solid bond. ER has one gas pressure welding
machine from Japan that has been in use since 1966. Konkan Railway also imported Chinese and Japanese
gas pressure welding machines during the construction of the Konkan railway line. Other than these, gas
pressure welding is not used by IR. Metal Arc Welding is extremely rare.
9/20
7/25/2015
rails, and joints in special situations such as on sharp curves, at points, etc. For 60kg/m track, while the rail
specification is very close to Revised British Standard, the fishplates (and fishbolts) are considerably stronger
than the British standard specifies. Combination fishplates are used to secure rails of different weights or
different profiles together at a joint. Expansion joints or "rail expansion joints" are provided in welded rail
sections and other places where it is desirable to allow the rails to expand and contract with the varying
temperature. (See below.) Special fishplates are used for expansion joints (different types for different
weights of rails, and also for simple expansion joints and special expansion joints with central rail pieces.
Insulated rail joints are used in places where it is essential to keep adjacent rails electrically insulated from
each other for the purposes of track circuiting or signalling. (See the section on interlocking and track
circuits.) Insulated rail joints (also known as "block joints" in some cases) are of three types. Class A joints
are an older type, made of wood to achieve the electrical insulation. Class B joints use Nylon 66 (and are
hence known as "Nylon insulated rail joints") to achieve the insulation. Class C joints are glued insulated rail
joints quite commonly seen now on most high-speed lines. G3(L) joints are longer and use 6 fishbolts; G3(S)
joints are shorter, and use 4 fishbolts.
10/20
7/25/2015
pretension rails. Lateral and vertical adjustments are usually done manually using hammers or mallets and
crowbars to lift and move the rails after they are unfastened from the sleepers. The unfastening and
fastening of the sleepers is also usually done manually.
For some more information, see: Determining the Stress-Free Temperature in the field .
11/20
7/25/2015
(1200-1500kg toe load) (the latter developed by RDSO). Pandrol 'J' clips, often yellow in colour, which have a
lower profile and lower toe load), are used where they need to be removed and reinserted easily and where
ordinary clips might interfere with the fastening of fishplate bolts.
D Spl
E Spl
> 20
1660
1660
1660
1660
1660
1660
1660
10-20
1660
1660
1660
1660
1660
1660
1540
< 10
1660
1540
1540
1540
1540
1540
1540
Loop Lines
1340
1340
1340
1340
1340
1340
1340
Meter Gauge MG sections with heavy traffic have about 1583 sleepers per km (63cm spacing); MG branch
lines have about 1332 sleepers per km (75cm spacing); and minor MG lines have around 1167 sleepers per
km (86cm spacing).
Narrow Gauge NG sections vary a lot, but the commonest spacing arrangement used on NG is 1122 sleepers
per km (89cm spacing).
Sleeper spacings are smaller in some cases on curves, near points, etc. The spacings are usually larger on
bridges. Concrete sleepers are usually laid to the same spacings as wooden sleepers. Concrete sleepers are
normally used only with long welded rail or continuous welded rail sections. Metal sleepers may in some
cases be laid more sparsely than wooden sleepers.
While the minimum sleeper density is M+4 for short welded rail (see below for explanation of notation), for up
to 6 rails abutting an SWR section, the sleeper density is M+7.
12/20
7/25/2015
13/20
7/25/2015
IR generally does not use a separate sub-ballast layer below the ballast layer. A blanket layer of coarse,
granular material is usually provided directly below the ballast layer. Blanket layers are not provided for
tracks on rocky beds, or on well-graded gravelly or sandy beds.
Blankets of at least 45cm thickness are provided for tracks laid on poorly graded gravel or sand beds, or on
silty gravel or silty / clayey gravel beds. Blanket layers of 60cm are required for clayey gravel, clayey sand,
silty sand, or clayey / silty sand beds. A 1m-thick blanket is provided for silt, silty clay, or clay of low plasticity
or in conditions where the underlying rocks are of a type known to be excessively susceptible to weathering.
The blanket layer is generally composed of well-graded sandy gravel or crushed rock with specified
distributions of size and curvature. Mixtures of fines (metal, plastic, etc.) from industrial applications are used
in specific proportions in some cases, as are certain other waste materials that conform to specified
mechanical, chemical, and geometric requirements.
The subgrade is generally built up from a mixture of soil and stone fragments, cobbles, and waste materials,
crushed brick, etc. The blanket and subgrade are built up at a slope of about 2:1. The entire embankment
may rise to 6m with most ordinary kinds of materials used for the blanket and subgrade. In case the
subgrade is thicker than 1m or so, usually a 30cm layer of compacted soil is provided for every 1m-3m of the
subgrade thickness.
Self-stabilizing Track Konkan Railway has developed something they call self-stabilising track, which
aims to reduce or even eliminate the problem of ballast being de-compacted and dispersing under the
action of vibrations set up by moving trains.
The ballast in this system is laid on the track bed pre-compacted with constraining 'cages' that hold large
amounts of ballast together. These cages or ballast elements are of several modular shapes, 'L' or 'T', etc.,
and are placed in interlocking ways on the track bed. The effect is not only to prevent the ballast from
spreading under the action of vibrations, but to improve ride quality by changing the vibration
characteristics since the inertial mass responding to the impact from the train is larger. A thin sheet of
rubber or polyethylene between the sleepers and the top of the track bed further modifies the vibration
characteristics. The ballast elements are constructed of such a shape that the vibrations tend to wedge
them more firmly together. The expectation is that ballast maintenance will be much reduced for such
tracks.
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3
14/20
7/25/2015
Mainte nance
Q. How is track maintained?
Permanent way maintenance is largely done by gangs consisting of gangmen under the supervision of
agangmate. The gang goes down its assigned section of track (the gang beat or beat section), inspecting track
and performing normal routine maintenance. A patrolman may be separately deputed to perform visual
inspections along the length of a section of track by walking alongside it (two patrolmen in ghat or jungle
areas). Typically the patrol may cover 6km - 10km of track.
The schedule and track sections to be monitored by gangmen and patrolmen is specified in a Patrol
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3
15/20
7/25/2015
Chartprepared by the Divisional Engineer. This chart also indicates when and where the drivers of trains
running to schedule may expect to meet gangmen. Patrolmen and gangs carry Patrol Books in which they
record the status of the track and any maintenance they perform on it.
The gang is equipped to deal with minor problems such as fixing small deviations in gauge or elevation of the
rails, rearranging ballast, etc. If problems are discovered with the permanent way that cannot readily be
fixed by the gang, the details are reported to the station master of one of the adjacent block stations, and
temporary engineering speed restrictions are put in place for the track. Trains going through that section are
then subject to caution orders issued by the stations at either end.
A bigger maintenance of way crew with appropriate tools and machinery then works on repairing the track
while it is protected by being restricted. In some cases traffic on the line may have to be completely stopped.
Replacing ballast or sleepers, adjusting the rail profile by grinding, joint lubrication, rail creep adjustment,
replacing short sections of damaged rail, welding rails, etc., are some of the other maintenance tasks that
come up.
The regular patrolling of track is very important in order to maintain safe conditions for trains. If a patrolman
or gang is unaccountedly late or if a patrolman misses his beat for some reason, caution orders are usually
issued advising drivers to be alert for track defects and restricting trains on the affected sections of track to
40km/h (daytime, clear visibility) or 15km/h (night, bad visibility).
The permanent way inspector (PWI) for a division has ultimate responsibility for the condition of the
permanent way under his jurisdiction. The PWI and his staff undertake separate regular inspection tours of
the various lines, often in a motor trolley or inspection car. (In the past manually pushed trolleys were used
quite often, but their use is declining now.)
A few track maintenance machines are in use, for instance tie tamping machines, ballast cleaning machines,
etc.
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3
16/20
7/25/2015
Crews also pick up slack in the track. Slack refers to the condition where there is insufficient ballast or a gap
developing between the track and the trackbed, or subsidence of the track, because of a yield formation in
high banks and cuttings, at approaches to bridges, on badly aligned curves, where ballast is poorly laid or
insufficient, or where there are drainage defects causing subsidence problems. Slack is picked up by opening
the track and repacking the ballast.
Track Defects
An explanation of track defects in general is beyond the scope of these pages. Please consult any current
reference book on permanent way technology. A list of track defect indications is provided at the signs and
symbols page .
17/20
7/25/2015
18/20
7/25/2015
Q. What are the small vertical sections of rail that can be seen
embedded in the trackworks or a little distance away from the tracks
every so often?
These small vertical pieces of rail (or other structures such as a small cement post), usually painted yellow or
white, are monuments or vertical datum indicators. They have marks on them that indicate the correct
intended height of the rail head at that location on the track. When track maintenance crews adjust track for
its level, they use these indicators as the reference to which to adjust the rails. (Of course, other
considerations apply in special cases such as at curves, where the track's cant has to be taken into
consideration.) These indicators are also used to measure the longitudinal movement of long welded rails.
The indicators are usually buried quite deep into the earth so that they do not shift around easily. Sometimes
the track level is indicated painted on a nearby permanent structure instead.
There are also water level indicators in some areas, which are upright pieces of rail with graduated
markings on them in red, yellow or light green, and dark green. These serve as indications to locomotive and
EMU drivers during flooding. Generally speaking normal speeds are permitted if the (dark) green section of
the rail is visible. Reduced speeds and cautious operating are indicated when the water level rises to the
yellow or light green mark, and trains are not permitted to proceed into sections that are so deeply flooded
that the water level reaches the red mark, or covers the water level indicator entirely. (EMU drivers especially
tend to be very familiar with the location of each of these indicators and will know when they are submerged
and not visible.)
Q. What are the boards seen by the side of the tracks marked
'AEN/TNA - AEN/KYN' or some such?
These are jurisdictional boundaries for sections, subdivisions, or divisions in charge of maintaining the
permanent way. Please see the page on miscellaneous signs and indications for these.
Q. What are the signs seen by the side of the tracks marked 'G-2 /
1+1+12' or some such?
These are gang beat boundaries for the gangs maintaining the permanent way. Please see the page
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3
19/20
7/25/2015
data:text/html;charset=utf-8,%3Ch1%20style%3D%22padding%3A%200px%3B%20margin%3A%200.75em%200px%3B%20font-weight%3A%20bold%3
20/20