GOVERNMENT OF INDIA MINISTRY OF RAILWAYS … · FOREWORD The correction Slips (CSs) to various codes and manuals pertaining to the Engineering Department are being issued by various

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

(RAILWAY BOARD)

COMPENDIUM

OF

CORRECTION SLIPS

TO CODES & MANUAL

PERTAINING TO ENGG. DEPTT.

(Incorporating all advance correction slips issued between 1st July 2010 to 30th June 2012)

Volume 8, Number 1 June 2012

For official use only


(RAILWAY BOARD)

COMPENDIUM

OF

CORRECTION SLIPS

TO CODES & MANUAL

PERTAINING TO ENGG. DEPTT.

(Incorporating all advance correction slips issued between 1st July 2010 to 30th June 2012)

Volume 8, Number 1 June 2012

For official use only

FOREWORD

The correction Slips (CSs) to various codes and manuals

pertaining to the Engineering Department are being issued by various

nodal authorities, which have been nominated by the Railway Board.

There had been reports that the same were not reaching the

concerned officials down line.

It was, therefore, decided by the Railway Board (M.E) vide letter

No. 2004/ CE-II/CS/1 dated 05-02-04 that in addition to the issue of

CSs by nodal authorities as per extant practice, the same shall also

be compiled and published in the form of a booklet twice a year,

generally i.e. on 30th June and 31st December by IRICEN and re-

circulated to the Railways, containing the CSs issued during the

preceding six months. Since number of Correction slips issued to

various manuals from July 2010 to December 2011 were very less,

hence it was decided that the compendium will not be published in

Jan 2012. Therefore correction slips issued for July 2010 to June

2012 have been included in the present compendium. Incidentally, the

correction slips to various codes and manuals are posted an IRICEN

website also immediately after receipt in IRICEN and the members

can have an access to these after login through their password.

This is the Eighth volume containing CSs issued during the

period between 01st July 2010 to 30th June 2012. The pages have

been printed on one side only, so as to facilitate

tearing/pasting/updating the codes and manuals by the concerned

officials. The contents are also available on the IRICEN website

www.iricen.gov.in in members area. Director

IRICEN Pune 30th June 2012

CONTENTS

S. NO. CODES/MANUAL PAGE NO. 1 INDIAN RAILWAYS PERMANENT WAY MANUAL

(Second Reprint – 2004)

1-14

2 INDIAN RAILWAYS BRIDGE MANUAL – 1988 15-38 3 MANUAL OF INSTRUCTION ON LONG WELDED RAILS

2996 (Second Reprint – 2005)

39-41

4 MANUAL FOR FUSION WELDING OF RAILS BY THE ALUMINO-THERMIC PROCESS – 1988

42-43

5 MANUAL FOR ULTRASONIC TESTING OF RAIL AND WELDS 2006

44-77

6 INDIAN RAILWAYS SCHEDULE OF DIMENSIONS 1976 mm GAUGE (BG) REVISED - 2004

78-84

7 INDIAN RAILWAYS TRACK MACHINE MANUAL – 2000 85-86 6

No Correction Slips received to the following Codes & Manuals between

1st July 2010 to 30 th June 2012

1 INDIAN RAILWAYS WORKS MANUAL – 2000 2 MANUAL FOR FLASH BUTT WELDING OF RAILS (Reprint

2004)

3 MANUAL FOR GLUED INSULATED RAIL JOINTS - 1998 4 MANUAL OF INSPECTION SCHEDULES FOR OFFICIALS

OF ENGINEERING DEPARTMENT – 2000

5 RAILWAYS (OPENING FOR PUBLIC CARRIAGE OF PASSENGERS) RULES, 2000

6 INDIAN RAILWAYS CODE FOR THE ENGINEERING DEPARTMENT (Third Reprint – 1999)

7 GUIDELINES FOR EARTHWORK IN RAILWAY PROJECTS 2003

DISCLAIMER:- This compendium is compilation of different correction slips for reference purpose only. For any doubt or confirmation, original correction slips issued by RDSO / Railway Board may be referred.

Abstract of previous and current volumes of Compendium of Correction Slips to Codes & Manuals Pertaining to Engg. Deptt.

Serial Number of Correction Slips/Addendum & Corrigendum / Errata

SN

Code/Manual Last Correction Slips

Vol. 3 No. 1

Dec. 06

Vol. 3 No. 2

Dec 06

Vol. 4 No. 1

June 07

Vol. 4 No. 1

June 08

Vol. 5 No. 1

June. 08

Vol 5 No. 2

Dec 08

Vol. 6 No. 1

June 09

Vol. 7 No. 1

June 10

Vol. 8 No. 1

June 12

1 INDIAN RAILWAYS PERMANENT WAY MANUAL (Second Reprint – 2004) 120 dt 16/04/10 Nil 100 101 to 103 104 to 108 109 to 113 114 to 115 116 & 117 118 to 120

121 to 129

2 INDIAN RAILWAYS BRIDGE MANUAL – 1998 20 dt. 07/06/10 Nil Nil Nil 12 13 & 14 15 to 18 Nil 19 – 20 21-24

3 INDIAN RAILWAYS WORKS MANUAL – 2000 10 dt. 17/02/05 Nil Nil Nil Nil Nil Nil Nil Nil Nil

4 MANUAL OF INSTRUCTIONS ONLONG WELDED RAILS – 2006 (Second Reprint – 2005) 13 dt. 09/03/1- 9 10 & 11 Nil Nil Nil Nil 12 13

14-15

5 MANUAL FOR FLASH BUTT WELDING OF RAILS (Reprint 2004) 7 dt. 16/01/07 Nil Nil 7 Nil Nil Nil Nil Nil

Nil

6 MANUAL FOR FUSION WELDING OF RAILS BY THE ALUMINO-THERMIC PROCESS – 1998 10 dt. 29/06/10 5 Nil Nil 6 & 7 Nil 8 9 10

11-12

7 MANUAL FOR ULTRASONIC TESTING OF RAILS AND WELDS – 2006 (Revised including C.S. from 1- 17)

5 dt. 26/05/10 N.A. N.A. Nil 1 2 & 3 Nil 4 5

6-9

8 MANUAL FOR GLUED INSULATED RAIL JOINTS – 1998 4 dt. 07/8/01 Nil Nil Nil Nil Nil Nil Nil Nil

Nil

9 INDIAN RAILWAYS TRACK MACHINE , MANUAL – 2000 10 dt. 12/12/06 Nil 9 & 10 Nil Nil Nil Nil Nil Nil

14 -15*

10 MANUAL OF INSPECTIN SCHEDULES FOR OFFICIALS OF ENGINEERING DEPARTMENT – 2000

Nil Nil Nil Nil Nil Nil Nil Nil Nil

Nil

11 RAILWAYS (OPENING FOR PUBLIC CARRIAGE OF PASSENGERS) RULES, 2000

Corrigendum dt. 16/2/05 Nil Nil Nil Nil Nil Nil Nil Nil

Nil

12 INDIAN RAILWAYS SCHEDULE OF DIMENSIONS 1676 mm GAUGE (BG) REVISED – 2004 ( *4 not yet issued.)

5 dt 11/2/09 1 & 2 Nil Nil 3 Nil Nil 5** Nil

6-7

13 INDIAN RAILWAYS CODE FOR THE ENGINEERING DEPARTMENT (Third Reprint – 199) 45 dt 10/7/08 Nil 40 41 42 Nil 43 to 45 Nil Nil

Nil

14 GUIDELINES FOR EARTHWORK IN RAILWAY PROJECTS - 2003 1 dt. 22/7/04 Nil Nil Nil Nil Nil Nil Nil Nil

Nil

*CS 11 to 13 NOT ISSUED, ** CS 4 NOT ISSUED

भारत सरकार रेल मं ालय (रेलव े बोड)


(RAILWAY BOARD)

भारतीय रेल पथ

िनयमावली

INDIAN RAILWAYS PERMANENT WAY

MANUAL

तीय पुनम ण 2004

दनांक 05-03-2005 के मांक 93 तक के सम त अि म शु प समा हत

Second Reprint 2004

Embodying all advance correction slips upto Number 93 dated 05-03-2004

1

ADVANCE CORRECTION SLIP No. 121 dated 12.07.2010

The existing sub para (2) (h) of para 1302 of Indian Railways Permanent Way Manual shall be replaced by the following:-

Para 1302 (2) (h) - Provision of new level crossing, shifting of existing level crossing on running lines, de-manning and downgrading of level crossing, manning of unmanned level crossings, upgrading of level crossing involving changes in the method of working or operation (such as interlocking) and closing down of manned level crossings. However, sanction of CRS shall not be required for providing lifting barriers in place of leaf/swing gates at interlocked/non-interlocked level crossing or closing of unmanned level/canal/cattle crossing. *****

ADVANCE CORRECTION SLIP No. 122 dated 23.11.2010 (I) A new Para 238 (2) (g) (iii) and 238 (2) (g) (iv) may be added to Indian Railways

Permanent Way Manual as under:- Para 238 (2) (g) (iii):- Deep Screening with BCM (Ballast Cleaning Machine) and followed by Tamping and Stabilisation of Track with TTM (Tie Temping Machine) and DTS (Dynamic Track Stabiliser) respectively for BG –The work is to be carried out in stages on various days after the start of the screening operations and the speed restriction recommended to be imposed are indicated in the schematic representation in table – III below. According to the schedule, normal sectional speed can be resumed on the 8th day.

Table_III

Schedule of speed restriction for deep screening by BCM followed by tamping and

Stabilisation by TTM and DTS machines for BG.

Details of work Days of work

Speed restriction

Deep screening of track by BCM, ballast equalization followed by initial packing and initial stabilization by DTS

1st day 40 Kmph

First round of tamping followed by stabilization of track by DTS.

2nd day (1st Tamping)

40 Kmph

Survey of track for design tamping mode as per Annexure 5.3 of IRTMM-2000, boxing of ballast section and tiding

3rd day 40 Kmph

Second round of tamping followed by stabilization of track by DTS.

4th day (2ndTemping)

40 Kmph

Survey of track for design tamping mode as per Annexure 5.3 of IRTMM-2000, boxing of ballast section and tiding

5th day 40 Kmph

Third round of tamping in design mode followed by third round of stabilization by DTS.

6th day (3rd Temping)

75 Kmph

Inspectin of track, boxing of ballast section and tiding 8th day Normal speed of the section

The period of the schedule shown above can be suitably increased to suit local conditions of the track consolidation. Para238 (2) (g) (iv):- Precautions to be taken during deep screening of track by BCM followed by TTM and DTS machines;

2

(i) All precautions laid down in LWR manual (specially those in para no. 6.3.2) shall be strictly followed.

(ii) Hard Sal wood blocks of size 600 X 300 X 300 mm (six numbers) duly end bounded shall be arranged for supporting ends of three adjoining sleepers where cutter bar is left in the track and remains untamped.

(iii) Sleepers of cutter bar area shall be manually packed and ballast under cutter bar location sleepers shall be removed only half an hour before the expected traffic block. Adequate care shall be taken to ensure that wooden blocks are not dislodged before arrival of BCM at site.

(iv) Fish-plated joint shall not be located in cutter bar location.

(v) Ramp shall not be located in location like level crossing, girder bridge, transition

portion of curve etc. It shall be kept minimum two rail length away.

(vi) In case of fracture or cut in CWR/LWR, a speed restriction of 20 Km/h shall be imposed till it is repaired as per para 7.2.3 of LWR Manual.

(vii) In case of malfunctioning of TTM and/ or DTS, deep screening shall be stopped and track which has not been tamped and stabilized shall be attended manually by ballast ramming and correction of track geometry to ensure safety of running trains. Speed restriction shall be imposed and relaxed in terms of IRPWM Para 238 (2) (g) (i) or (ii) whichever is the case.

(viii) In case of non-availability of traffic block on subsequent days of deep screening by BCM, speed restriction shall be imposed and relaxed in terms of IRPWM Para 238 (2) (g) (i) or (ii) whichever is the case.

(ix) When BRM is not deployed, adequate track men shall be deputed to recoup ballast, particularly in shoulder and maintain ballast profile after machine working.

(x) Lifting of track shall be restored after ensuring adequate availability of ballast for maintaining ballast profile for planned lifting.

(xi) Adequate arrangements for supply and training out of ballast prior to deep screening should be made. Special care shall be taken by deploying watchman on stretches overdue for rail renewal.

(II) The existing paras 257(4), (6) & (7) and para 917 of Indian Railways Permanent Way

Manual shall be replaced by the following:- Para 257 (4) - Reports of Rail failures – In addition to the record maintained in the section register, as detailed above, a report has to be prepared as per Annexure 2/10 in all cases of rail failures occurring in track with the exception of the cases noted below -

(a) Rail failures occurring in non - running lines. (b) Non standard and obsolete rails. (c) Rails removed due to casual renewals on account of accidental damages to the

rails such as wheel burns and scabbings, buckling, kinks, derailments, abnormal slipping of loco wheels, excessive wear, loss of section by corrosion, battering, elongation of holes etc..

(d) Machined rails such as mitred joints, switch expansion joints, switches and

3

crossings. For this purpose, the Permanent Way Inspector will prepare a ‘Rail failure’ Report in quadruplicate as per pro forma at Annexure 2/10 and shall forward 3 copies to the Assistant Engineer, who will transmit all the copies with his remarks to the Divisional Engineer, for onward transmission of one copy each to the Chief Engineer and Executive Director (M&C) / RDSO / Lucknow. In case of failures requiring metallurgical investigation, the report should be prepared in quadruplicate, the extra copy being sent to the Chemist and Metallurgist of the Zonal Railway along with the samples as detailed in the sub-para (7) below. Efforts should be made by Divisional Engineer so that the report reaches the Executive Director (M&C)/RDSO within a fortnight of the rail failure. Sketches illustrating the fractures will be prepared and submitted with the failure reports on each case, care being taken that the running face of the rail is indicated thereon. It is particularly essential to record the type of failure in the failure reports against item No. 5.3 as per R.D.S.O. monograph “Rail Failures - Description, Classification and Reporting”. The Executive Director (M&C) will arrange to carry out analysis of rail failures from the reports received from Permanent Way Inspectors and the Chemist and Metallurgist and publish report with suggestions for reducing failures. In most cases, it is possible to determine the cause of the failure by visual examination/ultrasonic detection without the need for metallurgical investigation. However, in cases mentioned in sub-para (5) below, it is obligatory to take up full metallurgical examination by the Chemist and Metallurgist of the Railway concerned with a view to ascertaining the exact cause of failure. In such cases the rail failure report should be made out in the prescribed proforma inserting the most probable code of failure against item No. 5.3 and indicating whether the sample has been sent to the Chemist and Metallurgist for metallurgical investigation.

For the cases of rail failures detected visually, a short piece of rail approximately 1m. long (500mm+500mm) has to be sent to the Zonal Railway Chemist and Metallurgist by the Permanent Way Inspector direct, along with a copy of the rail failure report only for such cases which come under the category listed in sub-para (5) below. In other cases, i.e. , those detected by ultrasonic flaw detectors, the rail pieces of 1m length (500mm+500mm) containing the flaw shall be be sent for metallurgical test only from those rails which are removed from track based on the criteria for removal of rails and falling in the category listed in sub para (5) below. The test pieces for metallurgical examination are to be sent only for rail failures which occur within test free period subject to maximum of 10 years of rolling and for which detailed report are to be prepared. In case of repetitive failures of rails of same rolling mark, irrespective of the type of fracture/flaw, short rail piece of approximately 1m long (500mm+500mm) containing the fracture/flaw detected visually or by ultrasonic flaw detector should be sent to the Chemist and Metallurgist together with a rail failure report for metallurgical investigation. Chief Track Engineer of zonal railway shall forward the cases of repetitive failure of rails of same rolling mark on account of chemical & metallurgical reasons to Executive Director/M&C/RDSO along with investigation report, from Chemist and Metallurgist. The rail piece of approximately 1m long (500mm+500mm) containing the fracture should be sent to Executive Director (M&C)/RDSO together with a rail failure report for metallurgical investigation where rail/ weld failure is prima facie cause of train accident. To sum up, before sending the test pieces to the Chemist and Metallurgist or RDSO, it should be ensured that - (i) The rail failure is within test free period subject to maximum of 10 years of rolling of

rail, irrespective of the type of fracture/flaw. (ii) The rails have been removed from track as a result of visual or ultrasonic detection and

rail failure falls in categories listed in sub para (5) below. (iii) The rail where rail / weld failure is a prima facie cause of the train accident should be sent

to RDSO. (iv) The rails with repetitive failure of same rolling mark irrespective of type of

failure.

4

In cases of failures of imported rails occurring within guarantee period, stipulation of sub para (6) shall be followed.

Para 257 (6) - Failure of imported rai ls within the Guarantee period - In all cases of failure of imported rail, occurring within the guarantee period, irrespective of the type of fracture/flaw rail piece approximately 1m long (500mm+500mm) containing the fracture/ flaw detected visually or by ultrasonic flaw detector, should be sent to the Chemist and Metallurgist together with a rail failure report for metallurgical investigation. Para 257 (7) - Procedure for sending samples for metallurgical investigation— In case of fractured rail, both the pieces of approximately 500 mm long each i.e. total 1m long containing fractured faces/flaw should be sent to the Chemist and Metallurgist for investigation. To avoid damage in transit, the fractured faces shall be protected with mineral jelly and suitably covered with hessian cloth. Cracked rails may also be suitably protected at the crack location to avoid damage in transit. Pieces having internal defects may be dispatched as such.

The Chemist and Metallurgist of the Railway will carry out metallurgical investigation, as required, and forward one copy of the report each to the Chief Engineer of the Railway and the Executive Director (M&C)/ R.D.S.O.

In case of failures of imported rails within the guarantee period, attributable to manufacturing defects as revealed my metallurgical investigation, the Chief Engineer should immediately lodge a provisional claim with the manufacturer pending Executive Director (M&C)’s confirmation of the findings submitted by the Chemist and Metallurgist of the Railway. The Executive Director ( M&C )/ R.D.S.O. will scrutinise the report submitted by the Chemist and Metallurgist and if he agrees with the findings as submitted, inform the Chief Engineer accordingly. Where the Executive Director (M&C)/ RDSO feels the need for carrying out further investigation before giving his verdict, he will call for the sample from the Chemist and Metallurgist of the Railway and carry out confirmatory tests, as necessary and intimate the findings to the Chief Engineer. On the basis of Executive Director (M&C)’s advice, the Chief Engineer will then finalise the claim with the manufacturer.

In case of failures of rails other than imported, the Executive Director (M&C)/RDSO will call for samples from the Chemist and Metallurgist, for confirmatory test, where necessary. Based on the trend indicated by the numerical analysis of the rail failures for the period under review, the Executive Director(M&C) will bring to the notice of the indigenous manufacturers and Inspecting Agency, any predominance of failures attributable to manufacturing defects, to enable corrective action being taken.

******


A new sub para (15) of para 170 may be added to Indian Railways Permanent Way Manual as under:-

Para 170 (15) - Key man shall watch height gauges for any damage. In case of any such damage, he shall also look for any damage/shifting of girder, infringement to track or damage to overhead electrical installations and shall report the matter to the Mate, the nearest Station Master and Permanent Way Inspector. He shall also protect the line as the situation warrants.

******


5

The existing SUB para (2) of para 250 of Indian Railways Permanent Way Manual shall be replaced as under:- 250 (2) Prevention of corrosion :-

(a) Identification and measurement – (i) Areas prone to corrosion of rails shall be identified by the Principal Chief Engineer of the

Railway on the basis of reports sent by Divisional Engineers. (ii) In corrosion prone areas identified in accordance with above para, measurement of

depth of corrosion pits both vertically and laterally (reduction in bottom flange width of rail), shall be done using straight edge and feeler gauge or any other suitable device at a fixed periodicity of once in a year on every 100 sleepers by removing Elastic Rail Clips and liners and such measurements shall be recorded in a register to be maintained by each Section Engineer (P.Way) as per Annexure – 2/20.

(iii) For new line/gauge conversion projects, corrosion prone areas shall be identified by

CAO(C)/Chief Engineer(C) in consultation with Principal Chief Engineer. (b) Anti-corrosive painting – (i) In case of the new rails to be laid during track renewals/doublings/other construction

projects in identified corrosion prone areas, anti corrosive bituminous coating as per procedure mentioned in (iii) below should be provided before laying in track. This should preferably be done in Flash But Welding Plants. For severe corrosion prone areas, wherever possible, Zinc metalisation in lieu of bituminous painting in centralized plant/ Flash Butt Welding plant can also be done. The Zinc metalisation shall be done as per procedure laid down in RDSO Circular no. CT/ACP dated 24-02-2006.

(ii) In case of rails that are already laid in track in identified corrosion prone area , anti-

corrosive bituminous coating to rails should be given in the track itself as per procedure mentioned in (iii) below -

(iii) Surface preparation of rails shall be done, with the help of hand operated or power

operated tools i.e. scrappers, wire brushes, sand papers, pumice stones etc. Wire brushing shall invariably be done at the end so as to obtain uniform rubbed surface. The surface prepared shall be checked visually for uniformity of surface. Special care should be taken in surface in preparation at weld collars and liner contact areas. Surface preparation should not be done when ambient temperature is below 10ºC or above 50ºC, in rainy season, during night, in winter before 8AM, in summer between 11AM to 3 PM and in extremely windy/misty/dusty conditions. Chemical should not be used for surface preparation. Painting should be done in two coats of thickness of 100 microns each by anti corrosive bituminous black paint confirm to IS:9862 after an interval of 8 hours between two coats. All the liners and Elastic Rail Clips shall also be painted with anti corrosive black bituminous paint after duly cleaning the surface.

(iv) In identified corrosion prone areas, bituminous painting of rails shall be done once in a

year on inside of gauge face including web and foot and once in three years on non-gauge face side of rail including web and foot. In other areas, wherever signs of corrosion are seen in isolated patches, prompt action for anti-corrosive painting shall be taken.

(c) Greasing and sealing of liner contact area - In identified corrosion prone areas, the rail

liner seat should be greased using graphite grease to the RDSO specification after proper cleaning. The grease is also applied all around the liner on the rail foot on gauge

6

face side to prevent the ingress of toilet droppings in the gap between the liner and rail foot, Greasing and sealing of liner contact areas shall be done once in year for gauge face side and once in two year on non-gauge face of rail.

(d) Shifting of liner locations - shifting of liner location on rail foot at regular intervals is

desirable to ensure that the effect of corrosion is not allowed to built up at liner location and render rails vulnerable to fractures due to increased depth of liner bite pits. After new rails are laid in an identified corrosion prone area, regular watch on the effect of corrosion shall be kept by taking measurement of depth of pits and shifting of the liner biting locations by de-stressing of rails in LWR track and pulling back rails in SWR/fish-plated track as per frequency and guidelines approved by the Chief Track Engineer based on local conditions.

(e) Rail flanges/web should be kept free of the muck particularly at stations. (f) Periodical cleaning of rubbish should be done in goods shed siding lines. (g) Train watering arrangements/Water columns should be avoided on the run through main

lines as far as possible. Proper drainage should be ensured in yard/station lines including washing lines, washable aprons, train watering lines etc.

……………….RAILWAY

ANNEXURE – 2/20 Para 250 (2)(a)(ii)

Proforma for Measurement of Liner bite/corrosion of Rail Division…………….. Section…………………..Between Stations………………….. Track Structure (rail)…………… Sleeper Density…………Annual GMT………………………. Whether corrosion prone area (Yes/No)

Corrosion depth in mm

Left Rail Right Rail

Vertical Lateral Vertical Lateral

Date of recording

Location (KM/TP)

Sleeper No.

GF NGF GF NGF GF NGF GF NGF

Remarks with signature

(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)

Where, GF – gauge face side, NGF – non gauge face side.

******


In Indian Railways Permanent Way Manual a new para 272(4) (a) may be added as under:

1. New Para 272 (4) (a) may be added to IRPWM given as under:-

Para 272 (4) (a) - 26m long rolled rail may be laid on bridges with 1.0 m long fish plate and 06

7

bolts. Joint gaps to provided and maintained as per para 508 & 510 (3).

The existing paras 508, 510(3) of Indian Railways Permanent Way Manual shall be replaced by the following:- Para 508. Laying of short welded rails (SWR) – The gaps to be provided for SWR at the time of laying shall be in accordance with Table I depending on the installation temperature (ti) and the Zone in which the rails are laid –

TABLE I -

Initial laying gaps for SWR for various installation temperatures

For Zones I and II

Rail temperature at the time of installation (ti)

(in centigrade) –

tm-17.5 to tm-12.6

tm-12.5 to tm-7.6

tm-7.5 to tm-2.6

tm -2.5 to tm +2.5

tm+2.6 to tm+7.5

tm+7.6 to tm+12.5

Initial laying gaps in mm – For 39 m panels

For 26 m rolled rails

12

10

10

9

8

7

6

6

4

5

2

3

For Zones III and IV

Rail temperature at the time of installation (ti) (in centigrade) –

tm-22.5 to tm-17.6

tm-17.5 to tm-12.6

tm-12.5 to tm-7.6

tm-7.5 to tm-2.5

tm-2.4 to tm+2.5

tm +2.6 to tm +7.5

Initial laying gaps in mm – For 39 m panels


12

10

10

9

8

7

6

6

4

5

2

3

If the laying has to be done outside the temperature range given in table above, or wherever joint gaps could not be provided as per the table, re- adjustment of gap shall be carried out within two days of laying before the track consolidates. Along with the gap adjustment, any respacing of sleepers, if required, must be carried out. Para 510 (3) - Recommended range of value of gaps – The recommended range of value of gaps (in mm.) during service for various ranges of rail temperature is indicated in the table given below :–

TABLE II

Initial laying gaps for SWR for various installation temperatures For Zones I and II

Temperature during gap survey (in centigrade)

tm-12.5 to tm-7.6

tm-7.5 to tm-2.6

tm-2.5 to tm+2.5

tm+2.6 to tm+7.5

tm+7.6 to tm+12.5

tm+12.6 to tm+17.5

Permissible values of gap (in mm)

For 39 m panels


11 to14

8 to 13

9 to 13

6 to 11

7 to 11

5 to 10

5 to 9

3 to 8

3 to 7

2 to 7

1 to 5

1 to 5

8

For Zones III and IV


The existing paras 263(2) (a) (i) of Indian Railways Permanent Way Manual shall be replaced by the following:-

Para 263(2) - depths of Ballast Cushion – (a) The minimum depth of the ballast below the bottom of the sleepers at the rail seat should be as under –

(i) Broad Gauge –

In case of Min. depth of all BG routes (mm)

Track Renewals (complete track renewals and through sleeper renewals) 300*

All doubling, Gauge Conversions and New Line construction works. 350 Loop line 250

* Where possible a depth of 350 mm may be provided.

Sidings:

Sidings with permissible speed up to 50 kmph. 300 Private and other Sidings

For Sidings with permissible speed more than 50 kmph. 350

******

Temperature during gap survey (in centigrade)

tm-17.5 to tm-12.6

tm-12.5 to tm-7.6

tm-7.5 to tm-2.5

tm-2.4 to tm+2.5

tm+2.6 to tm+7.5

tm+7.6 to tm+12.5

Permissible values of gap (in mm) For 39 m panels For 26 m rolled rails

11 to14

8 to 13

9 to 13

6 to 11

7 to 11

5 to 10

5 to 9

3 to 8

3 to 7

2 to 7

1 to 5

1 to 5

Note: –

(i) The gaps given above are to be distinguished from the values given in Para 508

(Table - I) which are intended to be provided at the time of initial laying of SWR.

(ii) Gap survey should be carried out when rail temperature is in rising trend only.

******

9

ADVANCE CORRECTION SLIP No.127 DATED 28.11.2011 The existing sub para 1302 (2) (g) of Indian Railways Permanent Way Manual shall be replaced by the following: Para 1302 (2) (g) – New bridges including road over and under bridges, foot over-bridges, strengthening, raising, reconstruction, dismantling or extension of existing bridges, addition or replacement of existing girders, including, provision of temporary girders. Here, bridges shall include road over and under bridges, foot over bridges and subways affecting running lines. However, sanction of CRS shall not be required for providing RUB/Subway in lieu of level crossings, if pre-cast RCC boxes are inserted through cut & cover method under complete traffic-cum-power block of all affected tracks simultaneously, followed by passing of the first train at dead stop with proceed caution and subsequent trains at 20 kmph temporary speed restriction which shall be relaxed as per consolidation of track. The GAD, Design & Drawing, Standard Loadings, Execution/Launching Scheme, etc, shall have due approval of Chief Bridge Engineer/ Chief Engineer.

******

ADVANCE CORRECTION SLIP No.128 DATED 05.03.2012 (Including corrigendum dtd 20.3.2012)

1.0 The existing para 234(5) of Indian Railways Permanent Way Manual shall be

replaced with the following:- Para 234 (5) – (a) Work of lifting or lowering of track involved in conventional through packing and picking up

slacks during regular track maintenance should be carried out under the supervision of Gangmate.

(b) Work of lifting or lowering of track up to 50 mm done in other normal maintenance of track

should be carried out under supervision of Permanent Way Mistry. (c) Work of Manual lifting or lowering of track beyond 50 mm should be carried out under

supervision of certified Permanent Way Mistry (Competency Certificate should be issued by Chief Track Engineer).

(d) Work of mechanized lifting or lowering of track be carried out under supervision of

Permanent Way Inspector. Note – For LWR/CWR track, provisions given in Manual of Instructions on Long Welded Rails shall be followed. 2.0 The existing para 238(2)(d)(i) of Indian Railways Permanent Way Manual shall be

replaced with the following:- Para 238 (2) (d) (i) – The work of manual deep screening would be done under the supervision of an official not lower in rank than the certified Permanent Way Mistry (Competency Certificate should be issued by Chief Track Engineer). However, the work of mechanized deep screening would be done under the supervision of an official not lower in rank than the Permanent Way Inspector.

10

Note – For LWR/CWR track, provisions given in Manual of Instructions on Long Welded Rails shall be followed. 3.0 Annexure-2/11 Para 263 of IRPWM table shall be replaced with new annexure (copy

enclosed). 4.0 Para 273 – Bridge Timbers: 4.1 Para 273 Bridge Timber shall be renumbered as Para 273 (a) Bridge Timber. 4.2 Proposed Para shall be added as Para 273(b) in IRPWM manual as given below: Para 273 (b) – Steel Sleepers on bridges:

(1) Terminology : Steel Sleepers on bridges refer to both Steel Channel Sleepers and Steel H-Beam Sleepers.

(2) Design, Dimensions and sections : Steel sleepers to be used on girder bridges

should be fabricated as per approved drawings. For girder bridges on curves, steel sleepers should be designed to suit the specific locations. This may require special arrangement such as special bearing plates, special hook bolts and other arrangements as necessary to provide required cant on curve. (Ref:- Corrigendum Dtd 20.3.12 to Advance Correction Slip No.128 dated 05.03.2012 to the Indian Railways Permanent Way Manual)

(3) Sleeper Spacing : Maximum centre to centre sleeper spacing should be 600

mm. The clear distance between sleepers should not be more than 450 mm. The clear distance between joint sleepers should not be more than 200 mm.

(4) Fabrication of steel sleeper and other components:

(a) Fabrication of Steel Sleepers on bridges and its protective coating should be in conformity with BS-45 issued by RDSO.

(b) For girder, location of Steel Sleepers should be marked and numbered after detailed survey of the girder. The fabrication of Steel Sleeper should be location specific considering girder centre, top flange cover plates, rivets pitch etc.

(c) In case of bridge on curves, the location of Steel Sleepers should be marked after taking into account the realigned curve. In case transition curve lies on bridge fully or partially, the thickness of steel pad plate should take care of cant gradient.

(5) Laying of Steel Sleepers on bridges:

(a) Before laying Steel Sleepers, creep if any, should be pulled back and rail joints should be so located that after laying sleepers, joints should not become supported joints.

(b) The top flange of girder should be cleaned of old paint and then re-painted as specified.

(c) Wherever required the existing cross level and misalignment of girder/track should be corrected in advance of Steel Sleeper laying.

(d) During the course of laying sleepers at least JE/II/P.Way should supervise the work.

11

(e) Single pad plate below Steel Sleeper is preferable. Packing plates can be used along with pad plate to adjust parameters, wherever required. The pad plates are not required where neoprene pad is provided to cover the rivet head.

(6) Maintenance:

(a) After laying Steel Sleepers, tightening of all fittings including hook bolts should be done once in 15 days for initial one month. Thereafter it should be done once a month for next six months and subsequently it should be on need basis as observed by inspecting officials. Regarding hook bolts Para 278(3) of IRPWM should be followed.

(b) Guard rail fittings should be tightened once in three months for 1st six months and thereafter on need basis.

(c) The above will be in addition to daily attention by Keyman. (d) Replacement of grooved rubber pads & elastomeric pads shall be done on

condition basis. (e) Suitable stock of spare fittings should always be maintained keeping

different types of girders in view. (f) Suitable quantity of the Steel sleepers along with fittings should be kept as

emergency reserve. Emergency reserve stock of channel sleepers should be maintained keeping different types of girders in view.

(g) In case Galvanized coating gets damaged, it should be repaired as specified.

(7) Inspection Schedule (only for channel sleepers): (a) Condition of Channel Sleepers shall be thoroughly inspected by ADEN

and SSE/SE(P.Way) incharge once in a year by rotation. During intensive inspection, the condition of Rivets, distortion or crack in sleepers or any sign of crack in girder flange and tightness of fittings should be looked for. All loose fittings should be tightened after inspection, if required. For few days in the beginning a watch may be kept depending upon the need.

(b) SSE/SE/P.Way and SSE/SE/S&T should jointly inspect insulated Steel Sleepers, every six months for checking the effectiveness of insulation in track circuited areas. SSE/SE/S&T should coordinate this.

5.0 Para 904 : At Sl. No.4 of Annexure-9/1 Para 904 of IRPWM regarding Provision of wicket gates for pedestrians for ‘C’ class level crossing shall be replaced with the following: “To be provided on need basis after assessing the requirement by a committee constituted by the Railway.” 6.0 Para 916 : Existing sentence added vide A&C No.100 dated 21.06.2006 at the bottom of sub-para (1)(i) of para 916 of IRPWM as reproduced below shall stand deleted. “However, the distance of W/L boards for unmanned level crossings on single line section where visibility is clear, should be reduced to 350m.” 7.0 The existing para 918 (1) of Indian Railways Permanent Way Manual shall be replaced with the following:- Para 918 (1) – One speed breaker should be provided on either approach of level crossings at a distance of about 20m from the gate post of the Level Crossing, covering full width of the road including berms as per Annexure-9/6. This may require construction of speed breaker by Railway outside Railway boundary. For roads with central median/One-Way Roads, speed

12

breaker is to be provided on the entry side of the road only. For safety reasons, the paint marking should be provided and their maintenance ensured. 8.0 The existing para 924(b)(i) of Indian Railways Permanent Way Manual shall be replaced with the following:- Para 924(b)(i) – Based on traffic density and visibility etc. unmanned level crossings have been categorized into I to III for manning at Railways cost in a phased manner as per following priority: Category I – All Unmanned Level Crossings with TVU above 3000. Category II – All Unmanned Level Crossings with visibility restricted to 800 metres for road users and TVU above 2500. Category III – All unmanned Level Crossings which do not fall in Category – I & II above and which cannot be eliminated by any other methods like construction of diversion road, subway, closure of gates having low TVU or any other means as per extant policy instructions. Note for Category III: Divisional Railway Manager shall, ensure identification of unmanned level crossings, which can be eliminated by any other means, get necessary works sanctioned and simultaneously obtain No Objection Certificate (NOC) i.e. consent for closure of unmanned level crossings from the State Govt./District Magistrate to avoid delay in closure. For remaining unmanned level crossings, i.e. which cannot be eliminated by any other methods and where manning is the only solution; Divisional Railway Manager shall recommend proposals of manning of unmanned level crossings, in order of priority, for timely sanction by the competent authority. Manning of level crossings can be prioritized in order of TVU or any other relevant site specific factors. Manning of such unmanned level crossing gates will require specific approval of the General Manager. 9.0 The existing sub-para 924 (b) iii to be deleted. 10.0 The existing para 924(c) of Indian Railways Permanent Way Manual shall be replaced with the following:- Para 924(c) – Elimination of Level Crossing: A detailed review/survey of the existing level crossings both manned and unmanned should be carried out with a view to eliminate them by, (i) Construction of Subways, along with adequate drainage arrangements.

(ii) Construction of roads along Railway boundary to divert road traffic to the nearest level crossing/grade separator/existing Railway bridges, wherever adequate land width is available,

(iii) Closure of low TVU gates, (iv) Construction of ROB/RUB as per Para 925, etc.

13

3. Para 263: In Annexure-2/11 Para 263 of Indian Railways Permanent Way Manual Table shall be replaced with the following:

TABLE OF ANNEXURE – 2/11 Para 263

Quantity of Ballast per meter in Gauge Type of

Sleeper A B C* D E* F F1 H Straight Track

Curved Track

Remarks

Wooden “ “

250 300 ¶

350 “ “

500 “ “

2,270 “ “

2,420 “ “

6,850 “ “

6,250 “ “

540 590 640

1.682M3 1.782M3 1.982M3

1.646M3 1.853M3 2.060M3

Steel

Trough

250 300

¶

350 “ “

500 “ “

2,280 “ “

2,430 “ “

6,850 “ “

6,250 “ “

550 600 650

1.762M3 1.962M3 2.162M3

1.827M3 2.035M3 2.242M3

PRC “ “

250 300 ¶

350 “ “

500 “ “

2,525 “ “

2,675 “ “

6,850 “ “

6,250 “ “

640 690 740

1.954M3 2.158M3 2.362M3

2.032M3 2.243M3 2.455M3

1676 mm

2 Block “ “

250 300 ¶

350 “ “

500 “ “

2,360 “ “

2,510 “ “

6,850 “ “

6,250 “ “

630 680 730

2.110M3 2.314M3 2.518M3

2.193M3 2.405M3 2.616M3

1. The Minimum Clean Stone Ballast cushion below the bottom of sleeper i.e. A-250 mm

2. For routes where increase in speeds are to be more than 130 Kmph. A-300 mm or 200 mm along with 150 mm. of sub-ballast.

3. Suitable dwarf walls shall be provided in case of cuttings, if necessary for retaining ballast.

4. *On outer side of curves only. 5. Cess may be widened where required

depending on local conditions and outside of curves.

6. All dimensions are in mm. 7. ¶ 200 over 150 Sub-Ballast.

14

15

CORRECTION SLIP No.129 dated 28.06.2012 IRPWM 2004 The existing paras 302 (1) (a) and 248 (2) (a) of Indian Railways Permanent Way Manual shall be replaced with the following:- Para 302 (l) (a) Incidence of Rail Fractures /Failures - A spate of rail fractures on a particular sections having 5 withdrawals of rails per 10 km. in a year due to fracture and/or rail flaws detected ultrasonically falling in the category of IMR will have priority while deciding rail renewals. In case the rail failures at fish plated/ welded joints are pre-dominant, end cropping with or without welding could he considered. Through Rail Renewal is also allowed in locations of track where more than 30 defective welds per track km are existing.. Para 248 (2) (a) Broad Gauge - The following rail sections should be provided during renewals. construction of New lines, Gauge conversions, Doubling, and sidings as per the details shown in the ensuing table S. No. In case of All BG Routes (i) Track Renewals & Doublings 60 Kg (ii) All Gauge Conversion & New Line construction works except

those indicated in (iii) below 60 Kg

(iii) Gauge Conversion and New Line projects with dead end having expected traffic of less than 5 GMT and not likely to have CC+6+2t trains in the foreseeable future.

52 Kg

Note: Minimum UTS of rails for sections mentioned above shall be 90 UTS. Loop Lines: 60 kg (SH) or 52 kg (SH) should be used. New rails may be used on loop lines of Group A, B & C routes with prior approval of Board. Private and other sidings: (i) Sidings taking off from DFC or feeder routes to DFC or 25t axle load routes

60 kg

(ii) Sidings other than (i) above with permissible speed up to 50 kmph

52 kg (SH) or 52 kg (IU)

(iii) Sidings other than (i) above with permissible speed more than 50 kmph

60 kg

*****

16

भारत सरकार

रेल मं ालय

(रेलवे बोड)


(RAILWAY BOARD)

INDIAN RAILWAYS BRIDGE MANUAL

1998

15

ADVANCE CORRECTION SLIP NO. 21 DATED 2.7.2010 (I) “Para 1107 (d) to be modified as below: Under water sub-structure inspection:

The sub-structure of the bridges which are normally under water should be inspected by adopting suitable methods which may include engaging of divers and special equipments:

(i) Routine/swim by inspection should be done once a year (ii) Detailed inspection should be done once in five years. (ii) Special inspection- as considered necessary”

(II) “Add new Para 1107(15) (i) in IRBM as below :

1107 (15) (i) In case of PSC girders, measurement of loss of deflection should be done. Deflection measurement should be at centre upto 20m span and at centre & quarter points for spans more than 20m. Deflection measurements would be entered in column 8 of Annexure 11/9.”

*****

ADVANCE CORRECTION SLIP NO. 22 DATED 28.03.2011

(I) “Replace existing Para 1107 (15) (i) in IRBM with the following and renumber it as 1107(15)(b)(i): 1107(15) (b)(i) – In case of PSC girders, assessment of loss of camber should be done. Camber measurement should be at centre up to 20 m span and at centre & quarter points for spans more than 20m. Camber measurements would be entered in Column 8 of Annexure 11/9. (II) Existing para 1107 (15)(b) is renumbered as 1107(15)(b) (ii)”

*****

ADVANCE CORRECTION SLIP NO. 23 DATED 23.8.2011 Replace existing Chapter-VIII (River Training and Protection Works) by Revised chapter-VIII (River Training and Protection Works)as appended below:

CHAPTER-VIII RIVER TRAINING AND PROTECTION WORKS

801. Training/protection of rivers

The objective of river training/protection works is to prevent the river from damaging Railway formation, bridges and other structures. The training/protection works will have to be decided depending on the reach in which the river is situated namely: a) Upper reaches (Mountainous) b) Submontane reaches (Foot hills) c) Quasi-alluvial reaches (Trough) d) Alluvial reaches, and e) Tidal reaches

16

802. Upper Reaches (Mountainous Rivers) 1. Characteristics:

These streams have narrow and deep cross section with very steep bed slopes. The gorge is often deep and narrow with formation of rapids. The discharge is extremely variable and their beds are interspersed with large size bed material consisting of rock, boulders, shingle and gravel. The rise of flood in them is very sudden and flashy. The water is heavily sediment laden, with high concentration of suspended load.

2. Suggested protective measures:

The following protective measures are suggested/recommended for adoption:

a) Suitable protective fenders of concrete, rolled steel or rails may be provided upstream of the bridge to reduce the impact on piers and abutments due to rolling boulders down steep slopes. b) Measures for controlling soil erosion and landslips, improving stability of side slopes and arresting bed load in boulder bedded hilly terrains should be undertaken. c) The formation of gullies by the water coming down the hills can be prevented by afforestation, construction of gully/check dams, contour bunding, debris basins, chambers or wells. These should be cleaned as frequently as necessary. d) Stability of side slopes can be improved by provision of adequate drains, breast and toe walls etc.

e) Properly designed chutes with paved apron at the entrance with adequate free board may be used in Railway cutting for leading the water of mountainous streams down the hill slopes. Alternatively, suitably designed catch water drains on water-shed side may be constructed.

803. Submontane Reaches (Foot Hills) 1. Characteristics:

The rivers in these regions have a flatter bed slopes generally from 1 in 50 to 1 in 500. The velocity and its sediment transporting capacity get reduced encouraging deposition of excess sediment load. Medium size boulders, gravel and coarse sand are generally found in the beds. The floods are of flashy nature. These streams are highly erosive and the erosion proceeds through grinding of bed load material during transport, formation of deep holes through whirlpools and plunging action along with cliffs forming the banks, in the higher reaches. These actions go on widening the bed and deepening the channel. The flow in the channel, except during highest stages, is insufficient to transport the detritus which gets deposited blocking the original channel; another channel may then be formed and in course of time the river bed may become a network of such channels with islands in between. Such streams are called "Braided" stream (Annexure 8/1). All these channels normally overflow during high floods and the river acquires very wide and shallow cross section. The rivers in this reach are prone to progressively raise their beds by sediment deposition. Such rivers are known as "Aggrading" type. In these cases, the over bank spills increase year after year, until occurrence of abnormal floods in a year, when sudden change of course may take place.

2. Suggested protective measures:

It is not desirable to locate bridge in such reaches. However, if a bridge is to be provided, training measures in the form of marginal bunds, extending right up to the

17

high ground in the hills are required to shift the point of aggradation downstream. To reduce the erosive action on the marginal bund a) Suitable slope protection with boulders or concrete slabs, b) Adequate toe protection in the form of two rows of in-situ concrete blocks or boulders in wire crates and, c) Boulders in wire crates forming flexible type apron may be provided.

804. Quasi-Alluvial Reaches (Trough) 1. Characteristics:

In this reach, the bed slope varies from 1 in 500 to 1 in 2,500. The bed consists of small size gravel and medium sand. The channel has generally a well defined course.

2. Suggested protective Measures:

Bridging such rivers normally involves constriction in width and provision of guide bunds. Assistance of specialised agency, undertaking hydraulic model studies may be availed of, as considered necessary.

805. Alluvial Reaches 1. Characteristics:

In this reach, the river bed slope varies from 1 in 2,500 to 1 in 25,000. The river flows on an almost flat bed built by its alluvium. The alluvial river meanders as a whole within its “Khadir” (a strip of low land within which a river meanders and its flood rises. In terms of river hydrology, khadir is used to define extent or width of the river bed within which the river is likely to flow either during lean or flood season. Khadirs are generally bound by high and firm banks.Khadirs can be very wide say 6 to 8 km and areparticular to rivers in alluvium terrain). (Annexure 8/2). The main difference between the alluvial and quasi-alluvial rivers is that the former meanders as a whole within its “Khadir” while the later has well defined banks and it is only during periods of low water that the channels meander. Rivers in alluvial reaches are normally stable with no perceptible lowering or raising of the river bed in the course of the years. Shape, size and mobility are the most important characteristics of a meander for design and maintenance of railway bridges. They are described below(Annexure 8/2): LR = Length along maximum depth LR/LV = Tortuosity ratio LV = Valley length, W = Width of the channel R = Radius of bend, ML =Meander length MB = Meander Belt, Q = Angle of bend Meander shape can be circular/sinusoidal or parabolic and is defined by tortuosity ratio. A tortuosity ratio of 1 describes a straight channel. A ratio of 5.5 is a limiting value when consecutive bends are likely to cut into one another. The meander size is defined by the ratio of the radius of center line of bend or a meander and surface width of the channel. Meander Size= R/W or MB/W Meander shape is the most efficient hydraulic flow under the given flow conditions. If the present channel flow condition becomes hydraulically less efficient, river is able to find a more efficient path i.e. an alternative channel known

18

as cut-off. This can be a natural development by the river itself. Alternatively, it can be artificially developed by cutting a pilot channel. Depending upon the location of cut-off, it can be either a neck/loop cut-off or chute cut-off.Neck/loop cut-off occurs due to progressive bank erosion at the bend of acute bends, as shown in Annexure 8/2. This is more commonly occurring natural case of cut-off. A chute cut-off occurs at the flat of a meander and is less common as compared to neck cut-off. Immediately after a cut-off takes place, there are number of changes in the flow pattern both up and down stream of the cut-off. There is heavy erosion of banks and the new channel readjusts itself to the new alignment. There can be local deposits on the downstream side, where the cut-off channel meets the main channel. This however is removed in a season or two during succeeding floods.

2. Suggested protective Measures:

The training of alluvial rivers is generally on the same lines with guide bund system as described for quasi-alluvial rivers. The meanders do not remain fixed but usually travel downstream. Every effort should be made to keep the river to its original course near the bridge. In some cases it is observed that the main current of the river starts flowing along the railway bank on the upstream side due to the meander travel downstream. The building of spurs along the railway embankment is not a good remedy, as it perpetuates the main channel along the Railway alignment. In such cases every effort should be made to divert the river to its original course. In some cases the construction of a second control point consisting of a spur about 0.4 times the meander length has been found to be satisfactory. The exact length and location of such works however, should be determined through model studies in a hydraulic laboratory.

806. Tidal Reaches A river, whose flow changes periodically due to tides, is called tidal. Before joining the sea and before becoming a tidal river, it may branch off into several streams forming a delta. The last portion is called a delta river. Constriction of the water way is to be avoided in these reaches and tidal regime is to be kept in view, while designing bridges. 807. South Indian Rivers The river system in south India is geologically older and stable. Tendency for shifting of the river bed course and aggradation/degradation is insignificant. Problems of river training and protection normally do not arise except in the deltaic region/tidal reaches. 808. Important considerations for hydraulic structures For hydraulic design, most important parameters are discharge,gauge level/HFL, scour and physical layout of the channel. Parameters like discharge and bed slopes can vary and estimation of them is largely empirical. For important rivers, data required for computing flood discharge are generally available. The data may require proper interpolation or extrapolation. Discharge is also worked out on the basis of Gauge-Discharge curve. This is also a fairly reliable estimate. All bridges shall be designed with adequate waterway for design discharge. This shall normally be the computed flood with a probable recurrence interval of 50 years. However, at the discretion of Principal Chief Engineer/Chief Bridge Engineer, bridges, damage to which is likely to have severe consequences may be designed for floods with a probable recurrence interval of more than 50 years. T

19

he discharge should be known for design of pier as well as protection works. Discharge should also be known for the lean period, when construction will be undertaken. This will decide how temporary works should be designed to enable construction activities. It is for the lower discharge, when pitching of bank slopes fail. This is because of high surface velocity at lower discharge, when scour has not fully developed. Scour data can be had from the evidence left behind the river for past discharge gauge. This requires careful survey and enquiry made from local people. Known water holes or sounding of some structures upstream can give very useful information. This needs to be verified by calculations either made by some empirical methods or by hydraulic model studies. Scour depth likely to be there for lower discharge during construction is very important data. This is necessary for designing temporary works required during construction. 809. River Training Works The necessity and suitability of River Training Works should be carefully assessed.For effective design of river training works, following useful details are to be collected: i) History of flow/channel Change of river course happens mainly due to meandering effect of the river. In case of meander, it is possible to know the maximum radius of curvature from which it should be possible to estimate the likely area of effect. Adequate studies and data keeping results in easier, cost effective and simpler designs of protection measures. ii) Addition of any hydraulic structure on the regime of the flow should be taken note of, both on upstream as well as on downstream. On downstream side, effects are rarely beyond 5 kms. Such changes may be in the form of additional spans/works provided by highways on upstream side. This may also be due to construction of barrage/dam/water storage structures. These are considered as Railway Affecting Works and may have significant impact on Railway bridge. iii) Shift in flow channel because of meander: This should be studied particularly with reference to acuteness of the meander given by tortuosity ratio. iv) Any large scale deforestation on upstream will cause heavy sediment load leading to change in flow pattern. The following types of river training worksand bank protection measures are generally adopted on the Indian Railways:

1. Guide Bunds; 2. Spurs (Groynes); 3. Marginal Bunds; 4. Closure Bunds; 5. Assisted Cut-offs; 6. Boulder Crates and 7. Sausage Crates.

20

810. Guide Bunds 1. Necessity: Guide bunds are meant to confine and guide the river flow through the structure without causing damage to it and its approaches. They also prevent the out flanking of the structure. 2. Shape and Design Features: a) The guide bund can either be divergent upstream or parallel. In the case of divergent

guide bund, there is possibility of formation of a shoal at the center. Parallel guide bunds minimise obliquity and separation of flow along the flanks. According to geometrical shape, the guide bunds may be straight or elliptical. In the case of certain type of alluvial rivers with sandy bed and meandering pattern, elliptical shape appears preferable to minimise obliquity and separation of flow.

Various types of guide bunds are shown in Annexure 8/3. b) Normally the upstream shank of the guide bund is between 1.0 to 1.5 times the length

of the bridge, while the downstream shank is between 0.25 to 0.4 times the length of the bridge.

c) The tail bund on the downstream side is provided to afford an easy exit to the water and to prevent formation of vertical whirlpools or rollers which give rise to scour. These tail bunds are also curved at their ends and should be properly armoured.

d) The guide bund is provided with a mole head on its upstream side. The mole head

bears the brunt of the attack and should be provided with adequate protection in the form of slope pitching and properly designed launching apron. The shank i.e. the portion behind the curved mole head of the guide bund should also be similarly protected on the river side. The slope in the rear of the guide bund need not necessarily be provided with pitching and may be protected by planting grass or shrubs as found suitable.

e) Radius of curved upstream mole head may be taken as 0.45L (L is water way width

determined from Lacey’s formula subject to minimum of 150m and maximum of 600m). The radius of downstream curved tail may be kept as 0.3 to 0.5 times the radius of upstream curved head. The angle of sweep of curved head may range from 1200 to 1450 according to river curvature and that of the tail head may be kept as 450 to 600. For smaller rivers, one single radius is good enough. Forimportant rivers, multi radii may beselected generally after model studies for smoother flows.

f) Top width of the shank of the guide bund should be wide enough to permit plying of

trucks and keeping reserve boulders for maintenance. From this consideration top width may be taken between 6m to 9m, and side slopes may be taken as 2:1.

g) Side slopes of guide bund needs protection on following counts:-

i) Wave action on the upstream side ii) Water current along the slopes iii) Wind action

iv) Rain cuts/Rain water

Most common method is to provide stone pitching. It is necessary to provide 20cm to 30cm thick graded filter below the pitching. Stone used for pitching is generally man size boulder of 35 to 55kg so that they cannot be easily displaced by the current. For

21

small works, one stone thick pitching (25 to 30cm) should suffice. Gaps in between could be filled up by smaller pieces. In case of guide bund, the pitching should continue right up to the top of the formation for the river side, including the curved head on both sides and tail head. For important rivers or in case of large ponding etc, the pitching should be done on the rear side of the guide bund also. For approach embankment, on the upstream side, the pitching should continue up to the free board level which should be determined not only on HFL but also to take care of velocity head (V2/2g), wave action etc. For the downstream side, pitching may be done up to the water level based on hydraulic model study or general water level observed. A good drainage is key for protection of slopes from rain cuts, particularly on high banks of over 6m height. For this, longitudinal and cross drains should be provided. Guide bunds and approach embankments particularly in khadir of the river must be constructed in one go in one season. In case this is not possible, at least, a wedge size equal to angle of internal friction of the old construction should be removed and the next construction should be done with proper benching. For slope protection and apron, an overlap may be provided.

h) No spurs projecting from the guide bunds should, in any case, be provided. j) For design and construction of guide bunds/launching aprons reference may be made

to IS: 10751-1994 (Planning and Design of Guide Banks for Alluvial Rivers – Guidelines) and IRC: 89-1997 (Guidelines for Design and Construction of River Training and Control Works for Road Bridges).

k) A typical lay out of a guide bund is shown in Annexure 8/4. 3. Apron Protection for guide bunds:

a) Apron is provided beyond the toe of the slope of the guide bund, so that when bed is scoured, the scoured face will be protected by launching of the apron stone or wire crate containing stone.

b) Following are the important details for design of apron: i) Thickness of apron

Thickness of apron is governed by thickness of pitching on the slopes of the guide bund (T). In case of straight portion of guide bund, the thickness of apron through its width is generally kept as 1.5T. In case of curved portion of guide bund, the thickness of apron is generally kept as 1.5T at the junction of apron with pitching on the slope and the same is increased through its width to 2.25T at the end of apron.

ii) Level at which the apron is to be laid

Normally apron should be laid on dry bed, as low as possible.

iii) Width of apron Width of apron is determined by depth of scour and is generally kept as 1.5 times

the difference between the deepest known scour level and low water level.

22

4. Maintenance:

a) Substantial reserve of pitching stone should be maintained on the guide bund for use during emergency. This should be stacked at the top of the guide bund. Quantity of reserve stock to be maintained at guide bund should also be specified by Principal Chief Engineer/Chief Bridge Engineer as per provisions of Para 709(1).

b) The track on the guide bund, where provided, should be maintained in a

satisfactory condition and should be capable of taking boulder trains at any time. The Permanent Way Inspector and the Assistant Engineer should inspect the track soon after the monsoon every year and carry out necessary repairs well before the next monsoon.

c) Every effort should be made to ascertain whether the apron is launching to the

intended position and this should be done by probing after the flood season is over. Plotting of the levels will indicate the efficacy of the launching.

d) Disturbance of pitching stone on the slope indicates dangerous condition and

additional stones should be placed in position immediately as necessary. 5. Failures and remedial measures:

The conditions under which an apron of the guide bund can fail and remedial measures to be adopted are stated below: a) If the launching takes place beyond the capacity of the stone in the apron and

results in leaving the bank material exposed to the current and wave action, more stone will have to be added to the apron.

b) If stones are carried away by high velocity current from the launching apron and the

toe of the bund, the apron should be strengthened against severe attack by laying large sized stones at the outer edge of the apron.

c) If slips and blow-outs in the bund occur due to a steep sub soil water gradient

resulting from a rapidly falling flood in the river, the bank should be widened to reduce the hydraulic gradient. This equally applies to marginal bunds.

d) Wherever disturbance is noticed in rear of guide bund due to wave lash or other

causes, the slope pitching should be adopted as a remedial measure. (e) An apron can launch satisfactorily only if the material scours easily and evenly and

the angle of repose of the underlying material is not steeper than that of the stone. In all these cases action should be taken to dump the boulders on the toe of the bank and make up irregular surface.

811. Spurs (Groynes) 1. A spur/groyne is a structure constructed transverse to the river flow and is projected form the bank into the river. 2. Type of spurs /groynes:

23

i) They may be either “Permeable” or “Impermeable”. Permeable spurs are constructed by driving wooden bullies or bamboos, filled in with brush wood, with sarkanda mattresses or other suitable material. These are helpful in causing quick siltation due to damping of velocity. They are useful when flood velocities are relatively lower and concentration of suspended sediment load is heavy.They allow water to pass through. Permeable structures are discussed in detail in Para 811(5). Impermeable spurs are made of solid core, constructed of stones or earth and stones with exposed faces protected by pitching. These spurs can withstand severe attack better than permeable spurs.

ii) Spurs may be classified as (a) repelling (deflecting) (b) attracting and (c) normal

(sedimenting). Repelling (deflecting) spurs are those which incline upstream at an angle of 60 degree to 70 degree to the river course and deflect the current towards the opposite bank. They cause silting in still water on the upstream pocket. Attracting spurs incline downstream and make the deep channel flow continuously along their noses. They cause cour just on the downstream side of the head due to turbulence. The river flow is attracted towards the spur. Normal (sedimenting) spurs are those which are built at right angles to the bank to keep the stream in a particular position and promote silting between the spurs. They have practically no effect on the diversion of the current and are mostly used for training of rivers for navigational purposes.

iii) Spurs are also classified as full height spurs and part height spurs. Where top level

is higher than HFL, it is called a full height spur. iv) Spurs are also constructed extending into the stream with a “T” head or hockey

stick shaped head, properly armoured to hold the river at a distance. A series of such spurs/groynes correctly positioned can hold the river at a position away from the point intended to be protected. The edge of the "T” head should be curved somewhat in the manner of a guide bund to avoid swirls. Sketches of the various types of spurs may be seen in Annexure 8/5.

3. Location and salient features of a spur/groyne:

i) The space between spurs or groynes generally bears a definite ratio to their length. The common practice is to keep the spacing at about 2 to 2.5 times the length so as to effectively protect the bank.

ii) If designed as a full height spur, care should be taken to see that spurs are built sufficiently high so that they are not overtopped and out flanked by the current during high floods. Free board of 1 meter is provided.

iii) The side slopes of spurs are generally 2:1. iv) The spurs should be anchored on to high ground. v) The head of the spur is most vulnerable point for scour and should be well

protected on slopes by pitching and at toe by an apron designed for scour depth of 2.5 to 2.75 times DLacey at the mole head. For computation of DLacey, Clause 4.6 of ‘IRS Code of Practice for the Design of Substructures and Foundations of Bridges’ may be referred.

vi) Spurs should never be constructed at a point where severe attack is taking place but at some distance upstream.

vii) Spurs/groynes should be used only insituation where they are absolutely necessary.

viii) The design of spurs may be finalised preferably through hydraulic model studies. ix) For design and construction of groynes (spurs)/launching aprons reference may

be made to IS:8408-1994 (Planning and Design of Groynes in Alluvial Rivers –

24

Guidelines) and IRC:89-1997 (Guidelines for Design and Construction of River Training and Control Works for Road Bridges).

4. Maintenance of spurs/ Groynes: In all cases, satisfactory arrangement should be made for the maintenance of spurs/groynes by providing access to them during all seasons of the year and keeping boulders as reserve. The maintenance procedures specified for guide bunds apply equally to spurs/groynes also. 5. Permeable Structures:

a) Permeable structures can be used either independently or with the support of other impermeable stone structures or river training and bank protection measures. These structures are easy to construct, use low cost locally available material and require limited skill in construction. These are very handy in antierosion works during emergencies in floods. These structures can also be used in areas where good quality stones are costly and/or not available. Thus permeable structures are cost effective alternative to the river training or antierosion works with impermeable spurs. Depending upon the purpose to serve, the permeable structures are constructed transverse or parallel to the direction of flow. Permeable structures serve one or more of the following functions:

i) Training the river along a desired course. ii) Reducing the intensity of flow at the point of river attack. iii) Creating a slack flow to induce siltation in the vicinity of the permeable structures

and in the downstream reach. iv) Providing protection to the bank by dampening the velocity of flow along the

bank.

b) The permeable structures can be classified as follows:

i) According to function served, namely, diverting and dampening, sedimenting.

ii) According to the method and material of construction, namely, bally, bamboo, tree and willow structures.

iii) According to the conditions encountered, namely, submerged and nonsubmerged.

iv) According to the type of structure provided, namely, spur type, screen type or dampeners (revetment) type.

c) The permeable structures are made up of different types of smaller units called elements. Many elements, made up of bamboos, ballies, RCC poles etc. are arranged in specific pattern and linked together to form a permeable structure. Different types of elements used for making permeable structures are as following:

i) Porcupines –Porcupines are typically made up of bamboos/ballies, have

cubical/prism shaped box at the central portion with their legs extending in all directions. The overall size is 2m to 3m. The central box is filled with stones for stability of individual unit during floods. (Annexure-8/6 (a&b)).

ii) Cribs – This is a pyramid type of structure made up of bamboos/ballies with a box at the bottom for holding stones for stability during floods. Size of the box is generally square of size 2m to 2.5m at the bottom. Total height of the structure is 3m to 4m. (Annexure-8/6 (c)).

25

iii) Bally frames -Permeable bally structures are made up of main skeleton of large bamboos or ballies. Cross ballies are used for stability of the structure.

iv) Tree branches – Branches of trees or trees of short height are hanged from a wire rope duly weighted with stones and are aligned as a spur projecting into the river. The wire rope is duly anchored on the bank and in the riverbed.

d) The main criteria for the selection of the material are cost and easy/local availability.

Standard, commercially available bamboos of girth 20cm to 30cm are used for the porcupines and cribs. Smaller girth of 20cm to 25cm is used for bracings. Standard, commercially available ballies of girth 15cm to 25cm are used for the bally structures. Normally, the larger girth of 20cm to 25cm is used for the main members, whereas, the smaller girth of 15cm to 20cm is used for bracings. Generally, 4 to 5 strands of 4mm GI wire are used for interconnecting porcupines, cribs, and anchor them to the ground.

Ballies driven into the ground upto a depth of 2m are treated as anchor. Concrete anchors have an anchor rod of size 32-36mm, well embedded in concrete cube. Wire crate anchors are of size 1.5m x 1.5m x1.5m, made up of thick wires and filled with stones or bricks. A concrete block is casted with bolt and is included in the wire crate anchor. In case of emergencies, tie wires are joined directly to the wires of the crates.

e) In case of shallow water flows and upto maximum depth of flow 3m to 4m, porcupines are used for both spurs and screens. For maximum depths of flow from 4m to 6m, cribs are preferred. For the depths beyond these limits, bally spurs are preferred.

f) Permeable structures commonly used are spurs, dampeners and screens.

i) Spurs are generally made up of 3 to 4 rows of porcupines or 4 to 6 rows of cribs.

Schematic sketch of typical permeable spur is shown in Annexure-8/6(d). On a straight reach, permeable spurs are normally spaced at 3 to 4 times its length. On a curved channel, depending upon the obliquity of flow, the spurs are normally spaced at 2 to 3 times the length. Projection of the spurs into the river channel is normally 11% to 15% of width of channel. Three spurs are normally provided for a specific reach to be protected. A single permeable spur is generally not found effective. Alignment of spurs is kept pointing towards upstream.

ii) For depth of flow up to 3m, two rows of porcupines are laid along the banks on either side at the toe as dampeners. For more depth, numbers of rows are increased.

iii) Permeable screens are used for choking the secondary channels. 4 to 6 rows of

porcupines or 6 to 9 rows of cribs are normally used in a permeable screen. One screen is normally provided at the entrance of the bypass or secondary channel. The second screen is provided at a distance of 1 to 1.5 times width of the screen and is extended on both the banks for a length one third of the channel width.

g) Due to inherent weakness of the elements, the counter weights are provided in the

central box of the porcupines or in the bottom tray of the cribs. Due care is necessary to tie the weights to the main body of the elements. The elements are tied to each other by wire ropes. The tie ropes are duly anchored to the bank and at the nose with the help of suitable anchor or anchor blocks. Intermediate

26

anchors are also provided at an interval of 15m to 20m along the length of the structures on the upstream side.

h) No bed protection is needed for the structures made up of porcupines and cribs. Sinking of these structures into riverbed is a welcome feature, which adds up to the stability during floods resulting in better performance.

812. Marginal Bunds

Marginal bunds are provided to contain the spread of the river when the river in flood spills over its banks upstream of the bridge site over wide area and likely to spill in the neighbouring water courses or cause other damages. The marginal bund should normally be built well away from the active area of the river. The slope should be well protected by turfing. Where a marginal bund has to be built in the active area of the river, it should be protected with pitching and apron. The earth for the construction of marginal bund should preferably be obtained from the river side. The upper end of the marginal bund should be anchored into high ground well above HFL. Marginal bunds should be inspected every year along with the annual bridge inspection and necessary repairs should be carried out before the onset of monsoon. Cattle crossing and rodent holes across the marginal bund should be specially watched and deficiencies made good.

813. Closure Bunds

Sometimes it may be necessary to entirely block one or more channels of the river in order to prevent the discharge of such channels developing into a main river channel after the construction of the bridge. This is done by providing a closure bund. The bund is designed as an earthen dam. The same is generally constructed at some distance from the Railway line. Special care should be exercised to guard it against its failure. It should be inspected every year after the monsoon and necessary repairs carried out.

814. Assisted / Artificial Cut- Offs

Sometimes when very heavy meandering develops near bridges and there is a danger of its encroaching too heavily into the still water area or otherwise dangerously approaching the Railway embankment, it becomes necessary to dig a cut-of channel which will ultimately develop and help in the diversion of water through it. To effect economy, a pilot channel cut is usually made when there is low flow in the river and full development of the channel takes place during the flood. This cut-off channel should preferably have (i) at least three times the river’s straight regime slope and (ii) the upstream end should take off from where the bed load of main channel has less than the average amount of coarse material i.e. from the active part of the channel where the velocity is more. The entrance to the pilot cut should be bell shaped to facilitate entry of water. The chord loop ratio should normally be greater than 1 to 5 if a successful channel is to develop. Cut off should be planned with care taking all relevant factors into account (Annexure 8/2).

815. Boulder Crates

Boulder crates are formed by filling boulders in a crate made of hot dip galvanized wire. Wires of 4 SWG and 6 SWG are generally used in important and ordinary works respectively. The size of crate is dependent on the discharge and should be such that crate is not lifted by water flow.

27

In case of apron, the size of stone required to resist mean design velocity (average velocity) is assessed by the following formula as per IRC: 89-1997 (Guidelines for Design and Construction of River Training and Control Works for Road Bridges): V=4.893 d1/2 Where, V= mean design velocity in meter/sec.

d= equivalent diameter of stone in meter.

The weight of stone can be determined by assuming spherical stones having a specific gravity of 2.65 (average). Where requirement of weight is more on account of higher mean velocity, crated boulder provides practically feasible option. Size of crates can be determined based on above considerations.

816. Sausage Crates

These are crated boulder of circular cross section of diameter varying from 600mm to 900mm. They are usually very good for protecting slope of an embankment.

817. Protection of Approach Banks

1. Approach banks of bridges may be subjected to severe attack under the following conditions:

i) When the HFL at the bridge is very high and there is spill beyond the normal flow

channel. ii) When the stream meets a main river just downstream of the bridge. iii) In the case of bridges with insufficient water way. iv) The wave action on the approach bank of bridges situated in a lake/large tank bed

may have a detrimental effect.

In all the above cases the pitching of the approach bank up to HFL with sufficient free board is an effective solution. Provision of toe wall and narrow apron in some cases will also be useful.

2. If deep borrow pits are dug near the toe of approach banks, the water flows through these pits and forms a gradually deepening water course which may eventually threaten the safety of the approach bank. In this case it will be useful to put rubble “T” spurs across the flow to reduce the velocity and expedite silting of the course.

3. Whenever the water level on either side of an approach bank is different, there may be

seepage of water and to ease the hydraulic gradient, widening of banks, provision of sub banks and toe filters etc may be resorted to.

4. At locations with standing water against the embankment, special watch should be kept

when the water level recedes rapidly and when slips are likely to occur. 818. Design for ProtectionWorks

Minor Bridges:

28

Most of minor bridges are on open foundation. They have to be properly protected by a well designed flooring system. This will include floor, curtain and drop wall. Length of floor and depth of drop wall will be on the basis of scour depth. This can be determined either by local observation or by using empirical value of DLacey based on design discharge. Depth of drop wall should be 1.25times DLacey. Floor should cover the entire width and length of abutment including wing wall. The slope of floor should match the bed slope and also the top of drop wall should match the slope. It is essential to do proper protection of the box culvert which relies on uniform ground support for its designed structural behavior. If the underside is scoured, the box culvert gets unevenly supported. For this purpose, properly designed floor system as described above should be provided. Sometimes, instead of splayed wing wall, straight return wall is provided particularly on high bank or in case of a box, another box is provided to function like a wing wall. Similar protection work is called for in such cases. Major/Important Bridges: As far as bridges on open foundations are concerned, it is generally on rocky/in-erodible bed and not requiring any particular protection. In other cases, flooring with drop walls as in minor bridges may have to be provided. Since well and pile foundationsare designed for the scour, hence no protection is necessary even in case of a local scour.However, bridge may need a well designed guide bund with proper protection on the approach embankments. River training works through model studies: In case of large alluvial river, where training/ protection works involve a heavy financial outlay, model studiesshould be resorted to, to arrive at the most economical and effective solution.

29

30

31

32

33

34

35

36

*******

37

ADVANCE CORRECTION SLIP NO.24 DATED 14.09.2011 (1) “Para 714(2) to be modified as below: The Assistant Engineer shall submit the register to the Divisional Engineer by a prescribed date, indicating the point on which the orders of the Divisional Engineer are required. The Divisional Engineer shall carefully scrutinize the register, examine such works as called for his inspection, record his orders regarding the points referred to him and initial against every bridge or kilometerage in token of his scrutiny. Points on which the Chief Bridge Engineer’s decision is required shall be clearly indicated. The register should then be sent to the Assistant Engineer for noting the Divisional Engineer’s Orders with instructions to return it within 15 days. The Assistant Engineer should extract the orders issued by Divisional Engineer and arrange expeditious compliance. The register should then be forwarded by a prescribed date to Chief Bridge Engineer who will scrutinize the entries, issue orders regarding matter referred to him endorsing the register to that effect, and return it to the Divisional Engineer. Subsequent action taken on Chief Bridge Engineer’s notes should be entered in the register by the Assistant Engineer. (II) “Para 1005(1) to be modified as below: The Divisional/Sr. Divisional Engineers shall carefully scrutinize the Assistant Engineer tunnel inspection register and inspect such tunnels as called for his inspection. He shall record his orders regarding the points which require a decision by him and initial against every entry of tunnel in the registers in token of scrutiny. He should endorse on each register, below the Assistant Engineer certificate, as follows: “I have personally scrutinized this register and have issued orders regarding all essential points requiring a decision by me. The following points are submitted to the Chief Engineer at Headquarters for orders”. (III) “Para 1005(3) to be modified as below: The register should be forwarded to the Chief Bridge Engineer at Headquarters who will examine each register; issue orders regarding matters referred to him, endorsing the registers to the effect and return them to the Divisional/Sr.Divisional Engineer. Subsequent action taken on the notes should be entered in the registers by the Assistant Engineer. (IV) “Para 1104 Heading to be modified as below: By Divisional Engineers and Chief Bridge Engineer/Nominated SAG Officer n Headquarters. (V) “Para 1104 (2) to be modified as below:

Certificate by Divisional Engineer: He should endorse on each register, below the Assistant Engineer’s certificate as follows:

38

“I have personally scrutinized this register and inspected all important bridge and bridges referred to me and have issued orders regarding all essential points requiring a decision by me. The following points are submitted to headquarters for orders. Bridge No(s) -------- require rehabilitation Bridge No(s) -------- have ORN 1 or 2 Bridge No(s) -------- have one or more CRN as 0 for more than one consecutive inspection” (VI) “Para 1104(5) to be modified as below: Scrutiny by Chief Bridge Engineer/nominated SAG officer in Headquarters and action thereon: The registers should then be forwarded by the Divisional Engineer to Bridge Branch in Headquarters by a specified date. All the registers or major and important bridges sent by divisional should be examined by CBE. The minor bridge registers sent by a division may be examined by a SAG officer in Headquarters nominated by PCE for this purpose. Chief Bridge Engineer/ Nominated SAG officer in Headquarters will issue orders regarding matters referred to them duly endorsing the registers to the effect. However, observations of inspecting officers in respect of minor bridges which have been assigned ORN as 1, 2 or 3 and cases where bridge matters are referred by DEN/ Sr. DEN to Headquarters should also be seen by CBE after examination by nominated SAG officer. The registers should then be returned to the Divisional Engineer latest by a specified data. Subsequent action taken on the nominated SAG officer’s and Chief Bridge Engineer’s orders should be entered in the register by the Assistant Engineers. (VII) “Para 1106 (2) to be modified as below: Details of Inspection: He shall inspect the steel work of such bridges,

a) as called for his inspection after scrutiny of the registers, b) as directed by the Chief Bridge Engineer and enter his notes and ensure prompt action thereon.

“He will list out the defects considered sufficiently important and bring them to the notice of the Chief Bridge Engineer”. (VIII) Page No.XI (Index) 1104 to be modified as below: 1104. By Divisional Engineers and Chief Bridge Engineer/Nominated SAG officer in Headquarters.

*****

भारत सरकार

रेल मं ालय (रेलव े बोड)


(RAILWAY BOARD)

ल बी वे डत रेल क अनुदेश

िनयमावली 2006

MANUAL OF INSTRUCTIONS ON LONG WELDED

RAILS – 2006

तीय पुनमु ण 2005

Second Reprint 2005

39

ADDENDUM AND CORRIGENDUM SLIP NO.14 OF 2011

Existing Para Modified Para Para No.3.4: Approval of Principal Chief Engineer: Installation of LWR/CWR or change in its constitution at a later stage shall have the approval of the Territorial Chief Engineer concerned in each case, on a detailed plan prepared in accordance with Para 5.1.3. However, for any deviation from the provisions of this Manual, the approval of Chief Engineer shall be obtained.

Para No.3.4: Approval of Principal Chief Engineer: Installation of LWR/CWR or change in its constitution at a later stage shall have the approval of the Chief Track Engineer in each case, on a detailed plan prepared in accordance with Para 5.1.3. However, for any deviation from the provisions of this Manual, the approval of Principal Chief Engineer shall be obtained.

Para 8.2.5: AEN will analyze the observation of each LWR/CWR in his jurisdiction and give a certificate at the end of LWR/CWR register before onset of summer regarding satisfactory behavior of all LWR/CWRs. DEN/Sr. DEN will scrutinize observations of each LWR/CWR, initial each page and send exception report to Territorial Chief Engineer for his decision/orders.

Para 8.2.5: AEN will analyze the observation of each LWR/CWR in his jurisdiction and give a certificate at the end of LWR/CWR register before onset of summer regarding satisfactory behavior of all LWR/CWRs. DEN/Sr. DEN will scrutinize observations of each LWR/CWR, initial each page and exception report to be submitted to Chief Track Engineer only when his orders are required.

Para 9.1.8(i): He shall be responsible for ensuring that AENs and supervisors working under him are fully conversant and comply with provisions in this manual and such other supplementary instructions issued by Chief Engineer from time to time.

Prar 9.1.8(i): He shall be responsible for ensuring that AENs and supervisors working under him are fully conversant and comply with provisions in this manual and such other supplementary instructions issued by Principal Chief Engineer from time to time.

Para 9.1.8(iv): He shall scrutinize LWR/CWR registers of his jurisdiction every year in the month of February and record his certificate about satisfactory behaviour of LWR/CWR in his jurisdiction. He shall refer the details of all LWR/CWR to territorial Chief Engineer where he requires his orders/decision. Annexure-VI, item 1 (c) (i): Lifting/lowering of track-PWM Annexure-VI, item 3(d): Deep screening

Para 9.1.8 (iv): He shall scrutinize LWR/CWR registers of his jurisdiction every year in the month of February and record his certificate about satisfactory behavior of LWR/CWR in his jurisdiction. He shall refer the details of all LWR/CWR to Chief Track Engineer where he requires his orders/decision. Annexure-VI, item 1 (c) (i): Lifting/ Lowering of track (done in normal maintenance of track)-PWM (ii): Lifting/Lowering of track (beyond that is done in normal maintenance of track)-PWM (Competency certificate should be issued by Chief Track Engineer) Annexure-VI, item 3(d): Deep screening-PWM (Competency certificate should be issued by Chief Track Engineer)

40

Annexure-V, Table-1

Rail Section

Area (Cm2)

E (kg/cm2

)

(PC)

60kg (UIC) 78.86 2.15x10

6 1.152x10-5

52kg (UIC) 78.86 -do- -do-

90R 56.95 -do- -do-

75R 47.37 -do- -do-

Annexure-V, Table-1

Rail Section

Area (Cm2)

E (kg/cm2)

(PC)

60kg (UIC) 76.86 2.15x10

6 1.152x10-5

52kg (UIC) 66.15 -do- -do-

90R 56.95 -do- -do-

75R 47.37 -do- -do-

*****

41

Annexure-I

ADDENDUM AND CORRIGENDUM SLIP NO. 15 OF 2012

Existing Para Modified Para

Para No.8.1.5 (i): PWI- Incharge/PWI Sub- section:- a) Every fortnight during the two coldest and two hottest months of the year at about minimum and maximum temperatures alternately by PWI Inchargc and PWI Sub- section. b) Alternately once in two months during other months of the year

Para No.8.1.5 (i): a) JE (P. Way) - Once in fortnight during two coldest and two hottest months of the year at about minimum and maximum temperatures otherwise once in two months by rotation with SE (P. Way). b) SE (P. Way) - Once in fortnight during two coldest and two hottest months of the year at about minimum and maximum temperatures otherwise once in two months by rotation with JE (P. Way).

Fig.4.2.1(a): Cross slope of formation top is 1lN 40.

Fig: 4.2.1(a): For cross slope of formation top, new note no. 7 shall be included as under- "Note: 7. Cross slope of 1 in 40 mentioned above is replaced with 1 in 30 for new construction works. However, existing formation need not be disturbed."

Fig.4.2:1(b): Cross slope of formation top is 1 lN 40.

fig. 4.2.1(b): For Cross slope of formation top, new note no. 7 shall be included as under- "Note: 7. Cross slope of 1 in 40 mentioned above is replaced with 1 in 30 for new construction works. However, existing formation need not be disturbed."

Fig.4.2.1(C): Cross slope of formation top is 1 lN 40.

Fig: 4.2.l(c): For cross slope of formation top, new note no. 7 shall be included as under - "Note: 7. Cross slope of 1 in 40 mentioned above is . replaced with 1 in 30 for new construction works. However, existing formation need not be disturbed."

Fig.4.2.1(d): Cross slope of formation top is 1 lN 40.

Fig: 4.2.l(d): For cross slope of formation top, new note no. 7 shall be included as under - "Note: 7. Cross slope of 1 in 40 mentioned above is replaced with 1 in 30 for new construction works. However, existing formation need not be disturbed.

42

*****


MANUAL FOR FUSION WELDING OF RAILS BY THE ALUMINO – THERMIC PROCESS

Printed SEPTEMBER 1998

RESEARCH DESIGNS AND STANDARDS ORGANISATION LUCKNOW 226 001

42

ADDENDUM & CORRIGENDUM SLIP NO.11 OF JAN, 2011 1. Following shall be added at the end of Table-1 B in Para 4.2.2 of Annexure 8:

Hardness BHN S.No. Rail section/chemistry Weld Metal (W) Heat affected zone (H)

7. 60Kg/110 UTS 320 + 20 - 0

20 of actual parent metal hardness. (location ‘P’)

8. 60Kg/90UTS/NCC rail 260 + 20 - 0


9. 60Kg/90UTS/Cu-Mo rail 260 + 20 - 0


2. S.No. C of Table 2 at para 4.2.3.1 of Annexure 8 is modified as follow: S. No.

Rail type Rail Section Minimum transverse breaking load in tones

Min. deflection in mm at the centre at the actual transverse breaking load

52 Kg 95 10 C. 110 UTS rail to IRST-12 for normal and wide gap (75mm) welding

60Kg 120 10

3. Following shall be added at the end of Table-2 in Para 4.2.3.1 of Annexure-8: S. No.

Rail type Rail Section Minimum transverse breaking load in tones

Min. deflection in mm at the centre at the actual transverse breaking load

F. 90UTS/NCC rail to IRST-12 for normal & wide gap (75mm)welding

60Kg 115 15

G. 90UTS/Cu-Mo rail to IRST-12 for normal & wide gap (75mm) welding

60Kg 115 15

4. Following shall be added at the end of 4.2.3.3 of Annexure 8: “For AT welds of 110UTS rails, 90UTS/NCC rails, 90UTS/Cu-Mo rails, fractured surface or in case where macro etching is done on transverse section through the joint, shall not show defects such as blow holes, porosity and inclusions etc.” 5. Para 6.3 is re-worded follows: “6.3 Ultrasonic flaw detection test: All the fusion welded joints shall be ultrasonically tested as per the provisions of ‘Manual for Ultrasonic testing of rail and welds’. This testing shall be completed as early as possible but in any case before the welding team is shifted. The cumulative number of AT welds defective in ultrasonic testing and in other criteria shall be limited to as per clause 7.3.1. A thermit welding done in-situ shall be joggle fish plated with two clamps till tested as good by USFD.

43

For upgraded AT welding techniques approved in terms of Part E of IRS:T:19:1994, cumulative number of failed AT welds in ultrasonic testing and in other criteria shall be limited to as per Clause 7.3.1.1”

6. Para 7.3.1 is reworded and new para 7.3.1.1 is added as follows: “7.3.1 Rail joints welded by a firm shall be guaranteed against failure which includes

failures in execution, acceptance, acceptance and regular ultrasonic testing and during service up to 2 years from the date of welding the joints in track or from the date such welded joints made ‘in cess’ and inserted in the track are open to traffic. Any such welded joints which fail in the criteria given above within the guarantee period shall be re-welded free of cost by firm as per stipulations of clause 6.4.

However, cumulative number of failed AT welds including re-welded joints in criteria given above up to 2 years, shall not exceed 2% of the total quantity of joints in particular contract. A penalty of three times the rate of supply and execution of joints shall be payable by the firm for each joint failing in above criteria.

7.3.1.1 For upgraded AT welding techniques approved in terms of Part E of IRS: T:

19:1994, the joints welded by a firm shall be guaranteed against failure which includes failure in execution, acceptance, acceptance and regular ultrasonic testing and during service up to 120GMT or 3 years whichever is earlier, from the date of welding the joints in track or from the date such welded joints made ‘in cess’ and inserted in the track are open to traffic. Any such welded joints which fail in the criteria given above within the guarantee period shall be re-welded free of cost by firm as per stipulations of clause 6.4.

However, cumulative number of failed AT welds including re-welded joints of upgraded AT welding technique in criteria given above up to 120 GMT or 3 years whichever is earlier, shall not exceed 0.4% of the total quantity of joints in a particular contract. A penalty of three times the rate of supply and execution of joints shall be payable by the firm for each joint failing in above criteria.”

7. First sentence of Para 6.3.2 is reworded as follows: “6.3.2 Defective/Fractured joints:

In case, cumulative number of AT welds failed in criteria given in clause 7.3.1/7.3.1.1 exceed stipulated percentage in respective clauses, following action shall be taken:”

*****

ADDENDUM & CORRIGENDUM SLIP NO.12 OF DECEMBER, 2011 1. New para 4.8.1.1 is added as follows: “4.8.1.1 Three piece moulds supplied by A.T. portion manufacturer shall conform to ‘Specification of 3 piece Pre-fabricated mould manufactured by A.T. portion manufacturers for use during A.T. welding rails’ given at Annexure-3 IRS:T-19-1994.”

*****


MANUAL FOR ULTRASONIC TESTING OF RAILS AND WELDS - 2006


44

A&C Slip No.6 of Sept, 2011

1. Para 6.4 is modified as follows: “6.4 Action to be taken after Detection of defects: Following action shall be taken in

respect of defective rails & welds:

S. No.

Classifi-cation

Painting on both faces of web

Action to be taken Interim action

1.

IMR IMRW

Three cross with red paint

The flawed portion should be replaced by a sound tested rail piece of not less than 5.5m length (in case of fish plated track) & 4m (in case of welded track) within 3 days of detection.

SE/JE(P.Way)/USFD shall impose speed restriction of 30 Kmph or stricter immediately and to be continued till flawed rail/weld is replaced. He should communicate to sectional SE/JE(P.Way) about the flaw location who shall ensure that clamped joggled fish plate is provided within 24 hrs.

2.

OBS OBSW

One cross with red paint

Rail/weld to be provided with clamped joggled fish plate within 3 days. SE/JE(P. Way)/USFD to specifically record the observations of the location in his register in subsequent rounds of testing.

SE/JE(P. Way)/USFD to advise sectional SE/JE(P. Way) within 24 hrs about the flaw location. Keyman to watch during daily patrolling till it is joggled fish plated.

45

2. Sl. No.4 & 8 of Annexure II of the Manual is revised as under.

4. 700 probes Gauge Face & Non-gauge Face side (Sensitivity set on 5mm FBH)

A) Any transverse defect in the rail head on gauge face / Non-gauge Face side at the following locations in the track i) In tunnel ii)On major bridges & bridge approaches (100m) iii) In the vicinity of holes near the weld B) Any transverse defect in the rail head on gauge face / Non-gauge Face side at track locations other than A) above

Flaw

Pea

k H

eigh

t (V)

in %

Non Reportable(H<15; V<20)

Non Reportable* #(H 15;V<20)

Non

Rep

orta

ble

(H<1

5;V

20)

IMR(H 15;V 20)

EXTENT of movement of flaw echo on horiz. scale (H) in %

Flaw

Pea

k H

eigh

t (V)

in %

Non

Rep

orta

ble

(H<1

5;V

20)


OB

S(1

5H

<30;

V

20)

OBS*(H 30;20 V<60)

IMR(H 30;V 60)

Non Reportable(H<15V<20)

EXTENT of movement of flaw echo on horiz. scale (H) in %* Details to be forwarded to RDSO quarterly in format at para 5.1.3 # To be marked as 'O' on web of rail

46

3. Para no. 3.2 is modified as follows:

“3.2 Single rail tester : Single rail tester is capable of testing only one of the rails at a time and is provided with seven probes i.e. 0o , 70o Center Forward (C F), 70o Center Backward (C B), 70o Gauge Face Forward (GF), 70o Gauge Face Backward (GB), 70o Non-gauge face Forward (NGF) and 70o Non-gauge Face Backward (NGB). The normal probe (0o) is utilised for the purpose of detecting horizontal defects situated in head, web or foot. The 70o probe has been specifically provided for detecting defects in the rail head, the most typical of which is the transverse fissure or kidney fracture. The approximate coverage of the rail section with the help of the above arrangement is indicated in Fig.2A & 2E. However, this coverage area does not indicate that detect ability of same size of transverse defect whose nuclei lies within this area at different places will be displayed in same manner. It will depend upon the size, orientation and depth of the defect.

The signal received from the defects by any of the above probes is indicated on the screen. In order to find out the origin of detection i.e. which probe has picked up the defect, provision for displaying the individual probe operation along with audio alarm/LED display has been made in the equipment.”

4. Para no. 3.3.1 is modified as follows:

8.

700 probes Gauge Face & Non-gauge Face side Probe (Sensitivity set on 5mm FBH)

A) Any transverse defect in the rail head on gauge face / Non-gauge Face side at the following locations in the track i) In tunnel ii)On major bridges & bridge approaches (100m) iii) In the vicinity of holes near the weld B) Any transverse defect in the rail head on gauge face / Non-gauge Face side at track locations other than A) above

Flaw

Pea

k H

eigh

t (V

) in

%

Non Reportable(H<15;V<20)


Non

Rep

orta

ble

(H<1

5;V

20)

IMRW(H 15;V 20)

of movement of flaw echo on horiz. scale(H) in %EXTENT

Flaw

Pea

k H

eigh

t (V)

in %

Non

Rep

orta

ble

(H<1

5;V

20)


OB

SW

(15

H<3

0;V

20)

OBSW*(H 30;20V<60)

IMRW(H 30;V 60)


of movement of flaw echo on horiz. scale(H) in %EXTENT* Details to be forwarded to RDSO quarterly in format at para 5.1.3 # To be marked as 'O' on web of rail

47

“3.3.1 The double rail tester is capable of testing both the rails at a time. For each rail, seven probes have been provided for the present i.e. 0o, 70o Center Forward (C F), 70o Center Backward (C B), 70o Gauge Face Forward (G F), 70o Gauge Face Backward (G B), 70o Non-gauge face Forward (NGF) and 70o Non-gauge Face Backward (NGB). The signal received from the defects by any of the probes is indicated on the screen. In order to find out the origin of detection i.e. which probe has picked up the defect, provision for displaying the individual probe operation along with audio alarm/LED display has been made in the equipment.”


“3.5 Types of probes: Following types of probes other than mentioned in para 3.2 and 3.3 are also in use. Details of probes and their uses are given at Fig. 30.

450 , 2MHz probe For testing Gas Pressure, Flashbutt Welded rail

joints and half Moon Defect in AT Welds below web foot junction and SEJ.

Tandem Scanning ( 2Nos. of 450 probes in a rig) for detection of lack of fusion in AT welded rail joints.

70o , 2MHz probe Flange & Head testing of AT welds (20mm circular or 20mm x 20mm square crystal)

700,2MHz Half Moon defect in AT welds Side looking probe (SLP) below web foot junction.”


“4.1 Rail testing by ultrasonic method shall be carried out by RDSO approved single rail testing trolley or double rail testing trolley and rig for 45o probes. Details of frequency and number of each type of probes are as under:

Type Frequency No. of probes

Single Rail Tester Double Rail Tester Rig Normal/0o 4MHz One One for each rail - 70o (Center) 2MHz Two(F+B) Two(F+B) for each - rail. 70o(Gauge Face) 2MHz Two(F+B) Two(F+B) for each - rail 70o(Non-gauge Face) 2MHz Two(F+B) Two(F+B) for each - rail 45o (Rig testing) 2MHz - - Two Water is used as couplant while testing with Single Rail Testers/Double Rail Testers. This is supplied through a water container attached with the trolley. Soft grease to RDSO Specification No.WD-17-MISC.-92 or WD-24 Misc.-2004 is to be used as couplant while undertaking hand probing of AT welds and deploying 45o probes with test rig for testing rail at scabbed/ wheel burnt locations. The list of approved vendors for soft grease to

48

above mentioned specification is issued by Quality Assurance (Mechanical) Directorate of RDSO bi-annually. The same is available on website of RDSO www.rdso.gov.in.” 7. Para no. 4.1.2 (c) is modified as follows:

“4.1.2 (c) Gauge Face and Non-gauge Face Corner probe 70o (Forward and backward): The trolley is moved on the standard test piece having 5mm Flat Bottom Hole (FBH) made by use of suitable machine (e.g. Electric Discharge Machine) ensuring truly flat surface on bottom of the hole as shown in Figure 3. The beam of 70o forward gauge face and non-gauge face corner probe is directed to 5mm FBH in rail head. Signals from rail end surface and 5mm FBH will appear on the screen. Move the trolley forward and backward very slowly to get the maximum signal amplitude from the 5mm FBH and adjust the gain to get 60% of full height. Same procedure shall be adopted for 700 backward gauge face and non-gauge face corner probe also.” 8. Para no. 6.8.1 is modified as follows:

“6.8.1 After the initial testing of rails in rail manufacturing plant, the first retesting need not normally be done until the rails have undergone 15% of the service life in GMT as given below (para 302 (i) (d) of IRPWM): For rails rolled in April 1999 and later, the test free period shall be 25% instead of 15%.

Gauge Rail Section Assessed GMT service life for T.12 72 UTS rails

Assessed GMT service life for T-12 90 UTS rails

60Kg 550 800 52Kg 350 525

B.G.

90 R 250 375 75 R 150 - M.G. 60 R 125 -

Whenever, rails are not tested in rail manufacturing plant, the test free period shall not be applicable and the rail testing shall be done at the periodicity given below right from the day of its laying in field.

However, the rails having sectional weight and grade equal to or higher than 52Kg/90UTS shall be ultrasonically tested covering gauge face and non-gauge face corner of rail head on passage of every 40GMT traffic during test free period.”

8. Para no. 6.8.1.1 is modified as follows:

“6.8.1.1 Frequency of testing for all BG (rail head center, gauge face and non-gauge face corner) and MG routes is given as under: For other sections Chief Engineer of the Railway may adopt a frequency at his discretion.

Route Routes having GMT Testing frequency Once in

All MG routes < 2.5 5 years

49

2.5 – 5.0 3 years > 5 2 years < 5 2 years

> 5 < 8 12 months > 8 < 12 9 months > 12 < 16 6 months > 16 < 24 4 months > 24 < 40 3 months

All BG routes (rail head center and gauge face and non-gauge face corner testing)

> 40 < 60 2 months >60 1 ½ months

10. Para no. 7.1(ii) is modified as follows:

“7.1(ii) For detection of defects in rails, probes having incidence angle 0o, 70 o (F), 70 o

(B) have been provided in the USFD trolley. The angles have been chosen in a manner so as to detect defects which are generally observed during service and have been the cause of rail fractures.

The section of rail which is scanned by each type of probe has been indicated in Fig. 2A, 2B, 2C and 2D.

For detection of defects originating from Gauge Face and Non-gauge Face Corner, a dedicated test set-up has been developed. This set-up includes three 70

o probes covering approx. the full width of the rail head and a set of two 45 o probes. The area scanned by this arrangement is shown in Fig.2E. A defect located at 5mm from the corner is detectable using this equipment. All commonly observed defects in rails are detectable by the above arrangement. In the event of gross mis-orientation of defect at times it may not be amenable for detection, however such situations are rare.”

11. Figure no. 2E is revised and enclosed as Annexure –A.

12. The heading of figure no. 3 is modified as follows: “Sensitivity setting block for 700 2 MHz (Center, Gauge Face and Non-gauge Face) probes.”

13. Figure no. 30 is revised and enclosed as Annexure-B.

14. New Para 11.9 is added at the end of chapter 11 as follows:

“11.9 Procedure for ultrasonic Testing of tongue rail of SEJ 11.9.1 Scope :

An ultrasonic test procedure has been prepared for detecting defects in tongue rail at location where sharp change in one of the flange portion has been designed. Study reveals that even a small fatigue of 4 -5 mm width in this location caused failure of tongue rail. USFD procedure has been designed to detect defects smaller than above mentioned width. Physical verification at site of track reveals that ultrasonic testing of vulnerable location of tongue rail of SEJ is not feasible under in situ condition because

50

this portion remains inside the bracket over it. For conducting ultrasonic testing bracket has to be removed for getting access to scanning area.

11.9.2 Apparatus required:

a. Equipment: Any RDSO approved model of ultrasonic equipment for Alumino-thermic welded rail joints as per RDSO specification No. M&C/NDT/129/2005 or its latest version.

b. Probes: 70˚/ 2 MHz, 20 mm dia. or 20 x 20 mm square crystal size Single

Crystal probe.

c. Couplant: Soft grease or thick oil shall be used as couplant.

11.9.3. General Condition: Prior to conducting testing , the bracket over the sharp curvature in the flange portion of tongue rail of SEJ shall be removed. Cleaning of flange with kerosene shall be done to remove dirt oil or grease over it. Flange shall be smooth and free from pittings otherwise paper grinding shall be carried out for smoothening the surface.

11.9.4 Sensitivity setting procedure:

11.9.4.1 Standard test piece: The sensitivity of the ultrasonic equipment shall be set

with the help of Standard Tongue rail of SEJ test piece containing a 5 mm saw cut at sharp curved location of flange as shown in Fig. 58.

11.9.4.2 Range Calibration: The equipment shall be set for a depth range of 165

mm S-Wave. Connect the 70˚/ 2 MHz probe with ultrasonic equipment and select T + R (Single Crystal) mode by selector switch.

11.9.4.3 Sensitivity Setting: Place the 70˚/ 2 MHz probe at a distance of approx. 110

mm. far from saw cut on the upper zone of flange of tongue rail with beam directing towards the saw cut. Move the probe in slight zigzag manner towards cut direction. The reflection from 5 mm cut shall be maximized and shall be set to 60% full screen height by suitable adjustment of gain control.

11.9.4.4 Test Procedure: The 70˚probe shall be placed on the upper zone of flange

at a distance of approx.110 mm far from sharp curve portion with beam directing towards curve portion. Move the probe in slight zigzag manner up to curve portion. This scanning shall be carried out 2-3 times.

11.9.5 Defect Classification: Any flaw signal obtained by 70˚probe of 20% vertical

height of screen or more shall be treated as defective tongue rail of SEJ. 11.9.6 For testing the head of tongue rail of SEJ, procedure laid down at para

11.8.5.2 & 11.8.5.2.1 shall be followed by hand probing.”

51

5 mm SAW CUT

Direction of Probe

5 mm

FIG. 58 SENSITIVITY SETTING BLOCK & ULTRASONIC SCANNING OF

TONGUE RAIL OF SEJ (RAIL IN PLAN)

52

Annexure-A

AREA COVERED BY 70° PROBES IN EQUIPMENT WITH GAUGE FACE CORNER, CENTRE AND FIELD CORNER PROBES

FIG. 2E: AREA COVERED BY 70° PROBES IN VARIOUS GAUGE FACE CORNER DEFECT DETECTION EQUIPMENT

53

Annexure-B

1

0°4MHzDOUBLECRYSTAL

1. LONGITUDINAL HORIZONTAL DEFECTS IN HEAD WEB AND FOOT2.STAR CRACK IN WEB ( BOLT HOLE)

1. HALF MOON DEFECTS IN A.T.WELDED JOINTS IN FLANGE LOCATION BELOW WEB-FOOT JUNCTION

FIG. 30 : DETAIL OF PROBES USED FOR TESTING OF RAIL AND WELDS

1. TRANSVERSE DEFECTS IN RAIL HEAD

1. TRANSVERSE DEFECTS IN HEAD PORTIONS OF F.B. AND G.P.WELDED JOINT2. HALF MOON DEFECTS IN A.T.WELDS BELOW WEB-FOOT JUNCTION

1. DEFECTS OF A.T.WELDED JOINTS IN FLANGE LOCATION

5 70°2 MHzSIDE LOOKING PROBE (SLP)

T+R

70°FORWARD(F) ANDBACK WARD(B) 2MHzSINGLE CRYSTAL

470° 2 MHz, (20mm CIRCULAR OR 20mm X 20mm SQUARE CRYSTAL) SINGLE CRYSTAL

345°2MHzSINGLECRYSTAL

T+R

B

T+R

F

2

T+R T+R

APPLICATIONSl.No.

PROBE ANGLE

TR

BEAM PATH

ELEVATION

T+R

20°

PLAN

70°

******

54

A & C Slip No.7 of Jan, 2012.

1. Following be added at the end of Para 6.8.1.1:

“Digital double Rail Tester is to be used for testing of ‘D’ marked rails at reduced

intervals to be decided by Chief Track Engineer of Zonal Railways.”

********

A&C Slip No 8 of April, 2012

1. Last paragraph of Para no. 4.1 is reworded as follows

“Water is used as couplant while testing with Single Rail Testers/Double Rail Testers. This is supplied through a water container attached with the trolley. Soft grease to RDSO Specification No.WD-17-MISC.-92 or WD-24 Misc.-2004/ any thick oil of high viscosity grade (having viscosity grade of 150 cst or more) is to be used as couplant while undertaking hand probing of AT welds and deploying 45o probes with test rig for testing rail at scabbed/ wheel burnt locations. The list of approved vendors for soft grease to above mentioned specification is issued by Quality Assurance (Mechanical) Directorate of RDSO bi-annually. The same is available on website of RDSO www.rdso.indianrailways.gov.in.”

2. Para no. 4.1.1a) is reworded as follows

“4.1.1a) Visual inspection of Equipments and accessories - Daily check Ultrasonic equipment is to be inspected daily before start of work as per para 5.1.1.”

3. Para no. 4.1.1b) is reworded as follows

“4.1.1(b) Calibration of Digital USFD: The range calibration in digital SRT/DRT with multiplexure/ multichannel unit is to be undertaken as follows:

I. Calibration for 300 / 200 mm longitudinal wave using 0˚ Double Crystal probe

i. Connect the 0˚ / 4 MHz Double Crystal probe to requisite channel given in multiplexure or in the unit itself.

ii. Select Mode T-R i.e. Double Crystal/ Multichannel mode in Rail Tester having multiplexure. For multichannel unit , select the calibration set which is required to calibrate.

iii. Feed the required range i.e 300 mm for rail tester having multiplexure/ 200 mm for multichannel rail tester.

iv. Put 0˚ Double Crystal probe on IIW (V1) Block after applying couplant at 100

mm width side. v. Set Delay and Probe Zero (in unit having multiplexure ) as per operational

manual. vi. Set first reflected peak at 3.3 div ( if range is selected 300 mm ) or at 5.0 ( if

range is selected 200 mm ) using delay key provided in multiplexure or DELAY parameter provided in multichannel unit. Place Gate over it. Press measure 0 (in unit having multiplexure ) and read the beam path, depth shall be 100 mm.

vii. Second reflected peak will appear at 6.7 & third peak at 10.0 ( if range is selected 300 mm ) or second peak at 10.0 ( if range is selected 200 mm ) .

viii. If last peak is not at 10.0, velocity may be adjusted to set the last peak at 10.0 ( if velocity control available) or by delay key on multiplexure.

55

ix. The equipment is calibrated for 300 /200 mm longitudinal wave for 0˚ Double Crystal probe.

x. To verify the calibration put probe on top of rail head, the back peak position will be at 5.2 for 52 Kg. rail & at 5.7 for 60 Kg. rail ( if range is selected 300 mm ) or at 7.8 for 52 Kg. rail & at 8.6 for 60 Kg. rail ( if range is selected 200 mm ).

II 165 mm Direct Shear wave calibration for 70˚ / 2 MHz single Crystal Probe

i. Connect the 70˚ / 2 MHz Single Crystal probe to requisite channel given in multiplexure or in the multichannel unit itself.

ii. Select Mode T-R i.e. Double Crystal mode for rail tester having multiplexure. For multichannel equipment, select the calibration set and channel required to calibrate.

iii. Feed range 300 mm for rail tester having multiplexure or 165 mm SW for multichannel unit.

iv. Set Delay and Probe Zero ( in unit having multiplexure ) as per operational manual

v. Put 70˚/2 MHz Single Crystal probe on IIW (V1) Block after applying couplant and direct the beam towards 100 mm curvature.

vi. Move the probe slightly to and fro to get maximize signal. vii. Adjust the peak at 6.0 using delay key provided in multiplexure or DELAY

parameter provided in multichannel unit. viii. Place the gate over this peak, press measure 70 ( in unit having multiplexure )

and read the beam path it shall be 100 mm. ix. To verify the calibration, Direct the probe towards 25 mm curvature and

maximize the peak. x. Put the gate on this peak, the beam path shall be 25 mm. xi. The equipment is calibrated for 165 mm shear wave.”

4. Para no. 4.1.1c) is reworded as follows

“4.1.1(c) Sensitivity setting of the equipment and probes- Daily check

The sensitivity of the USFD equipment shall be set up daily with the help of standard rail pieces as mentioned below:

Sensitivity (gain) setting: For the sensitivity setting of ultrasonic equipment and the probes, the following sequence is to be maintained.

(i) Place the testing trolley on the standard rail piece having artificial flaws as Shown in Fig. 3 for need based criteria. Check the alignment of probes to make sure that 700 Central probe & 00 probe travel centrally in line with the axis of the rail head & web. 700 GF & 700 NGF probes shall be aligned towards GF & NGF respectively at appropriate positions.

(ii) Set the acoustic barrier of the normal probe at right angle to the longitudinal direction of rail.

(iii) Open the water nozzle and regulate water flow on the probes at an optimum speed.”

(iv) While testing on single line section and ‘D’ marked rails on double / multiple line section, additional gain of 10db is to be employed.”

56

5. “In a month all parameters shall be checked with 00/2-2.5 MHz single crystal probe, as per IS:12666-88 or its latest version” will be added at the end of para 4.1.1d).

6. The heading of para no. 4.1.2 b) will be read as “Angle probe 70o (Centre forward & Centre backward):”

7. “Electron Drilling Machine” should be read as “Electric Discharge Machine” in Para no. 4.1.2 (c).

8. Para no. 4.1.2d) is reworded as follows

“45o probe (for locations having scabs/wheel burns) :

Machine shall be calibrated for 165mm range for shear wave in the same manner as per procedure given at para no. 4.1.1 b) II on the rail of same sectional weight under test. The test rig shall be placed at 20 mm below rail table on the side of rail head. The transmitter and receiver probe in the test rig shall be in opposite direction and shall be apart twice the rail head width. Peak obtained in receiver probe shall be adjusted to full scale height by gain setting. Testing of rails shall be done by keeping index mark of probe 20mm below rail table. Testing frequency and classification of defects shall be as per provisions of Para 6.6.1.1 and 6.3 respectively.

Note: For 52Kg and 60Kg rails the peak of received signal shall appear at approximately 95mm (shear wave) and approximately 103mm (shear wave) respectively.”

9. Para no. 4.4 is reworded as follows

“4.4 Spares: The recommended spares for normal maintenance of the equipment are given below:

Sl. No Item No. 1. 00 , 4MHz Double crystal probe 8 Nos. 2 00 2MHz Double crystal probe 4 Nos. 3 700 (F&B) Probe 2 MHz Single crystal 8Nos. 4 450 2 MHz Single crystal probe 2 Nos. 5 700 2MHz Single Crystal Probe 6 Nos. 6 700 2 MHz single crystal probe SLP 2 Nos. 7 Connecting Cable (Flaw Detector. with junction box) 6 Nos. 8 BNC connector 6 Nos. 9 00 2/ 2.5 MHz Single Crystal Probe 2 No.

10 Battery charger 1 No. 11 IIW Block (as per IS: 4904) 2 per depot 12 60x50x50mm steel block ( as per steel grade 45C8 to

IS:1875-1992) 1 No. 13 Fuse 12 Nos. 14 Step gauge 1 No.

57

Besides the above, the “spare” shall also include probe holder, probe shoes, wheel drum and wheel tyre. The procurement of spares for a machine shall be done from Original Equipment Manufacturer (OEMs) of that machine only, in order to ensure compatibility of spares with the machine and to achieve consistent and assured quality of testing. However, mechanical spares of trolley, standard items such as, battery, battery charger etc. can be procured from open market also. Spare batteries shall be arranged as and when expecting back up time of battery becomes low.”

10. Para no. 5.1.1 is reworded as follows

“5.1.1 Before testing

i. Check the battery condition before start of work. Only fully charged battery is to be used during testing.

ii. Check proper functioning of all controls of electronic unit i.e. depth range, gain, reject, etc.

iii. Check proper functioning of trolley and probes. iv. Check junction box, water outlet, probe cable contact and ensure smooth

movement of trolley wheels. v. Maintain proper gap between probing face and probe shoe (0.2 mm). Check with

the help of a feeler gauge. vi. Check probe alignment by keeping the rail tester on the rail. vii. Calibrate the instrument weekly as per procedure given in para 4.1.1(b). viii. Set the equipment for proper sensitivity as per para 4.1.1(c).”

11. Para no. 5.1.2 is reworded as follows

“5.1.2 During testing

i. Conduct test as per procedure mentioned in Chapter 6. ii. Maintain proper alignment of all probes during testing, otherwise false echoes may

appear. iii. Ensure adequate supply of water for coupling. iv. Check proper functioning of 70o probes by touching the probe bottom with fingers.

Noise pattern should appears on the screen. v. Lift the machine at crossings/change of rail table height at joints to protect the

probes. vi. Mark the locations found defective as per classification.”

12. Following sentence is added at the end of Para no. 5.1.3 (i) and table of Para no. 5.1.3 (i) is revised as follows

“The details should be supplemented with A-scan recorded during testing.”

Echo amplitude / Travel

Classification

Sect

ion

Line

……

……

…

Km fr

om…

……

……

….

Km to

……

……

……

….

Dat

eof t

estin

g……

...…

S. N

o

Loca

-tion

(Km

)

Rol

l-ing

mar

k

Rai

l/wel

d N

o.&

LH/R

H

Def

ect p

ositi

on (h

ead/

w

eb/fo

ot)

Def

ect i

ndic

ated

by

(00 /7

00

/450 Pr

obe)

Nat

ure

of e

cho

(shi

ft/fix

ed)

Prev

ious

Pres

ent

Prev

ious

Pres

ent R

emar

ks

58

13. Para no. 6.3 is reworded as follows

“6.3 Classification of rail defects: Defects detected during through USFD testing of rail shall be classified as per Annexure-II A. However visible defects on rails/ welds shall not be clarified by USFD personal and the same shall be recorded & brought to notice of sectional PWI for further remedial action.”

14. Para no. 6.7 is deleted and Para no. 6.5 & 6.5.1 are revised as follows:

“6.5 AT/FB/GP weld defect classification

6.5.1 Defects detected by 00/ 4 MHz double crystal probe & 700/ 2 MHz single crystal probe during through rail testing for defects detected in AT/FB/GP welds shall be classified as per Annexure-II B.”

15. Para no. 6.8, 6.8.1, 6.8.1.1, 6.9 and 6.10 are renumbered as para no. 6.6, 6.6.1, 6.6.1.1, 6.7 and 6.8 respectively.

16. Table of para no. 6.8.1.1 (renumbered as Para no. 6.6.1.1) is revised as follows :

Route Routes having GMT Testing frequency Once in

< 2.5 5 years 2.5 – 5.0 3 years

All MG routes

> 5 2 years < 5 2 years

> 5 < 8 12 months > 8 < 12 9 months

> 12 < 16 6 months > 16 < 24 4 months > 24 < 40 3 months > 40 < 60 2 months >60< 80 1½ months

All BG routes (rail head center and

gauge face corner testing)

>80 1 month

17. Para no.7.2 is reworded as follows:

“7.2 Testing of SEJs, points and crossings

Due to specific shape on some portion of these components, it is difficult to achieve proper space for acoustic coupling for testing. Therefore testing of these components is to be undertaken as per procedure laid down in chapter 10 & 11.”

18. Para 8.1 b) & 8.1 c) are modified as follows:

“ 8.1 b) Periodic testing of complete weld by hand probing of weld head/web and bottom flange, using 00 2MHz, 700 2 MHz, 45o 2 MHz probe (AT weld foot scanning for half moon shaped defect) and 700 2 MHz SL probes. The frequency of testing in

59

this case is as per Para 8.15.1. As per this testing defects detected in welds are classified as ‘DFWO/ DFWR’. The action to be taken for such defective welds is as per Para 8.14.

8.1 c) Besides this, welds are also tested after their execution using 00 2MHz, 700 2MHz, 45o 2 MHz probe (AT weld foot scanning for clustered defect/ micro porosities in web foot region) and 45o 2 MHz (Tandem probe scanning for lack of fusion). This test is termed as Initial Acceptance Test. As per this testing, defects detected in welds are classified as ‘DFWO/ DFWR’. The action to be taken for such defective welds is as per Para 8.10.”

19. Following is added at the end of para 8.2.4:

“as per specification given in para 4.1.”

20. Para 8.4.1 is modified as follows:

“8.4.1 Standard test rail: The sensitivity of the ultrasonic equipment shall be set with the help of a standard AT welded rail piece of 600 mm (300 mm rail each side of joint) length having a simulated flaw at standard locations as shown in Fig.20 (a). The standard AT welded rail piece shall be preferably of same AT welding technique & welding agency which are to be tested in field to avoid confusion of signals from weld profile.”


“8.5.1 Calibration: Following procedure shall be adopted for calibration of 00 2 MHz double crystal probe

i. Select range 300 mm with range control key. ii. Select Mode T-R i.e. Double Crystal mode. iii. Set Delay 0. iv. Set Probe Zero 0. v. Feed longitudinal wave velocity (5920 m/s) / Press measure 0 key. vi. Feed angle 00. vii. Connect 0˚ Double Crystal probe and put it on IIW (V1) Block after applying

couplant at 100 mm width side. viii. Set first reflected peak at 3.3 div. using probe zero. Place Gate over it and

read the beam path, depth shall be 100 mm. ix. Second reflected peak will appear at 6.7 & third peak at 10.0. x. If last peak is not at 10.0, velocity may be adjusted to set the last peak at 10.0

(if velocity control available). xi. The equipment is calibrated for 300 /200 mm Longitudinal wave for 0˚ Double

Crystal probe. xii. To verify the calibration, put probe on top of rail head, the back peak position

will be at 5.2 for 52 Kg rail & at 5.7 for 60 Kg rail.”


“ 8.5.4 Defect classification: a) For any flaw signal obtained by normal probe from the head region,

60

i) Flaw signal 40% and above and up to 60% to be declared as DFWO. ii) Flaw signal above 60% to be classified as DFWR.

b) For any flaw signal obtained by normal probe from web or foot location, i) Flaw signal of height more than 20% from the web or foot and up to 40% to be

classified as DFWO. ii) Flaw signal of height more than 40% from the web or foot or more to be

lassified as DFWR.”


“8.6.1 Calibration: Following procedure shall be adopted for calibration of 700 2 MHz single crystal probe :

i. Select range 165 mm with range control key. ii. Select Mode T+R i.e. Single Crystal mode. iii. Set Delay 0. iv. Set Probe Zero 0. v. Feed longitudinal wave velocity (3230 m/s) / Press measure 70 key. vi. Feed angle 700. vii Connect 70˚/2MHz Single Crystal probe and put it on IIW (V1) Block after

applying couplant and direct the beam towards 100 mm curvature. vii. Set first reflected peak at 3.3 div. using probe zero. Place Gate over it and

read the beam path, depth shall be 100 mm. ix. Move the probe slightly to and fro to get maximize signal. x. Using probe zero set this peak at 6.0 or by using gate read beam path 100

mm. xi. To verify the calibration, Direct the probe towards 25 mm curvature and

maximize the peak. xii. Put the gate on this peak, the beam path shall be 25 mm. xii. The equipment is calibrated for 165 mm shear wave.”


“8.6.4 Defect classification:

i) A welded joint showing moving signal of 40% or more and up to 60% of FSH shall be classified as DFWO.

ii) A welded joint showing moving signal of more than 60% of full screen height to be classified as DFWR.

A bunch of moving signals less than 40% and more than 10% shall also be considered as defective weld & to be declared as DFWR. (Fig. no.30).”

25. Para 8.7.1.1 is modified as follows: “8.7.1.1 Range calibration: Following procedure shall be adopted for calibration of

450 2 MHz single crystal probe

i. Feed range 275 mm with range control key.

ii. Select Mode T+R i.e. Single Crystal mode iii. Set Delay 0

61

iv. Set Probe Zero 0 v. Feed Shear wave velocity ( 3230 m/s) vi. Feed angle 45˚

vii. Connect 45˚/2 MHz Single Crystal probe and put it on IIW (V1) Block after

applying couplant and direct the beam towards 100 mm curvature. viii. Move the probe slightly to and fro to get maximize signal. ix. Using probe zero set this peak at 3.6 or by using gate read beam path

100mm. x. To verify the calibration, Direct the probe towards 25 mm curvature and

maximize the peak. xi. Put the gate on this peak, the beam path shall be 25 mm. xii. The equipment is calibrated for 275 mm shear wave.”

26. Para 8.7.1.2 is modified as follows:

“8.7.1.2 Sensitivity setting: Place 450 /2MHz probe on the rail head surface at a distance equal to height of rail from the centre of the AT weld.{Fig. 22 (a)}. Select T+R single crystal mode. Move the probe 20mm either side of this position (probe index marking) to pick up half-moon crack in the central region of weld reinforcement as shown in Fig 23. This exercise shall be carried out two- three times from each side of the weld and signal from simulated flaw should appear at a distance of approximately 400mm for 52 kg rail. This distance will vary with respect to rail section height. The signal so obtained shall be adjusted to 60% of full screen height by manipulating the gain control.”


“8.7.1.4 Defect classification: Any flaw signal obtained by this probe of 20% height or more shall be classified as defective AT welded joint (DFWR).”


“8.7.2.4 Defect classification:

Any flaw signal of 40% of full screen height or more shall be classified as DFWR.”


“8.8.4 Defect Classification: The defect signal of 20% full screen height or more is to be classified as DFWR.”


“8.9.4 Defect classification:

i) A welded joint showing flaw echo of 40% vertical height or more and upto 60% is to be declared as DFWO.

ii) A welded joint showing flaw echo of more than 60% vertical height is to be declared as DFWR.”

62

31. Para 8.10 is modified as follows:

“8.10 Initial USFD testing of AT welds and subsequent testing within the guarantee period of contract

A thermit welding done in situ shall be joggled fish plated with two clamps till tested as good by USFD.

8.10.1 The defective joints (DFWO or DFWR) based on the criteria mentioned in preceding para 8.12.3 shall not be allowed to remain in service for initial USFD testing of AT welds and subsequent testing within the guarantee period of contract and these joints shall be cropped, re-welded and tested again. The re-welded joints shall be scanned ultrasonically again with the same set of acceptance criteria to ensure freedom from any harmful defects.”

32. Para 8.12.3 b) is modified as follows:

“8.12.3 b) Flange- With 700 /2MHz probe, Any moving signal of height more than 20% of the full screen height shall be treated as defective weld (DFWR)”

33. Para no. 6.5.2, 6.6, 6.8.2, 6.8.2.1 and 6.8.2.3 are removed from Chapter no. 6 and revised new paras are added as para no. 8.13, 8.14, 8.15, 8.15.1 and 8.16 in chapter no. 8 as follows.

“8.13 Defects detected by 00 2MHz , 700 2 MHz, 450 2 MHz and 70o/2MHz SL probes with RDSO approved customized AT weld tester/existing machine shall be classified in accordance with provisions contained in Para 8.15.1.

8.14 Action to be taken after detection of defects in AT welds : Action to be taken for defects in AT welds shall be same as at para 6.4 and in addition following shall also be applicable for welds classified as defective (DFWO/DFWR) in periodic testing of AT welds with 00 2MHz , 700 2 MHz , 450 2 MHz , 700 2 MHz SL probes, 450/ 2 MHz Tandem Rig:

Classification Painting on both

faces of weld Action to be taken

Defective weld ‘DFWO/DFWR’ with

00 2MHz,

700 2MHz,

450 2 MHz or 700 2MHz

SL probe, 450/ 2 MHz Tandem Rig

In case of DFWO, one circle with red paint.

In case of DFWR, two cross with red paint.

(i) In case of DFWO weld,

a) SE/JE (P.Way)/USFD shall impose speed restriction of 30 kmph or stricter immediately and communicate to sectional SE/JE about the flaw location, who shall ensure the following :

b) Protection of defective weld by joggled fish plates using minimum two tight clamps immediately with a speed restriction of 30 kmph. Speed restriction can be relaxed to normal after protection of DFWO weld by joggled fish plates with 2 far end tight bolts

63

(one on each side) with champhering of holes, within 3 days. The joint is to be kept under observation.

ii) In case of DFWR following action will be taken:

a. SE/JE (P.Way) USFD shall impose speed restriction of 30kmph or stricter immediately and communicate to sectional SSE/JE about the flaw location who shall ensure the following:- b. Protection of DFWR weld by joggled fish plates using minimum two tight clamps immediately. SR of 30 Kmph can be relaxed to normal after providing joggled fish plates with two far end tight bolts one on each side with champhering of holes. The DFWR weld shall be replaced within three months of detection.

Adequate traffic block should be granted for removal of DFWR welds.In case of non removal within three months, a speed restriction of 75 kmph for loaded goods train and 100 kmph for passenger train should be imposed.

8.15 Frequency of testing of welded joints by 00 &700 probes shall be as per para 6.6.1.1.

8.15.1 Testing of AT welded joints shall comprise of testing by probes with sensitivity setting and calibration as per references indicated against them in the table below:

S.No Probes Calibration as per

Sensitivity Setting as per

Scanned area Acceptance Criteria

1. 002 MHz Para 8.5.1 Para 8.5.2, Fig 20 (a)

Head, web As per Para 8.5.4

2. 700 2MHz Para 8.6.1, 8.9.1

Para 8.6.2, 8.9.2, Fig 20(a)

Head, weld foot As per Para 8.6.4 & 8.9.4

3. 700 2MHz SL

Para 8.8.1 Para 8.8.2, Fig 22 (a)

Weld foot(Half Moon Defect)

As per Para 8.8.4

4. 45o 2 MHz Para 8.7.1 Para 8.7.1.2 , Fig 22 (a) & 23

Weld foot (Half Moon Defect/clustered defect & micro porosity)

As per Para 8.7.1.4

5. 45o 2 MHz

single crystal probe

As per Para 8.7.2

As per Para 8.7.2.2

Lack of fusion in the web and foot region below web

As per Para 8.7.2.4

64

The frequency of testing of AT welds with above listed probes shall be as under:

S No Type of Welds Type of Testing Testing Schedule 1 Conventional

AT Periodic Tests Every 40 GMT

2 Acceptance Test Immediately after welding 3 First Periodic Test 1 year

Routes having GMT

Frequency

4 Further tests based on

route GMT > 45 2 years

5 >30 < 45 3 years

6 > 15 < 30 4 years

7

SKV

0-15 5 years

Due to unusually high weld failure or other abnormal development in some sections, Chief Engineer may order testing of welds early, as per need.

The testing interval of USFD testing of defective AT welds should be reduced by 50% of normal testing interval of AT welds as provided in para 8.15.1 to avoid fractures of defective welds.

8.16 Through Weld Renewal should be planned after the welds have carried 50% of the stipulated GMT of rails. Among the various sections, due for Through Weld Renewal (TWR) as per this criteria, Chief Track Engineer will decide inter se priority based on incidences of defect detection and weld failures.”


“8.7.2.1 Range calibration:

The equipment shall be set for a depth range of 275 mm as per Para 8.7.1.1. The equipment shall be set in T/R (Double Crystal mode) by selector switch.”


“8.8.1 Range Calibration: The equipment shall be set for a depth range of 165 mm shear wave.”


“8.8.2 Sensitivity setting: Set Range - 165 mm, Velocity- 3230 m/sec, Mode- Double crystal and Angle – 70o. Connect cables of side looking probes to transmitter & receiver socket in such a way that direction of side looking crystal face is inward

65

i.e. towards simulated half moon shaped defect. Place the 700 side looking (Tx and Rx) probes on the upper zone of the flange at a distance of 85 mm on either side of flange {Fig.22 (a)}. Move the probes slowly in slight zigzag manner towards the weld up to a distance of 20 mm from weld collar. Set the signal obtained from simulated half moon defect to 60% of full screen height with the help of gain control switch. This gain setting will be utilized during testing of the weld.”


“8.9.1 Range Calibration: The equipment shall be set for a depth range of 165 mm shear wave.”

38. Para no. b) (i) & (ii) of Note: Guidelines for Operators at the end of chapter 8 is modified as follows:

“b i) Horizontal distance of flaw shown on screen of the equipment shall be observed.

ii) Measure the actual distance from probe index to confirm if the flaw signal is coming from the weld collar/reinforcement or from the weldment.”

39. Following will be added at the end of Note given in Chapter 8:

“d) More than one DFWO defect in one weld shall be classified as DFWR.”

40. Para 9.2.1 (i) is modified as follows:

“(i) Any RDSO approved model of ultrasonic equipment for Alumino-thermic welded rail joints as per RDSO specification No. M&C/NDT/129/2005 or its latest version.”

41. Para 9.4 is modified as follows:

“9.4 Calibration and sensitivity setting

i. “Calibration the ultrasonic AT weld tester for 165 mm shear wave as per procedure given at para no. 8.5 after selecting T/R double crystal mode.

ii. Connect the 45o probes, one to transmitter connector and the other to receiver connector. Place the 45o probes on standard rail piece as shown in Fig. 24 (a). Move the probes forward and backward alternately and set the gain to achieve 60% height of full screen from a 5 mm dia drill hole drilled in head.

iii. Remove the 45o probes and connect 70o probe (Turn the probe selector T+R i.e. single crystal mode). Place the probe at approximately 100mm from the 5 mm dia hole on the web as shown in Fig. 24(b). Move the probe to and fro from 5 mm dia hole and set the gain to achieve 60% height of full screen and this gain level shall be reference gain for testing of web and flange of the joints.

(iii) The equipment is now calibrated for depth range of 16.5 mm per main scale division (for machine having 10 main divisions on horizontal scale) to shear wave and gain of the UFD is set separately for conducting the test using 45o and 70o probes.”

66


“9.5.1 Testing of weld at rail head: After calibration has been done, the two 45o angle probes shall be connected to the unit by means of two probes cables one acting as transmitter and other as receiver. The probe selector switch shall be operated in T/R mode in which one works as Transmitter and the other as receiver.

Oil or grease as per specification given at para no 4.1 shall be applied as couplant along the right and left hand side faces of the rail head, up to 100 mm from the joint on both sides of the weld.”


“9.5.1.1 Two 45o angle probes shall be placed and moved along the two side faces of the rail head in the longitudinal direction of the rail. Slight twisting movements, with the beam directed towards the weld, shall be imparted mutually to the probes as shown in the Fig. 24 (a). In order to examine the entire width of rail head as well as the height, maximum mutual displacement at start shall be equal to width of top of rail head. If, for example, the left hand probe is at maximum width displacement away from the weld the right hand probe shall be directly over the weld and vice-versa. The probe shall then be advanced from the weld as shown in the Fig. 24(a). The movement shall be continued until the probes are in reversed positions with respect to the beginning of the test. This operation shall be repeated 3-4 times and at the end of each traverse slight horizontal twisting movements shall be given to the probes. Probing may be continued from the other side of the joint also to take care of defects unfavorably oriented to the search beam applied from the other side.”


“9.6.2 Couplant: Oil or grease as per specification given at para no 4.1 shall be applied as couplant along the right and left hand side surfaces of the rail web and foot up to 100 mm and 180mm. respectively away from the joint on both sides of the weld.”

45. Para no. 6.8.2.2 is removed from Chapter 6 and added as New para no. 9.8 is added in the end of chapter no. 9 as follows.

“9.8 For Flash Butt Welds: 450 and 700, 2 MHz hand probing for web and flange:

In case of flash butt welds normally there is no need for hand testing (with 450 and 700 probes), however, Chief Engineer may order hand probing with these probes in case failure rates are high in his opinion.”

46. Annexure II is revised & divided into two parts named as ANNEXURE- II A & ANNEXURE- II B and the same are enclosed herewith.

47. SN.21 of Annexure III is modified as follows:

“21. LAST USFD CLASSIFICATION: Good-1, IMR-2, IMRW-3, OBS-4, OBSW-5, DFWO-6, DFWR-7”

67

48. SN.35 of Annexure IV is modified as follows:

“35. LAST USFD CLASSIFICATION : Good-1, IMR-2, IMRW-3, OBS-4, OBSW-5, DFWO-6, DFWR-7”

49. Table of Annexure VII is modified as follows:

A.T. weld defects A.T. weld fractures

S.N

o.

Dat

e

Km

.

Ref

. To

FR n

o.

Cod

e

IMR

W

OB

SW

DFW

O

DFW

R Weld

with detected flaw (05)

Flaw undetect

ed by USFD (06)

Sudden fractures (07)

Any other

Causes (08)

FBW fractures

Rem

arks

50. SN.3 ii) of Annexure VIII is modified as follows:

“3 ii) Checking of IMR/DFWR of Rails/Welds”

51. Annexure II mentioned in para no. 8.1 (a) will be read as ANNEXURE- II B.

52. Para 6.8 and para 6.8.1.1 mentioned in para no. 8.1 (a) will be read as para 6.6 and para 6.6.1.1 respectively.

53. Para 6.8.2.1 and para 6.6 mentioned in para no. 8.1 (b) will be read as para 8.15.1 and para 8.14 respectively.

54. Para 6.8.2.1 mentioned in para no. 8.11.1 will be read as para 8.15.1.

55. Para 9.4(v) mentioned in para no. 9.6.1 will be read as para 9.4 (iii).

56. List of Figures is revised and the revised list of figures is enclosed herewith.

57. Reference Para 6.10 of Annexure-V is reworded as Para 6.8.

58. Fig.2E mentioned in para 3.2 and 7.1(ii) will be replaced by Fig.2D.

59. References to paras/ figures appearing at various paras are revised as under:

Para no. Previous reference of Fig.

no. Revised reference of Fig. no.

3.5 30 27 3.7 25 (b) & (c) 22 (b) & (c) At the end of Chapter 4 Fig. 5 to 20 Fig. 5 to 18 8.7.1 25 (a) 22 (a) 8.7.2.2 25 (b) 22 (b)

68

8.7.2.3 25 (c) 22 (c) 8.9.2 23 (a) 20 (a) 8.9.3 24 (a) in two places 21 (a) in both places 8.12.1 23 (b) 20(b) 8.12.2 23 (b) 20(b) 9.4 (iii) 27 (b) 24 (b) 9.5.1.2 27 (a) 24 (a) 9.6.3 27 (b) & 24 (a) 24 (b) & 21 (a) 10.3.6 28 25 11.2 29 (a) 26 (a) 11.6 29 (a) 26 (a) 11.8.3.4 29 (b) in two places 26 (b) in both places 11.8.5.1 29 (c) in two places 26 (c) in both places 11.9.4.1 58 29

60. Figure no. 20 (a) is revised and figure no. 20 (a) is enclosed.

61. A new figure no. 30 “Typical signal pattern of bunch of moving signals for AT welds” is added and the same is enclosed herewith.

62. Third para of PREAMBLE is revised as follows :

“Based on the above knowledge and experience, it was considered necessary to assimilate the entire information on ultrasonic examination of rails and present in the form of a manual so as to guide the ultrasonic personnel in testing, interpretation and decision-making. Accordingly, the first edition of the USFD Manual was prepared and issued during 1998. Subsequently, a revision was issued in 2006 in view of the experience gained in the field of USFD testing and maintenance practices. In the recent part, USFD tesing machines having state of the art digital technology have been introduced on Indian Railways and since use of digital USFD testing machine has been made mandatory on Indian Railways, the USFD Manual also required to be updated so incorporate the sensitivity setting procedure for digital USFD tesing machines and other modifications. This revised edition is therefore prepared incorporating all the amendments and revisions. The provisions made are mandatory for all ultrasonic personnel and supersede all previous instructions in case they happen to be contradictory to the instructions contained in this manual. This revised version of the manual incorporates Correction Slip No. 1 to 8 to USFD Manual (2006).”

63. New para 11.9.7 is added as follows:

“11.9.7 Testing frequency: Frequency of USFD testing of tongue rail of SEJ shall be once in a year.”

69

Annexure II A

(Para 6.3, 6.5.1) CLASSIFICATION OF RAIL/WELD DEFECTS FOR NEED BASED CONCEPT OF

USFD

For Rail Defects

S. No.

Probe used Nature of defect Oscillogram pattern Classifi- cation

A)Within fishplated area - i. Any horizontal defect in

head web or foot of length equal to distance between rail end and first bolt hole and connected with the rail head.

ii. Any horizontal defect

connecting both bolt holes.

iii. Any defect originating from bolt holes and progressing at an angle towards head-web junction or web-foot junction.

No back echo before or after appearance of bolt hole echo with Flaw echo with or without multiples OR Drop in back echo before or after appearance of bolt hole echo with flaw echo with or without multiple

No back echo between bolt hole echo. Flaw echo with or without multiples.

No back echo before or after appearance of bolt hole echo with or without flaw echo

IMR

IMR

IMR

1. Normal probe 4MHz (sensitivity set with respect to 100% back wall signal height from rail bottom)

B) Outside fish plated area - a) Any horizontal defect progressing at an angle in vertical plane in the rail at the following locations in the track:

i) In tunnel

ii) On major bridges & bridge approaches(100m)

iii) In the vicinity of holes near the weld (50 mm for old AT weld and 75mm for new AT weld from the centre of weld on either side of weld)

No back echo with flaw echo (shifting/without shifting) for any horizontal length

OR

No back echo and no flaw echo

IMR

b) Any horizontal defect progressing at an angle in vertical plane in the rail at track locations other than (a) above.

No back echo with flaw echo (shifting/without shifting) for horizontal length > 20mm

No back echo with or without shifting flaw echo for horizontal length < 20mm

IMR

OBS

C)Vertical longitudinal split (piping)

In case of partial/complete loss of back echo, side probing shall be carried out with 0o probe, if any flaw echo with/ without multiples is observed (in any length)

IMR

70

2. 70o 2MHz

Centre Probe (Sensitivity set with 12mm dia. Standard hole in rail head 25mm from rail top)

For non ‘D’ marked rails on double/multiple line sections

A) Any transverse defect in the rail head at the following locations in the track i) In tunnel ii)On major bridges & bridge approaches (100m) iii) In the vicinity of holes near the weld (50 mm for old AT weld and 75mm for new AT weld from the centre of weld on either side of weld)

B) Any transverse defect in the rail head at track locations other than A) above

Non

Rep

orta

ble

(H<3

0;0<

V<10

0)

Flaw

Pea

k H

eigh

t (V)

in %

Non Reportable* #(30 H 100;V<20)

IMRW(H 30;V 20)


Flaw

Pea

k H

eigh

t (V

) in

%

Non

Rep

orta

ble

(H<3

0;0<

V<10

0)


OB

SW(5

0>H

30;V

20)

OBSW*(H 50;60>V 20)

IMRW(H 50;V 60)

of movement of flaw echo on horiz. scale (H) in %EXTENT* Details to be forwarded to RDSO quarterly in format at para 5.1.3 # To be marked as 'O' on web of rail

71

3. 70o 2MHz (Centre) Probe (sensitivity set with 12mm dia. Standard hole at rail head 25mm from rail top and with additional gain of 10dB thereon).

For all single line sections and ‘D’ marked rails on double /multiple line sections

A) Any transverse defect in the rail head at the following locations in the track

i) In tunnel

ii)On major bridges & bridge approaches (100m)


B) Any transverse defect in the rail head at track locations other than A) above

Flaw

Pea

k H

eigh

t (V

) in

%

IMR(0 H 100; 20 V 100)

Non Reportable(0 H 100; V<20)


Flaw

Pea

k H

eigh

t (V)

in % OBS

(0 H<50; 20 V 100)

IMR(50 H 100; 20 V 100)

Non Reportable(0 H 100; V<20)


72

4. 700 probes Gauge Face & Non-gauge Face side

(Sensitivity set on 5mm FBH)

A) Any transverse defect in the rail head on gauge face side/ Non-gauge Face at the following locations in the track i) In tunnel ii)On major bridges & bridge approaches (100m) iii) In the vicinity of holes near the weld (50 mm for old AT weld and 75mm for new AT weld from the centre of weld on either side of weld)

B) Any transverse defect in the rail head on gauge face/ Non-gauge Face side at track locations other than A) above

Flaw

Pea

k H

eigh

t (V)

in %

Non Reportable(H<15; V<20)


Non

Rep

orta

ble

(H<1

5;V

20)

IMR(H 15;V 20)


Flaw

Pea

k H

eigh

t (V)

in %

Non

Rep

orta

ble

(H<1

5;V

20)


OB

S(1

5H

<30;

V

20)

OBS*(H 30;20 V<60)

IMR(H 30;V 60)


EXTENT of movement of flaw echo on horiz. scale (H) in %* Details to be forwarded to RDSO quarterly in format at para 5.1.3 # To be marked as 'O' on web of rail

SN Probe Used Nature of Defect Oscillogram Pattern Classification 5. 450 probes

mounted in test rig (sensitivity set to 100% with respect to reflection signal received from opposite face of rail head)

A) Any transverse defect in the rail head, with scabs/wheel burn on top surface, at the following locations in the track i) In tunnel ii)On major bridges & bridge approaches (100m) iii) In the vicinity of holes near the weld (50 mm for old AT weld and 75mm for new AT weld from the centre of weld on either side of weld) B) Any transverse defect in the rail head with scabs/wheel burn on top surface at track locations other than A) above.

Loss of signal height equal to or more than 20% of full scale height. Loss of signal height equal to or more than 80% of full scale height. Loss of signal height equal to or more than 20% but less than 80% of full scale height

IMR

IMR

OBS

Note : “Any sweeping signal on horizontal baseline that does not extend beyond 2.5 divisions from the left edge of the screen or vice versa shall be recorded as Gauge Corner Cracking (GCC) and not as OBS”.

Annexure II B

73

(Para 8.13, 8.8 & 8.9) Weld defects(AT+FBW) S.No. Probe used Nature of defect Oscillogram pattern Classification 1. Normal probe

4MHz (sensitivity set with respect to 100% back wall signal height from rail bottom)

A) Any horizontal defect progressing at an angle in vertical plane in the rail at the following locations in the track: i). In tunnel ii). On major bridges & bridge approaches(100m) iii) In the vicinity of holes near the weld (50 mm for old AT weld and 75mm for new AT weld from the centre of weld on either side of weld) B) Any horizontal defect progressing transversely in the rail at track locations other than A) above

No back echo with flaw echo (shifting or without shifting)

No back echo with flaw echo (shifting or without shifting)

IMRW

OBSW

2. 70o 2MHz Centre probe (Sensitivity set with 12mm dia. Standard hole at rail head 25mm from rail top)

A) Any transverse defect in the rail head at the following locations in the track

i) In tunnel ii)On major bridges & bridge approaches (100m) iii) In the vicinity of holes near the weld (50 mm for old AT weld and 75mm for new AT weld from the centre of weld on either side of weld)

B) Any transverse defect in the rail

at track locations other than A) above

Non

Rep

orta

ble

(H<3

0;0<

V<1

00)

Flaw

Pea

k H

eigh

t (V

) in

%


IMRW(H 30;V 20)


Flaw

Pea

k H

eigh

t (V)

in %

Non

Rep

orta

ble

(H<3

0;0<

V<10

0)


OBS

W(5

0>H

30;V

20)

OBSW*(H 50;60>V 20)

IMRW(H 50;V 60)

of movement of flaw echo on horiz. scale (H) in %EXTENT* Details to be forwarded to RDSO quarterly in format at para 5.1.3 # To be marked as 'O' on web of ra il

74

3. 700 probes Gauge Face & Non-gauge Face side Probe

(Sensitivity set on 5mm FBH)

A) Any transverse defect in the rail head on gauge face/ Non-gauge Face side at the following locations in the track

i) In tunnel

ii)On major bridges & bridge approaches (100m)


B) Any transverse defect in the rail head on gauge face/ Non-gauge Face side at track locations other than A) above

Flaw

Pea

k H

eigh

t (V

) in

%

Non Reportable(H<15;V<20)


Non

Rep

orta

ble

(H<1

5;V

20)

IMRW(H 15;V 20)


Flaw

Pea

k H

eigh

t (V

) in

%

Non

Rep

orta

ble

(H<1

5;V

20)


OB

SW

(15

H<3

0;V

20)

OBSW*(H 30;20 V<60)

IMRW(H 30;V 60)


of movement of flaw echo on horiz. scale(H) in %EXTENT* Details to be forwarded to RDSO quarterly in format at para 5.1.3 # To be marked as 'O' on web of rail

75

LIST OF FIGURES Fig no Description

Pg. no. Fig. 1 Arrangements of probes for testing of new rails in steel plants 72 Fig. 2A Area covered by Normal (00 )probe 73 Fig. 2B Area covered by 700 probe 74 Fig. 2C Area covered by 700, 2MHz probe (Testing for AT weld flange) 75 Fig. 2D Area covered by700 probes in various Gauge face corner detection equipment 76 Fig. 3 Sensitivity setting block for 700 2 MHz (Centre,gauge face & Non gauge face)

probes for testing of rail. 77

Fig. 4 Standard rail with artificial flaws for checking of performance of rai testers. 78 Fig. 5 Rail without flaw (00) probe 79 Fig. 6 Longitudinal horizontal split in head region (type 112, 212, 00 probe) 80 Fig. 7 Longitudinal Horizontal split in head web junction (type 1321-2321, 00 Probe) 81 Fig. 8 Vertical longitudinal split in head (type 113, 213, 00probe) 82 Fig. 9 Side probing of rail head , without flaw 83 Fig.10 Vertical Longitudinal split in head (00side probing) 84

Fig.11 Vertical longitudinal split in web (type 133, 233, 00 probe) 85 Fig.12 Side probing of rail web without defect 86 Fig.13 Vertical longitudinal split in the web 00 side probing 87 Fig.14 Segregation (00 probe ) 88 Fig.15 Bolt hole without crack (00 probe ). 89 Fig.16 Bolt hole with crack (type 135, 235, 00 probe ) 90 Fig.17 Transverse defect (type 111, 211, 700 2MHz, forward probe). 91 Fig.18 Transverse defect (type 111, 211, 700 2MHz, backward probe). 92 Fig.19. Undetectable star cracks (00 probe) 93

Fig.20(a) Standard AT welded rail piece with artificial flaws for sensitivity setting of ultrasonic equipment to examine AT welds.

94

Fig.20(b) Standard AT welded rail piece with artificial flaws for sensitivity setting of ultrasonic equipment to examine 75mm wide gap AT welds.

95

Fig.21(a) Sketch showing the location of flange of rail for ultrasonic testing with 700, 2MHz angle probe.

96

Fig.21(b) Testing of bottom flange of A.T. welds using 700 and450 Probes. 97 Fig.22(a) Standard AT welding rail test piece(half moon crack) 98 Fig.22(b) Sensitivity setting using 450tendem probe. 99 Fig.22(c) AT weld testing using 450tendem probe. 99 Fig.23 Probe positions for testing of half moon crack with 450probe. 100 Fig.24(a)

Position of 450 angle probes and beam path for various flaw locations when examining the head of G.P &F.B.welds.

101

Fig.24(b) Position of 700 angle probe and beam path for various flaw locations when examining the web and foot of G.P &F.B.welds

102

Fig.25 Standard test rail piece for testing before manufacturing of points and crossings. 103 Fig.26(a) Testing procedure for points and splice rails for 1 in 12 crossing BG 52 Kg. 104 Fig.26 (b) Standard test piece (SEJ stock rail). 105 Fig.26 (c) Beam direction of angle probes for sensitivity setting 106

Fig.27 Detail of probes used for testing of rails and welds. 107 Fig.28 Sensitivity setting/Testing with 450probe using Test Rig (for locations having

scabs/wheel burns.) 108

Fig.29 Sensitivity setting block & ultrasonic scanning of tongue rail of SEJ. (Rail in Plan) 109 Fig.30 Typical signal pattern of bunch of moving signals for AT welds. 110

76

Fig.31 to 56 Typical rail defects. 111-124

77

'Manual for Ultrasonic testing of rails & welds, (Revised-2006)'

A&C Slip No. 09 of June, 2012

1. Clause (i) under Para 9.4 be modified as follows:

"(i) Calibrate the digital ultrasonic weld tester for 165 rnm shear wave as per procedure given at para no. 8.6.1 and after calibration switch over to T/R double crystal mode."

2. Clause (v) under Para 8.6.1 be modified as follows:

"(v) Feed Shear wave velocity (3230 m/s) I Press measure 70 key." 3. Clause (viii) under Para 8.6.1 be deleted and subsequent clause (ix), (x), (xi),

(xii) & (xiii) be renumbered as clause (viii), (ix), (x), (xi) & (xii) respectively.

4. The heading of 2nd column in table of Para 8.14 be modified as follows:

"Painting on both faces of weld (In Head)" 5. Value of 'Test range' mentioned in Figure 24(a) be read as '165mm SW'

instead of '250mm'.

6. Figure 24(b) is modified and the same is enclosed as Annexure-A.

78


INDIAN RAILWAYS SCHEDULE OF DIMENSIONS 1676 mm GAUGE (BG) REVISED - 2004


78

Addendum & Corrigendum Slip no. 6 to the Indian Railways Schedule of Dimension (BG) - Revised, 2004

Sub para after Para 30 Note (ii) of Chapter IV(A) at page no. 22 shall be read as under:

In case of stocks exceeding the 1929 profile and within the maximum moving dimensions shown in diagram 1D, clearance of the following railway is required to be obtained for the following locations before permitting the stock for the general adoption:

S.No Railway Section Location 1 2 3 4 1 E.Railway Andal-Sainthia Chord Br.No.66 2 N.F.Railwuy Old Malda Singhabad Tangon Br. 3 S.E.Raihvay Tata-Rourkela Up Saranda Tunnel 4 S.E.C.Railway Bilaspur-Katni Dn Bhortonk Tunnel

***** Addendum & Corrigendum Slip (ACS) No.7 TO

Indian Railways Schedule Of Dimensions (B.G.) 2004 I. Amendment To Para-l0 of Chapter-I: General at Page - 6 & 7

In Schedule-I of IRSOD, Revised 2004

"Height of ROBs & FOBs During Railway Electrification Work"

10. Height of ROBs" FOBs During Railway Electrification Work:

(a) Minimum height above rail level for a distance of 915mm on either side of the centre of track for overhead structures :4875mm

(b) Where D.C. electric traction is in use or is likely to be used, :5410mm this dimension shall be

(c ) Where 25 kV A.C. traction is likely to be used, the minimum height

above rail level for a distance of 1600mm (In either side of the centre of track shall be as under:

Item

Light Overhead Structures,

such as Foot Over Bridges

Heavy Overhead

Structures, such as

Road Over Bridges

(i) For New Overhead Structures and alteration to existing Overhead Structures 6250 mm 5870 mm

(ii) For Existing Overhead Structures Wherever feasible, the: height of Contact Wire shall be as high as possible, under the Overhead Structures. to allow the passage of Over dimensional Consignment/Rolling Stock of 4.8m height. (For 4.8m height of Rolling Stock/Over Dimensional Consignment)

6250 mm 5870 mm

(iii)For Existing Overhead Structures: Under restricted height of Overhead Structure, the minimum height above rail level for a distance of 1600mm on either side of the centre of track for 4.8m height of contact wire from rail level

5270 mm 5070 mm

79

Note:

(a) See Appendix for extra clearance required on curves. (b) In case of existing structures, a special study shall be made, which will be

accepted by the concerned Electrical Inspector of the Railways, as indicated in Appendix-A to Chapter V-A before 25 kV A.C. traction is introduced.

(c) In areas where 25 kV A.C traction is used or likely to be used, if any turnout or crossover is located under a heavy over-heed structure or within 40m from its nearest face irrespective of the position of level crossing gate, the minimum height of such overhead structure shall be 6250mm*. Also, in case the turnout is beyond 40 m but the level crossing gate is within 520m from the nearest face of the bridge, the height of such overhead structure shall be 6250mm*.

(d) The height mentioned against items 10(a), 10(b) & 10(c) above shall be measured from the higher or super-elevated rail.

(e) On lines proposed to be electrified on 25 kV A.C system and also in other sections, necessary provision shall be made in overhead structure and overhead equipment, if necessary by using longer traction overhead equipment masts to permit an allowance of 275mm for raising of track in connection with the introduction of modern track structure in future and for catering to increased ballast cushion, larger sleeper thickness and deeper rail sections.

* (under restricted situations, the minimum height shall be 5270mm for 4.80m high contact wire)

II. Clearance For Power Line Crossings Including Telephone Line

Crossings of Railway Tracks {Para-ll(i}, Chapter-I, Schedule I of SOD 2004 BG}

{Page-7, 8 to IRSOD 2004}

Para- 11(i) Minimum height above rail level of the lowest portion of any conductor of

crossing, including guard wire, other than telegraph, telephone and other such

low tension wires or traction trolley wire, under conditions of maximum sag shall

be as follows : a. For Existing Power Line Crossings

SL Over Head Crossing Voltage Minimum Clearances From Rail Level

(1) (2) (3) 1 Upto and including 11 kV Normally By Underground Cable 2 Above 11 kV & upto 66 kV 14100 mm 3 Above 66 kV & upto 132 kV 14600 mm 4 Above 132 kV & upto 220 kV 15400 mm 5 Above 220 kV & upto 400 kV 17900 mm 6 Above 400 kV & upto 500 kV 19300 mm 7 Above 500 kV & upto 800 kV 23400 mm

b. For New Power Line Crossings or Alteration to Existing Power Line crossing in electrified sections:

80

Minimum Clearance From Rail Level

SL Over Head Crossing Voltage Clearance at OHE

Structures

Clearance at Mid OHE Span Srructures

(1) (2) (3) (4) 1. Upto and including 11 kV Normally By Underground Cable 2. Above 11 kV & upto 33 kV 14660 mm 12384 mm 3. Above 33 kV & up to 66 kV 14960 mm 12384 mm 4. Above 66 kV & upto 132 kV 15560 mm 12994 mm 5. Above 132 kV & upto 220 kV 16460 mm 14524 mm 6. Above 220 kV & upto 400 kV 18260 mm 15434 mm 7. Above 400 kV & upto 500 kV 19160 mm 17884 mm 8. Above 500 kV & upto 800 kV 21860 mm 17884 mm

c. For Power Line Crossings in Non-Electrified sections:

SL Over Head Crossing Voltage

Minimum Clearance On Existing Routes From Rail Level For New Track / Additional Line Or Gauge

Conversion When Line Is Not Anticipated To Be Electrified

Minimum Clearances From Rail Level For New Power Line Crossing Or Alternation To Existing

Power Line Crossing

(1) (2) (3) (4) 1. Upto and including 11 kV By Underground Cable By Underground Cable 2. Above 11 kV & upto 33 kV 10860 mm 14600mm 3. Above 33 kV & up to 66 kV 11160 mm 14960mm 4. Above 66 kV & upto 132 kV 11760 mm 15560mm 5. Above 132 kV & upto 220 kV 12660 mm 16460mm 6. Above 220 kV & upto 400 kV 14460 mm 18260mm 7. Above 400 kV & upto 500 kV 15360 mm 19160mm 8. Above 500 kV & upto 800 kV 18060 mm 21860mm

d. Minimum Clearance Betweem Highest Traction Conductor & Lowest

Crossing Conductor : It is desirable to provide maximum possible clearance in case of power line from the highest traction conductor used for electric traction. However, based on the clearance study, reduced clearances as under may be adopted:

SL Over Head Crossing Voltage Minimum Clearance Between Highest Tracti Conductor & Lowest Crossing Conductor

(1) (2) (3) 1. Upto & including 11 kV Normally By Underground Cable 2. Above 11 kV & up to 66 kV 2440 mm 3. Above 66 kV & upto 132 kV 3050 mm 4. Above 132 kV & upto 220 kV 4580 mm 5. Above 220 kV & upto 400 kV 5490 mm 6 Above 400 kV & upto 500 kV 7940 mm

7. Above 500 kV & upto 800 kV 7940 mm

Note: (i) All height /clearances ore in mm and under maximum sag conditions.

(ii) Clearances at mid OHE span (Column-4) in Para l1(i)(b) can be adopted if the OHE structure/fixed structure is beyond 6000 mm of nearest conductor of

81

overhead crossing. (iii) If the crossing is provided with a guarding. a minimum clearance of 2000 mm

shall be maintained between the bottom of the guard wire and highest traction conductor.

(iv) Power line crossing in yards & stations area shall be avoided. Para-11 (ii) Minimum clearance between any conductor not adequately insulated

and any railway structure under most adverse conditions SL Voltage Minimum Clearance (1) (2) (3)

a Upto & including 650 volts 2500 mm b Above 650 volts and upto & including 33 kV 3700 mm c Above 33 kV and upto & including 66 kV 4000 mm d Above 66 kV and upto & including 132 kV 4600 mm e Above 132 kV and upto & including 165 kV 4900 mm f Above 165 kV and upto & including 220 kV 5500 mm g Above 220 kV and upto & including 400 kV 7300 mm h Above 400 kV and upto & including 500 kV 8200 mm i Above 500 kV and upto & including 800 kV 10900 mm

[There is no change in this para w.r.t. the existing provisions of IRSOD 20004]

Para-11 (iii) Minimum height above rail level for telegraph, telephone

and other such low tension wires crossing a railway :6100mm

[There is no change in this Para w.r.t. the existing provisions of IRSOD 2004] Para-11 (iv) Minimum Horizontal Distance Of Structures

The minimum horizontal distance measured at right angles from the centre of nearest track to any part of a structure carrying electrical conductors crossing a railway shall be:

(a) For rigid and well founded post/ structure, its fitting and projections: For Existing Works:

(i) From rail level to 305 mm above rail level :1675 mm (ii) From 305mm above rail level to 4420mm above roil level :2135 mm and beyond For New Work/Alteration to existing works: (i) From rail level to 305 mm above rail level :1905 mm (ii) From 305mm above rail level to 4420mm above rail level :2360 mm and beyond

Note: Any post/structure which is so constructed or guyed as to remain in a

vertical position, or fuiling this to continue to provide the clearances specified above, with one or ail of the conductors broken or, with its conductors attached, when subjected to maximum wind pressures, may be considered to be a "rigid well founded post /structure".

(b) However, for other structures not covered in (a) above, it shall be equal

to the height of structure in metres above ground level plus 6 metres.

82

III. CHAPTER V-A ELECTRICAL TRACTION [25 kV AC 50 Cycles]

{Page-27, 28 to IRSOD 2004} [Only Para 1,2 & 5 are modified and remaining Para 3 is unchanged version of earlier Para 4] Note: Wherever electric traction is in use, special precautions shall be taken in

accordance with provisions made in Chapter XVII of 'General Rules' for all Open Lines of Railways.

EIectrical Clearances : 1. Vertical and lateral distance between 25 kV live parts and earthed parts of

fixed structures or moving loads/rolling stocks shall be as large as possible. The minimum vertical and lateral electrical clearances to be maintained under worst condition of temperature, wind etc. between any live part of the overhead equipment or pantograph and parts of any fixed structures (earthed or otherwise) or moving loads / rolling stocks shall be as under:

(i) Long duration

:250mm

(ii) Short duration :200mm

Note: (a) Long Duration means when the conductor is at rest and Short Duration means when the conductor is not at rest.

(b) A minimum vertical distance of 270mm shall normally be provided between rolling stock and contact wire to allow for a 20mm temporary raising of the track during maintenance. Wherever the allowance required for track maintenance exceeds 20mm, the vertical distance between rolling stock and contact wire shall correspondingly be increased.

(c) Where adoption of above clearance is either not feasible or involves abnormally high cost, Permanent Bench Mark to be provided to indicate the level of track to be maintained.

2. Minimum height from rail level to the underside of live conductor:

(iv) Under Bridges and in Tunnels :4.80m (ii) In the Open :5.50m (iii) At Level Crossings :5.50m(iv) In Running And Carriage Sheds :5.80m

Note: (a) In cases where it is proposed to allow only Locomotives or Stocks not

higher than 4.42 m, the minimum height of Contact Wire, specified under Item 2(i), may be reduced to 4.69 m.

(b) In sections, where the minimum height of contact wire has been kept at 4.54m as per earlier provisions of IRSOD, 2004, a board showing the restriction and specifying "locomotives or stocks higher than 4.27m are not permitted to ply on this section", should be exhibited at the entrance to the section.

(c) For movement of Over Dimensional Consignments, the height specified under Item 2(i) above shall be increased by the difference between the height of the consignment contemplated and 4.42m. In case, such an Over Dimensional Consignment is moved at speed not exceeding 15 kmph and is also specially escorted by authorised Railway Staff, the derived height of Contact Wire may be reduced by 50 mm.

83

(d) On curves, all vertical distances specified in Item (2) above, shall be measured above the level of the inner rail, increased by half the super-elevation

(e) Suitable prescribed gradient on the height of contact wire shall be provided for connecting these wires installed at different heights.

3. Maximum variation in alignment of the live conductor wire on either side of the centre line of track under static condition:

(i) (ii)

On straight track On curves

: 200mm : 300mm

Note: These limits would not apply to special locations like insulated

overlaps and out of run wires. 4.

Maximum width of pantograph collector

: 2030mm

Note: A tolerance of plus 10 mm on maximum width specified is permissible to accommodate variation in manufacture and mounting with respect to the centre line of vehicle.

IV. APPENDIX 'A' TO CHAPTER V-A

Clearances Required For 25KV. Single Phase, AC-Electric Traction {Page-37, 38, 39 to IRSOD 2004}

[Only Para 1,4 and 5 are modified and remaining Para 2 and 3 are unchanged]

1. It is desirable to provide the maximum possible clearances in the case of lines equipped for 25 kV AC 50 cycle single phase electrtc traction. Minimum Clearances between live bore conductors / pantographs and structure –

(a) Short Term Clearances - Vertical and lateral distance between live conductors and earth (normally existing only for a brief period)

: 200mm

(b) Long Term Clearance - Vertical and lateral distance between live conductors and earth (which may remain for a considerable period)

: 250mm

2. In order to ascertain whether the requisite clearance would be available under an existing structure, the permissible height of the contact wire shall first be determined by competent authority. For this purpose the following particulars should be known: (i) Particulars of the structure including profile. (ii) Allowance for slewing of track. (iii) Allowance for low joints in tracks. (iv) Radius of curvature of track under the structure. (v) Super-elevation of track under the structure. (vi) Maximum permissible speed under the structure.

(vii) Maximum dimensions of over-dimensional consignments which are permissible and safety measures which would be taken for movement of over-dimensional consignments .

(viii) Location of the structure in relation to level crossings, water columns and turnouts in the vicinity.

(ix) Type of overhead equipment.

84

3. After determining permissible height of the contact wire based on above particulars, the clearance required between the lowest portion of the bridge or structure and the top most position of the overhead wire shall be determined in each case after study of the following: (a) System of tensioning of the overhead equipment (b) Atmospheric conditions

(c) Maximum permissible number of electric locomotives per train (double or triple headed)

(d) Location of the structure in relation to points and crossings, overlap, spans etc. (e) Length of structure along tracks (f) Type of structure, girder, masonry etc. (g) The span of overhead equipment under the bridge (h) Presence of traction feeder

(i) Likelihood of diesel locomotive halting under the structur 4. (a) The minimum height of contact wire for a stock height of 4.42m to be able to run

on all sections electrified with 25 kV A.C. traction system with live traction overhead equipment:

(i) Height of the locomotive : 4.42m (ii) Minimum short time clearances to contact wire : 0.25m (iii) Allowance for track maintenance : 0.02m (iv) Minimum height of contact wire (Total) : 4.69m

Note: For OHE span length of 49.5m or below, the oscillations of contact wire get reduced to 0.05m and the minimum height of contact wire in Para 4(a)(iv) can be reduced to 4.69m.

(b) After determining the minimum height of contact wire on the assumption that it would permit passage of standard locomotives and stock, the maximum height of over Dimensional Consignments (ODC) with the live over head equipment at speed over 15km/h (when vertical oscillation of overhead equipment is pronounced) is derived as under: Minimum height of Contact Wire : 4.69 m Less (i) Minimum electrical clearance : 0.20 m (ii) Track allowance : 0.02 m (iii) Allowance for vertical oscillation of contact wire under : 0.05 m

influence of moving pantographs : 0.27 m Total Permissible maximum height of Over : 4.42 m Dimensional Consignment

(c) If an Over Dimensional Consignment is moved at slow speed not exceeding 15 kmph, there will be no downward displacement (due to oscillation) of contact wire. However, to cater for the likelihood of an Over Dimensional Consignment halting under a structure, a clearance of 0.25 m under rest condition is to be provided, vide item 1 of Chapter V-A. In this case the derived height of contact wire may be reduced by 50 mm.

5. In the case of light structures such as foot-over bridges, it would be desirable to keep a standard height of contact wire of 5.50m. In case of heavy structures, such as flyover bridges or road over bridges, it is desirable to keep the height of contact wire as low as possible, consistent with the requirements of movement of Standard Class 'C' Over-Dimensional Consignments of height 4.80m.

*****


(RAILWAY BOARD)

INDIAN RAILWAYS TRACK MACHINE MANUAL

March,2000

85

Correction Slip No. 14 to Indian Railways Track Machine Manual-

March, 2000 Para 5.3.3 at page 135 may be modified to read as under: 5.3.3 Inspection Schedule for Open Line Officials:

The schedule of inspection of open line officials for Track Machines shall be as hereunder:

Officials Type of Inspection

Schedule

Sr. DEN /DEN

Track Machines: (i) CSM, BCM, FRM(SBCM), P

&C Tamper, DTS, 09-3X Tamping Express

(ii) T-28, PQRS, RGM, TRT

(iii) Worksite Tampers (UT/UNO/ DUO/WST etc) , BRM, Sleeper Exchanger, UTV and all other machines not included above.

Once in two months when working in section At least once in a month As per need.

ADEN

Track Machines: (i) CSM, BCM, FRM(SBCM), P

&C Tamper, DTS, 09-3X Tamping Express

(ii) T-28, PQRS, RGM, TRT

(iii) Worksite Tampers (UT/UNO/ DUO/WST etc) , BRM, Sleeper Exchanger, UTV and all other machines not included above.

Once in a month when working in section. At least once in a fortnight At least once in a period of working in their section

SE (P. Way)

Inspection of pre-tamping, during tamping and post tamping operations during working of track machines

Once at the time of tamping.

JE (P.Way)

Inspection of pre-tamping, during tamping and post tamping operations during working of track machines

Once at the time of pre- tamping, during tamping and post tamping.

The Sr. DEN/DEN and ADEN shall inspect the track machines as per above schedule, duly covering all aspects i.e., adequacy of all allied track works, quality of machine work, safety aspects involved, items pertaining to the welfare of machine staff, records such as programme of tamping, actual tamping, variations, repeated tamping, speed restriction etc. Copy of inspection report of Sr. DEN/DEN and ADEN shall also be sent to Deputy Chief Engineer/Machines.

******

86

Correction Slip No. 15 to Indian Railways Track Machine ManuaI-March.

2000

. The provision in para 4.4.3 page no. 107 of IRTMM-2000 is to be read as 4.4.3 The following equipments should be available on the machines during

block working to meet the exigencies:

(i) Fire extinguisher : one (ii) Hooter (manual) : two (iii) Jack 10 t : two (iv) Wooden blocks : four

(v) Crow bars : four

(vi) Hydraulic hand pump : one (vii) Emergency pneumatic/ : one

Hydraulic hose of sizes Suiting to different Machines (complete with end fittings).

(viii) Wire rope with close loops .. : one each at both ends 2 metres & 9 metres for BCM.

*****

Documents

GOVERNMENT OF INDIA MINISTRY OF RAILWAYS … · FOREWORD The correction Slips (CSs) to various codes and manuals pertaining to the Engineering Department are being issued by various