1. LATEST INSTRUCTIONS ON TRACKBy
Rajesh Kumar
Sr. Prof./Track I

2. STANDARDS FOR DIFFERENT CLASSES OF LEVEL CROSSINGS (Correction lip No
STANDARDS FOR DIFFERENT CLASSES OF LEVEL CROSSINGS (Correction lip No.115 dt ) Annexure 9/1, Para 904: Classification and Standard Specification for Level Crossings
EXISTING
MODIFIED
Para 904: Standards for different classes of level crossings – The standards to be followed (within the Railway limits) for the various parameters in respect of different classes of level crossings will be as shown in Annexure 9/1. These standards are applicable to all new constructions and also in the case of upgradation of the existing level crossings. The existing level crossings which are of a lower standards than those prescribed in Annexure 9/1 need not be altered or modified merely to suit these standards.
Para 904 Note : The above decision should be taken personally by DRM’s approved by C.E., and C.T.S.S. and position reviewed every two years.
(A) The existing Note given at the bottom of item no9(a) of Annexure-9/1 para 904 of IRPWM shall be replaced by the following:
Note: The above decision should be taken personally by DRM’s approved by P.C.E/C.E. (Co-ordination) and C.O.M. and position reviewed every two years.

3. STANDARDS FOR DIFFERENT CLASSES OF LEVEL CROSSINGS (Correction lip No
STANDARDS FOR DIFFERENT CLASSES OF LEVEL CROSSINGS (Correction lip No.115 dt – Board’s letter No.2008/CE-II/CS/4 dt )
EXISTING
MODIFIED
Para 924(b) (i) Based on traffic density, visibility and regular plying of buses etc. unmanned level crossings have been categories into I-III for manning at Railways cost in a phased manner on a programmed basis as per following priority:
Category I – Level crossing where TVUs exceed 6000, number of road vehicles exceed 180 and where visibility is clear.
Category II – Level crossing where TVUs exceed 6000, number of road vehicles exceed 120 and where visibility is restricted.
Category III – Level crossing where TVUs is between 3000 and 6000 and where visibility is restricted.
Further, manning of any unmanned level crossing shall not be done if motor vehicles do not ply regularly. Manning of category-III level crossings should be considered once manning of first two categories is over. Further, if any unmanned level crossings gets involved in more than 3 accidents in 3 years, it should be manned immediately irrespective of the category to which it belongs.
All proposals for manning of unmanned level crossings should be processed in consultation/association with the Chief Safety Officer of the Railway.
Para 924(b) (i) – All proposals for manning of unmanned level crossing should be processed in consultation/association with the Chief Operations Manager of the Railway.

4. (Correction lip No. 114 dt. 10. 10. 08 – Board’s letter No
(Correction lip No.114 dt – Board’s letter No.2008/CE-II/CS/3 dt )
EXISTING
MODIFIED
206(3) On withdrawal of gang chart/diary and supply of fresh ones, the Permanent Way Inspector should carefully analyse the work done and take notes of kilometerages that frequently gave trouble during the previous year, with a view to formulating such special measures as may be necessary. Action may be taken to preserve the gang charts for a period of three years.
317(3)(i) In case of LWR/CWR territory, three normal rail lengths shall be provided between stock rail joint (SRJ) and SEJ as well as between crossing and SEJ. These normal rail lengths shall be provided with elastic rail clips/anchors to arrest creep as laid down in manual of instructions on LWR 96.
206(3). On withdrawal of gang chart/diary and supply of fresh ones, the Permanent Way Inspector should carefully analyse the work done and take notes of kilometerages that frequently gave trouble during the previous year, with a view to formulating such special measures as may be necessary. Action may be taken to preserve the gang charts for a period of five years.
317(3)(i) In case of LWR/CWR territory, three normal rail lengths shall be provided between stock rail joint (SRJ) and SEJ as well as between crossing and SEJ. These normal rail lengths shall be provided with elastic rail clips/anchors to arrest creep. However, where concrete sleeper turnouts are laid, instead of three normal rail lengths, one three rail panel shall be provided between SEJ and SRJ as well as between heel of crossing and SEJ.
Further existing Annexure 8/3A of para 807 & 808 of Indian Railway Permanent Way Manual shall be replaced with as enclosed.

5. POSITION OF ENGINEERING INDICATORS IN CASE OF MULTI SPEED RESTRICTIONS Annexure 8/3A-Para 807 & 808 (Correction slip No.114 dt )
EXISTING
MODIFIED

6. (Correction lip No. 113 dt. 03. 06. 08 – Board’s letter No
(Correction lip No.113 dt – Board’s letter No.2007/CE-II/CS/2 dt )
EXISTING
MODIFIED
1504. Refresher courses – It will be necessary to conduct Refresher Courses to enable the staff to keep themselves abreast with the latest rules and technique. Keymen, Mates, Permanent Way Mistries, and Permanent Way Inspectors should be sent for Refresher Courses once in five years. In the Refresher Courses, all subjects pertaining to the concerned categories shall be dealt with as enumerated under promotional courses but the extent of coverage will be on a limited scale. The duration of the Refresher Courses shall be two weeks.
Refresher Courses – It will be necessary to conduct Refresher Courses to enable the staff to keep themselves abreast with the latest rules and techniques. Keymen, Mates, Permanent Way Supervisors and SSE/SE/JE (P.Way) should be sent for Refresher Courses once in five years. In the Refresher Courses, all subjects pertaining to the concerned categories shall be dealt with as enumerated under promotional courses but the extent of coverage will be on a limited scale. The duration of the Refresher Courses shall be two weeks.

7. Inspection of RAW/RAT (Correction lip No. 112 dt. 25. 04
Inspection of RAW/RAT (Correction lip No.112 dt – Board’s letter No.2006/CE-II/CS/1 dt )
EXISTING
MODIFIED
726(3)(b) – The Assistant Engineer should inspect those tanks and report to the Divisional Engineer details of the action being taken by the Public Works or Revenue Department. The Divisional Engineer should prevail on the authorities concerned to carry out all necessary repair before the ensuing monsoon.
726(3)(b) – Assistant Engineer shall jointly inspect with civil authorities, all RAW/RAT before the monsoon every year and arrange for their safe maintenance to avoid any danger to nearby tracks and structures. Records of the annual inspections should be kept in registers as prescribed. Assistant Engineer should report to the Divisional Engineer details of the action being taken by the Public Works or Revenue Department. The Divisional Engineer should timely prevail on the authorities concerned to carry out all necessary repairs before the ensuing monsoon and take other actions to ensure safety of Railway assets.

8. FELLING OF TREES OBSTRUCTING VIEW (Correction lip No. 111 dt. 23. 04
FELLING OF TREES OBSTRUCTING VIEW (Correction lip No.111 dt – Board’s letter No.2006/CE-I/AC-1(Pt.) dt )
EXISTING
MODIFIED
Para Trees and bushes that interfere or tend to interfere with the view from a train or trolley, of signals or level crossings or along the inside of curves, shall be cut. When cut, it should be ensured that they do not foul the track.
When trees and bushes require to be cut in terms of sub-para above, on private lands, action should be taken as laid down in Section 15 of the Indian Railways Act reproduced below:
When trees and bushes require to be cut in terms of sub-para above, on private lands, action should be taken as laid down in Section 14 of the Railways Act 1989 (24 of 1989) reproduced below:

9. FELLING OF TREES OBSTRUCTING VIEW
EXISTING
MODIFIED
"15. (1) In either of the following cases, namely:
Where there I danger that a tree standing near a Railway may fall on the railway so as to obstruct traffic, and
When a tree obstructs the view of any fixed signals, the Railway administration may, with the permission of any Magistrate, fell the tee or deal with it in such other manner as will, in the opinion of the Railway administration avert the danger or remove the obstruction, a the case may be.
"14. (1) Where in the opinion of a railway administration -
(a) there is imminent danger that any tree, post or structure may fall on the railway so as to obstruct the movement of rolling stock; or
(b) any tree, post, structure or light obstructs the view of any signal provided for movement of rolling stock; or
(c) any tree, post or structure obstructs any telephone or telegraph line maintained by it, it may take such steps as may be necessary to avert such danger or remove such obstruction and submit a report thereof to the Central Government in such manner and within such time as may be prescribed."

10. ACTION DURING ACCIDENTS INCLUDING BREACHES AND PRE-MONSOON PRECAUTIONARY MEASURES (Correction slip No.111 dt – Board’s letter No.2006/CE-I/AC-1(Pt.) dt )
EXISTING
MODIFIED
Para 701(2) - Rules for reporting and joint enquiries into the accidents are contained in the Accident Manual issued by Railways and in the Railway (Notices of and Enquiries into Accident) Rules, 1973, issued under Section 84 of Indian Railways Act, 1890.
Para 701(2) - Rules for reporting and joint enquiries into the accidents are contained in the Accident Manual issued by Railways and in the Railway (Notices of and Enquiries into Accident) Rules, 1998, issued under Section 122 of Railways Act, 1989 (24 of 1989).

11. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS (Correction slip No.111 dt )
EXISTING
MODIFIED
Para References to Rules-
The safety of travelling public is governed (ensured) by the rules laid down in:
(a) Indian Railways Act 1890 (as amended from time-to-time),
(b) The General Rules of Indian Railways,
(c) The rules for opening of a Railway or a section of a Railway for the public carriage of passengers 1933 (as amended from time-to-time), and
(d) The Indian Railway Schedule of Dimensions
(a) Railways Act 1989 (24 of 1989) (as amended from time-to-time),
(c) The Railways (Opening for Public Carriage of Passengers) Rules, 2000 (as amended from time-to-time), and
(d) The Indian Railway Schedule of Dimensions (as amended from time-to-time).

12. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Para 1302 – Works requiring the sanction of Commissioner of Railway Safety and Notice therefore -
(1) Under section 20 of Indian Railways Act and chapter VI of the Rules for opening of a Railway or section of a Railway for the public carriage of passengers, 1933” the sanction of Commissioner of Railway Safety is required for the execution of any work on the open line, which will affect the running of trains carrying passengers and any temporary arrangement necessary 'for carrying it out, except in cases of emergency.
(1) Under section 23 of Railways Act, 1989 (24 of 1989) and chapter VII of the "Railways (Opening for Public Carriage of Passengers) Rules, .2000", the sanction of Commissioner of Railway Safety is required for the execution of any work on the open line, which will affect the running of trains carrying passengers and any temporary arrangement necessary 'for carrying it out, except in cases of emergency.

13. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Para 1302(1)(i)
Permanent diversion (deviation) more than 2 km in length without any station in between and irrespective of length, when a new station is involved.
Note:- Permanent diversions more than 2 km in length, and irrespective of length when a new station is involved, are to be treated as new lines covered by the provisions of section 17 to 19 of Indian Railways Act.
Note:- Permanent diversions more than 2 km in length, and irrespective of length when a new station is involved, are to be treated as new lines covered by the provisions of section 21 to 23 of the Railways Act, 1989 (24 of 1989).

14. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
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.
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.

15. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Para 1307(1)(g) –
A statement in the Form XI of the “Rule for the opening of a Railway or ection of a Railway for the public carriage of passengers, detailing any infringement of maximum and minimum dimensions involved in the running of the locomotive or rolling stock.
Para 1307(1)(g) - A statement in the Form XVII of the Ra'ilways (Opening for Public Carriage of Passengers) Rules, 2000, detailing any infringement of maximum and minimum dimensions involved in the running of the locomotive or rolling stock.

16. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Para 1309(1)
An abbreviated procedure to be adopted in the case of accidents as laid down in Section 21 of the Indian Railways Act, is reproduced below:
"When an accident has occurred on a railway resulting in a temporary suspension of traffic, and either the original lines of rails and works have been rapidly restored to their original standard or a temporary diversion has been laid, for the purpose of restoring communication, the original lines and works so restored, or the temporary diversion, as the case may be, in the absence of Commissioner of Railway Safety, be opened for the public carriage of passengers subject to the following conditions, namely:
An abbreviated procedure to be adopted in the case of accidents as laid down in Section 24 of the Railways Act, 1989 (24 of 1989) is reproduced below:
"When an accident has occurred on a railway resulting in a temporary suspension of traffic, and either the original lines of rails and works have been restored to their original standard or a temporary diversion has been laid, for the purpose of restoring communication, the original lines of rails and works so restored, or the temporary diversion, as the case may be, may, without prior inspection by the Commissioner, be opened for the public carriage of passengers, subject to the following conditions, namely:

17. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Para 1309(1)
(a) That the railway servant in-charge of the works undertaken by reason of the accident has certified in writing that the opening of the restored lines of rails and work or of the temporary diversion, will not, in his opinion be attended with danger to the public using the line and works or the diversion; and
(b) That a notice by the Telegraph of the opening of the line of rails and works or the diversion shall be sent as soon as may be, to the Commissioner of Railway safety.
(a) the railway servant in-charge of the works undertaken by reason of the accident has certified in writing that the opening of the restored lines of rails and works, or of the temporary diversion will not in his opinion be attended with danger to the public; and
(b) a notice of the opening of the lines of rails and works or the diversion shall be sent immediately to the Commissioner.

18. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Para 1309(2)
A certificate on Form (Annexure 13/6) which is worded in accordance with Section 21(a) must be written out and signed by representative of Engineering Department in-charge of the work before opening it. This certificate shall be dispatched by Telegram to the Officers concerned followed by confirmatory copies by letter. The Engineering representative should hand over a copy of the certificate to the representative of the Operating Department at the site of accident; the latter will not permit the passage of traffic over the restored road or the diversion until he is in possession of the certificate.
A certificate on Form (Annexure 13/6) which is worded in accordance with Section 24 of Railways Act, 1989 (24 of 1989), must be written out and signed by representative of Engineering Department in-charge of the work before opening it. This certificate shall be dispatched by quickest means to the Officers concerned followed by confirmatory copies by letter. The Engineering representative should hand over a copy of the certificate to the representative of the Operating Department at the site of accident; the latter will not permit the passage of traffic over the restored road or the diversion until he is in possession of the certificate.

19. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS (Correction slip No.111 dt )
EXISTING
MODIFIED
Para 1309(4)
The Certificate and Telegraph advice to Commissioner of Railway Safety need not be sent when the line is restored for through communication within 24 hours.
The Certificate to Commissioner of Railway Safety need not be sent when the line is restored for through communication within 24 hours.

20. PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
EXISTING
MODIFIED
Annexure 13/1(Para 2):.
With reference to Chapter VI of the Rules for the Opening of a Railway, I beg to enquire whether you wish to inspect the work prior to its opening for the public carriage of passengers, in which case intimation will be given of the date of completion.
Annexure 13/1(Para 2)
With reference to Chapter VII of the Railways (Opening for Public Carriage of Passengers) Rules, 2000, I beg to enquire whether you wish to inspect the work prior to its opening for the public carriage of passengers, in which case intimation will be given of the date of completion.

21. 1989 (24 of 1989), is sent herewith/ not required.
PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORK AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS (Correction slip No.111 dt )
EXISTING
MODIFIED
Annexure 13/1(Para 4):.
The application for the use of locomotives and rolling-stock to be drawn or propelled thereby on the proposed line, in accordance with Section 16(1) of the Indian Railways Act, 1890 (IX of 1890), is sent herewith/not required.
Annexure 13/1 (Para 4)
The application for the use of locomotives and rolling-stock to be drawn or propelled thereby on the proposed line, in accordance with Section 22(a) of the Railways Act,
1989 (24 of 1989), is sent herewith/
not required.

22. TEMPORARY WORKS (Correction slip No.111 dt. 23.04.08)
EXISTING
MODIFIED
Annexure 13/1(Para 5):
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h) Documents for bridges as per Chapter VII of the Rules for the Opening of a Railway
Annexure 13/1(Para 5): The following documents are appended:-
(1) Temporary works-
Description of proposed works.
Drawing of temporary works.
(c) List of infringements to Schedule of Dimensions.
(d) List of deviations from the Manuals of Instructions for Signalling and Interlocking and Block Signalling.
(e) List of deviations from General and Subsidiary Rules.
(f) Restrictions.
(g) Rules for Traffic Working.
(h) Documents for bridges as per Chapter VII of the Railways (Opening for Public Carriage of Passengers) Rules, 2000.

23. PERMANENT WORKS (Correction slip No.111 dt. 23.04.08)
EXISTING
MODIFIED
Annexure 13/1(Para 5):
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h) Documents for bridges as per Chapter VII of the Rules for Opening of a Railway
Annexure 13/1(Para 5): The following documents are appended:
(2) Permanent works -
Description of proposed works.
Drawing of permanent works.
(c) List of infringements to Schedule of Dimensions.
(d) List of deviations from the Manuals of Instructions for Signalling and Interlocking and Block Signalling.
(e) List of deviations from General and Subsidiary Rules.
(f) Restrictions.
(g) Rules for Traffic Working.
(h) Documents for bridges as per Chapter VII of the Railways (Opening for Public Carriage of Passengers) Rules, 2000.

24. Restoration of through Running after Accidents (Correction slip No
Restoration of through Running after Accidents (Correction slip No.111 dt )
EXISTING
MODIFIED
Annexure 13/6 (heading):
Telegraphic Advice in connection with Restoration of through Running after Accidents
CERTIFICATE IN CONNECTION WITH RESTORATION OF THROUGH RUNNING AFTER ACCIDENTS

25. PROTECTION OF LORRY ON LINE Annexure 11/5-Para 1120(4)(C) (Correction slip No.110 dt. 04.03.08)
MODIFIED
EXISTING

26. PROTECTION OF TROLLY ON LINE Annexure 11/4-Para 1119(5) (Correction slip No.110 dt. 04.03.08)
EXISTING
MODIFIED

27. WORKS OF SHORT DURATION-PROTECTION OF LINE IN CASE OF REDUCED SPEED Annexure 8/2-Para 806(2) (Correction slip No.110 dt )
EXISTING
MODIFIED

28. WORKS OF SHORT DURATION-PROTECTION OF LINE IN CASE OF STOP DEAD RESTRICTION Annexure 8/1-Para 806(1) (Correction slip No.110 dt )
EXISTING
MODIFIED
EXISTING

29. CLASSIFICATION OF LINES
(Ref: Correction Slip No. 109 to IRPWM dt )
BG lines classified into 6 groups A to E on basis of future maximum permissible
speed.
Group A – Speeds upto 160 kmph
Group B – Speeds upto 130 kmph
Group C – Suburban section of
Mumbai, Delhi,
Chennai and Kolkata

30. CLASSIFICATION OF LINES
Group D Spl – Speed upto 110 kmpyh and annual Traffic density 20 GMT or
more
Group D – Speed upto 110 kmph & traffic density less than 20 GMT
Group E – All other sections and branch lines with speed utpo 100 kmph.

31. Track structure to be provided during renewals, construction of New Lines, Gauge conversion and Doublings
Rails – 60 kg 90 UTS,
Sleepers – PSC with 1660 nos. per km,
Ballast cushion – minimum 300mm, (Recommended 350mm)
Points and crossing – Thick web switches, CMS crossings on fan shaped PSC layouts.

32. (B) Where annual traffic density is less than 5 GMT and not defined as mineral routes--
Rails – 52 kg 90 UTS,
Sleepers – PSC with 1660 nos. per km,
Ballast cushion – 250mm,
Points and crossing – Thick web switches/Thick web switches and CMS crossings on fan-shaped PSC layouts

33. (C) Lines which are dead ended branch lines having GMT less than 3 and no goods traffic--
Rails – 52 kg 90 UTS (Secondary rails can also be used, if available with residual life as 10 years)
Sleepers – PSC with 1540 nos. per km,
Ballast cushion – 250mm,
Points and crossing – Curved Switches and CMS crossings on fan-shaped layouts.

34. In case of renewals, if existing PSC sleepers are 52kg and the same are not due on age cum condition basis:- provision of 52kg 90 UTS rails shall be considered on case to case basis, keeping further, the annual traffic density, type of axle load operation and length in km of such track structure, in view.

35. TRACK STRUCTRE FOR TRACK RENEWALS, G.C. NEW LINES & DOUBLING
Ref: Rly.Bd letter No. 2007/CE-II/TS/6 dt
CC+6+2 T route universalized.
For all future work track structure will be:
Rail – 60 kg / 90 UTS
Sleeper – PSC with 1660 nos. per km.
Ballast cushion – Min. 300mm
Pts. & Xings – Thick web switches CMS xings.
All renewals of main line with new material only
Only exceptions are where traffic density is less than 5 and higher loaded wagons are not expected to run. Routes to be identified by traffic dept. and to be advised to Board.

36. UNIVERSALISATION OF CC+6+2t ROUTES
Ref: Rly.Bd letter No. 2007/CE-II/TS/1 dt
Running of CC+6+2t wagons permitted on all routes except few restricted sections.
In case of emergencies such as accidents etc. these can be permitted on restricted sections by PCE with suitable speed restrictions.
Maxm. Permitted speed for CC+6+2t loaded wagon trains will be 60 kmph.
Other conditions with regards to maximum tractive efforts or loco consists/combination or single loco as applicable presently due to design or condition of bridges will remain unchanged.
Earlier this loading was permitted as a pilot project till June 2008.

37. UNIVERSALISATION OF CC+6+2t ROUTES (Contd…)
Instrumentation of bridges and other conditions applicable for such train running will continue to be applicable
Track recording frequency in accordance with category of routes instead of once in four months.
90R rail & metal sleepers to be replaced on priority
Sleeper density to be increased to 1660 per km.
Bridge rehabilitation shall be planned wherever speed restrictions are there and which are not cleared for multiple locos.
Sufficient no. of weigh bridges to be provided
CRS sanction to be obtained within 3 months.

38. Effects of CC+8+2t OperationSN
Wagon type & load
Trial speed
Kmph
Permissible Lateral force (t)
Maximum observed lateral force at trial speed (t)
Report No.
Remarks 1
BOXN (CC) 70
6.6
2.3
MT-471
Permissible speed at 75kmph was governed by acceleration values 80
2.7 90
3.0 2
BOXN (CC+8+2t)
7.31
6.95
MT 636/F 3
BOXN (CC+6+2t)
7.1
4.69
MT 641/F 4
BOXN M1 (CC+8+2t)
6.48
MT-658/F
Lateral forces have exceeded the permissible limit at a trial speed of 75kmph. 75
8.12 5
BOXN M1 (CC+6+2t)
7.0
MT-674/F
Lateral forces have exceeded the permissible limit at a trial speed of 85kmph. 85
9.0

39. Effects of CC+8+2t Operation
Total Wagons weighed
Sep'06
Dec'06
Total
Org
Enroute
489188
139780
814329
75861
<4t
152742
29949
56432
13824
252947
>4t to <8t
5905
4458
6130
1894
18387
>8t to <12t
1803
605
1124
384
3916
>12t
482 66
250 81
879
Total Overloaded Wagons
160932
35078
63936
16183
276129
% Wagons Overloaded
32.90
25.10
7.85
21.33
18.18
Equivalent Overloaded Rakes
2775
1102
279
4761
Equivalent Overloaded Rakes with 25t or higher 39 12 24 8 83

40. EXECUTION OF TRACK WORKS THROUGH CONTRACTS
Ref: Rly. Bd. Letter No. 2006/CE-I/GNS/3 dt
Instruction issued vide letter No. 2004/CE-I/GNS/1 dt regarding outsourcing of track maint. activities on account of vacancies in gangs subject to condition laid down in letter No. 97/E/MPP/1/9 dt stands superceded in view of Report of Committee on Manpower and Cost Norms for Track Maint.

41. INTRODUCTION OF THE CATEGORY OF SENIOR PERMANENT WAY SUPERVISOR
Ref Rly Bds’ letter no. PC-III/2004/CRC/1
(Pt 1) dated 22/03/2007
Senior P Way Supervisor post in grade of Rs to be created and operated in place of PWM in grade of Rs

42. INCREASE IN AXLE LOAD OF FREIGHT TRAINS
Ref: Rly. Bd. Letter No. 2007/CE-II/TS/I dt
List of Routes approved by Board for CC+8+2t and CC+6+2t up to March 2007.
Instrumented monitoring of bridges needs to be expedited.
Weigh bridges to be made operational by March 2007.

43. REVISED CODAL LIFE OF ASSETS
Ref: Rly. Bd. Letter No. 2002/CE-I/CF Assets/I dt
Based on Accounts directorate letter No. 2002/AC-II/1/10 dt
Advance Correction Slip No.62 amending para 219
of Indian Railway Finance Code Volume - I .

45. INCREASE OF SPEED ON TURN OUTS
Ref: Rly. Bd. Letter No. 2005/CE-II/TK/9 dt
Consolidated Guidelines as under
1. Speed of 30 kmph can be permitted on turnouts, provided the following conditions are satisfied.
Higher speed turnouts are provided on a reasonably long section in a continuous stretch.
On such sections higher speed turnouts are provided on all running lines.
Turn in curves and running loops on which higher speed is permitted, are suitably strengthened.
Arrangements for detection of facing points (including siding points) available in loop line, if any.

46. S.No.
Type of turnout (BG)
Permissible speed
PSC Sleeper
Steel Sleeper 1.
1:8.5 symmetrical split with curved switches 52/60 Kg including TWS on PSC sleepers
40 kmph
30 kmph 2
1:12 curved switch52/60 kg including TWS on PSC sleepers
50 kmph 3.
1:16 curved switch 60 Kg on PSC sleepers
65 kmph - 4.
1:20 curved switch 60 Kg on PSC sleepers
85 kmph

47. LWR ON CURVE SHARPER THAN 440 M RADIUS
Ref: Correction Slip No. 11 of 2006 issued vide letter
No.CT/IM/LWR dt
In temp zone-I LWR/CWR may be laid on curves upto 360m radius (5 degree) curve on BG.

48. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES
Ref: Revision of Policy Circular No.6, Para 6 vide Rly. Board Letter No.92/CE/DO/SR/4/0/ Pt.I dt
1. For speed up to 110 km/h on BG:
For permitting speeds above 105 km/h, the track on the route should be maintained to standards specified in RDSO Report No. C&M-1, Volume-I. RDSO speed certificate & CRS sanction should exist for that type of rolling stock.

49. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
Zonal Railways may increase the length of trains up to 24 coaches plus one Inspection Carriage, without CRS sanction, provided various departments of the Zonal Railway certify (as required to be done for obtaining CRS sanction) to PCE/CE (Co-ordination) that the necessary conditions for running such train have been fulfilled and that the stopping stations have been provided with necessary facilities like the required length and width of platforms, removal of infringements, lighting and watering arrangements etc. on the platform. The sanction to the proposal shall be granted by PCE/CE(Co-ordination).

50. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
2. For speed above 110 km/h and up to 120 km/h on BG
Zonal Railways shall conduct route proving runs at proposed speed of operation for running trains up to 24 coaches plus one Inspection Carriage using portable accelerometers mounted on rolling stock (locomotives and representative vehicles which are proposed to be cleared for speeds above 110 km/h and up to 120 km/h) for recording vertical and transverse accelerations through out the route. If the results obtained satisfy the stipulated criteria, as given in Appendix-I, Railway shall approach the Commissioner of Railway Safety for permitting operation of the first such train on that route.

51. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
For subsequent additional trains on augmentation of load of an existing train, route proving run is not required. In such cases, CRS sanction is also not required to be obtained provided, Zonal Railway certify to CRS that they would strictly follow all the conditions as stipulations laid downs by him in the case of first nominated train as sanctioned in para (1) above.

52. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
3. For speed above 120 km/h on BG & above 75 km/h on MG
Having established the speed potential stock up to the max. proposed speed by carrying out detailed oscillation trials on selected test stretches earlier, it would be necessary to conduct confirmatory oscillograph car runs with instrumented loco-motives and/or representative vehicles which are proposed to be cleared for speeds higher than 120 km/h on BG and 75 km/h on MG, on the entire route at the proposed maximum speed. For these tests, necessary sanction shall be obtained in accordance with the procedure mentioned in para 3. These tests are required even in case of stock for which detailed oscillation trials have been dispensed with, with the concurrence of the Chief Commissioner for Railway Safety.

53. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
However, confirmatory oscillograph car run for introducing additional trains and/or for increasing the length of existing trains are not necessary on the sections where such type of rolling stock is already plying at same or higher speed on other nominated trains. Zonal Railways, while approaching the CRS for introduction of such trains, shall furnish detailed information on all the relevant safety aspects concerning various disciplines involved.

54. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
The speed certificate for a train when issued by RDSO shall specify maximum number of coaches (subject to maximum of 18 coaches), and types of rolling stock that are permitted in the train. Once the first speed certificate has been issued by RDSO and CRS sanction obtained by concerned Zonal Railways for running of train up to 18 coaches, they can increase/decrease number of coaches within the sanction without obtaining further sanction from CRS, keeping the types of rolling stock same as those specified in the RDSO’s speed certificate.

55. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
For increasing the length of existing trains up to 18 coaches, Zonal Railways shall approach RDSO for issuing speed certificate upto 18 coaches in case the same has not been issued earlier and advise CRS accordingly. For running new trains on the section, sanction shall have to be obtained by Zonal Railways from CRS for operation of each such train. For running of trains with more than 18 coaches, fresh RDSO speed certificate and CRS sanction shall be obtained. Confirmatory oscillograph car runs for introducing such trains are not necessary on the sections where such type of rolling stock is already plying at the same or higher speed on other nominated trains.

56. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
The adequacy of the brake power available on the locomotives in conjunction with the coaching stock to be used in the proposed train, vis-à-vis the signalling system available on the route, will have to be established by the Zonal Railway (for speeds above 110 km/h and upto 120 km/h on BG and upto 75 km/h on MG) and by RDSO (for speeds above 120 km/h on BG and above 75 km/h on MG).

57. SANCTION OF SPEED OF NOMINATED TRAINS ON SPECIFIC ROUTES (Contd…)
The joint safety certificate required to be submitted to Commissioner of Railway Safety should be signed by the Principal Chief Engineer/Chief Engineer (Co-ordination), Chief Mechanical Engineer, Chief Operating Manager and Chief Signal & Telecommunication Engineer, and Chief Electrical Engineer also in electrified territories and in respect of electrical rolling stock.

58. ELIMINATIOIN OF LEVEL CROSSINGS BY CONSTRUCTION OF ‘LIMITED USE SUBWAYS’
Ref: Rly. Bd. Letter No. 2006/CE-I/Misc-2 dt
Work costing below Rs.50 lakhs on this account can be sanctioned by GMs under Safety Works

59. DETERMINATION OF STRESS STATE OF LWR BY MAKING CUT IN LWR
Ref: Rly. Bd. Letter No. CT/IM/LWR dt
Item No of 76th TSC
Procedure for determination of stress free temp. of LWR by IRICEN method.

60. TRACK STRUCTURE FOR RUNNING OF 25T AXLE LOAD TRAINS
1.Rly Board’s Lr No. 2004/CE-II/TK/1/Policy/Pt dt (Track Policy Circular No. 2 of 2006)
2.Rly Bd’s Lr. No. 2004/CE-II/TK/1/Policy/Pt. Dt
Minimum Track Structure to be adopted in future Track Renewals, new lines, and doubling
Rail Section : 60 kg, 90 UTS
Sleeper : PSC, 1660 nos per km
Ballast Cushion – 300 mm
Points & Crossings – Fan shaped Layout with 60 kg. Cu Sw.

61. TRACK STRUCTURE FOR RUNNING OF 25T AXLE LOAD TRAINS
Existing track with 52 Kg. 90 UTS Rails on PSC with 1540 Nos per km and 250 mm cushion is suitable for running 25 T axle load trains, with Box N or similar wagons ,at restricted speed of 60 kmph.
Minimum Track Structure for sidings with speed upto 60 kmph
Rails : 52 Kg 90 UTS
Sleeper : PSC with 1540 Nos per km
Ballast Cushion – 250 mm

62. TRACK STRUCTURE FOR RUNNING OF 25T AXLE LOAD TRAINS
Minimum Track Structure for sidings with speed upto 30 kmph
Rail : 52 kg,72 UTS
Sleeper : PSC with 1540 Nos per km
Ballast Cushion : 250 mm
Clarifications
52 Kg 90 UTS rails to be replaced only when they become due for renewal on age-cum-condition basis
If existing sleeper density is 1540 per km, it is to be increased when sleeper replacement is required on age-cum-condition basis or to suit higher rail section.

63. TRACK STRUCTURE FOR RUNNING OF 25T AXLE LOAD TRAINS
If track renewal sanctioned with 52 kg 90 UTS rails and 1540 per km sleeper density, the Rail Section to be modified to 60 kg 90 UTS and sleeper density to be increased to 1660 through material modification.

64. Heavy Haul Railroad
A rail road that meets at least two of the following criteria:
Regularly operates or is contemplating operation of unit or combined trains of at least 5000t gross mass.
Hauls or is contemplating hauling of revenue freight of at least 20 GMT per year over a given line haul segment comprising at least of 150km in length.
Regularly operates or is contemplating operation of equipment with axle loading of 25t or more.

65. North American HAL Perspective

66. Development of HAL Technologies in North America
The current emphasis is on increasing the utilization of existing capacity, improving service to help justify increased prices.
TTCI has geared up to face new challenges and launched strategic research initiatives to meet these challenges leading to safer and more efficient operation of HAL.
Because of emerging safety and economic issues associated with the HAL, research efforts on development and implementation of advanced technology have been accelerated to reduce/ mitigate adverse effects on track and infrastructure and degradation of freight car components.

67. Improved Rail Flaw Inspection
TTCI and Tecnogamma SPA, Italy, have developed and tested a prototype system, identified as the U-rail system, for non contact rail inspection.
Uses a high energy laser to generate ultrasonic signals in the rail. A laser pulse with high optical power density directed on the rail surface produces a reactive stress component, normal to the surface which acts as an ultrasonic source.
Capable of inspecting the entire rail section regardless of the rail surface condition. It is designed to detect transverse defects, horizontal split heads, vertical split heads, shelling, horizontal split web, piped web, and rail base defects at 32kmph.

68. Wheels and Axles
Operation of HAL has resulted in increase in the wheel and axle failures.
TTCI has developed in motion detection systems for wheels and axles eliminating need to take out wagons from revenue service.
The wheel inspection can be carried out at 8 kmph while the axle inspection can be done at 32 kmph.

69. Facility for Accelerated Testing (FAST)
The HAL Program at FAST accumulated record 135 GMT last year.
Testing of improved IJ designs, gas-pressure welding, and wear and fatigue testing of state-of-the art rail steels.
Evaluation of premium rails from six manufactures exhibited lower wear than the rail previously tested at FAST. However, more rail breaks had initiated in the base of the rail than in previous tests. This may be related to the hardness and fracture toughness of these rails.
Rail manufacturers and railroads will have to give careful consideration to the tradeoffs between wear resistance and fracture toughness associated with increasing rail hardness.

70. Revenue Service Testing of Heavy Axle Load Track Materials
A HAL test site on a coal route in the eastern USA (Norfolk Southern, 50GMT) is being used to evaluate the performance of new track materials such as composite sleepers, elastic fasteners, premium rail steels, and wide gap welds by TTCI.
Results of study are very useful for developing ways to mitigate effects of HAL on track degradation, with insights into the load environments and failure modes of various components, and for effective remedies to track problems that required excessive maintenance.
The details provide very useful information regarding test scheme and planning similar mega sites on IR for better management of trials.

71. Development and Installation of Vehicle Condition Monitoring Systems in North America

72. Wheel Impact Load Detectors (WILD)
AAR’s existing array of WILD provided the opportunity for for identification and removal of high-impact wheels.
The lowest level, window of opportunity 65-79kips (30t-36t), allows car owners to efficiently schedule repairs and avoid service interruptions.
The condemnable level kips (41t-63t) allows railroads to route a car to a repair facility for action.
A final alert level 140+ kips (>63t) calls for more immediate action, either setting an offending car out on line of road or reducing train speed until a suitable repair location is reached.
TTCI’s InteRRIS system plays a key role as it gathers detector data over the Internet and feeds actionable readings to railroads and other car owners.
No of Wheels /1000 wheels passing WILD

73. Truck Performance Detectors (TPD)
Poorly performing cars are identified as they pass across TPDs developed by TTCI.
TPD data is helping to significantly improve the understanding of the design, in-service performance, and degradation modes of current car and car component designs; in particular, truck curving performance.
Cars exhibiting high warp, gauge spread forces or L/V ratios have been found to have radially misaligned wheels, spring problem, worn liners, mismatched wheel diameters on the same axle etc.

74. Truck Hunting Detectors (THD)
THDs are another derivative of WILD.
Cribs are instrumented to measure lateral and vertical loads. A vehicle that is hunting exhibits a sinusoidal motion on the track and imposes regular lateral and vertical load patterns on the track.
Algorithms are used to categorize each bogie in terms of hunting index (HI) having a scale from 0 to >0.65. HI <0.1 indicates a stable truck whereas HI > 0.65 indicates a truck with very poor hunting stability.
Degradation of truck suspension and wear of components have been found to be mainly responsible for hunting.

75. Overload and Imbalanced Load Detectors (OILD)
Currently a derivative of WILD. It is more a measure of vehicle loading than car condition. Vertical wheel load information from WILD sites is integrated to provide information on:
Vehicle overload
Vehicle load imbalances between sides/ends of vehicle and
Diagonal load imbalances
Performance limits have not yet been set. Studies are currently underway on the effect of overloads and imbalance loads on:
Vehicles, including vehicle stability
Vehicle and vehicle component life (body structural failure, suspension failure)
Track and track structures, including track component stresses and bridge stresses

76. Acoustic Bearing Detectors
Detects bearing condition
The detection capability of TADS in North America has expanded to include a family of roller bearing defects that are of a much higher risk of service failure.
7 systems are working in North America.
China has installed 24 units in 2005.

77. Cold & Hot Wheel Detectors
Poor braking can lead to Thermal Mechanical Fatigue which induces RCF and shelling of the tread surface of wheels resulting in high impacts to the car and track.
Algorithms to identify:
Inoperative air brake valves
Defective air brake valves
Unreleased body-mounted hand brakes
Poorly performing truck brake rigging including stuck brake beam ends in truck brake slides

78. Technology Driven Train Inspection
Fully Automated Car and Train Inspections System (FactIS) uses machine vision (high-speed video image capture and analysis equipment and software) to report quantitative measurements of critical component dimensions from moving trains.
Current modules of the system gather dimensional data on wheel profiles and brake shoe condition, providing measurements on flange height, flange thickness, rim thickness, tread hollow, back-to-back spacing, and brake shoe thickness.
3 units are in service at present, with additional modules to assess bearing adapter position, spring nest height, and draft gear position.

79. Detector Deployment Status
Detector Type
Deployment
Effect on Track
Effect on Vehicles
Remedial Action
WILD 86
Track & track component
degradation
Bearing degradation vehicle & vehicle component degradation
Wheel Removal,
Correct Root
Causes
Overload & Imbalanced Load Detector (OILD)
All WILD sites have
OILD capability
Track and track
structure degradation
& derailment
Poor steering &
resulting wheel wear
Correct loading
discipline
Hunting
Detector
(HD) 66
Derailment Potential,
Gauge Widening,
Alternating Side Wear
Lading Damage,
Car Component
Degradation,
Derailment Potential
Bogie Rebuild
Truck Performance
Detector (TPD) 22
Gauge Spread,
Gauge Corner Wear,
Derailment
Wheel Wear,
Focused bogie &
vehicle body
maintenance
Cold Wheel
Limited
Wheel damage, early warning of brake problem
Focused brake system maintenance

80. Detector Deployment Status
Detector Type
Deployment
Effect on Track
Effect on Vehicles
Remedial Action
Hot Wheel
Detector
Extensive deployment
in Canada. Currently
limited deployment in
USA
Derailment
Wheel Damage
Early warning of
brake problems
Focused Brake
System
Maintenance
Wheel Profile
Measurement
(WPM) 3
Contact Stresses, High Lateral Forces, Derailment Potential
(Vertical Split Rims)
Wheel Wear
Wheel removal
Correct Root
Causes
Hot Bearing
(HBD)
with limited
communication to
common database
Derailment Damage
Acoustic Bearing
Detector (ABD) 7
Brake shoe
thickness
measurement 2
Brake Condition
Shoe Change

81. High Speed Weigh In Motion
Salient Systems, Inc. developed a High-Speed Weigh-In-Motion (HS/WIM) system, which measures the weight of the rail car at the normal operating speed via strain gauges mounted on the web of the rail.
The system integrates with Automatic Equipment Identification (AEI) information to identify wheel, axle and vehicle.
The HS/WIM has a weighing accuracy of +/- 2% over 95% of the vehicle population. It is generally co-located with a WILD system to minimize the installation cost.
All Class I railroads in Canada and the U.S. have installed WILD systems with the HS/WIM option in their main-line corridors. Additionally, there are 23 WIM systems installed and certified to 0.5% accuracy in China.
The HS/WIM system can report overloaded vehicles as well as the vehicle’s side-to-side and front-to-back imbalance due to the improper loading or en-route load shifting.

82. UP Overloading Study- HS/WMI
Between July 2005 and September 2006, more than 11 million vehicles were monitored by the 13 HS/WIM systems on Union Pacific (Canada) main-line tracks. 439 vehicles exceeded maximum loading capacity by at least 10%. This is 40 wagons in 1 million.
On IR, wagons exceeded maximum loading capacity by at least 15% in 6 months period (July 06- Dec 06) on CC+8+2/CC+6+2t routes out of 15,19,158 vehicles monitored. This is 15,260 wagons in 1 million.

83. Thanks