DEDICATED FRIGHT CORRIDORS CORPORATIONS of INDIA LIMITED.

RAILROAD
MANUAL

July 2024
 FOREWORD TO DFC RAILROAD MANUAL (2024)

I am happy to launch Railroad Manual of Dedicated Freight Corridor Corporation of

India Limited. This manual has been developed to serve as a comprehensive resource
for the best practices to maintenance and monitor modern track structure of
DFCCIL. It is framed to provide clear guidelines, including technicalities to all track
officials to plan track maintenance based on digitised monitoring and inspections.
This is important to keep track in reliable state by for ensuring that train operations
are conducted efficiently.

The DFCCIL has been established with the objective of creating a robust and efficient
freight transportation system, catering to the growing needs of the Indian economy.
The DFCs are designed to carry higher axle loads, run longer trains, and operate at
higher speeds thereby significantly enhancing the capacity and efficiency of the
freight transportation network.

The track structure of DFCCIL consist of canted turnout with curved welded CMS
Crossing, Back drives for switch setting, Continuous Welded track, Friction Buffers
and other latest track components. With infusion of latest technology duly
amalgamated with existing Railways technology, it is aimed to enhance the
operational capabilities, safety standards and optimizing the performance.

The technical guidelines contained in this manual are focussed on the track
structure of DFCCIL. It is our hope that this manual will serve as a practical tool for
track maintenance officials.

I extend my best wishes and success to DFCCIL.

New Delhi Member Infrastructure

July, 2024 DFCCIL
 FOREWORD TO DFC RAILROAD MANUAL (2024)

The Dedicated Freight Corridor Corporation of India Limited (DFCCIL) is committed

to revolutionise the freight transportation landscape in India. DFC is following a
modern Inspection, Monitoring and Maintenance systems best suited for the
maintenance of its assets and to deliver a safe and reliable railway.
The requirement of maintenance is to be predicted and planned by monitoring the
health of various assets through IT based condition monitoring tools on real time
basis with least human interference. DFCCIL is in process of fully adopting the
modern automated Inspections machines for track, curves and turnouts.
Track Maintenance is focussed on Mechanized Maintenance. All scheduled Track
maintenance works are being done in pre-decided fixed corridor blocks which in turn
is planned as integrated Rolling Blocks.
After the track is stabilised, the Maintenance activities are planned to be outsourced
to reliable agencies. The agencies may be given space to plan the sequence and
activities of the maintenance. Monitoring of the Maintenance by agencies to be done
by monitoring KPIs like TQIs, Emergency response time, Track availability etc. In due
course of time DFC will create capability to deal with such contracts with bare
minimum staff so that safety as well as economy is ensured.
This manual will serve comprehensive guide to the monitoring and maintenance of
tracks of the Dedicated Freight Corridors (DFCs) as per the vision of maintenance.
We extend our gratitude to the Ministry of Railways, Government of India, for their
unwavering support and invaluable inputs in the preparation of this manual. We are
confident that this manual will significantly contribute to the successful operation
and maintenance of the Dedicated Freight Corridors.

With best wishes,

New Delhi MANAGING DIRECTOR

July, 2024 DFCCIL
 PREFACE

This manual is the first edition of a comprehensive guidelines dedicated to the

maintenance of railway tracks. It has been meticulously compiled to essential
knowledge, best practices, and detailed procedures required for effective track
maintenance.

The primary objective of this manual is to standardize and enhance the maintenance
practices across all the CGM units so that safety along with reliable track availability
with the designed speed is ensured uniformly. In addition, the maintenance shall be
economical and efficient to prolong the life span of track components by optimising
the maintenance activities.

This manual is structured to cover all aspects of railway track maintenance

comprehensively. It includes all components of tracks, their inspections methodology
and maintenance. The maintenance has been divided in two broad categories i.e.
Geometrical maintenance, that covers maintenance up to rail seats including track
fittings and Rail management, which is most critical part having direct interaction
with wheels.

Higher stress has been given on safety part. The manual has given clear mandate to
provide safety and protection of track from starting of works to closer of works.
Upgrading knowledge of track maintenance officials through training is crucial for
ensuring safety, efficiency, and effectiveness in track maintenance. This manual will
facilitate timely training and development in maintenance setup.

I am confident that this Railroad Manual will serve as an invaluable book for ensuring
the safety, reliability, and efficiency of railway tracks. I advise all track officials to
adhere to the guidelines and best practices outlined in this manual.

Together, let us strive for excellence in maintaining our railway infrastructure and
contributing to the continued success of the vision of DFCCIL.

New Delhi Director PP & Infra

July, 2024 DFCCIL
 Acknowledgement

The Railroad manual has been meticulously prepared by experts who have
experience of 30-40 years in track maintenance and have worked from field level up
to highest level of ladder as GM, CRS & PCEs. These experts have deep technical
insight on all aspect of track maintenance. The IRPWM 2020 with correction slips
was base document and these experts edited the chapter as per the need of DFCCIL.
The chapter wise editing and review of editing was done as under

Name Designation Subjects

Shri Arvind Kumar Rtd. CRS/CR Maintenance of CWR
Jain
Shri Rajeev Rtd. GM/NCR Permanent Way Renewals
Chaudhari
Shri Vijay Sharma Rtd. GM/NWR Curves and Turnouts
Shri V.K. Govil Rtd. CAO/NCR Track Structure and
Components
Shri Mahesh Gupta Rtd. Maintenance of Permanent
Way
Shri Amit Goyal Rtd. PCE/SCR Track Monitoring and
tolerances
A.K. Pandey Rtd. PCE/WCR Training & Competency
(Chapter
Shri S K Negi Rtd. ED/DFCCIL Duties of Permanent way
officials

We would like to acknowledge the dedication of Track experts for putting together
this manual. Their expertise and commitment to excellence are evident on every page,
and their efforts will undoubtedly benefit track officials. Special thanks to Shri
Mahesh Gupta and Shri Arvind Kumar Jain for their inputs in CWR maintenance. I
would also like to acknowledge the IRICEN committee consisting of Shri Anil Kalra,
Shri Anil Khare, Shri Anurag Rastogi, Shri SK Agrawal, Shri Shiva Kumar and Shri
SK Mishra for technical vetting of Railroad Manual.

Anurag Yadav GD Bhagwani Praveen Kumar

Compiler & Coordinator Executive Director Executive Director
(RRM Drafting Committee) DFCCIL DFCCIL
GM/Track
 INDEX

CHAPTER NO DESCRIPTION PAGE NO

CHAPTER-1 TRACK STRUCTURE AND COMPONENTS
CHAPTER-2 TRACK MAINTENANCE SETUP
CHAPTER-3 WELDS
CHAPTER-4 LONG WELDED RAILS & SHORT WELDED
RAILS
CHAPTER-5 CURVES
CHAPTER-6 Mechanised Inspection of Track Geometry &
Patrolling
CHAPTER-7 TRACK MAINTENANCE(excluding Rails) and
Emergency Response
CHAPTER-8 RAIL MANAGEMENT
CHAPTER-9 MAINTENANCE OF TRACK IN TRACK
CIRCUITED AREAS

CHAPTER-10 TRANSPORTATION OF MAN AND MATERIAL

ON TRACK
CHAPTER-11 SAFETY PROTOCOLE
CHAPTER-12 PLANNED RENEWAL OF ASSETS
CHAPTER-13 TRAINING, COMPETENCY & REFERENCES
CHAPTER-14 MD/DFCCIL SANCTION FOR
WORKS AFFECTING RUNNING
LINES
 CHAPTER – 1

TRACK STRUCTURE AND COMPONENTS

101. Classification of Dedicated Freight Corridors: – Dedicated Freight corridors

are classified as under: –
a) Eastern Dedicated Freight Corridor (EDFC) - Sanehwal to Sonnagar (1337 km)
b) Western Dedicated Freight Corridor (WDFC-New Dadri - JNPT – 1506 km)
102. The track structure of main lines and connecting lines for operation of freight
trains is given as under:
a) Common features for EDFC and WDFC:
Item Description

Speed Up to 100 Kmph

Sleeper/Sleeper PSC at 1660
Density
Ballast Cushion in 350
mm
Crossing Weldable CMS
Bridge Sleepers Steel Channel Sleepers
(Preferably H-Beam Sleepers)/PSC sleepers
Curves Recommended- 2.5 Degree
Maximum - 6 Degree
Maximum Cant deficiency -75 mm.
Maximum Super elevation -165 mm.

b) Particular features of EDFC and WDFC

Item EDFC WDFC

Rails 60 kg UIC grade 880 Main lines- 60 kg E1- 1080 HH
HH Rails in T/Os Connecting lines - 60 kg UIC
grade 880
Switch Thick Web Switches on all Thick Web Switches on all
turnouts R555, R460, R441 turnouts R-460, R-218
SEJ Improved SEJ Switch Type
c) Type of fittings:
i) ERC-Mark V as per drawing no RDSO/ T-5919.
ii) Metal Liners as per drawing no RDSO/T-8254 & T-8255.
iii) GFN Liners as per drawing no RDSO/T-8222 & T-8223.
iv) CGRSP as per drawing no RDSO/T-7010.
v) Guard rail sleepers as per drawing of RDSO/ T-8228
vi) Bridge Approach sleepers as per drawing of RDSO/T-8229 to 8237

TRACK STRUCTURE
103. Cross Section of Track:
a) Single Line
 A B C* D E* F H Quantity of Ballast
per meter in
Straight Curved
Track (M3) Track (M3)
250 350 500 2693 2851 8100# 646 2.030 2.120
350 350 500 2850 3009 8100# 751 2.585 2.690

Note: -
1. *On outer side of curves only.
2. Super elevation has not been considered in calculation of ballast quantity for curved
track.
3. The Minimum cess width shall be 1200 mm.
4. All dimensions are in mm.

b) Double Line:-

G Type A B C* D E* F H J
Gauge of
Sleeper
1676 PRC 250 350 500 2785 2943 14100# 707 6250
mm 350 350 500 2943 3101 14286# 812 6000

Note:

1. *On outer side of curves only.

2. Super elevation has not been considered in calculating various dimensions.
3. The cess width on the existing track is to be increased on a programmed basis
wherever required so that minimum cess width as per side slope given above is
ensured.
4. The Minimum cess width shall be 1200 mm.
5. All dimensions are in mm.
104. FORMATION OF DFCCIL: The DFCC has been constructed under Design and build
contract, earthwork is done under close supervision of PMC(Engineer). The quality
of earth work is as per standards. The most probable problem in earth work is rail
cuts and loss of cess.

BALLAST

105. Ballast Specifications: Crushed Stone ballast to be used on all lines including
points and crossings shall be conforming to RDSO specifications for Track Ballast
No. IRS -GE -1, June 2016 with latest amendments.

106. Ballast Profile/Section/Depth of Cushion:)

(a) Ballast profile: -The following ballast profiles shall be provided for the various
groups of track for LWR/CWR and other than LWR/CWR as given in Annexure – 1/1
& 1/2 The approximate quantity of ballast required per metre run of track for
standard ballast sections has also been indicated in the sketch.

Note:
(i) Minimum Formation width to be ensured for new works/alteration to existing
works in embankment and in cutting (excluding side drains), as also indicated
in the sketch of Annexure – 1/1 & 1/2.

• For single line straight track –

a. Minimum width of Embankment-8100 mm*
b. Minimum width in Cutting (Excluding side drain)- 7500 mm.

• For double line straight track –

a. Minimum width of Embankment-14100 mm**
b. Minimum width in Cutting (Excluding side drain)- 13500 mm.

* It can be reduced to 7600 mm on a case-to-case basis with the approval of

the Railway Board.
** It can be reduced to 13500 mm on a case-to-case basis with the approval
of the Railway Board.

(ii) On curves, additional formation width over (i) above, shall have to be ensured
as given below:
a) Increase due to extra widening of ballast shoulder on outer side of
curves in both single/double line, as indicated in sketch of Annexure
– 1/1 & 1/2.
b) Increase due to requirement of extra clearances on curves as stipulated
in the EDFC SOD Para 1.11.3 (ii) and WDFC SOD Para 8.11.3 (ii).
(iii) Increase in formation width on curves will be decided after considering the
increase mentioned in (a) & (b) above.
(iv) Minimum Cess width of 1200 mm shall also have to be ensured for both
straight track & on curves, along with ensuring minimum Formation width as
 specified for Single/Double line including additional formation width on
curves as described above.
(v) If even after provision of additional formation width, cess width on the outer
side of curves reduces below 1200 mm on account of increased ballast width
due to superelevation, formation width shall be increased further, over and
above additional width as stipulated in Note (ii) above, to meet the requirement
of minimum cess width of 1200 mm.

(2) Depths of Ballast Cushion –

(a) The minimum depth of the ballast cushion below the bottom of the sleepers
at the rail seat for BG should be as under –
In case of Minimum depth of the ballast
cushion for all Routes
Track Renewals (complete track 350 mm
renewals and through sleeper renewals)
Doubling and New line construction 350 mm
Loop Lines 250 mm (Desirable -350 mm)

(b) DFC Sidings –

Private and For permissible speed up to 50 Kmph. 250 mm
Other Sidings For permissible speed more than 50 Kmph 350 mm

SLEEPERS & FASTENINGS

107. General: In general Concrete sleepers are used. For certain specific locations e.g.
steel girder bridges steel channel sleepers have been being used. On Steel Girder
Bridge and in point and Crossing Composite sleepers can be used.
108. Concrete Sleepers:
a) Mono-block pre-stressed concrete sleepers have been used on DFC.
b) The PSC sleepers are manufactured to conform to RDSO specification No IRS:
T-39 (Plain Track) and for Turnout sleepers RDSO specification No IRS: T-45.
c) Concrete sleepers can be identified by the drawing no. and code of sleeper
manufacturer with year of manufacture engraved on the top end surface of
sleepers.
d) When concrete sleepers are used in yards with fish-plated track/SWR, the
sleeper spacing at fish-plated joint shall be kept uniform. In addition, 1 m long
fishplates may preferably be provided at such joints.
109. The minimum sleeper density for all main lines & connecting lines including siding
with 50kmph shall be 1660 nos. per km and for loop lines & sidings for permissible
speed up to 50 Kmph, it shall be 1540 nos. per km.
110. Fastenings on PSC sleepers: Only approved types of fittings and Elastic fastenings
shall be used with concrete sleepers. Some of the approved type of fastenings on PSC
sleepers are as under:
a) Elastic Rail Clip (ERC): Manufactured from Silico-manganese Spring steel by
approved/ Developmental suppliers as per RDSO specification IRS-T: 31.
They offer a designed Toe load at design deflection.
 b) Grooved Rubber Sole Plate (GRSP): Manufactured from rubber compound
conforming to RDSO specification No IRS -T-47, the Grooved Rubber Sole Plate
absorbs high frequency vibrations, shocks, and reduces noise.
c) Composite GRSP:
i. For improved performance Composite GRSP with two layers of different types
of rubber are developed, which has the top layer having higher modulus of
elasticity (harder) while bottom is of softer Material.
ii. These are manufactured to RDSO specifications for Composite GRSP
(provisional) number RDSO/M&C/RP-200/2007 for 10 mm CGRSP.
iii. As per the above referred specification, the harder layer should be kept in
contact with Rail, Thus, the surface of CGRSP where the manufacturer’s initials
are embossed should be placed on rail seat, facing up.
d) Liner:
i. These are the fittings used in conjunction with the GRSP/ CGRSP and rail, on
both sides of the rail foot to achieve the correct track gauge to provide for the
correct deflection of the ERC for the designed Toe load.
ii. Liners are made of two Materials viz., Glass filled Nylon (GFN) liners (as per
“RDSO specifications IRS: T-44”) and Metal Liners (as per “RDSO specifications
for Metal liners – Provisional 2013”). In EDFC GFN liners are used and in WDFC
Metal lines have been used. Since there is no track circuiting in EDFC therefore
liners in EDFC, during renewal (condition basis) in EDFC the GFN liners are to
be replaced by metal liners.
iii. Cut liners shall be used with ERC J clip at fish plated Joint/ Glued Joint.

RAIL AND RAIL FASTENINGS

111. Standard Sections of Rails –The rails are manufactured as per the Indian Railway
Standards specification for flatbottom rail (IRS-T-12). In DFCCIL flat-footed rails of
60 Kg are being used. The weight per meter is 60.34 kg. For 60 Kg/m rail, the UIC
60 profile has been changed to 60 E1 profile, which is accurately dimensioned profile
developed from the previous dimensioned profile of UIC 60. In this profile, there is a
minor variation in the profile of rail head top as compared to the UIC 60 profile. There
is no difference in the dimensions of Rail flange and web including the fishing planes.
The weight per meter is 60.21 kg. For details, please refer IRS specification - T-12
Marking of Rails:
Brand marks are rolled in relief on one side of the web of each rail. These brand mark
usually include:
a) Rail section
b) Grade of steel. 880 grade (Now changed into R-260)
c) Identification mark of the manufacturer.
d) Month (using Roman numbers) and last two digits of year of manufacture.
e) The process of steel making e.g. for Basic oxygen - "O", for Electric - "E" etc.
f) Rolling direction
112. Identification of Different Qualities of Rails in the Field –

a) ‘Prime Quality’ Rails – These rails are to suitable for use in running track at all
location and are classified as Class ‘A’ and Class ‘B’ rails based on tolerance in
End straightness as given below. During replacement both Class A and Class B
 can be used.

End Tolerances
Straightness Class ‘A’ rail Class ‘B’ rail
Horizontal Deviation of 0.5 mm Deviation of 0.7 mm
Measured as maximum Measured as maximum
ordinate from the chord of ordinate from the chord of
2.0 M standard straight 1.5 M standard straight
edge. edge.
Vertical Deviation of 0.4 mm Deviation of 0.5 mm
(up Sweep) measured as maximum measured as maximum
ordinate from the chord of ordinate from the chord of
2.0 M standard straight 1.5 M standard straight
edge. edge.
Vertical (Down NIL NIL
Sweep)

b) ‘Industrial Use’ Rails (IU rails) –

There is no deviation in chemical composition or mechanical properties in

‘Industrial Use’ rails from that of ‘Prime Quality’ rails. The deviations exist only
in tolerances for Parameters as mentioned in IRS-T-12.These rails can be used
in guard rails on bridges. IU rails can be identified by blue paint on the end face
of flange and both sides of flange for a distance of 500 mm from each end. The
letter ‘IU’ (Industrial Use Grade) as the case may be in 15 mm size shall be
stamped on both end faces of rails in addition to color marking.
c) Colour Code: The rails are painted with color code as given as per IRS-T-12.
d) Longer rails: As per IRS-T-12, the standard length of rails is 13 m or 26 m.
However, on DFCCIL 13 m (60 kg UIC) and 25 m (60E1 1080 HH imported from
Japan) have been used.

113. Recommended Rail Section –

a) Main line & connecting line –

i. EDFC-60kg/m rails with minimum 90 UTS (880 grade/R-260 grade).

ii. WDFC-Min line- 60 kg E1- 1080 HH/1175HT
iii. Connecting line - 60kg/m rails with minimum 90 UTS (880 grade/R-260)

b) Loop Lines - 60 kg/m minimum 90 UTS rails (880 grade/R-260 grade)

114. Fastenings on PSC sleepers

a) Fish plates: Fishplates are used to join the ends of rails using fish bolts and
other fittings such as washers, etc. These are manufactured to comply with
 RDSO specification, IRS-T-1. Only 1 m long fish plates are to be used except in
case of guard rails were 610 mm length is to be used.

b) Joggled fish Plates: Joggled fish plates with clamps or with far end bolts are
used at welded joints or at rail fracture locations. Joggled fishplates shall
comply with RDSO specification IRS-T-1.

BUFFER STOPS

115. FRICTION BUFFER STOPS: The Sliding Friction End Stop is designed to dissipate
the Impact energy in a controlled manner via the sliding action of the friction shoes
fitted between the frame and rail profile. This can be used in conjunction with
hydraulic energy absorption system to provide a recoverable stroke for impacts and
controlled sliding distance for high speeds. Its manner of deceleration induced upon
impact and during the braking makes it smart solution for reducing damage to rolling
stock and train. The main principle of working of ‘Friction’ buffer stop is to dissipate
Kinetic energy of moving train along the braking distance by friction force offered by
buffer stop.
116. A friction type Buffer stop consists of four parts: (a) Buffer stop Frame- to resist
impact (b) Friction shoes- to provide frictional forces. (c) Length of Railway track- on
which frictional shoes move to dissipate Energy. (d) Anti Climber shoe assembly- to
prevent uplift of the Buffer stop frame.
117. Types of Buffer stops used:

a) 2000MT capacity: Buffer stop for design parameters of train mass of 2000 MT
with Impact speed of 5 kmph have been used on siding track other than
overrun loop lines, ballast sidings, accident relief sidings, etc.
b) 6500MT capacity: Buffer stop for design parameters of train mass of 6500 mt
with Impact speed of 10 kmph have been used in overrun of loop lines.

c) CONVENTIONAL BUFFER STOPS: Conventional Buffer Stops of IR Design

have been provided in EDFC which will eventually be replaced by frication
buffer stops.

INSULATED JOINTS & SWITCH EXPANSION JOINTS

118. Insulated joints – Track circuited sections are ‘insulated’ electrically from the track
on either side by insulated joints. The standard insulated joint in normal use, is
made out of ordinary fishplates duly planed on the fishing planes for accommodating
 channel type insulation between rails and fishplates with ferrules/ bushes over the
fish bolts and end posts between the rail ends. These are provided only in link line
in DFC jurisdiction where connection of DFC line and IR line is done.
119. Switch Expansion Joint:

a) An expansion joint installed at each end of LWR/CWR to permit

expansion/contraction of the adjoining breathing lengths due to temperature
variations.
b) Normally, SEJ are provided for the same rail sections.
c) In DFCC two types of SEJs are used:

i. Single gap improved SEJ: A single 40 mm gap Improved SEJ has been used in
EDFC.

ii. Thick web SEJ: In this SEJ thick web switch rail is kept fixed whereas Stock
rail moves outside as per temperature variation.

TRACK STRUCTURE ON BRIDGES

120. Rail and rail joints on Bridges –

a) Longitudinal Profile of Rails – In standard plate girders no camber is provided.

Open web girders of span 30.5 m and above are provided with camber. Track
on these bridges is laid correctly following the camber of the girder.
b) The preferred position of the rail joint is at 1/3 the span from either end.
c) Greasing should be done on gauge face side of rails on steel bridges if fatigue
cracks are noticed on rail gauge face.
d) SWR on Bridges –
 i. No fish-plated joint should be located on the girder or within six meter from
either abutment. In all such cases rail free fastenings, such as rail free clips
shall be used, so that relative movement between rail and sleepers may take
place.
ii. 26m/25 m long rolled rail may be laid on bridges with 1.0 m long fishplate and
06 bolts. Joint gaps to be provided and maintained.

e) LWR/CWR on Bridges –Based on RSI studies (UIC 774-R (3)) LWR/CWR can
be continued on ballasted deck bridges provided additional rail stresses are
within permissible limits.
f) Precautions for arresting Creep – Track on girder bridges with un-ballasted
deck is always laid with rail free fastenings in all cases. The tracks on the girder
bridges not laid with LWR/CWR shall be isolated from LWR/CWR by a
minimum length of 30 meter of well anchored SWR on either side.
121. Steel Sleepers on Bridges –
a) Steel Sleepers on bridges refer to both Steel Channel Sleepers and Steel H Beam
Sleepers.
i. Preferably H-Beam steel sleeper, including its fittings, for Girder Bridges may
be provided as per applicable latest RDSO drawings.
ii. If H-Beam is not possible to be provided then Steel channel sleepers, including
its fittings, may be provided on girder bridges with the approval of CTE/DFC
Sleeper spacing – Maximum center-to-center sleeper spacing should be 600 mm
at all locations on the bridge except at the cross girder in open web girders,
where the spacing may be suitably increased depending upon the top flange
width of the cross girder. However, in case of width of top flange of cross girder
exceeds 370 mm. then special channel sleeper to be provided as per applicable
RDSO drawing for such situations. The clear distance between joint sleepers
should not be more than 200mm.
122. Provision of Guard Rails on Bridges and Tunnels"–
a) Location – Guard rail should be provided on all girder bridges (whether major
or minor. Guard rails should also be provided on all major and important
ballasted bridges and on such other minor bridges where derailment may cause
serious damage. On all flat top and pre-stressed concrete girder bridges with
deck slab, where guard rails are not provided the whole width of the bridge
between the Parapet walls shall be filled with ballast up to the top of sleeper
level. The provision of guardrails along the inner rail can be dispensed with, in
case of ballasted deck bridges located on sharp curves where the maximum
permitted speed is not more than 30 Kmph and track is laid with PSC sleepers
having arrangement for provision of checkrail due to which guardrail cannot be
provided. In case of ROB/FOBs, the guard rail shall be provided on the track
adjacent to a column/pier/abutment which is located within a distance of 8 m
from center of track.
b) Design of Guard rails – The typical arrangement of a guard rail, with the
important dimensions are shown in the sketch and table as shown below –
 Sl. PARTICULARS SKETCH Dimension
No REF (mm)
1 Clearance between guard rail and running “a” 250± 50
rail
2 Length of guard rail outside ballast wall and L1 1825
maintained to Clearances mentioned in
Item-1
3 Length of guard rails to be bent so as to be L2 4875
brought together at the middle of the track.

The top table of the guard rail should not be lower than that of the running rail, by
more than 25 mm. In the case of bridges on curves with canted track, the difference
should be measured with reference to a straight line connecting the running tables
of inner and outer rails.
c) Fixing of Guard Rails –
i. Splaying of Guard rails – In the case of through girder bridges on double lines,
the Guard Rails should be splayed on both ends on both lines. In the case of
bridges other than through bridges on double lines, the splaying need be done
only on the facing direction of the particular line. The ends of Guard Rails
should be bent vertically and buried, and a block of timber fixed at the end to
prevent entanglement of hanging loose couplings. However, the non-splayed
end should be bent downwards after it is stopped at the end of the abutment,
or a wooden block provided.
ii. The fixing of Guard Rail on concrete sleepers on ballasted deck bridges and
approaches shall be done as per approved RDSO drawings by proper tightening
of rail screws.
iii. The Derailment Guard shall be designed such that in case of derailment, the
wheels of derailed vehicle moving at maximum speed are retained by the
Derailment Guard.
iv. Provision of Guard rails is for ballasted track and Derailment guard for ballast
less track.
123. Provision of Guard Rails/Derailment Guard in Tunnels:
a) Tunnel with Single track: -
i. On approach of tunnel: 100m from portal face outside the tunnel to 25 m inside
the tunnel.
 ii. Inside Tunnel: In addition to 25 m from face of portal as stipulated under
item(a)/i above, guard rail/derailment guard shall be provided inside tunnels
as under:
a) Ballast less Track: Throughout the length of ballast less track.
b) Ballasted Track: Curves with radius up to 500m along with transition portion
but excluding locations provided with check rails. Guard rail would also cover
critical locations like sub-station, column/structure etc.
b) Tunnel with Double tracks
i. On approach of tunnel: 100 m from portal face outside the tunnel.
ii. Inside Tunnel: Throughout the length of tunnel but excluding locations
provided with check rails.
124. Provision of Side Pathways and Walkways- Side Pathways shall be provided on all
girder bridges as per applicable RDSO drawings to ensure safety of maintenance
staff. Properly secured walkways (or inspection gangways), made of checkered plates
with hole, should be provided inside the track to cover the width available between
the Guard Rails, and at other suitable locations to ensure safety of maintenance staff
and to facilitate inspections.

POINTS & CROSSINGS

125. Turnout: It is a geometrical installation of track to allow movement of train from one
track to another track. The turnout consists of following sub-assemblies:
(a) Thick web switch assembly
(b) Lead assembly
(c) Crossing assembly

126. Turnouts used in DFCCIL:

a) On EDFC - Turnouts of 1 in 12 thick web switches on main lines and loop
lines.
b) On WDFC - Turnouts of 1 in 12 thick web switches on main lines and loop
 lines and 1 in 8.5 thick web switches on sidings.
c) CWR through Points & Crossings (except in Durgawati – Karwandiya section)
d) In Durgawati – Karwandiya section TO are isolated with LWR by SEJs
e) In turnout designs one anti-creep device is fitted between each switch blade
and its matching stock rail. This is designed to monitor differential
longitudinal movement of the switch blades relative to their stock rails caused
through temperature variation. Anti-creep device contains two parts viz pin &
fork. The pin and fork are fixed to the rails using bolt and nuts. The ideal gap
between the pin and fork is 7 mm on either side between the pin and fork.
f) The derailing switches are fitted with anti-creep devices between the switch
blade and its stock rail.
127. Key Parameters for Turnouts used in DFCCIL:
A. Geometric values of various TO

TO Parameters Unit 1 in 12 1 in 8.5

SEA Degree 00 04 37 00 20 00 00 07 21 00 36 08
Radius m 555 460 441.36 218
Design Gauge at 450 from
ATS towards SRJ mm 1676 1677 1676 1677
Design Gauge at 150 from
ATS towards SRJ mm 1678 1680 1678 1679
Design Gauge just before
ATS mm 1680 1683 1678 1682
Design gauge from ATS to
JOH mm 1678 1678 1676 1678
Total TO length (SRJ to 1st
Field joint after heel of X-
ing) mm 48260 42667 45762 30768
SRJ to ATS mm 745.5 1144 1500 1500
TO length from ATS mm 47515 41523 44262 29268
Perp. Leg spread at Exit of
Vee rail mm 2090.7 2080 2233 2190
Distance of TO exit from
TNC mm 5128.1 4896 6736 4448
X-ing Length including Vee
rail straight mm 8426 7750 11694 7240
TR length (from ATS- Weld) mm 16159 13510 14374 10704
Permitted Speed Kmph 50 50 45 25
Clearance on both side of
ACD mm 7 7 7 7
Permitted Creep at ATS
when ACD is intact mm 13.00 12.00 13.00 11.00
Permitted Creep at ATS
when ACD is broken mm 17.00 15.00 15.00 10.00
 Entire
Entire WDFC
Bhapur- WDFC,
New Bhimsen- normally on
Khurja- Gankkhwja
New DDU, New siding lines
Sahnewal and Ex New
Locations of USE in DFC and Karnwandiya
Durgawati- and
New exceptional
Khruja- to
Karnwandiya on some loop
Dadri Chirapauttu
lines
( incl).

128. Crossing: The complete central part of the crossing is cast in one block from high-
manganese steel as per EN15689-:2010. Closure rails are flash-butt welded to the
four ends of the central block using a special flash-butt welding technique
(intermediate piece welding). The bearing surfaces (seat of the plates) as well as the
complete area of the running and head surfaces are milled and/or planed. The thus
achieved manufacturing accuracy facilitates optimal wheel overrun and inter-
changeability of crossings on existing sets of plates.

129. Check Rail Chair: The check rails are necessary to guide the wheels in the area of
rigid crossings. They are made from the rolled section 33C1 and are bolted onto
plates with check-rail chairs. The check rails will be used with superelevation of
20mm relative to the top of the rail. If the guiding area is getting worn, the check rail
can be adjusted to the proper check gauge just by placing shims between checkrail
chair and back of check rail. Up to 10mm of wear can be compensated by adjusting
shims.

130. Type of Slide Chair used:

a) PIROLL System (Plate Integrated ROLLER system): PIROLLs are provided in
WDFC in the switch device of a turnout of 1 in 12 only. The PIROLL mounted
on the sides of the slide plates or slide chair plates allows an easy setting
process, as the switches are rolling on the rollers only during the setting
operation. With the use of PIROLLs, the open switch is lifted about 1mm to
2mm (max) off the slide chair plates and therefore, the turnout works properly
 without lubrication of the slide chairs and slide plates even in polluted track
areas. The mounting is made on approximately every second or third plate. The
rollers are made from PA6 with slide bearing. When installing the turnout into
the track, i.e. during tamping works or maintenance tamping work, the PIROLL
can remain mounted on the base plates.

b) Chromium Nickle plated slide chair without Piroll have been used in EDFC.
Periodic cleaning of such slide chairs are required to maintain shine layer and
reduced friction.
c) Conventional Slide chairs of IR design have been used in DDU unit.
131. For proper setting of tongue rail with stock rail in all 1 in 12 Turnout either SSD
or back drive arrangement is provided.

132. Back Drive used in EDFC: It is a mechanism that allows the transfer of the tongue
rail displacement in turnouts with two claw locks .A system of squads is linked to
the first claw lock through a connecting rod, allowing force transmission using
driving rods between claw locks, assuring that the tongue rail fully couples against
the stock rail. It transfers power from point machine located at TOE to JOH of the
switch assembly of turnout. Features are as under:
a) Back drive system is a positive drive system which transfer force through direct
driving movement with minimum losses of energy.
b) The two sets of squads ensures proper coupling between tongue rail and stock
rail, and opening at JOH as per requirement.
c) It doesn't require any additional point machine.
d) It is compatible with 220mm stroke point machine.
e) The Mechanical back drive System Through Squads is compatible with turnouts
equipped with multiple asynchronous movement claw locks.
133. Torsional Type Back Drive: It is a mechanism connected with electric point
machine used to maintain the gap at JOH of switch assembly by providing adequate
force to the rails at JOH through driving shafts linked with the lost motion stretcher
bar assembly. The torsion drive couples to the drive rod of the point machine of
turnout and through a pull bar, torsion shaft transmits a force to the rear lost motion
stretcher bar assembly in the turnout assuring that the switch lie fully against the
stock rail along the length of the switch. Lost motion adjustment at rear is obtained
by using a very simple arrangement of a threaded rod, lock nuts and assuring simple
adjustment and long life.
 CHAPTER 2

TRACK MAINTENANCE SETUP

DFCCI
L

EDFC WDFC

CGM CGM CGM

CGM..
.. .. ..

IMD IMD IMD IMD IMD IMD

IMSD IMSD IMSD IMSD IMSD IMSD IMSD IMSD

201. All track maintenance and engineering activities shall be guided and managed from
Integrated maintenance depots (IMD) of DFCCIL. Such Integrated maintenance
depots are set up with jurisdictional length of at appx 160 kms, throughout the DFC,
with Integrated maintenance sub depots (IMSD) with jurisdictional length appx 80
kms. These IMDs and IMSDs shall act as common hubs for Civil, Track, Electrical,
Signal and Telecom engineering maintenance activities. All Civil, Track, Electrical
and S&T personnel will be located at IMD’s/IMSD’s with staff reporting to Depot
Engineers- Civil, Electrical and S&T. Depot Engineers will report to I/c Depot
Managers who will be responsible for all maintenance activities under their
jurisdiction. Maximum Sanctioned strength of Civil Engg Maintenance activities are
as under:

i. IMSDs Level

Level Nos Designation

E2 1 IMSD in charge
E1 1 IMSD sectional
 E0 3 P-way Spl, Works , Misc.
N5-N7 1 Yard

ii. IMDs Level

Level Nos Designation

E4/E3 1 IMD in-charge
E2 1 Track
E1 2 TM & USFD, Bridge
E0 1 Store
I/c small track MC (including welding
N5-N7 2
supervision), Track MC
iii. Track Machine Organization of DFC under GM/TMC/CO Level

Level Nos Designation

E5-E7 1 Field In-charge of entire DFC TMO
E4 3 In-charges for RGM, TRC, SPURT CAR
E3 2 APM/TM/EDFC, APM/TM/WDFC
E1-E0 19 RBM operator (one for each IMD)

iv. CGM Units Level

Level Nos Designation

E6 – E5 2 Overall In-charge of Civil Engg Assets IMDs wise
Cont. Manager, Track, Bridge, Works, TM, IMD
E4-E2 6
Coordinator
E1 4 Track, Bridge, Tender, Estimate, Contract
E0 3 Managment, Land, store cell

202. All IMD/IMSDs shall have adequate space for parking, stabling and maintenance of
track machinery equipment assigned exclusively for their jurisdiction. For track
Machines expected to be shared by multiple IMD/IMSDs, Corporate office shall
assign a base depot for such equipment’s stabling, parking and maintenance. The
track machine (s) shall work under the direct supervision of an engineering official
not below the rank Jr. Executive who will be responsible for taking the traffic block,
for protection of the line while the work is in progress and clearing of the block after
completion of the work when the last machine clears the block section and certifying
that the track is fit for train movement. Working of track Machines is to be done as
per DFC GR 200.

DUTIES OF ALL REGULAR P-WAY OFFICIALS POSTED in IMDs & IMSDs

203. P- way officials being directly responsible for the safety of the track shall have:

a) Knowledge of Rules and Regulations, up to latest correction slips, as laid down

in DFCCIL’s General Rules and Subsidiary Rules, Standard Schedule of
Dimension, Rail Road manual, Circulars and Indian Railway’s P-way Manual,
 Flash Butt Welding Manual, Fusion Welding Manual, Ultrasonic Testing
Manual, Bridge Manual, Track Machine manual, Small Track Machine
Manual, IRST-12, Cast manganese steel reconditioning manual, Indian
Railways act & Indian Railway Code.
b) Keep the List of Railway Affecting Works (RAW) and Railway Affecting Tanks
(RAT) with brief history and a List of vulnerable locations, where stationary
watchmen are required to be posted.
c) Should be well versed with the various modules/inspection proforma of the
Track Management System (TMS) and Bridge Management System (BMS).
d) Ensure by one-to-one interaction that all the staff under him/her are
acquainted with the relevant rules and working methods connected with their
duties.
204. Inspection should be done as per the prescribed P-way schedules of inspections as
per Railroad Manual, inspection of track machines prescribed by DFC.
Accompanying TRC/OMS runs and shall also do monitoring and scrutiny of
inspections by checking quality of inspections as well as method of inspections of all
subordinate officials including USFD Testing officials. IMD and IMSD I/c shall
ensure time bound compliance of the inspection items.
205. In case of an accident, including a breach, affecting the running of trains, Officials
should proceed to the site by the quickest available means. On the way, He/she
should ascertain the requirements of materials and men at site and arrange for the
same.
206. Officials shall accompany higher officials on their inspections and shall carry
relevant manuals (hard copy) duly updated, Special instructions on various P-
way/Bridge issues, List of Permanent and Temporary speed restrictions, TMS
Information Dump of Assets and Inspections (section details, track diagram, TRC /
OMS records, fracture details and analysis, inspection details of various assets, etc.)
List of sanctioned works and their status, Inspection notes of higher officers with
compliance reports, working timetable and other specific papers and plans that are
likely to be discussed should also be carried, for reference.
207. Officials shall ensure that preparatory works have been completed and due
precautions have been taken well before the onset of monsoon, summer, and winter;
he/she shall ensure availability of required equipment and proper training/
counselling of patrolmen and stationary watchmen according to the extreme weather
and remedial action requirement. He/she shall ensure patrolling of track as per the
instruction and patrol chart approved from CGM.
208. Officials should keep close co-ordination with the Operating, Signalling and
Electrical Staff when they are required to work jointly.
209. Officials of section should have a thorough knowledge of important pre-requisites for
the proper functioning of LWR/CWR and the limitations and precautions laid down
for work on LWR/CWR and ensure that the maintenance instructions are strictly
followed by all the staff dealing with maintenance of LWR/CWR.
210. Track Machine: - P-way official shall be responsible for following duties: -
a) Officials shall monitor and ensure progress and quality output of various track
machines working in the section, and shall ensure all prerequisites, pre-block,
during block and post-block activities according to track machine manual and
be responsible for temporary storage and timely arrangement and
 transportation of HSD oil from the depots to various machines working in their
jurisdiction.
b) Be responsible for making lighting arrangement during night working.
Officials shall ensure reconditioning of tamping tools.
c) Machine in charge shall be responsible for protection of the site of work and
adjoining track wherever necessary with the safety of staff working with
machine in the block section against danger of trains on the adjoining line(s).
d) Ensure that all inspection related to Track MC by IMD/IMSDs I/c are being
done on time.
211. Officials shall Immediately bring the defects, which are beyond powers to remedy, to
the notice of controlling officer and obtain advice. Senior officials should choose to
inspect the track features which have comparatively more deteriorated.
212. Officials shall ensure imposition of necessary speed restriction wherever required. In
case the temperature exceeds td + 20°C after the maintenance work has been
completed on LWR/ CWR for the period of consolidation proper speed restriction
shall be imposed. He/she shall ensure proper ballast profile of the track and shall
arrange to recoup the ballast, as per standard ballast profile, before the onset of
summer.
213. Officials shall maintain and upkeep all correspondences up-to-date and see that the
TMS records, Office records, Registers and Stores ledgers are maintained
systematically and posted regularly and as required.
214. Officials shall be responsible for maintaining the land boundaries intact and free
from encroachment by outsiders in his jurisdiction. Official should keep watch and
in case of encroachment should inform Security Branch of DFCCIL and the
concerned officers of Indian Railways immediately.
SPECIFIC DUTIES OF Integrated Maintenance Depot (In charge- Engg)
215. In addition to duties from Para 203 to 214 IMD (In charge) should do:
a) Planning of works and submission of detailed proposals with justifications to
CGM/RMU (Regional Maintenance Unit) for sanction of works.
b) Execution and monitoring of works as per the tender conditions, approved plan
& schedule of the work etc.
c) Ensure timely measurements and preparation of bills with prescribed test
checks (for ballast -100%) for ensuring quality and quantity. 20% test check to
be performed for all P-Way works including supply (except ballast) items.
d) Bring to the notice of the Dy CPM any work pertaining to track/Bridge, which
is considered beyond his capacity, or any other item considered necessary for
the safe functioning of track.
216. He/she should do Monitoring and scrutiny of inspections of assets by checking
quality of inspections as well as correctness of method of inspections of all
subordinate officials including USFD Testing officials for USFD testing and pre
monsoon bridge inspection by IMSD I/Cs.
217. IMD in-charge shall:
a) Issue certificate of satisfactory behaviour of LWR/CWR after taking corrective
actions once in a year before summer and send it to Dy. CPM.
b) keep a watch so that buckling of track does not occur.
c) Check store once in a year and see proper distribution of Imprest materials,
 upkeep and working of small track machines, Engineering indicators,
protection equipment and other important items in stores and records in
offices.
218. Ensure preparedness for action during extreme weather condition:
a) Preparatory works have been completed and due precaution have been taken
well before the onset of Monsoon, Summer and Winter.
b) Keep the list of RAT/RAW with brief history and list of vulnerable location,
where stationary watchmen are to be posted.
c) Ensure availability of required equipment and proper Training /Counselling
of Patrolmen and Stationary Watchmen according to extreme weather and
remedial action requirement.
d) Ensure Patrolling of track as per the instruction and patrol chart issued from
CGM.
e) Adjusting roster duty hours of Keyman for summer and winter months for
ensuring safety of track.
219. Inspection and test check of USFD -Checking of work of USFD in-charge as specified
in DFC Railroad Manual.
220. Track machine: -Monitoring and ensuring quality and output of all the track machine
working in the Integrated Depot, IMD I/c shall: -
a) Ensure all perquisite, pre block, during block and post -block activities for quality
output.
b) Ensure sufficient lighting during night working and arrange fuel/Oil in advance:
c) In the eventuality of breakdown of machine, shall take all possible action to clear
the block section expeditiously, if the machine cannot be repaired during the line-
block.
d) Inspect the machine as per prescribed schedule and check the items/checklist
laid down in IRTMM.
e) Co-ordinate with other departments like traffic, OHE and S&T in the field to
facilitate working.
221. Control over expenditure-IMD In-charge shall exercise due care in passing
requisition for materials and tools and in the execution of new and maintenance
work, ensuring in all cases that the expenditure is within the allotment or provision
available in the sanction estimate.
222. Measurement of Ballast: IMD in-charge may either measure and record the
measurements of ballast or carry out 100% test check on quality and quantity, if
measurements are recorded by the any other DFFCIL offical.
223. Action in case of Emergency: -In case of an accident, including a breach, affecting
the running of trains, he should proceed to the site by the quickest available means.
On the way he should ascertained the requirements of materials and men at site and
arrange for the same. He should also order for the Accident Relief as necessary and
take all possible measure to restore the traffic quickly.
224. IMD In-charges shall have in their possession complete set of drawings and diagrams
mentioned in item (a) and (d) to (f) pertaining to their jurisdictions; he shall have in
his possession the land plans pertaining to his jurisdictions covering those between
stations and unimportant station yards. Plans pertaining to their jurisdictions shall
be maintained up to date by the IMD In-charge.
a) The type plans, pertaining to track sections and turnouts over their
 jurisdictions.
b) Plans and longitudinal sections of the line, to a scale of 50 meters to 1 cm
horizontal (1:5,000) and 5 meters to 1 cm vertical (1:500) and Index Plans and
sections to a scale of 0.5 km to 1 cm horizontal (1:50,000) and 10 meters to 1
cm vertical (1:1,000) showing the physical features, alignment, grades, location
of bridges and level crossings.
c) Drawing of bridges, level crossings (if any) and protective works and yard
layouts over their jurisdiction.
d) Working drawings or diagrams pertaining to track and components on their
sections, issued from time-to-time.
e) The Permanent Way track diagram of the railway line showing the type of track
and fittings when laid, type of ballast, type of formation with classification of
soil as per RDSO’s Circular, blanket thickness, type of formation trouble (if
any) and indication of how the railway boundary is demarcated. Chainage
points in the track diagram shall be indicated correctly to the nearest meter.
f) The Permanent Way diagrams of station yards show complete dimensions
of running lines, sidings, type of track and turnouts.
g) The longitudinal section of the line shall be updated by surveying the
longitudinal profile of the line at least once in five years.
h) The necessary action for elimination of humps, sags and unevenness or
providing vertical curves as provided in manual be taken if the survey reveals
variations in grades.
i) Such an action may also become necessary because of track works viz. renewal
of rail/sleepers, lifting/lowering of track, bridge works etc.
a) He/she should also order for the Accident Relief Equipment in case of accident
and take all possible measures to restore the traffic quickly.

SPECIFIC DUTIES OF IMSD (I/c- Engg)

225. In addition to duties from Para 203 to 214 IMSD I/c shall be responsible for: -
a) Safety of the track in his/her jurisdiction.
b) Directly responsible for timely implementation (as per frequency/requirement) of
monsoon/hot/winter patrolling, destressing, AT Welding, FB Welding, USFD
Testing.
c) Ensure safety of the track (including track part of bridges). He/she shall keep
SOD free of infringement by cutting trees, removing scattered materials from
formation, removing vegetation, cleaning drains in cuttings and tunnels before
monsoon.
226. He/she shall be responsible for:
a) Repairs and restoration of traffic in case of an accident, derailment, buckling,
wash-away, rail fracture, etc.
b) Carrying out casual sleeper / rail /fittings renewal, de-stressing, bad spot
attention, oiling and greasing of joints and ERCs, fracture attention, SEJs/
Switches / Crossings replacement, rails / sleepers transportation through rail
dolly, handling of material trains welding, greasing of ERCs, effectiveness of all
fittings, soundness and squareness of sleepers, track drainage ballast / rails/
 sleepers unloading in block and other maintenance operation as per DFC-RRM,
GR, SR and complete them within the block period.
c) Ensure time bound compliance of the items needing attentions.
d) The responsibility for avoidable fractures shall also rest with the IMSD (In-charge)
of the section.
e) Record rail temperatures, de-stressing temperature, minimum and maximum rail
temperatures and periodically check the rail thermometers used for recording rail
temperature with reference to standard thermometer.

227. Officials should do advance planning of corridor Blocks of 4 hours as per DFCCIL
Maintenance system and should ensure effective utilization of the blocks and ensure
maximum asset availability as per the KPI.
228. Execution and monitoring of Track work:
a) He shall ensure that all necessary material and tools are in possession and
programme the work by organising the labour in an efficient manner and
maintain detailed account of materials received and issued to the work.
b) Before commencing any work, He/she shall ensure that Engineering Signals are
exhibited at the specified distances and Flagmen are posted with necessary
equipment.
c) Programme the works by organizing the labour in an efficient manner. During
and after attention he/she should observe the behaviour of track under passing
trains to detect inadequate packing during routine inspections.
d) Arrange for repair and maintenance of small track machines available with him.
229. Preparation of plans and estimates of track works and submission of proposals to
IMD In-charge for further action as well as execution and monitoring track works as
per the tender conditions and approved plan & schedule of the work. He/she shall
ensure timely measurement and bill preparation with proper test check to ensure
quality.
230. Track machine: -while deputed on machine for the supervision of the work of track
machine and responsible for following duties: -
f) Ensure safe movement of machine from siding to block section and back as per
the provision given in IRTMM and G&SR.
g) Responsible for temporary storage and timely arrangement and transportation of
HSD oil from the depots to various machine working in is jurisdiction and for
making lighting arrangements during night working.
h) Arrange for track protection and provide look out men for safety.
i) Undertaking and ensuring all prerequisites, pre-block, during block and post
block activities according to track machine and quality output.
j) Ensuring various important Parameters of track machines like tamping depth,
squeezing pressure, wear and tear of tamping tools, squeezing time, condition of
cutter bars etc. as per the type of machine and provisions of IRTMM to ensure
quality and output of machine during block.
k) Co-ordinate with other departments like traffic, OHE and S&T in the field to
facilitate working.
231. Store related issues: -IMSD (In-charge) is the in-charge of store depot and shall be
accountable for each item of P-way in his jurisdiction. He shall: -
a) Submit the requisition for the procurement of various materials/small track
 machines well in advance for day-to-day maintenance.
b) Responsible for ensuring availability of track materials at nominated locations
(close to road as well as track) in the section and responsible for offering the
scrap of released materials for their timely disposal.
c) Keep proper records issuance and receipt of materials and training out and
spreading of ballast in the track and ensure to arrange for the repairs and
maintenance of small track machines available with him
232. IMSD (In-charge) shall arrange to carry PWI kit and Gauge cum X level and other
measuring devices/equipment with inspection hammer etc. during inspection of
senior officials.
233. Ensure preparedness for action during extreme weather condition: -
a) Preparatory works have been completed and due precaution have been taken
well before the onset of Monsoon, Summer and Winter.
b) Keep the list of RAW/RAT with brief history and list of vulnerable location,
where stationary watchmen are to be posted.
c) Ensure availability of required equipment and proper Training /Counselling
of Patrolmen and Stationary Watchmen according to extreme weather and
remedial action requirement.
d) Ensure Patrolling of track as per the instruction and patrol chart issued from
CGM.
234. He should inspect the ongoing work of section as much as possible during foot
plate/Trolley inspection to check quality and safety of trains. He shall be responsible
for maintain the land boundary intact and free from encroachment by outsider. He
shall update the data in TMS/BMS timely in appropriate fields relating to all
inspection.
235. Before deploying MTS/Outsourced personnel for patrolling/Stationary watchman,
proper equipment should be checked, and proper training / counselling of patrolmen
should be done.
SPECIFIC DUTIES OF IMSD (SECTIONAL- Engg)
236. In addition to duties from Para 203 to 214 IMSD Sectional shall be responsible for
safety of the track in his/her jurisdiction. He/she shall work as per the direction of
IMSD in charge for day-to-day maintenance works.
237. He/she shall be responsible for:-
a) Repairs and restoration of traffic in case of an accident, derailment, buckling,
wash-away, rail fracture, etc.
b) Responsible for carrying out casual sleeper / rail /fittings renewal, de-
stressing, bad spot attention, oiling and greasing of joints and ERCs, fracture
attention, SEJs/ Switches / Crossings replacement, rails / sleepers
transportation through rail dolly, handling of material trains welding, greasing
of ERCs, effectiveness of all fittings, soundness and squareness of sleepers,
track drainage ballast / rails/ sleepers unloading in block and other
maintenance operation as per DFC RRM, GR, SR and complete them within
the block period.
c) Be vigilant to locate faults/irregularities in the P-way and ensure prompt
remedy.
238. Execution and monitoring of Track work: -
 e) He shall ensure that all necessary material and tools are in possession and
programme the work by organising the labour in an efficient manner and
maintain detailed account of materials received and issued to the work.
f) Before commencing any work, He/she shall ensure that Engineering Signals are
exhibited at the specified distances and Flagmen are posted with necessary
equipment.
g) Programme the works by organizing the labour in an efficient manner. During
and after attention he/she should observe the behaviour of track under passing
trains to detect inadequate packing during routine inspections.
h) Arrange for the repair and maintenance of small track machines available with
him.
i) Ensure timely removal/Cutting of trees in proximity to and liable to foul the
track during a storm.
239. Before deploying MTS/Outsourced personnel for patrolling/Stationary watchman,
proper equipment should be checked, and proper training / counselling of patrolmen
should be done.
240. The responsibility for avoidable fractures shall rest primarily with the IMSD
(sectional) of the section.
241. Track machine: -while deputed on machine for the supervision of the work of track
machine and responsible for following duties: -
l) Ensure safe movement of machine from siding to block section and back as per
the provision given in IRTMM and G&SR.
m) Undertaking and ensuring all prerequisites, pre-block, during block and post
block activities according to track machine and quality output.
n) Ensuring various important Parameters of track machines like tamping depth,
squeezing pressure, wear and tear of tamping tools, squeezing time, condition of
cutter bars etc. as per the type of machine and provisions of IRTMM to ensure
quality and output of machine during block.
o) Co-ordinate with other departments like traffic, OHE and S&T in the field to
facilitate working.
242. Checking of the track Parameters and condition of track, during working of track
machines, and ensuring that the track Parameters are well within the tolerances.
243. Ensuring that track is free of obstructions and infringements for safe passage of
traffic before clearing the traffic block. As required or stipulated IMSD (Sectional)
shall allow traffic at suitable speed restriction based on the condition of track after
machine working.
244. IMSD (Sectional) shall be responsible for counselling of Trackmen, Keyman,
Patrolman and Stationary Watchman for their specific duties, safety and protection
rules at the appropriate stage, better maintenance practices, and examine/check at
frequent interval during routine trolley and other inspections.
245. IMSD (Sectional) shall observe the track movement in yards especially at turnouts,
SEJs, glued joints and other fish plated joints during passing of trains and shall take
corrective measures to rectify the defects observed.
246. IMSD Incharge’s Section Register:- Each IMSD Incharge shall maintain a Section
register containing all important information including a brief history of the section.
The details as under shall be entered in the register:
a) Administration –
 i. Change in IMSD Sectional.
ii. Change in jurisdiction.
b) Permanent Way –
i. Formation – Sections giving frequent trouble with brief history and remedial
measures adopted, if any.
ii. Track structure, method of maintenance, details of particular locations giving
frequent trouble and remedial measures adopted if any.
iii. Details of kilometerages of track laid as short welded panels, long welded rails,
continuous welded rails, etc. incidence of buckling, maximum and minimum
rail temperatures observed.
iv. Details of existing Grades with location of grade posts and Re-grading done,
with brief details of lifting or lowering of track.
v. Complete details of existing curves with Change in geometry or design
Parameters of curve.
vi. Particulars of deep screening carried out year wise.
vii. Major renewal carried out as relaying, re-railing and re-sleepering; large-scale
renewal of track components at a section should also be shown.
viii. Station yards and sidings – Extension or alteration to yard layouts, sidings, and
platforms.
c) Bridges and Floods –
i. Yearly record of rainfall showing month wise distribution.
ii. Important repairs and renewal to bridges, details of extensive repairs to bridges,
dismantling and rebuilding bridges, strengthening of girders, renewal of girders,
extension of bridges and through renewal of sleepers, should be shown.
Ordinary repairs need not be recorded.
iii. Damage due to floods – Extent of damage with particulars of rainfall,
arrangements made for labor and Material, time and labor spent for
restoration and approximate cost. Cause of damage and notes of remedial
measures.
iv. List of Railway affecting Works with brief history.
v. List of vulnerable locations, where stationary watchmen are to be posted.
d) Miscellaneous –
i. Encroachment and steps taken to remove them.
ii. Infringement particulars.
iii. Accidents attributable to Permanent Way with details.
iv. Any other important information necessary.
e) Scrutiny of Inspections: The entries made in the section registers shall be
brought up to date from time-to- time and these shall be scrutinized at the
beginning of every year by IMD In-charge.

SPECIFIC DUTIES OF STORE INCHARGE IN IMD

247. Maintenance of P-Way Store: - One official shall be nominated as store in charge
in IMD and shall:-
a) Maintain his store duly maintaining all records in the store module of TMS.
b) Keep his store premises neat and clean, and all P. Way Material properly stacked
in an identifiable manner. The Material should be stacked in different categories
 and in different locations duly marking the boards for new, second hand and
unserviceable or obsolete Material.
c) Dispose of all the scrap and obsolete Material quickly as per the laid down
procedure in this regard. He/She should maintain minimum Imprest of the store
as decided by Chief Track Engineer depending on type and condition of track,
traffic density, terrain and other misc. features. Similarly, IMSD in charge will
be responsible for the material issued to them.
SPECIFIC DUTIES OF USFD INCHARGE IN IMD
248. USFD in charge shall be responsible for quality of USFD, calibration and sensitivity
of the USFD testing equipment. testing in the jurisdiction of the IMD. He shall spend
2hrs with each USFD team monthly. He shall bring in the notice in backlog of USFD
testing to IMD in charge so that arrangement in advance can be done. He shall keep
USFD testing equipment in working order. He will also impart training to track
officials in IMSDs.
SPECIFIC DUTIES OF TRACK MACHINE INCHARGE IN IMD
249. He shall ensure that machines are utilized in continuous stretches as per planned
programme avoiding frequent shifting of the machines. He shall ensure suitable
accommodation for machine staff as required. He shall periodically inspect track
machines working in his jurisdiction as per specified schedule. He shall monitor the
output and quality of work done by the machines. In case the quality of work done
by the machine is not satisfactory, he shall investigate and take suitable remedial
measures in coordination with IMD incharge. He shall provide all assistance to IMSD
officials for repairing of machine. In the stretches where the requirement of tamping
is more than the normal. He will investigate the cause should and suggest suitable
remedial actions to reduce the normal cycle. He will be also be responsible for depot
of the machine allotted to the IMD.
DUTIES OF JUNIOR EXECUTIVE
250. Record of Work of Artisans (Junior Executives): - Each artisan will be supplied
with a diary in which entries will be made by the artisan showing his movement and
the details of daily work performed by him. The IMSD Sectional will scrutinize the
work during his inspection and make suitable observations in the artisan’s diary. At
the end of the month, these diaries will be sent to the Office of the IMSD In-charge.
251. Periodical (fortnightly) oiling and greasing of SEJ, T/Os fittings checking and
retightening of fastenings at SEJ and other sleepers, if necessary. Tighten loose
fittings and replacement of missing fastenings not requiring lifting or slewing of track.
To watch for sun kinks, loose or missing fastening which may result in buckling or
any damage to LWR/CWR and SEJ.
252. He/she shall be proficient in execution of rail cutting, rail drilling, attending housing
of switch, Operation of OTT, opening of SEJs and detection of crack by lens, greasing
of Plate Screw Bolts, attending track fitting on bridges.
253. Nominated Junior Executive should be proficient in AT Welding and Moter Trolley
driving.
254. He/she shall be responsible for keeping watch on Keyman, Patrolman and Stationary
Watchman and work as Patrolman wherever required.
255. He/she shall assist IMSD sectional in attention of track and machine working.
 DUTIES OF MTS
256. Periodical (fortnightly) oiling and greasing of SEJ, checking and retightening of
fastenings at SEJ and other sleepers, if necessary. Tighten loose fittings and
replacement of missing fastenings not requiring lifting or slewing of track in
accordance with. To watch for sun kinks, loose or missing fastening which may result
in buckling or any damage to LWR/CWR and SEJ.
257. He/she shall be proficient in rail cutting, rail drilling, attending housing of switch,
Operation of OTT, opening of SEJs and detection of crack by lens, greasing of Plate
Screw Bolts, attending track fitting on bridges.
258. Nominated MTS should be proficient in AT Welding and Moter Trolley operating.
259. He/she shall assist IMSD sectional/Junior Executive in attention of track and
machine working.
260. MTS working as keyman shall inspect his entire beat in a week (@10 Tr.Km/day in
Double line section and 8 Tr.Km/day in single line section) in rotation with
outsourced Keyman.

DUTIES OF OUTSOURCED STAFF

GANG MATE , KEYMAN, PATROLMAN

261. IMSD officials shall ensure that every track maintainer/patrolman (outsourced) has
knowledge of safety rules and competency certificate should be issued before
deploying them on track. He/she shall be responsible for the maintenance and safety
of track.
262. Gang Mate outsourced shall ensure that:
a) The safety equipment and engineering signals supplied to the Gangs are kept
in good condition and ready for use and that every person in the Gang has
correct knowledge of all these safety equipment and engineering signals.
b) The Gang Mate shall be responsible for warning the Gang in good time to
enable them to get clear off the track. Gang Mate outsourced shall be
responsible for the safe custody of tools used by himself, the Keymen and all
Track Maintainers. Gang Mate should see that Track Maintainers on work
remove their tools clear of the track on the approach of a train.
c) Ensure attendance of gang and communicate to IMSD officials. He/she shall
be responsible for safety vest of the gang and be responsible for medical
condition of gang. No work, which may involve danger to trains, should be
undertaken by the Gang Mate except under the personal supervision of the
IMSD SECTIONAL/IMSD I/c, a competent DFCCIL servant authorised by
special instructions.
263. Duties of Keyman:
a) The Keyman shall inspect the entire beat once a day or as decided by
competent authority on foot, both the tracks and bridges, and return along
 the opposite rail to that taken on outward journey in case of single line. On
double line, Keyman will carry out one round of inspection in morning hours
by going along up line and then returning along down line or vice-versa. If he
considers that the line is likely to be rendered unsafe, or that any train is likely
to be endangered in consequence of any defect in the permanent way or works,
or due to abnormal rain or flood or any other occurrence, He shall immediately
inform DFCCIL officials.
b) In the event of an accident, he should lookout for broken fittings of wagons
and track components and see that these are not disturbed until these have
been seen and recorded by a responsible official.
c) While walking the Keyman should look for defects, such as loose fish bolts,
loose bolts on joggled fish plates, SEJ, fittings in switches and crossings,
fittings on girder bridges and open top culverts, broken or notched sleepers,
broken plates or tie bars and attend to them as necessary.
d) Keyman shall carry two red flags, and one green flag, ten detonators, a keying
hammer, Alloy Spanner D/E, Spanner Tubular, Tapered Gauge, Tapered Pin,
Keyman Diary, spare fittings and a rail closure of 30 mm size.
e) If the Keyman finds that fittings are consistently working loose even after
repeated attention, he should report the matter to the Gang Mate, IMSD
SECTIONAL/IMSD I/c. If the defects are serious, it should be informed at once
to the Gang Mate of the gang, duly protecting the line in the meantime, if
necessary, according to rules.
f) The Keyman shall keep a special watch on the rails and welds marked for
observation by the USFD team. If the Keyman notices any condition of danger,
such as broken rail, broken weld or wash away of ballast, theft of fittings in
large numbers etc., the line shall be protected at once as per rules, and the
Keyman shall take such action as is possible and report the matter to the
Gang Mate, the nearest Station Master and IMSD SECTIONAL
Sectional/IMSD I/c.
g) Keyman, in addition to the normal round of the entire beat inspection and
tightening of loose fittings, should attend one OHE mast /hectometre post on
one line thoroughly on every day and carryout other works assigned by Mate.
This thorough attention should consist of checking of each bolt and fittings
including fittings of fishplates, joggled fishplates, & PRC/ other sleepers in
these OHE mast /hectometre post of the beat during that particular day and
tightening them, wherever required. Missing ERCs, liners, keys and other
missing fittings will be recouped by Keyman, who would also ensure correct
driving of fittings in this stretch.
h) To watch for sun kinks, loose or missing fastening which may result in
buckling or any damage to LWR/CWR and SEJ. On noticing any buckling or
damage to track, the Keyman shall take necessary action to protect the track
and report the same immediately to IMSD Sectional/IMSD INCHARGE, and
Station Master. However, the Keyman will continue to perform duties of daily
inspection. To keep a sharp vigil in cold mornings, especially during winters
to detect any fractures which may occur, in case of rail/weld fracture, the
Keyman shall take prompt action to protect the track and carry out emergency
repairs to permit the restoration of traffic promptly and report to JPM/ISMD
 (In-charge), IMSD SECTIONAL/IMSD I/c and nearest Station Master of DFC.
i) When materials, such as dynamo-belts, engine parts and personal articles of
passengers, are found online, the Keyman should collect them and arrange
for handing them over to the nearest Station Master.
j) The Keyman shall maintain the Keyman’s book supplied to them up to date
wherein he shall write all special work done, missing fittings and their
recoupment with location and date are to be entered. The special fittings like
joggled fishplates and other materials provided in the section, which are vital
for safety and for restoration of traffic should also be mentioned in the book.
264. Duties of Patrolman / Stationary watchman: -
a) Monsoon Patrolman Walk to and fro over the beat in accordance with the chart
pertaining to the “patrol-section” looking out for subsidence, slips, signs of
erosion, trees blown across the track during storms or any other causes likely
to endanger the safety of line. The bridges and their approaches should
especially be watched. He should Apprehend damage when the flood exceeds
danger level at any of the bridges, when there is damage to the protection work
on bridges or on their approaches even before danger level is reached, the
water on one side of the embankment is at a much higher level than on the
other side, When any obstruction such as a fallen tree is blocking the
waterway of a bridge. If the track shows signs of a settlement; take immediate
steps to stop trains when any portion of the line is likely to be rendered unsafe
due to abnormal rain or flood or any other cause. When no danger is
apprehended, stand on the cess on the left-hand side facing the train and
exhibit his number plate, turning the light of his lamp onto it, so that the
number can be seen from the passing train. The Patrolman should also blow
the whistle when the engine and the brake-van of the train passes. Exchange
the reports as to the conditions on their beats with adjacent patrolmen and
stationary watchmen on the way.
b) Hot Weather Patrolman - Patrol the track during the hottest part of the day,
to look for prominent kinks, incipient buckles or tendency towards buckling.
Protect the track at the site of the prominent kinks, incipient or actual buckles
and report the same to nearest Station Master and IMSD SECTIONAL/IMSD
I/c immediately. Walk over his beat slowly over one rail in one direction and
on the other rail in the return direction. On double lines, repeat this procedure
alternately on UP and DN tracks. Be vigilant and look out for kinks in the rail,
especially during the hottest part of the day. When a kink is observed,
immediately examine at least 100 sleepers ahead and in the rear of the kink
for any floating/misaligned condition of track. Should the track reveal a
floating/misaligned condition, under which a buckle may be anticipated, or
the patrolman has detected actual buckling of track, the patrolman will take
immediate steps to protect the affected portion by display of hand signals as
per rules in force. After protecting the track, the patrolman will arrange to
advise the Gangmate, IMSD (Sectional)/IMSD I/c of his apprehension of a
buckle/actual buckle.
c) Cold Weather Patrolman - Patrol the track during the coldest part of the
night and lookout for weld/rail fractures and excessive gaps at SEJ the
 patrolman will take immediate action to suspend the traffic and protect the
line and report to nearest Station Master, IMSD SECTIONAL/IMSD I/c. He
walks over the beat in single line slowly along one rail in one direction and on
the other rail in the return direction. On double line he should repeat this
procedure alternately on UP and DN tracks. A Mobile Watchman is posted on
vulnerable location due to monsoon, unconsolidated track in summer or
temporary repair locations

INSPECTION SCHEDULE AND AUTHORISE LEVEL OF SUPERVISION

265. Inspection Schedule of IMD/IMSD officials is as under:

Items of IMD I/c IMSD I/c IMSD sectional

Inspection
Foot inspection 10% 100% in 2 months in 100% in 2 months
per IMSD rotation with sectional in rotation with IC
Curves 5% curves having All curves having TQI All curves having TQI
TQI value less than value less than 100 or value less than 100 or
100 in successive OMS peaks more than OMS peaks more than 0.2
runs 0.2 G in last TRC/OMS G in last TRC/OMS run in
run in rotation with rotation with sectional
sectional and other and other curves once in a
curves once in a year in year in rotation with in-
rotation with sectional charge
Point & X-ing- Once in a year Once in 3 months in Once in 3 months in
Main line rotation with sectional rotation with I/C
P & X -ing - Once in 3 months in Once in 3 months in
Joint rotation rotation
Inspection with sectional with 1/C
with S&T Dept.
Point & - Once in a year in Once in a year in rotation
Crossing - LL, rotation with sectional with IC
Sidings
Steel channel Once in 3 months Once in 3 months in
sleeper in rotation with rotation
Sectional with I/C
AT welding Witness One weld Witness 1 weld/ month -
per month per IMSD along with checking of
welding equipment
USFD test 2 hrs. with USFD 2 hrs. with USFD team 2 hrs. with USFD team
check team monthly monthly
in 3 months
Inspection of Once in 6 months in Once in 6 months in
Yard lines rotation with Sectional rotation with In-charge
Dead end Once in a year in Once in a year in rotation
 rotation with Sectional with In-charge.
Inspection of At his discretion Once in a year As and when construction
Land boundary activity noticed near
Railway Boundary
Trolly Once in 6 months Once in 2 months -
inspection
FP/LV Once in a month Once in a month Once in month
Monsoon During FP once in a During FP in night once Once in 15 days
Patrolling month in a month
Hot weather During FP in Day During FP in Day once Once in 15 days
Patrolling once in a month in a month
Winter During FP in night During FP in night once Once in 15 days
Patrolling once in a month in a month
TRC run Accompany Every Accompany Every run Accompany Every run
run
OMS run- Review OMS results Accompany Every run Accompany Every run
Monthly in every month
CWR/SEJ Twice in year Once in 15 days in Once in a 15 days in
(During hottest and rotation during 2 rotation during 2 hottest &
coldest months) hottest & 2 coldest 2 coldest month,
month, otherwise once otherwise once in 2
in 2 months in months in rotation with
rotation with sectional In- charge
High Once in year before Once in a year before Once in a month during
Embankment, monsoon of Monsoon monsoon
Cutting locations given
trouble in last
monsoon season
Side drains, Once in year before Once in a year before Once in a month during
catch water monsoon of Monsoon monsoon
drains, bridge locations given
waterways trouble in last year.
RAW/RAT Once in a year after Accompany IMD in Accompany IMD in charge
monsoon charge
Tunnel Once in a year Once in a year before
before monsoon monsoon and every
month during monsoon

266. Inspection Schedule of Dy.CPM is as under:-

Items of Inspection Schedule

Curves At his discretion
Trolley inspection Once in a year
FP/LV Once in a month
Monsoon Patrolling During FP once in a month
Hot weather Patrolling During FP in Day once in a season
 Winter Patrolling FP in Night once in a season
TRC run ( 2 months Interval) Accompany Every run
OMS run- Monthly Review OMS results in every 3 months
CWR/SEJ All CWR where Anti creep device is breaking
High Embankment, Cutting Locations of Bridge approaches given trouble
in last monsoon season.
267. Work chart and authorised level of supervision: -

Lowest level of
Sl. staff/
Nature of work
No Supervisor in
charge of work
1 Maintenance operation
Mechanised Tamping, Lifting (general lift), Alignment, Minor
(a) Executive/P-way
alignment of curves, Deep screening etc.
(b) Manual Packing, Alignment Junior Executive
(c) Lifting/Lowering of track Executive/P-way
Lifting, aligning, packing etc., in case of emergencies at Executive/P-way
(d)
temperatures higher than those permitted
2 Rails, sleepers and fastenings

Packing or renewal of single isolated sleeper not requiring

(a) MTS
lifting or slewing of track

(b) Renewal of fastenings not requiring lifting Keyman

(c) Renewal/recoupment of fastenings requiring lifting Executive/P-way
(d) Casual renewal of sleepers and fastenings over long stretches Executive/P-way
(e) Renewal of Defective rails Executive/P-way
(f) Carrying out welding of rail joints at site Executive/P-way
3 Ballast
Making up of shortage of ballast in shoulders at isolated
(a) Jr. Executive
places
Replenishment of ballast & Checking ballast section before the Executive/P-way
(b)
onset of summer
(c) Screening of ballast other than Deep screening Executive/P-way
(d) Deep Screening Executive/P-way
4 Curve Realignment
(a) Minor Realignment of curves IMSD Sectional
Major realignment of curves under special instructions from
(b) IMSD Sectional
IMD I/C
5 Hot weather work
Imposing speed restriction if the temperature exceeds (td + 20°)
(a) Celsius after maintenance work is completed, manually or by IMSD Sectional
machines
(b) Organizing hot weather patrolling during summer months IMSD Sectional
 Ensuring that hot weather patrolman turns out promptly for
(c) duty during the required period of patrolling and during other IMSD Sectional
periods when rail temperature exceeds (td + 20°) Celsius
Hot weather patrolling, watching stability of track, presence of
large number of sleepers with defective packing, alignment of Hot weather
(d)
track, checking if the profile of ballast is disturbed, tendency patrolman
for lateral/vertical deformation of track
Inspection in summer months and checking on the working of
(e) IMSD Sectional
hot weather patrols.
Cold weather
6 Cold weather patrolling
patrolman
7 De-stressing - all operations regarding De-stressing IMSD Sectional
8 Rail fracture
Keyman/
Trackmen with
(a) Emergency repairs
valid competency
Certificate
(b) Temporary repairs Executive/P-way
(c) Permanent repairs Executive/P-way
9 Buckling
Protection of track and secure safety of trains in case of
(a) Patrolman
buckling, rail fractures, or any abnormal behaviour of track
(b) Emergency repairs Executive/P-way
(c) Permanent repairs IMSD Sectional
Emergencies- Action in case of damage to track following
10 IMSD Sectional
derailments, breaches etc.
11 SEJ
Checking of SEJ, oiling and greasing and re-tightening/
(a) Keyman
renewal of fittings once a fortnight
(b) Inspection of SEJ IMSD Sectional
 CHAPTER 3

WELDING OF RAILS

AT WELDS

301. Rails are manufactured domestically in the length of 120 m/130 m after manufacturing
joints are made and 260 m long panel is prepared and transported by BFR to site. In
addition to this 13m/26 m rails are also manufactured and supplied for casual uses. In
WDFC imported rails of 25m have been used. It is desired that there should be minimum
fish plate joints based on the one panel length tracks are divided in three categories:
a) SWR (39 m rail panel) are joined by fish plate to make permanent way.
b) LWR are made by joining rails to make bigger panel and SEJs are provided before
and after yards for Isolation of T/O from LWR.
c) CWR are made by joining rails and continuing through T/O.
302. For longer length of tracks, rails are either jointed by fish plate joint, AT Welds/Flash-
Butt Welds.
303. Alumino-Thermic welding (AT Welding): This welding is done by exothermic chemical
reaction between Fe2O3 and Aluminum thereby releasing Fe and the slag Al2O3. Ends of
rails are preheated for proper bond with molten Fe. Short pre-heating is done by air-
petrol fuel mixture, Oxy-LPG and compressed air petrol fuel mixture. The tools and
equipment, critical process timing viz. Preheating time, tapping time, mould waiting time,
time for passage of First train on AT weld etc. shall be followed as per the approved AT
welding technique. Composition of thermit welding team (compressor tank- wise)
Sl. No. Designation Numbers
1 Welder Grade I/Grade II 1
Welder Grade III/Skilled
2 2
Artisan
3 Helper Khalasi/Khalasi 5
4 Gangman As per workload

304. Selection of rails to be welded:- For both new as well as second hand rails, before
welding it should be ensured that the end bends of the rails are within +0.5 mm, -0 mm
in vertical and + 0.5 mm in lateral direction when checked with one metre straight edge
as shown in Fig. 3.1(a), (b) and (c) in Annexure - 3/1. And fish boltholes are to be
eliminated to make the weld amenable for USFD testing for lack of fusion. New rails to be
welded shall conform to the tolerances stipulated in the specification IRS-T-12 (Indian
Railway Specification for Flat Bottom Rails).
a) Rails shall be free from corrosion or excessive wear. The height of rail and width of
railhead shall not be less than the values as indicated below.
Minimum Width of
Normal height of Minimum width of head of
height of head of
Rail section new rail old rail (as measured at
old rail new rail
(mm) the gauge corner) (mm)
(mm) (mm)
 60 kg/m 172 163 72 66

b) Rails shall be tested before welding with Ultrasonic Flaw Detector apart from visual
inspection, so that rails having cracks and internal flaws are not welded. The rail
flange bottom is to be visually inspected to ensure freedom from defects like dent,
notch, corrosion, etc. The rolling marks on the web of rails shall be checked before
welding to ensure that generally rails of different Grades of rails are not welded
together. The rail ends to be welded shall be checked and aligned both in horizontal
and vertical planes to the dimensional limits given in Fig 3.2 Annexure - 3/1
305. Portion for welding-. Thermit welding portions and consumables to be used for welding
shall be from RDSO approved sources only. Welding Parameters viz. preheating time,
preheating pressure, mould waiting time etc., as approved by the RDSO for the particular
source and particular welding technique shall be ensured, while executing the AT weld at
site.
a) Shelf life of portion: No specific shelf life has been indicated for AT welding portions.
AT welding portion is sensitive to moisture. Once the portion absorbs moisture, the
same cannot be removed even by drying as chemical reaction takes place in the
ingredients. Such portion should not be used for welding. Portions should be used in
rotation i.e. first in-first out. Following procedure may be adopted for permitting use
of portions beyond two years after the date of manufacturing. One sample shall be
tested for reaction test. If the reaction is normal, the batch represented by the sample
can be used without further tests. In case the reaction is found to be quiet or boiling,
a test joint should be made from one more sample selected from the batch and joint
should be tested for Weld Metal Chemistry Test and Load deflection test. These tests
should be conducted at the Flash Butt Welding Plant. If the values obtained in above
tests are within the specified values the batch represented by the sample can be used,
otherwise batch should be rejected. The rejected portions are to be disposed-off by
igniting five portions at a time in pit away from the store.
b) Storage and transportation of Portions: - The manufacturer of portion shall provide
guidelines containing best safety practices with every package for guidance of the
user covering various aspects in safe handling, storage, transportation and disposal
of Thermit materials. Tubes of igniters should be stored in a locked steel cupboard,
or other secure steel container. On no account must these be stored in the same
building as the portions. The package containing igniters should be kept in tin
cases/steel containers. For detailed guidelines on storage and transportation, AT
Welding Manual may be referred.
c) Equipment, staff and Traffic block for welding: - The list of one set of AT welding
equipment by short pre-heating process is given in Annexure - 3/2. A minimum
traffic block of 70–75 minutes duration, depending upon the type of preheating
technique adopted, should be obtained for complete operation of welding and to
ensure good quality of AT weld. The traffic can be allowed only after 30 minutes have
elapsed after welding of the joint. Suitable speed restriction shall be imposed until
the grinding operation is completed. A Thermit welding done in-situ shall be joggled
fish plated with two clamps and supported on wooden blocks of length 300-450 mm
 until tested as good by USFD. Painting of weld collar should be done on all welds to
protect them against corrosion immediately after the welding. The painting should be
repeated after 4 years in not corrosive environment and every year in corrosive
environment. Each joint
shall have a distinctive mark indicating month, year of welding, agency and
welder/supervisor identification code number (as appearing on his competency
certificate) at non-gauge face side of AT weld on head as detailed in AT welding
Manual.
306. Acceptance tests:- All the welded joints shall be cleaned and examined carefully to detect
any visible defect like cracks, blow holes, shrinkage, mismatch, surface finish (smooth
surface finish required) etc. Any joint, which shows visible defect, shall be declared
defective. The bottom of the joint shall be checked by feeling with fingers as well as
inspected with the help of a mirror for presence of ‘fins’ at the parting line of the mould. If
fin is observed in any joint, the joint shall be declared defective. All finished joints shall
be checked for dimensional tolerances
i. Vertical alignment: Variation not more than +1.0 mm, − 0.0 mm measured at the
end of one metre straight edge.
ii. Lateral alignment: Variation not more than ± 0.5 mm measured at centre of one-
metre straight edge.
iii. Finishing of top surface: + 0.4 mm, − 0.0 mm measured at the end of 10 cm straight
edge.
iv. Head finishing on sides: ± 0.3 mm over gauge side of the rail head measured at the
centre of 10 cm straight edge.
All the welded joints shall be ultrasonically tested as per the provisions of 'Manual
for Ultrasonic testing of rails and welds' as early as possible in any case not later
than 30 days. The cumulative number of AT welds found defective in ultrasonic
testing and in other criteria shall be limited to 1%.
307. Joggled fishplates with far end bolts/clamps shall be provided on AT welds, which have
undertaken traffic equal to or more than 50% of stipulated fatigue life (GMT) of the rail.
Joggled fishplate with clamps on good AT welds shall be provided on banks having height
5 m or more. Joggled fish plate with clamps on good AT welds shall be provided on bridges
(having length of waterway as 100 m or more) and on its approaches upto 100 m length.
Joggled fishplate with clamps on good AT welds shall be provided on curves of 3 ° or
sharper.
308. Record of joint geometry: - In case of welding by outsourced agency, the details of
geometry of each joint shall be jointly signed by the firm’s and DFCCIL’s representative
and kept as record., any joint found not conforming to the above stipulations should be
cut and re-welded, free of cost, by the firm.
309. List of Equipment for Alumino–Thermic welding of rail joints by short preheating process
per welding team Tools and equipment viz. Pre-heating arrangement, Crucible and Mould
used for A.T welding shall be as per the Approved A.T welding technique of a particular
firm by the RDSO.
 Annexure 3/1

Annexure 3/1
Annexure-3/1
 Annexure 3/2

List of Equipment for Alumino–Thermic welding of rail joints by short preheating

process per welding team

Quantity Life in
Sl. terms of
Description Mass Repair
No. No. of
welding welding
joints
A. PRE-HEATING EQUIPMENT
A1. Air- Petrol Pre-heating
Pressure tanks with pressure gauges
1. 2 Nos. 1 No. 500
complete
2. Vaporisers (burner) complete 2 Nos. 1No. 500
3. Nozzle prickers 4 Nos. 2 Nos. 50
4. Nozzle keys 1 No. 1 No. 500
5. Vaporiser stand 2 Nos. 1 No. 1000
6. Goose neck attachment to vaporiser 4 Nos. 2 Nos. 50
A2. Compressed Air-Petrol Pre-heating
Periodical
Suitable compressor system with maintenance
1. 2 Nos. 1 No.
pressure gauges half yearly
500
2. Torch (Burner) complete 2 Nos. 1 No. 300
3. Torch (burner) keys 1 No. 1 No. 500
4. Torch (burner) stand 2 Nos. 1 No. 1000
5 Goose neck attachment to vaporiser 4 Nos. 2 Nos. 50
A3. Oxy- LPG Pre-heating
1. Oxy- LPG torch (burner) 2 Nos. 1 No. 150-200
2. Oxygen cylinder with pressure gauge 2 Nos. 1 No. 100
3. LPG cylinder with pressure gauge 2 Nos. 1 No. 100
4. Torch (burner) stand 2 Nos. 1 No. 500
5. Connecting Hose pipe 4 Nos. 2 Nos. 75-100
B. OTHER EQUIPMENT
Crucible complete- Crucible shell & Crucible
1. 2 Nos. 1 No. 500 & 50
lining
2. Crucible caps 2 Nos. 1 No. 50
3. Crucible forks 2 Nos. 1 No. 500
4. Crucible stands 2 Nos. 1 No. 1000
5. Crucible rings 2 Nos. 1 No. 500
6. Mould pressure (clamp) 2 sets 1set 1000
7. Cleaning rod round 2 Nos. 1 No. 500
 8. Tapping rod 1 No. 1 No. 1000
9 Straight edge 1 m long 2 Nos. 1 No. --
10. Straight edge 10 cm. long 2 Nos. 1 No. --
11. Aluminium/steel rod for thermal plugging 2 Nos. 2 Nos. --
12. Leather washers for pump 4 Nos. 2 Nos. 100
13. Gap gauges and height gauge 2 Nos. 1 No. --
14. Filler gauge 2 Nos. 1 No. --
15. Tools for punching the marking 2 Sets. 1 Set --
16. Mould shoes 6 Pairs 2 Pairs 100
17. Stop watch 1 No. 1 No. --
Pyrometer/Thermal chalk for measurement
18. 1 No. 1 No. --
of rail temperature
12
19. Wooden wedges for rail alignment 24 Nos. --
Nos.
First aid box filled with medicines bandages,
20. 1 No. 1 No. --
cotton etc.
21. Mirror 150 x 100 mm with handle 2 Nos. 1 No. --
22. Tool box containing –
i) Hot sets (chisels) (for Emergency use only) 2 Nos. 2 Nos. --
ii) Funnel tin (for pouring petrol ) 1 No. 1 No. --
iii) Adjustable spanner 1 No. 1 No. --
iv) Hammer 1 kg 1 No. 1 No. --
v) Sledge hammer double panel 5 kg. 2 Nos. 2 Nos. --
vi) Steel wire brush 1 No. 1 No. --
vii) Blue goggles 2 Pairs. 1 Pair. ---
viii) Paint brush 50mm 1 No. 1 No. --
ix) Slag container (bowl) 2 Nos. 1 No. 500
2
x) Asbestos gloves 4 Pairs. 500
Pairs.
xi) Hose clips 4 Nos. 4 Nos. --
xii) Pliers 1 No. 1 No. --
Rail file 350 × 40 × 6 mm (For Emergency
xiii) 4 Nos. 2 Nos. --
use only)
23. Weld trimmer(Cutter) 1 No. 1 No. 100
Insulation hood for control cooling(for 110
24. 1 No. 1 No. --
UTS rail welding)
Rail profile guided grinding trolley (Grinding
25. 1 No. 1 No. 50
wheel).
26. To ensure quality, protective clothing, shoes gear & Leather gloves.
Note:
1. For crucible lining, Magnesite powder and sodium silicate should always be
available.
2. All the items should be replaced on condition basis.
 FB WELDS

310. Flash Butt Welds - Flash butt welding uses the principle of heating and softening of
interface by electric current and then butting the rail ends under pressure for welding.
Weld Parameters for different rail sections/chemistry have been prescribed by
manufacturers and are unique to the particular welding plant. These shall be approved
by RDSO in accordance with Para 5.6 of “Manual for flash butt welding of rails”. The
welding operators are also to be certified by prescribed authority.
311. Rail Welding by Mobile flash butt welding plant:-
a) Flash butt welding of new or second hand rails shall be carried out as per detailed
procedure given in “Manual for Flash Butt Welding of Rails”, which gives the
details of type and suitability of rails to be welded, pre-welding inspection,
preparation of rail ends, procedure of execution of welding, finishing of welded joints,
acceptance tests etc.
b) Quality Assurance Program for mobile flash butt welding shall be got approved from
RDSO as detailed in Annexure - X of manual for flash butt welding of rails. After
having obtained approval of QAP from RDSO, approval for field welding shall be
granted after execution of 30 welds on track (carried out in two shifts), if they satisfy
the weld acceptance criteria defined in manual for flash butt welding of rails,
(visual, dimension, ultrasonic, hardness, transverse testing, macro and micro
examination). In case of Flash butt welding work , this shall be carried out in presence
of IMD I/c and the approval shall be granted by Chief Track Engineer. The welding
operators are also to be certified by prescribed authority.
c) Suitability of rails for welding: - For suitability of old/new rails for flash butt
welding, “Manual for Flash Butt welding of Rails" should be referred.
312. Acceptance Tests: -
a) Visual Inspection: All welds and rails shall be inspected visually for welding,
trimming, clamping or profile finish imperfections, such as tears, cavities, cracks,
damage and thermal damage, in particular, in the electrical contact areas. There shall
be no sign of tearing, chisel mark or cavity in weld metal due to trimming and upset
shall not be raised more than 3 mm and there shall be no depression in accordance
with Annexure - IV-A & B of Manual for flash butt welding of rails, as applicable.
b) Step across the weld: All the welds shall be measured in as welded condition to
determine step across the weld. No step shall be permitted except as provided in Para
3.3.3 and 3.3.4 of manual for flash butt welding of rails.
c) Dimensional Check: Finished weld samples shall be checked for weld geometry and
shall conform to tolerance laid down as per following. Finishing Tolerances for
Welds with new rails. (For old Flash-Butt Welding in old rails manual for flash
butt welding may be referred)

Sl.
Parameter Value
No.
1 Vertical misalignment At the centre of a 1 m straight edge
 +0.3mm, - 0.0 mm
± 0.3 mm at the centre of a 1 m straight
2 Lateral misalignment
edge
Side of rail head should be finished to
3 Head finishing (in width) ± 0.25 mm on gauge side at the centre
of 10 cm straight edge
at the centre of 10 cm straight edge
4 Finishing of top table surface
+ 0.2 mm, - 0.0 mm
Web zone (under side of head
+ 3.0 mm of the parent contour
5 web, top of base, both fillet
- 0.0 mm
each side)
Upper sides, under surfaces and edges of rail foot shall be ground
smooth. The edges of foot should be rounded and bottom of rail foot
6 ground smooth without any minus tolerances to ensure proper seating
on sleepers, unhindered movement of welded panels on end unloading
rakes, avoid damage to elastic rail pads and eliminate stress riser.

d) Ultrasonic test: All Flash-Butt Welds shall be tested manually with USFD machine by
trained personnel as per the procedure laid down in “Manual for Ultrasonic testing
of rails and Welds”. Welds having defects shall be rejected. Results shall be
maintained, and entries made in TMS within 3 days. Defective joint shall be distinctly
marked and shall be cut & removed before the panel is laid in the track.
e) Lab Tests: Hardness Test, Transverse load test, Macro examination and Micro
examination shall be conducted as per procedure and frequency prescribed in the
“Manual for flash butt welding of rails”. In case a sample joint does not comply with
the requirements of the test, two more sample joints will be made and tested. If both
the sample joints meet the requirements of the tests, welding may continue. In case
of failure of any of the retest joints, RDSO should be consulted for investigation and
fixing revised welding Parameters for the F.B welding plant.
 CHAPTER 4

LONG WELDED RAILS & SHORT WELDED RAILS

LONG WELDED RAILS

401. Long Welded Rail (LWR) is a welded rail, the central part of which does not undergo
any longitudinal movement due to temperature variations. A length of welded rail
greater than 250 m will normally function as LWR. Continuous welded rails (CWR)
are LWR rails that passes through yards. The thermal variations create compressive
(at high temperature) and tensile forces (at low temperature) within the rail. At some
temperature the rails will neither be in tension or in compression (Stress free
temperature SFT). When the ambient temperature significantly increases or decreases
from the SFT, the metal can expand and cause the rails to buckle, or contract and
cause the rails to fracture. The laying and maintenance procedures are therefore
designed to ensure that CWR is installed and maintained in a manner that effectively
manages these thermal variations.
403. LWR/CWR may be continued through reverse curves. Shoulder ballast of 600 mm over
a length of 100 m on both side of the common point of a reverse curve would be provided.
In case there is a straight track between the reverse curves, this 100 m would be
considered from the center of the straight track. No such measure would be required if
the length of straight track between the reverse curves is more than 50 m.
404. LWR/CWR can be continued over bridges with ballasted deck without bearings like slabs, box
culverts and arches. Track structure for LWR/CWR is as follows:
a) LWR/CWR shall be laid on stable formation having stipulated formation width and
ballast cushion (below the bottom of the sleeper); and with approved PSC sleepers
and its matching fastening system.
b) New rails used in LWR/CWR shall, as far as possible, be without fish-bolt holes.
Joining of rail ends temporarily during installation of LWR/CWR shall be done by 1
m long fishplates with special screw clamps/joggled fish-plates having slotted
grooves & bolted clamps as per RDSO relevant approved drawings with speed
restrictions indicated in Annexure – 4/1.
c) Points and Crossings: Where special canted Turnouts approved by DFCCIL have
been provided, LWR/CWR shall be taken through Points & Crossings.
d) Location of SEJ: SEJ is to be installed 15 metres away from the abutments.
Temperature zone Range of Temperature Maximum length of single span
as per IR LWR girder bridge
map
IV 71 to 76 ◦C 75 m
III 61 to 70 C
◦ 87 m
II 51 to 60 C
◦ 110 m
I 40 to 50 C
◦ 146 m

e) Bridges on which LWR/CWR is not permitted/provided as per above shall be

isolated by a minimum length of 30 metre of well anchored PSC sleeper track on
 either side.

SHORT WELDED RAILS

405. Laying of Short Welded Rails – The gaps to be provided for SWR at the time of laying
shall be in accordance with table below depending on the installation temperature (ti) and
the Zone in which the rails are laid. Initial laying gaps for SWR for various installation
temperatures

For Zone I and II

Rail temperature at the time of Initial laying gaps (in mm)
installation (ti) For 26/25 m rolled rails
tm- 17.5°C to tm- 12.6°C 10
tm- 12.5°C to tm- 7.6°C 9
tm- 7.5°C to tm- 2.6°C 7
tm- 2.5°C to tm+ 2.5°C 6
tm+ 2.6°C to tm+ 7.5°C 5
tm+ 7.6°C to tm+ 12.5°C 3
For Zones III and IV
tm- 22.5°C to tm- 17.6°C 10
tm- 17.5°C to tm- 12.6°C 9
tm- 12.5°C to tm- 7.6°C 7
tm- 7.5°C to tm- 2.5°C 6
tm- 2.4°C to tm+ 2.5°C 5
tm+ 2.6°C to tm+ 7.5°C 3

406. Thermal Forces in LWR/CWR:

a) Temperature changes cause movement of the ends of LWR/CWR in the breathing
lengths but the central portion of LWR/CWR does not expand/contract. This results
in building up of thermal forces in the central portion. The thermal force (P)
calculated by
P= EAαt
Where,
P= Thermal force in the rail (kg)
E= Modulus of elasticity of rail steel, (2.11 x 10 6 kg/cm2)
A= Area of cross section of the rail (76.86 cm2 for 60 Kg rail)
α= Coefficient of linear expansion of steel, (1.152 x 10 -5/0C)
t= Variation of rail temperature from td /to (°C)

b) The Range of td or t0 shall be within the limits of rail temperature shown below:
Temperature Zone Rail Section Range
I, II, III, IV 60 Kg or above Tm + 5 °C to tm + 10 °C
 c) In Zone I, II the LWR can be permitted upto 6.5° of curve and Zone III, IV the
LWR can be provided upto 6° of curve with 60 Kg rail and sleeper density of 1660
nos. per Km.
d) The level of maximum thermal stresses in LWR depends upon variation of Rail
temperature from the stress-free temperature. The thermal force diagram in LWR is
shown as under (Fig 4.1):

Figure 4.1 : Force Diagram in LWR / CWR

407. Forces at SEJ:

a) The thermal force in a LWR is to be resisted by suitable track structure.
Accordingly, the Gap at SEJ depends on following factors:

i. Longitudinal Ballast Resistance of sleepers (taken as 13.74 kg / cm / rail

per sleeper for PSC sleeper of density 1660 per km respectively, which is
indicative and can vary as per site conditions)
ii. Area of rail section
iii. Modulus of Elasticity (E) for rail steel
iv. Coefficient of linear expansion (α) for rail steel
v. Difference between the De-stressing temperature and prevailing rail
temperature of LWR
vi. Initial gap at SEJ at de-stressing temperature.
For Gaps at different types of SEJ and its laying and measurement relevant
standard drawing may be referred.
b) The gaps between the reference mark and tongue rail tip/stock rail corner,
which is attached to the LWR/CWR side at various rail temperatures, shall not
differ by more than ±10 mm from the theoretical permitted range.
c) Where fish-plated or SWR track is joined on one side of SEJ, the gap between
the reference mark and tongue rail tip/stock rail corner on SWR/Fish plated
track side shall not be measured.
 CHAPTER -5

CURVES

501. Determination of Radius

a) Determination of Radius: - The radius of a curve is determined by measuring the

versine on a chord of known length, from the equation,
125 × 𝐶 2
𝑅=
𝑉
Where;
R = Radius in metres;
C = Chord length in metres; and
V = Versine in millimetres.
b) Curves can be designated by the radius in metres or by its degree. The angle
subtended at the centre by a chord of 30.5 metres, is the degree of the curve.

360  30.5
A 1° curve is thus of  1750 metres radius
2
c) For measuring versine’s of a curve, 20 metres overlapping chords should normally
be used with stations at 10 metres intervals. For checking the radii of turnout and
turn-in curves overlapping chord of 6 metres should be used and the versine
measuring stations should be located at every 3 metres. (The turnout curve can also
be checked by offsets from the straight. The versine is obtained by stretching a
fishing/ nylon cord or wire stretched between the end of chord length decided upon,
and the measuring distance between the cord/wire and gauge face of the rail at the
middle point of the chord. Care should be taken that the cord or wire is applied to
the side of the head of the rail at the gauge point.

502. The Reference Rail for Level: - The level of inner rail of any curve is taken as reference
level. The super-elevation is provided by raising the outer rail. For reverse curves, however,
stipulation as laid down in Para 508(C) shall apply.
503. Safe Speed on Curves:
a) Fully transitioned curves– The maximum permissible speed for transitioned curves
should be determined (based on the assumption that the centre-to-centre distance
between railheads is 1750 mm) using the following formulae:
V  0.27 R  Ca  Cd 
Where,
V = Speed in Kmph.
R = Radius in metres.
Ca = Actual cant in mm.
Cd = Permissible cant deficiency in mm.
 b) Non transitioned curves with cant on virtual transition– The determination of
the maximum permissible speed on curves without transition involves the concept
of the virtual transition. The change in the motion of a vehicle from straight to curve
conditions takes place over the distance between the bogie centres, commencing on
the straight at half the distance before the tangent point and terminating on the
curve at the same half distance beyond the tangent point. Normally, the length of
virtual transition is taken as 14.785 m over which Super-elevation is gained with
maximum permissible cant gradient as per Para 506.
c) For curves laid with inadequate length of transition or without transition, the safe
permissible speed should be worked out on the basis of actual cant/cant deficiency,
which can be provided taking into consideration the limiting values of cant/cant
deficiency gradient and the rate of change of cant and cant deficiency.
d) The speed as determined above shall not exceed the maximum permissible speed of
the section.

504. Super-elevation, Cant Deficiency: -Super-elevation/cant– Maximum cant on curved track

shall be as under– 165 mm.
a) The equilibrium super elevation/cant necessary for any speed is calculated from the
formula.
𝐺 × 𝑉2
𝐶=
127 × 𝑅
Where,
C is cant/Super-elevation in mm,
G is the dynamic gauge (nominal gauge of track + width of railhead) in mm;
R is the radius of the curve in metres.
b) The length of Transition shall be calculated by assuming value of cant deficiency as
zero till Cant of 165 mm is reached. However, for actual cant to be provided with
equilibrium speed is 85 kmph.
c) Cant Deficiency– Maximum value of cant deficiency is 75 mm.

505. Length of Transition Curve and Setting-out Transitions:-

a) The desirable length of transition ‘L’ shall be maximum of the following three values–
(a) L= 0.008 Ca × Vm
(b) L= 0.008 Cd × Vm
(c) L= 0.72 × Ca
Where,
L = the length of transition in metres.
Vm= max. permissible speed in Kmph.
Cd= cant deficiency in mm.
Ca= actual Super-elevation on curve in mm.
The formula (a) and (b) are based on rate of change of cant and of cant deficiency
of 35 mm per second. The formula (c) is based on the maximum cant gradient of
 1 in 720 or 1.4 mm per metre. The length of transition so calculated should be
rounded off to the next higher value in multiple of 10 m.
b) In exceptional cases where room is not available for providing sufficiently long
transitions in accordance with the above, the length may be reduced to a minimum
of 2/3 of the desirable length as worked out on the basis of formula (a) and (b) above
or ½ of the desirable length as worked out on the basis of (c) above whichever is
greater. This is based on the assumption that a rate of change of cant/cant
deficiency will not exceed 55 mm per second and the maximum cant gradient will
be limited to 2.8 mm per metre or 1 in 360.
c) At locations where length of transition curve is restricted, and therefore, may be
inadequate to permit the same maximum speed as calculated for the circular curve,
it will be necessary to select a lower cant and/or a lower cant deficiency which will
reduce the maximum speed on the circular curve but will increase the maximum
speed on the transition curve. In such cases, the cant should be so selected as to
permit the highest speed on the curve as a whole.
506. Compound curves– In case of a compound curve, which is formed, by two circular curves
of different radii but curving in the same direction, common transition curve may be
provided between the circular curves. Assuming that such compound curve is to be
traversed at uniform speed, the length of the common transition connecting the two
circular curves can be obtained from–

(a) L = 0.008 (Ca1- Ca2) x Vm

(b) L = 0.008 (Cd1-Cd2) x Vm
Whichever, is greater.
Where,
Ca1 and Cd1 are cant and cant deficiency for curve No.1 in mm;
Ca2 and Cd2 are cant and cant deficiency for curve No.2 in mm;
L is length of common transition in metres; and
Vm is max. permissible speed in Kmph.
The Cant gradient should be within the permissible limits as stated in Para 505(a) & (b)
above. Common transition may be provided when the length of common transition as
worked out above is more than the length of virtual transition as specified in Para 503
(b).
507. Reverse Curves– In case of a reverse curve, which is formed by two circular curves in
opposite directions, common transition curve may be provided between circular curves.
The total length of common transition, i.e., from first circular curve to second circular
curve, may be obtained from–
(i) L = 0.008 (Ca1+Ca2) x Vm
(ii) L = 0.008(Cd1+Cd2) x Vm
Whichever is greater;
 Where,
Ca1 and Cd1 are cant and cant deficiency for curve No.1 in mm;
Ca2 and Cd2 are cant and cant deficiency for curve No.2 in mm;
L is length of transition in metres; and
Vm is max. permissible speed in Kmph.
508. Running out Super-elevation:
a) On transitioned curves, Cant should be run up or run out on the transition, not on
the straight or on the circular curve, increasing or decreasing uniformly throughout
its length.
b) On non-transitioned curves, Cant should be run up or run out on the ‘virtual
transition’.
c) In longitudinal profile of transition on the reverse curve the level of one of the rails
is maintained and the super elevation is run out on the other rail by lowering it over
half the transition length and raising it to the required amount of cant over the
remaining half portion of the transition.
509. Indicators/Boards Provided in Curves:
a) Curve Board–Each approach of a curve should be provided with a curve board at
the tangent point fixed on the outside of the curve. This Board should indicate the
radius of the curve, the length of the curve, length of transition in metres and the
maximum cant provided on the circular portion of curve in millimetres.
b) Rail Posts Indicating Tangent Points– On the inside of the curve, rail posts should
be erected on each approach of the curve, to indicate the positions of the beginning
and end of transition curves. These rail posts may be painted in red and white
colours respectively. In the case of non-transitioned curve, similar rail post should
be erected on the tangent track and on the circular curve over which the cant is run
out, indicating the beginning and end of the virtual transition.
c) Indication of Cant on track – Super-elevation or cant should be indicated by painting
its value on the inside face of the web of the inner rail of the curve and at every
versine station, beginning with zero at the commencement of the transition curve.
d) The value of Cant should be indicated on the circular curve at its beginning and at
the end. In the case of long circular curve.
510. Permissible Speed over Curved Main Line at Turnouts: - Subject to the permissible run
through speed governed by the interlocking standard, speed over the main line will be
determined taking into consideration the maximum cant that can be provided on the main
line and the permissible amount of Cant deficiency. In the case of turnout of similar
flexure, the maximum cant that can be provided, on the main line will be the sum of
equilibrium Cant for the turnout and permissible cant excess. In the case of turnouts of
contrary flexure, the maximum cant on the main line (negative Super-elevation on
turnout) will be the difference between the maximum permissible cant deficiency and cant
determined for turnout from the formula given in Schedule of Dimensions as indicated in
Para 512 below. In both the cases, the permissible speed on the main line will be worked
out by the formula as given in Para 503(a). The speed of trains over non interlocked facing
 points shall not exceed 15 KMPH in any circumstances and the speed over T/O and cross
over shall not exceed 15 KMPH, unless otherwise prescribed by special approval.
511. No Change of Super-elevation over Turnouts: -There should be no change of Cant
between points 20 metres outside the toe of the switch and the nose of the crossing except
in cases where points and crossings have to be taken off from the transitioned portion of
a curve. Turnouts should not be taken off the transitioned portion of a main line curve. In
DDU unit one Turnout is laid on transition curve.
512. Curves of Contrary Flexure: - On the main line curve from which a curve of contrary
flexure takes off, the cant of the main line (which is the negative Super-elevation on the
turnout), should be and the permissible speed on the main line determined from the
allowable cant deficiency and Cant on the main line. The speed so determined shall be
subject to limitations governed by the standard of interlocking and the sectional speed.
513. Curves of Similar Flexure:-
a) Not followed by reverse curves– On a main line curve from which a curve of similar
flexure takes off, not followed immediately by a reverse curve, the turnout curve
shall have the same cant as the main line curve.
b) Followed by reverse curves– A change of cant on the turnout may be permitted
starting behind the crossing (after the last exit sleeper) and being run out at a rate
not steeper than 2.8 mm per metre and subject to the maximum cant on the main
line turnout being limited to 65 mm.
c) The permissible speed on the main line is then determined from the allowable cant-
deficiency and subject to limitations governed by the standard of interlocking and
the safe speed limit.
514. Curves with Cross Overs: - On curves on double line connected by cross over road, the
speed and the cant for both roads are governed by the inner road to which the cross over
road is a curve of contrary flexure. On the outer road, it is a curve of similar flexure. The
permissible speed and the necessary cant on the inner road shall be calculated in
accordance with Para 512 above. The same speed and the same cant shall be allowed on
the outer road. The outer track shall be raised so that both roads lie in the same inclined
plane to avoid change in cross level on the cross over road. Where this is not possible,
both main line and the turnout should be laid without cant and suitable speed restriction
imposed.
515. Compensation for Curvature on Gradient: - Compensation for curvature should be given
in all cases where the existing gradient when added to the curve compensation exceeds
the ruling gradient. The compensation to be allowed should ordinarily be (70/R) %. (i.e.,
0.04% per degree of curvature), where R is the radius of curvature in metres.
516. Vertical Curve: - A vertical curve shall be provided only at the junction of the grade when
the algebraic difference between the grades is equal to or more than 4 mm per metre or
0.4%. The minimum radius of the vertical curve is 2500m.

517. Re-alignment of curves: The criteria for realignment of a Curve, based on service limit for
station-to-station versine variation, shall be as per Para 617. Realignment is to be done
as per design parameters i.e. geo coordinates of curves.
518. Check-Rails on Curves: - Check-rails reduces the risk of derailment on the sharp curves.
Check-rails should be provided on the inside of the inner rail of the curve, with appropriate
clearances between the checkrail and the running rail for all curves with radius 5 Degree
or more as mentioned in DFC SOD.
519. Wear on outer Rail of Curve-The wear in the outer rail of the curve can be reduce effectively
by:
a) Lubrication the gauge face of outer rails on the curve. Track mounted automatic
gauge face lubricator shall be provided on curves with 1.25 Degree (in case rail
grinding of rails are being done) or sharper otherwise on curves of 2 Degree or
sharper.
b) Maintaining correct curve geometry and superelevation.
c) Provision of suitable check rail.
 CHAPTER 6

MECHANIZED INSPECTIONS OF TRACK GEOMETRY & PATROLLING

601. Mechanized inspections:
i) Track Recording Car
ii) Oscillation Monitoring System
iii) Survey Trolley (Works with accuracy)
602. Track Recording Cars: - These enable collection of discrete values of various track
geometry Parameters on selected sampling interval under loaded condition. The TRCs
work on inertial principle of measurements for various track geometry Parameters except
Gauge.
a) TRC measures lateral and vertical accelerations with the help of accelerometers placed
at coach floor / bogie frame. The acceleration values obtained are integrated twice to
get loci of the location of accelerometers. The relative displacements between rail and
accelerometer locations are obtained from displacement transducers (LVDT)/LASER
based contactless sensors. The loci of accelerometers are combined with relative
displacement between accelerometers and rail obtained from sensors to derive the
vertical and lateral profile of the rail. These measurements are further corrected for
roll and yaw motion of coach using gyroscopes.
b) For measurement of Gauge Parameter Contact gauge sensor is used up to 100 kmph.
c) Before the start of any run (daylight hours only), it should be ensured that quick
calibration of the system has been done satisfactorily.
d) The Track Recording Cars should be run at the maximum speed of Section. Any
recording done below speed of 20 Kmph is taken as "Non-recorded".
603. The following Track geometry Parameters are measured by the Track Recording Cars:
a) Unevenness of Left & Right Rail (short chord))
b) Alignment of Left & Right Rail (Short chord))
c) Twist (calculated on two selected bases)
d) Variation of gauge over nominal gauge, which is 1676 mm for DFC.
e) Vertical and lateral accelerations on coach floor above bogie pivot, in test vehicles
f) Curve details
g) Speed of Recording
604. Chords for measurements/report for TRC up to 100kmph:-
Short Chord for dynamic
SN Parameter
measurement/ Base (m)
1 Unevenness 9.0 (UN-1)
2 Alignment 9.0 (AL-1)
3 Twist 3.0 (TW-1)

605. Reporting of TRC results: - While recording the Track Parameters, On-line reports are
generated by TRC for each block of 200 meters and for the entire kilometer. SMS alerts
would be generated for cases of exceedances of UML during TRC recordings. These alerts
would be sent through TMS to concerned officials.
a) Details of every block of 200 m:-
 i. Standard Deviation values of Unevenness of Left & Right Rail
ii. Standard Deviation value of Alignment of Left & Right Rail
iii. Average of Variation of gauge over nominal gauge (1676 mm)
iv. Maintenance Instructions corresponding to gauge (MI-G) based on Need Based
Maintenance Limit (NBML) and Urgent Maintenance Limit (UML) values for
average/mean gauge
v. Average speed
vi. Vertical and Lateral Running Index on coach floor above bogie pivot
(accelerometer location) and in test vehicle (Locomotive) in Laser Contact less
TRCs
vii. Parameter Index for Unevenness (UNI-1) and Alignment (ALI-1) on short chords.
viii. Track Quality Index (TQI)
ix. Maintenance Instructions corresponding to SD (MI-SD) based on PML and NBML
for Unevenness and Alignment.
b) Results reported for whole kilometer:
i. Total Number of peaks above Need Based Maintenance Limits (NBML) on short
chord for Alignment and Unevenness.
ii. Total Number of peaks above Need Based Maintenance Limits (NBML) and Urgent
Maintenance Limit (UML) on short base for Twist.
iii. Total Number of peaks above Need Based Maintenance Limits (NBML) and Urgent
Maintenance Limit (UML) for Gauge.
iv. Total Number of peaks above Urgent Maintenance Limit (UML) for vertical and
lateral acceleration.
v. Parameter Indices for Unevenness (UNI-1) and Alignment (ALI-1) on short chord.
vi. Track Quality Index (TQI) on short i.e. TQI-S.
vii. Average Speed.
viii. Vertical and Lateral Running Index on coach floor above bogie pivot (at
accelerometer location).
ix. 10 highest peak values of alignment and unevenness Parameters with location on
short chord out of the maximum peak values measured for each 50 m block of a
kilometer.
x. 10 highest peak values of Twist Parameter with location on short base out of the
maximum peak values measured for each 50 m block of a kilometer.
xi. 10 highest peak values of variation of Gauge (over nominal gauge of 1676 mm)
Parameter with location out of the maximum peak values measured for each 50 m
block of a kilometer
xii. 10 highest peak values of vertical and lateral accelerations with location out of the
maximum peak values measured for each 50 m block of a kilometer.
xiii. 10 Maximum peak values of Twist on short base exceeding Urgent Maintenance
Limits (UML) with location.
xiv. 10 Maximum peak values of Gauge (over nominal gauge of 1676 mm) exceeding
Urgent Maintenance Limits (UML) with location.
xv. 10 Maximum peak values of vertical and lateral accelerations exceeding Urgent
Maintenance Limits (UML) with location.
606. Action to be taken after Track Recording by TRC:
(1) Spots/blocks requiring attention as per Parameter limits, and acceleration peak
limits set as UML should be noted by the IMD I/cand IMSD I/c accompanying the
car for giving requisite action/attentions as per Para 614.
(2) Track recording results should be uploaded in TMS by /RDSO after end of days
recording and analyzed in the CGM office.
(a) A comparison of the records of each section shall be made with the previous run.
(b) Analysis shall be done for identifying the blocks/locations needing Planned, Need
Based and Urgent attention for onward transmission to concerned maintenance
units.
(c) Analysis of data to generate various reports/charts using TMS to take up the
maintenance and precautionary action as detailed in Para 616. Alerts with
respect to UML will also be generated by TMS after uploading of data in TMS. UML
to be attended as a priority.
(d) Maintenance units shall take action for maintenance as detailed in Para 616.
607. Parameter Indices:- For characterization of the Track Quality, the Parameter wise Indices
viz. unevenness index (UNI-1) and Alignment Index (ALI-1) on short for each block of 200
m are computed as under:

a) Alignment Index: ALI1):

((𝑆𝐷𝑀−𝐴𝐴𝐿−1 −(𝑆𝐷𝑁𝑇𝐿−𝐴𝐿−1))
−[ ]
𝐴𝐿𝐼1 = 100 × 𝑒 ((1.3×𝑆𝐷𝑁𝐵𝑀𝐿−𝐴𝐿−1−(𝑆𝐷𝑁𝑇𝐿−𝐴𝐿−1 ))

b) Unevenness Index: (UNI1):

((𝑆𝐷𝑀−𝐴𝑈𝑁−1 −(𝑆𝐷𝑁𝑇𝐿−𝑈𝑁−1))
−[ ]
𝑈𝑁𝐼1 = 100 × 𝑒 ((1.3×𝑆𝐷𝑁𝐵𝑀𝐿−𝑈𝑁−1 −(𝑆𝐷𝑁𝑇𝐿−𝑈𝑁−1 ))

Where,

ALI1 Alignment Index on short chord i.e. on 9.0 meter chord

UNI1 Unevenness Index on short chord i.e. on 9.0 meter chord
SDM-AAL-1 Average of measured SD value of alignment of left and right rail on short
chord
SDNTL-AL-1 SD value of New Track Limit of alignment on short chord
SDNBML-AL-1 SD value of Need Based Maintenance Limit of alignment on short chord
SDM-AUN-1 Average of measured SD value of unevenness of left and right rail on short
chord
SDNTL-UN-1 SD value of New Track Limit of unevenness of short chord
SDNBML-UN-1 SD value of Need Based Maintenance limit of unevenness on short chord

608. Track Quality Index (TQI): - This index gives an overall assessment of the track. The
value 100 indicates that track is maintained as per tolerances prescribed for new track.
The TQI values based on the above expressions are only an indicator; the actual
 maintenance of track shall be planned based on SD values and peak values of different
track Parameters in comparison to respective benchmark values. The TQI could be worked
out by expressions given below using indices for short chord in DFCCIL.
𝑈𝑁𝐼1 + 𝐴𝐿𝐼1
𝑇𝑄𝐼𝑆 = ( )
2
609. Oscillation monitoring system (OMS): - The OMS equipment used for Oscillation
monitoring uses a portable accelerometer and transducers converting the oscillations into
electrical signals, which can be recorded electronically and processed. The OMS
equipment used should preferably be GPS enabled and OMS recording on DFC routes are
to be done at frequency of 1 month. The real time output of the equipment is in the form
of the value of peaks exceeding the limiting value, their locations, and Running index.
These values are available for both vertical and lateral accelerations. The OMS equipment
shall be kept on the coach floor (as close to the bogie pivot as possible) on the free end of
the coach. The stored data should be uploaded in TMS for analysis and maintenance
planning. Suitable Speed Restriction shall be imposed for OMS peaks above 0.30g and all
the peaks above 0.20g shall be attended. Track should be attended in such manner that
peaks are not repeated and repeated peak locations shall be inspected by IMD in charge.
Preferably these location should be attended by OTT.
610. Recording of defects: - To assess the track quality, vertical and lateral acceleration peaks
exceeding 0.2 g are to be considered. It is desirable to keep the track OMS peak free.
611. New Track Tolerances: - To be measured three months after speed is raised to normal.
SD Values for Unevenness and Alignment and Peak Values for Unevenness and Alignment
are to be measured by TRC.
(a) Gauge in floating conditions for New Track: For new track and through renewal
of track, following tolerances would be applicable-
(i) For Straight including curves of radius up to 350 m and more -5 mm to +3 mm
(ii) For curves of radius less than 350 m Up to +10 mm
(a) Other New track Parameters: (Considering track gauge 1676mm)

SN Parameter Description of Measurement Value

1 Gauge Sleeper to sleeper variation 2 mm
Expansion Over average gap worked out by recording 20
2 ± 2 mm
gap successive gaps
Low joints not permitted High joints not more + 2 mm
3 Joints than
Squareness of joints on straight ±10 mm
Spacing of
4 With respect to theoretical spacing ± 20 mm
sleepers
5 Cross level To be recorded on every 4 th sleeper ± 3 mm
6 On straight on 10 m Chord ± 2 mm
Alignment Variation over theoretical versines: (On 20 m
7 5 mm
Chord). On curves of Radius more than 600 m
 Variation over theoretical versines: (On 20 m
8 10 mm
Chord). On curves of Radius less than 600 m
Longitudinal Variation with reference to approved
9 50 mm
level longitudinal sections.

612. Planning of maintenance – Condition based machine packing has been adopted, if
through machine packing (not based on TRC data) is to be done before 5 years of last
through machine packing permission of CTE will be required. In case TRC Run is not
done, then packing should be done after 2 years. For assessing the condition of the track
TRC shall be used. Based on TRC results, locations requiring Planned Maintenance, need
based Maintenance and Urgent maintenance are to be identified. Sequence on
maintenance is decided as per the gravity of limits. Machine packing of loop lines and
connecting where TRC does not inspect, the machine packing should be done once in 2
years, which can be extended to 4 years with the permission of CTE.
a) Planned Maintenance Limit (PML):
i. These tolerances provide guidance to plan through maintenance of track in a
complete block section. These Limits, if exceeded, require that track geometry
condition be analysed and considered for planned maintenance operations.
ii. The Planned Maintenance Limits (PML) for Unevenness and Alignment are based
on Standard Deviation (SD) values, as these Parameters affect Running quality.
iii. Peak based limits are not stipulated for unevenness and alignment for planned
maintenance as the planned maintenance is to be carried out by track machines
for which the planning will be based on standard deviation values only.
b) Need Based Maintenance Limit (NBML):
i. These limits are defined for applying timely correction before the defects size grows
to the level of Urgent Maintenance Limit (UML); requiring traffic slow down. Allowable
time for attention to defects exceeding the NBML would depend upon the magnitude
of the defects and various factors affecting track geometry deterioration such as
sectional speed, axle load, traffic volume etc.
ii. The Need Based Maintenance Limits (NBML) are based on Standard Deviation and
Peak Values for Unevenness and Alignment. For Gauge and Twist, these limits are
based on Peak Values.
c) Urgent Maintenance Limits (UML):
i.
These limits are so specified that upon their exceedances, the permitted speed
should be reduced; which can be restored only after attending the track.
ii. These are laid in terms of acceleration limits on comfort consideration and peak
values for Gauge and Twist
613. Maintenance limits: Based on TRC and OMS results, various limits of PML NBML and
UML for Unevenness, Alignment, Gauge and Twist Parameters are stipulated as under:

Need Based Urgent

Planned
SN Parameter Maintenance Maintenance
Maintenanc
Limit (NBML) Limit (UML)
 e Limit
(PML)
1 Unevenness
SD-6.8 mm
1.1 UN-1 SD-5.0 mm
Peak-20 mm
2 Alignment Vertical and
AL-1 (In case of lateral
curve, the limits acceleration
for alignment SD-4.9 mm peak of 0.30 g
2.1 SD-3.3 mm
prescribed are Peak -15 mm
above average
versine)
3 Gauge
3.1 Mean gauge over 200 m section over nominal gauge
-10 mm to +
(a) Straight - -8 mm to +10 mm
12 mm
Curve with
-7 mm to +17
(b) radius 440 m or - -5 mm to +14 mm
mm
more
Curve with
-7 mm to +20
(c) radius less than - -5 mm to +18 mm
mm
440 m
3.2 Isolated defects –Nominal track gauge to peak value
-10 mm to +12 -12 mm to +
(a) Straight -
mm 15 mm
Curve with
-11 mm to
(b) radius 440 m or - -7 mm to +17 mm
+20 mm
more
Curve with
-8 mm to +25
(c) radius less than - -6 mm to +22 mm
mm
440 m
4 Twist (TW-1) 5 mm/m 7 mm/m

614. Action to be taken based on TRC results:

a) Action to be taken on exceedance of UML: Spots/blocks exceeding track
Parameter limits, and acceleration peak limits set as UML should be noted by the
DPM, APM/ JPM accompanying the TRC and suitable speed restrictions have to be
immediately imposed, which shall be relaxed only after suitable
attention/maintenance of track at concerned location.
b) Action to be taken on exceedance of NBML: The blocks requiring Need Based
Maintenance on the basis of laid down SD based NBML and isolated spots on the
basis of laid down Peak based NBML shall be identified through TMS. All such blocks
and isolated spots should be attended within a reasonable time of TRC run so that
good running quality is maintained and the track geometry does not exceed the UML.
 The reasonable time would be different for different sections depending upon the
magnitude of defects and cause of the defect. The officials responsible for
maintenance at various levels have to plan the deployment of maintenance resources
keeping in view the relative priority and availability of maintenance resources. Gap
between two successive NBML locations in block sections/yards should also be
tamped while attending these NBML locations if this gap is less than/equal to 200
m. (1 TRC block). While attending an NBML block in the yard in which any portion
of the turnout falls, the entire turnout should be tamped.
c) Planning of through tamping based on PML: The track stretches requiring planned
maintenance shall be analyzed in floating/moving stretches of 10 Km in block
section with the help of TMS. In case of PML locations, if length is more than 40% in
floating/moving stretches of 10 Km in then full 10 Km stretches should be tamped.
Similar action should be done in case of yards stretches. The yards stretches should
be taken as 100 meters from the farthest turnout on both side of yards.
615. Realignment criteria for Curves:-The running over a curve depends not only on the
difference between the actual versine and the designed versine but also on the station-to-
station variation of the actual versine values, which determine the rate of change of lateral
acceleration, on which depends the riding comfort. In case exceedances of the Limit as per
Table below is observed during inspection, local adjustment may be resorted to in cases
where the variation of versine between adjacent stations is only at a few locations, at the
earliest possible. If more than 20% of stations are having versine variations above the
limits prescribed, complete realignment of curve should be planned at the earliest as per
designed geocoordinates.
SN Speed on curve Limits of Station-to-Station Variation of Versine (mm)
Below 100 Kmph and up 20 mm; or 20% of average Versine on circular
1
to 50 Kmph portion, whichever is more.
40 mm; or 20% of average Versine on circular
2 Below 50 Kmph
portion, whichever is more.

616. Track Parameters in floating conditions for Maintenance: Parameters for geometry are
Gauge, Cross level, unevenness, Alignment in straight track and Gauge, Cant,
Unevenness and Versine in curves. Gauge (Nominal-1676 mm) and Cross level/Cant is
measured by the Gauge and Unevenness and Alignment is measured on 9 m cord. TRC &
OMS peaks, footplate inspection notes, visually out of shape track should be verified by
taking measurement of Gauge, Cross level, Alignment and Unevenness. Similar action is
also required to see the effectiveness of Track Machine Tamping, Off Track Tamper, and
renewal of Track. These are not the safety parameters. The parameters are as follows:
a) Gauge: The Gauge for manual measurement in floating conditions are as under
provided that generally a uniform gauge can be maintained over long lengths In case
of exceedances of these limits, the results of last TRC/OMS shall be analyzed for
planning suitable maintenance action:

a) On straight Track -3 mm to + 6 mm
b) On curves with radius 440 m or more -3 mm to +15 mm
 c) On curves with radius less than 440 m Up to + 20 mm

b) Twist: It is desirable to maintain the track geometry for a smooth running at

Sectional Speed. The limits of twists as per measurement in floating condition, for
guidance of the Engineering officials regarding condition of track from Smooth
running perspective shall be as under; (to be calculated on a base of 3.0 m
a) On straight and curve track, other than
3.5mm/m
transition
b) On transition of curve- 2.1mm/m

617. Track Parameters for low speeds:- For guidance of field officials, following track
Parameters are stipulated in floating conditions, for maintenance of tracks where speeds
are low such as worksite, yard line, etc.
Peak value of Peak value of
UN twist
Speed Permissible gauge
(on 3.6 m (on 3.0 m
(in Kmph) range
chord) chord)
in mm in mm
Up to 45 22 18 -10 to +27 mm
Up to 30 24 21 -10 to +27 mm
Up to 15 33 25 -12 to +27 mm

618. Stability of trains against derailment: The stability of trains against derailment depends
upon several factors such as track geometry, vehicle characteristics and state of their
maintenance and speed of the particular vehicle at relevant point of time etc. Rail wheel
interaction is, thus, a complex phenomenon and, therefore, safety tolerance for track alone
cannot be prescribed in Isolation. Accordingly, safety tolerances for maintenance of
track have not been prescribed in DFCCIL. Each derailment case, therefore, needs
careful examination of all available evidence, in respect of track, rolling stock, speed and
other factors considered relevant, to arrive at the cause. The provisions and tolerances
mentioned herein before and elsewhere in this Manual are with a view to maintain track
geometry for good riding comfort considered and deviation from these maintenance
Parameters should not be considered alone for cause of accident without examining all
evidence mentioned above.

Hot and Cold Weather Patrolling

619. Hot Weather Patrolling: Period for hot weather patrolling shall be laid down by the
Corporate Office for each section and patrol charts prepared where necessary. Patrolling
shall be organised by IMSD Sectional accordingly. In addition, the IMSD Sectional and
other track officials shall be vigilant during summer and on hot days. Hot Whether
Patrolling is to be done on days when actual rail temperature reaches td + 25° C. The
beat of one Patrolman on single line is 2 km and on double line it is 1 km due to inspection
on both the lines. Changes in beat length and manpower deployment as given above, if
found necessary, may be decided by the Dy.CPM/Track of the CGM unit depending on
 prevailing local conditions, frequency of train service, weather conditions etc. The
patrolman shall preferably be provided with a GPS tracking device, to monitor his
movements to ensure effective patrolling. During Patrolling the Patrolman will walk over
his beat slowly over one rail/on sleeper non gauge side of rail in one direction and on the
other rail/on sleeper non gauge sleeper side of rail in the return direction. On double lines,
he will repeat this procedure alternately on UP and DN tracks. When a kink is observed,
he shall immediately examine at least 100 sleepers ahead and in the rear of the kink for
any floating condition of track. He should meticulously sound each and every sleeper, 100
sleepers on either side of the kink, to determine any floating condition. If the patrolman
has detected actual buckling of track, he will take immediate steps to protect the affected
portion by display of hand signals as per rules in force. After protecting the track, the
patrolman will arrange to advise the IMSD Sectional of his apprehension of a
buckle/actual buckle. The IMSD Sectional on receipt of advice of a danger of buckle will
proceed to the site quickly with all available men. On arrival at site, he will first ensure
protection of affected portion. He should then inspect the condition of track 100 m on
either side of this suspected zone and commence heaping of surplus ballast, if available,
on the shoulders and upto the rail head and keep on compacting the ballast with available
tool. No attempt should be made to slew or align the track or disturb the existing ballast
section. The rail temperature will also be noted by one of these officials at the place of
apprehended/actual buckle. The rail facing the sun will be covered up to the level of rail
head on the outside by ballast or leaves etc. to bring down the temperature of the rail. The
hot weather patrolman should always carry the following equipment:
a) HS Flags - Red 2
b) Staff for Flags 1
c) Detonators 10
620. Cold Weather Patrolling: Cold weather patrolling shall be started when rail temperature
goes below (td-30 C). Patrol charts will be prepared, and Patrolling shall be organized by
IMSD In-charge accordingly. Period and section where cold weather patrolling is to be
done shall be laid down by Dy.CPM/Track of the RMU based on Rail /weld fracture
analysis. The patrolman shall preferably be provided with a GPS tracking device, to
monitor his movements to ensure effective patrolling. The beat of one Patrolman on single
line is 4 km and on double line it is 2 km due to inspection on both the lines. Changes in
beat length and manpower deployment as given above, if found necessary, may be decided
by the Dy.CPM of the RMU depending on prevailing local conditions, frequency of train
service, weather conditions etc. He shall patrol the track during the coldest part of the
night and lookout for weld/rail fractures and excessive gaps at SEJ. He shall protect the
track at the site of weld/rail fractures or excessive gaps at SEJ and report the same to
nearest Station Master/IMSD Sectional/IMSD Incharge . He will walk over his beat slowly
along one rail in one direction and on the other rail in the return direction. On double line,
he will repeat this procedure alternately on UP and DN tracks. He will be vigilant and look
out for rail/weld failure. He will also notice the gaps at SEJs if they fall in his beat. In case
he notices a rail/weld failure or gap at SEJ becomes more than the designed maximum
gap, he will take immediate action to suspend the traffic and protect the line as per Para
812. After protecting the track, the patrolman will arrange to report to Keyman, IMSD
 Sectional who shall arrange for making emergency repairs to pass the traffic. Cold weather
patrolman should carry the following equipment’s:
a) 10 fog signals in a tin case
b) Two tri-colour hand signal lamps/Rechargeable LED torch
c) One match box
d) Two red flags and one green flag
e) One three-cell electric torch
f) One staff
g) Number plate
h) Spanner
i) Protective clothing according to local dress regulations including industrial safety shoe /
Gum boots, Safety jacket, Raincoat, Helmet with Head light.
j) Patrol Charts shall be prepared as per Para 1004 (2).
621. Monsoon Patrolling–During the monsoon, certain section of the railway line, as may be
specified, shall be patrolled to detect damage by flood, such as breaches, settlements, slips
and scours and immediate action be taken to protect trains, when so warranted. The
procedure is as following:
a) The Dy CPM will issue patrol charts for each of the sections when and where
monsoon patrolling is required to be done, Patrol charts should show all vulnerable
locations where stationary watchmen are posted. Before commencement of monsoon
the Patrol charts shall be supplied to IMD/IMSD officials and OCC.
b) Ordinarily patrolling will be carried out by a single Patrolman, but in regions where
danger from wild animals exist
c) The length of each patrol beat should not normally exceed 5 km where the block
section is more than 10 km an intermediate flag station, if any, or any other suitable
point may be fixed as intermediate station, to keep the length of beat at about 5 km.
d) The walking speed of a Patrolman may be taken as 3 Kmph. The maximum distance
covered by a Patrolman should not normally exceed 20 km in a day. A period of at
least half an hour rest is desirable between consecutive beats.
e) The Patrolman shall patrol his length at the end of which, he will exchange his patrol
book with that of the next Patrolman and retrace his beat. The intermediate patrols
do likewise. In this way each patrol-book will be conveyed from one station to the
other and back again. Owing to close proximity of stations, patrol books may be
passed through one or more intermediate stations, before it is returned to the original
station. If a Patrolman on arrival at the end of his beat does not find the next
Patrolman to take over the book, he must proceed ahead, until he meets him. The
Patrolman should report the absence of any Patrolman from his beat to the Mate the
next day.
f) The Patrolman shall be provided with a GPS tracking device, to monitor his
movements so as to ensure effective patrolling.
622. Equipment of Monsoon Patrolmen–
a) One staff (preferably foldable).
b) Number plate 15 cm Square to be painted in white letters on black background.
c) 10 detonators in a tin case.
d) Warning signals (a red flashing rechargeable LED torch/hand signal lamp at night
or red flag during day as per Para 3.65 of GR). Three warning signals on
double/multiple lines, Ghat sections, suburban and automatic block territories and
two warning signals on single line sections
e) Protective clothing according to local dress regulations including industrial safety
shoe / Gum boots, Safety jacket, Rain coat, Helmet with Head light.
f) One match box.
g) Two red flags and one green flag (day patrol only).
h) Patrol book in a tin case.
i) One three cell Electric torch.
j) Whistle thunderer.
k) One haversack.
l) Where patrolling is undertaken in pairs or stationary patrol consists of two men, the
equipment need not be duplicated but the additional Patrolman will be provided with
an extra rechargeable LED torch/hand signal lamp, whistle thunderer, protective
clothing and one spanner, hammer and light crowbar for emergency use.
m) The IMSD incharge (In-charge) shall submit a certificate to the Dy CPM through IMD
incharge a month in advance before the commencement of the monsoon that he has
made all arrangements for monsoon patrolling and for watching vulnerable
locations/bridges and that the patrolmen and the watchmen have been made
conversant with their duties, rules for the protections of the line and vulnerable
locations in their beats.
n) In the event of any portion of the line being breached or otherwise rendered unsafe
for traffic the following procedure shall be observed line shall be protected as per
provisions given in 1107.
 CHAPTER 7

TRACK MAINTENANCE (Excluding rails) & EMERGENCY RESPONSE

701. Mechanized Track Maintenance System: - The 2-tier system of track maintenance
shall be adopted on DFCCIL sections. The track should be maintained with the objective
of restoring it to the best possible condition consistent with its maintainability by
Mechanized system of maintenance. However, few activities like picking up of slacks,
Cleaning of side drains, deweeding, tree cutting/trimming may be done manually
using possible small track/other machines for better output. Manual through
packing, Deep screening, Shallow screening, manual picking up of slacks are not to
be used. If it is resorted in any exceptional circumstances, then IRPWM may be
referred to. Generally, track should be kept in good condition special care should be
given to SEJs/breathing lengths, Steel Channel sleepers on bridges, Points & Crossings
and Horizontal and vertical curves. Zero missing fitting shall be ensured at all the places
of tracks.
702. On-track Mechanized Maintenance Unit (OMU): On track machines for track
maintenance include Tie – tamping machines for plain track and points and crossings,
shoulder ballast cleaning machines, ballast cleaning machines, ballast regulating
machines, dynamic track stabilizers and RBMV. The maintenance team shall be provided
to support associated activities like pre, during and post tamping operations. These
machines shall be used as per the various instructions contained in Indian Railways
Track Machines Manual. OMUs shall be deployed to carry out the following jobs:
a) Lifting, aligning and leveling the track to bring the track to close to designed
alignment and level.
b) Tamping of plain track as well as Points & Crossings.
c) Shoulder ballast cleaning.
d) Ballast profiling/redistribution.
e) Track stabilization.
f) Periodical deep screening, and
g) Picking up and transportation of Material.
703. Mobile Maintenance Unit (MMU): There will be one Mobile Maintenance Unit (MMU)
under each IMD. It will be headed by one supervisor and have a hired team of 20 persons
on with a black smith and welder. MMU shall be used for transportation, loading-
unloading, maintenance, and casual replacement of Rails, sleepers, SEJs and Turnouts
etc. The MMU shall possess the equipment and other accessories as prescribed by
DFCCIL administration. For repairs and casual renewals, location-wise imprest of
tested rails of various lengths (13 m, 9 m, 6.5 m etc.) shall be prescribed for each
IMD/IMSD by CTE DFCCIL. Second Handrails are not to be used in Welding. If in any
exceptional circumstances it is required to be used, then IRPWM may be referred to.
Activity based outsourced maintenance teams supported with small track machines
and tools to carry out routine maintenance which cannot be done by large machines.
Details of maintenance work carried out by the contractor’s team and 15 days advance
planning should be entered in work diaries and the same should be checked by IMD in-
 charge and Dy.CPM/Track during their inspections. They should record their
observation in the diary. Activity based outsourced maintenance teams shall perform
the following functions:
i. Directed attention to track (using off-track tampers -OTT) where tamping
machines have not been deployed or for small stretches of track needing spot
attention.
ii. Need-based attention to turnouts, SEJs, (if any) and Bridges/RUBs and their
approaches.
iii. Greasing of ERCs including liner seat lubrication of joints, casual changing of
rubber pads and other fittings.
iv. Opening of Screws once in a year.
v. Minor cess repairs
vi. Cleaning of side drains, catch water drains and water ways
vii. Pre, during & post tamping attention
viii. Examination of rails, sleepers and fastenings including measurement of toe
load of ERCs.
ix. Weld collar painting, cess cleaning, cutting of tree branches/shrubs for
improving visibility.
x. Attention of fittings etc to Trunouts, SEJs, Track on Bridges, Guard rails and
special features of track.

704. Checking work of Contractor’s Gangs by Executive /P.Way:- Work should be done in
the presence of DFCCIL official in charge of site.
a) The Executive/P-Way should inspect condition rails and sleepers and their
fastenings and check cross levels, gauge, squareness of sleepers, packing, joint
maintenance, profile of ballast and depths of cess below rail level. The Executive /P-
Way should examine worn out tools and equipment every month and have it
replaced, when necessary,
b) Each gang should have the minimum 10 detonators (to be provided by DFCCIL),
Two set of hand signal flags, red and green (2 hand signal/LED lamps at night).
Feeler gauge. Rail thermometer(Preferably Laser type). 2 no. whistle thunderers.
Square. Level-cum-gauge, 4 Off track tampers, Sufficient No. of shovels, Powrah,
beaters, crow-bars, Ballast-forks or rakes, mortar pans or baskets, Marking chalk.
Hemp cord, 30cm Steel scale, 1m straight gauge Jumper and Gloves (for electrified
sections). The Executive /P-Way should check the accuracy of the spirit level/gauge
and straight edge every month, the result of this examination being entered in the
Gang supervisor’s s diary book.
c) Executive /P-Way should ensure that at least 4 men in each outsourced gang is
aware of the following rules in which the men should be examined periodically and
certificate issued.
d) Safety First’ rules.
e) Protecting the lines in an emergency or during work affecting the running of trains,
method of fixing and safety range of detonators, showing of signals with or without
hand signal flags during day and with hand signal/LED lamps during night only if
 advised by DFCC officials.
f) Patrolling of the line during heavy rains / storms and hot weather on LWR lengths.
only if advised by DFCC officials.
g) They are not authorized to use green flag or green light or pass the train from
fracture site.
705. Rolling Block Programme and Maintenance Planning: - All works which obstruct
running lines are to be done under traffic blocks. Planned Maintenance (repair &
replacement) and execution of infrastructure work shall normally be executed as per
Rolling Block Programme as stipulated in guidelines issued by corporate office of
DFCCIL.
a) Annual Programme of Track Maintenance: - The annual machine requirement
with tentative months will be proposed by Dy.CPMs in March of the preceding
year. The annual machine deployment programme shall be issued by CTE of
DFCCIL for tamping of track, track renewal, deep screening and shoulder screening
machines based on yearly requirement of track maintenance, which will be
periodically reviewed based on TRC results. Field engineers will also make annual
(two half-yearly, first: April to September and second: October to March) programme
of regular track maintenance and works incidental thereto which shall be
consistent with annual machine deployment programme.
b) Maintenance Planning – Every IMSD i n c h a r g e o f track /P.Way should
prepare a perspective maintenance plan of his section in advance based on
various track recording results and exception reports from TMS. This should also
take account of foot/ trolley and footplate inspections and inspections of higher
officials so that optimum utilization of various resources, track machines, traffic
blocks, and labor etc. is possible. Every Supervisor P. Way (In-charge) should also
ensure that arrangements are made for adequate Materials, tools, labor,
manpower and necessary caution orders/blocks, as may be necessary. Rail
renewals, Complete Track renewals, sleeper renewals, Destressing, Deep
Screening, Shallow screening shall preferably be done in winter months from
October to February. The monthly and weekly maintenance planning shall be
based broadly on annual plan to include:
i. Track maintenance,
ii. Maintenance of yards including point and crossings,
iii. Maintenance and realignment of curves,
iv. Welding of joints,
v. Destressing of long welded rails etc.
706. Yearly report on the condition of Permanent Way:
a) IMSD In-charge shall submit yearly Reports on the state of track in his charge, to
DY.CPM through IMD In-charge. In this Report the IMSD In-charge shall make candid
statement of the defects in the track, reasons for defects and proposals for rectifying
them.
b) IMD In-charge should check the track during his trolley inspections and verify the
conditions mentioned by the IMSD In-charge, and study the proposed remedial
actions. Remedial actions as necessary should be ordered within his power or referred
 to the DY.CPM for further orders.
c) Dy. CPM should scrutinize the yearly reports of the IMSD In-charge and the comments
forwarded by the IMD In-charge, and give his orders thereon to the IMSD In-charge
through the IMD In-charge. The IMD In-charge and IMSD In-charge should promptly
attend to the orders issued by the DY.CPM.
d) This report will a base for fixing annual ceiling for the Unit. Submission of yearly
reports does not absolve the IMSD In-charge of this basic responsibility of maintaining
the track in fit condition for the load and speed sanctioned for the section.
IMSD In-Charge’s Remarks IMD
I/C Details to be entered under
Item Particulars of Rema Dy.CPM/ column problems areas by IMSD
No. Item Major Problem Assistance rs Track In-charge
important Areas Required Remarks
work done in
the last 1 year
1 2 3 4 5 6 7 8
Rails, Fastenings, Sleepers,
1 Track Ballast, Formation &
Drainage

Point and Details of turnouts requiring

2 Crossings frequent attention

Bridges & Details of bridges having

3 Approaches problem of creep,
condition of sleepers and
fittings
4 Vulnerable
locations

707. Record of track maintenance work shall be maintained in TMS. Entries in TMS by
departmental work as well as contractual works must be made by concerned IMSD
Sectional, which shall be periodically scrutinized by IMD In-charge by his own login Id.
708. Based on the inspections and as per Rolling Block Planning, IMSD incharge will decide
maintenance priority based on the available resources. He will arrange machines,
materials and manpower in advance before taking up a work. He will ensure that
maximum and minimum temperature of rail during maintenance is within the prescribed
limits.
709. Procedure for maintenance activity: The 1st activity after reaching the site is
measurement of rail temperature and assessment of maximum and minimum
temperature. If, for whole P-way maintenance activity duration the expected Rail
temperature is within the permissible range, then only all related activity shall be started
after taking all precautionary safety measures. Presence of minimum Jr. Executive level
official is essential at the site when tamping is done by Off-Track tampers. After the block
is granted, he will instruct the safety team to protect the track before starting the work.
The following shall be ensured.
a) At no time, not more than 30 sleeper spaces in a continuous stretch shall be opened
for manual maintenance or shallow screening with at least 30 fully boxed sleeper
 spaces left in between adjacent openings. Maintenance of track in between lengths
shall not be undertaken till passage of traffic for at least 24 hours.
b) For correction of alignment, the shoulder ballast shall be opened out to the minimum
extent necessary and that too, just opposite the sleeper end. The ballast in shoulders
shall then be put back before opening out crib ballast for packing.
c) In exceptional circumstances when more than 30 sleeper spaces have to be opened
for any specific work, like through screening of ballast etc. during the period of the
year when minimum daily rail temperature is not below td-30°C or maximum does
not go beyond td+10°C, up to 100 sleeper spaces may be opened under the direct
supervision of designated IMSD sectional.
d) Tamping in track with general lift not exceeding 50 mm including correction of
alignment shall be carried out during the period when prevailing rail temperatures is
within specified temperature limits (td+10°C and td-30°C.) for elimination of minor
sags, which develop through improper maintenance. Lifting is to be done by track
machines only. The easement gradient for the passage of trains should not be steeper
than 25 mm in one rail length of 25/26 metres. Correct level pegs as per design level
should be fixed at suitable intervals, before lifting commences. The operation should
be repeated until the required level is attained when the track should be finally
ballasted, through packed and boxed, the cess being made up to proper level and
required width. Lifting beyond the designed level shall not be done.
e) If rail temperature after tamping operation exceeds td+20°C during the period of
consolidation, then the speed restriction of 50 Kmph shall be imposed. Lifting where
needed, in excess of 50 mm shall be carried out in stages with adequate time gap in
between successive stages such that full consolidation of the previous stage is
achieved prior to taking up the subsequent lift.
f) Lowering of the track should not be resorted to except where it cannot be avoided and
if resorted to, it should be done by Ballast Cleaning Machine under suitable speed
restriction and under the protection of Engineering signals. In exceptional case for
manual lowering IRPWM may be referred to.
710. Planned tamping of plain track and Points & Crossings:- Systematic tamping of plain
track as well as Points & Crossings should be planned on long continuous lengths, based
on results of TRC/OMS and past history etc. A minimum depth of 200 mm of clean ballast
cushion below the bottom of the sleepers is recommended for the proper functioning of
the tie tampers. Adequate ballast should be available in the shoulders and cribs. For this
purpose, planning and execution of deep screening of ballast, where required, as well as
running out of ballast should be done well in advance. Realignment of curves should be
planned as per geo coordinates. For achieving quality output following is required:
a) Pre-tamping attention
i. Proper preliminary survey data shall be available for proper machine working.
ii. Ballasting where there is shortage of ballast. Heaping up ballast in the tamping zone,
to ensure effective packing. Clearing of ballast on sleepers to make them visible to
the operator.
iii. Making up of low cess.
iv. Cleaning of pumping joints and providing additional clean ballast, where necessary.
 v. Attention to hogged joints before tamping.
vi. Tightening of all fittings and fastenings like fish bolts and elastic fastenings and
replacement of worn-out fittings and renewing broken and damaged sleepers and
fastenings.
vii. Squaring of sleepers and spacing adjustment; re-gauging to be done as necessary.
viii. All obstructions such as signal rods, cables, pipes, level crossing check rails, joggled
fish plates etc., likely to be damaged by the tampers should be preferably removed.
In unavoidable case, these should be clearly marked and made known to the tamping
operator before he starts work. Tight overhead clearance should also be brought to
his notice; the beginning and end of transitions should be marked. Slew, Super
elevation and lift value, if any should be marked on every second/third sleeper so
that it can guide the operator for levelling up correctly.
b) Attention during Tamping:

i. The tamping depth i.e. gap between the top edge of the tamping blade and the
bottom edge of the sleeper in closed position of the tamping tool should be
adjusted to 15 mm to 20 mm. Care should be taken to ensure that tamping tools
are inserted centrally between the sleepers into the ballast to avoid any damage
to the sleepers.
ii. The tamping (squeezing) Pressure (110 – 120 Kg/Sq. Cm for plain track and 125-
135 Kg/Sq.cm for P&C) and squeezing time (0.8 second to 1.2 second) should be
adjusted according to the track structure, as per the recommendations of the
manufacturer.
iii. Generally, one insertion is adequate. Two insertions may be necessary if the lift
is above 30 mm.
iv. The shoulders should be compacted along with tamping, where separate
provision for shoulder compaction is available.
v. A run-off ramp of 1 in 1000 should be given before closing the day’s work.
c) Post Tamping Attention:

i. Immediately after the tamping work, the track should be checked for quality of
work done, in respect of cross levels and alignment, and action taken as
considered necessary. Test check of records after passage of one train should be
recorded.
ii. As some of the fastenings might become loose, tightening of fittings should be
done immediately after tamping.
iii. Any broken fitting/sleeper should be replaced.
iv. The ballast should be dressed neatly and proper filling and consolidation of
ballast between the sleepers should be done.
711. Picking up of Slacks in Tracks: Slacks usually occur on stretches of yielding formation,
on high banks and cuttings, on approaches of bridges, SEJs, P & C zones, on badly aligned
curves, axle counter locations and other electrical and S & T installations where ballast is
poor in quality or quantity or where drainage is defective. Need for attention to slacks is
determined by inspections and results of track recording car and OMS car. The locations
needing urgent maintenance as detected by TRC/OMS shall be targeted first for restoring
 normal condition quickly and thereafter the locations identified for Need Based
Maintenance as determined by Track recording Car or other inspections shall be attended.
Track official after reaching site will verify the results after taking gauge, cross level, unevenness
and alignment on 9 m of the affected location which can be checked after visual inspection. The
values of unevenness and alignment are indicative only as the value of TRC are in loaded
condition and values are being verified in floating conditions.For spot attention/slack picking,
multi- purpose Tampers and Off-track handheld tampers/ any other approved equipment
shall be used as a regular measure. In very exceptional circumstances where Off-track tampers
are not available, packing may be done with the help of Crowbar/Beater after approval of
CGM/RMU in charge, duly taking care that concrete sleepers are not damaged. When
crowbars are used for slewing, care shall be taken to avoid lifting of track.
712. Maintenance of yard lines: - Though movement of trains in yard line takes place at slower
speed but it is necessary to maintain it in good health. Normally track recording to these
lines is not covered by TRC/OMS. Hence, track parameters on these lines will have to be
measured manually or by other suitable methods. The defects noticed during inspection
of yard lines shall be attended by deploying the gangs or machine as per the requirement.
713. Observance of attended track under Passage of Traffic after completion of works:-
After completion of works the team supervisor and Track Maintainers at the work site
should stand on the cess upto one rail-length in addition of stretch of track they are attend,
and observe the movement of sleepers under load. Immediately after the passing of train,
loose sleepers should be marked, packed uniformly and the packing tested. The post
temping reading should be taken after passage of minimum one goods train.

SLEEPERS AND FASTENING RENEWALS

714. Laying of PSC Plain track Sleepers:

a) PSC Sleepers shall be laid and maintained square to the rails on straights and
radially on curves. The rail joints should be suspended.
b) Relaying with Mechanical Equipment should be adopted while carrying out track
renewals with concrete sleepers, as the manual handling of concrete sleepers is
difficult and may cause damage to the sleepers.
c) The preliminary (preparatory) work prior to relaying at site, the actual relaying
process at site and the post relaying operations are described in detail in “IRTMM”.

715. Laying and Casual Renewal of Concrete Sleepers manually

a) Manual Laying will not normally be adopted except under exceptional circumstances
when some isolated sleepers are cracks or inserts are broken.
b) PSC Sleepers shall be laid and maintained square to the rails on straights and
radially on curves. The rail joints should be suspended.
c) Not more than one sleeper in 30 consecutive sleepers shall be replaced at a time.
Should it be necessary to renew two or more consecutive sleepers in the same length,
they may be renewed one at a time after packing the sleepers renewed earlier duly
observing the specified temperature limits (td+10°C and td -30°C.
d) If consecutive sleepers are to be renewed suitable caution shall be imposed which
shall be lifted after packing and consolidation.
e) Concrete sleepers shall be placed perpendicular to the length of the BFR/RBMV.
 Manual unloading, if unavoidable, shall be done sleeper by sleeper. Wooden or steel
sleepers provided with hooks at the top ends for gripping the side of the BFR shall
be used as ramps for sliding the sleepers down to the cess level. Damage by over-
running shall be prevented by placing the lower ends of the ramps either inside an
old motor truck tyre or between gunny bags filled with wood shavings and the sleeper
allowed to move down the ramp. Two men shall stand on the cess with crowbars
planted into the cess and control the downward sliding of the concrete sleepers. After
unloading, the sleepers shall be placed on the cess approximately alongside the final
position.
f) Just prior to the line block, a speed restriction of 20 Kmph shall be imposed on the
portion to be re-laid during the block and rail sleeper fastenings shall be removed
from the alternate sleepers. Ballast cribs between sleepers shall be exposed up to
bottom level of sleepers. It shall be ensured that the number of sleepers taken up for
replacement during the line block period shall not be more than that which can be
given at least one mechanical tamping with ‘on track’ tamper before the first train is
allowed after the replacement of the sleepers.
g) After taking the line block, the rails over the length to be dealt with during the line
block period shall be disconnected and removed. The sleepers shall then be taken
out, taking care to disturb the ballast bed only to the minimum extent.
h) The new concrete sleepers shall then be laid in position by means of sleeper slings
taking care to ensure the correct longitudinal and lateral alignment. When the
sleepers are being placed in position, the prepared ballast bed should be disturbed
only as little as possible. Care should be taken not to damage the edges of the
sleepers or to chip the concrete. After the sleepers are placed, rubber pads shall be
placed at the rail seats. Elastic clips shall be loosely fastened at this stage. If the
original rails are to be continued after relaying, the track rails shall be laid and
connected on either side.
i) After the sleepers are packed, the rails shall be secured in position by inserting liners
and elastic rail clips and firmly fastened.

716. Laying/Revewal of Fan Shaped Turnout Sleeper:

a) Sleepers shall be transported by BFR’s or by road from the store to the side of the
track. The complete turnout will be assembled on a level ground adjacent to the site
of laying or on the loop line connected to turnout. The spacing shall be strictly
maintained. The sleeper layout on DFC is different from fan shaped turnouts on IR
where common sleepers are there for left / right hand turnout. On DFCCIL the
sleepers sets for left and right hand turnouts are different.
b) Ensure that a clean ballast cushion of 300mm below the bottom of sleeper is
available. The ballast bed must be perfectly level. Enough ballast shall be stacked
along the cess to enable the filling of ballast in the cribs on the same day. Remining
50mm cushion will be achieved after temping by UNIMAT.
c) The sleepers in the crossing portion shall be perpendicular to bisector line of crossing
angle. Long Sleepers in switch portion meant for providing motor may be placed for
housing motor with the extended portion of sleeper in reverse direction only in
circumstances where it cannot be avoided.
d) Insertion of pre-assembled turnout – The complete assembled turnout shall be
inserted in position by using T-28 machine as one unit or after breaking it into three
panels viz. Switch, lead and crossing portions by means of T-28 machine or cranes
or rollers.
e) To ensure correct layout, laying of sleeper falling at transition from switch to lead
and lead to crossing portion should be paid special attention. For inter-Leeper
 spacing the DFC Track Circular No.1 shall be referred.
717. Spl care shall be taken to ensure that ATS location ,X-ing locations shall remain
same as of original design during renewal of Sleepers/Switches/X-ings. Inspection,
maintenance and renewals of Sleeper’s Fastenings
a) Elastic Rail Fastenings inspection. The clips should be driven/taken out with clip
applicator/extractor.
i. The essential feature of the Elastic rail clip is the correct driving of the clip, which
should be checked by the Keyman during his petrol. The clip should be driven so
that the leg of the clip is flush with the end face of the insert.
ii. Toe load of elastic rail clip should be measured on 1% of ERCs randomly on every
100 sleepers (all 4 ERCs to be measured on one sleeper). The testing of ERCs is to
be done after four years or passage of 200 GMT of traffic, whichever is earlier. In
corrosion prone area, the initial testing of ERC is to be done after two years or
passage of 100 GMT, whichever is earlier.
iii. However, if 20% or more of sample size records toe load below 600 kg, both
frequency of inspection and sample size are to be doubled.
iv. If 20% or more of sample size records toe load below 400 kg, which is to be confirmed
by 5% sample size, proposal of through fastening renewal should be initiated.
v. The loss of toe load is reflective of conditions of other elastic fastening components
like groove rubber sole plate, liners etc. as well, the field units may also record
condition of these components along with measuring toe loads for elastic rail clips.
b) Lubrication of ERCs – Grease Graphite to the specification IS-408-1981 Gr. “O”
should be used for this purpose. This work should not be carried out during extreme
summer and heavy rainfall. At a time, ERCs should not be removed from more than
one sleeper and at least 15 sleepers shall be kept intact between any two sleepers
taken up for lubrication of ERCs at the same time. The ERCs should be cleaned by
wire brush and emery paper. The eye of the insert shall also be cleaned by a suitable
brush. After cleaning, grease graphite shall be applied to the inside surface of eye
of insert and leg of ERC. Inside/Outside ERCs should be interchanged and fixed
again. The lubrication of ERCs and insert at the time of initial laying should be done
and thereafter should be done once in a year in corrosion prone areas and once in
two years in other areas or more frequently as decided by CTE/DFC.
c) Composite Groove Rubber Sole Plates inspection– It must be ensured that the
CGRSP are in correct position. Whenever it is found that the rubber pads have
developed a permanent set, these shall be renewed. The loss of toe load can also be
due to ineffective pads. The toe load should be checked regularly, as prescribed,
and also if any creep is noticed It shall be ensured that the manufacturer’s initials
embossed on CGRSP are in contact with the rail bottom.
d) Metal/GFN Liners inspection- The liners should be inspected and fitted in proper
position. Corroded/dent marked liners adversely affect the toe load and should be
planned for replacement.
e) Plate screws in Turnouts and Bridge concrete sleepers- Only Galvanized plate
screws should be provided in track. Wherever the plate screws are not galvanized,
it should be opened and refixed at an interval of once year.
718. Renewal of fastenings: Precaution during renewal of fastenings shall be taken as per the
 provisions of LWR/CWR. Large scale replacement of fastenings must be done under the
supervision of Executive /P-Way. The work of renewal of fastenings shall be carried out
when rail temperature is within the specified temperature limits (td+10°C and td-30°C.)
with following additional precautions:
a) Renewal of fastenings not requiring lifting of rail: Fastenings not requiring lifting
of rails, shall be renewed on not more than one sleeper at a time. In case fastenings
of more than one sleeper are required to be renewed at a time, then at least 15
sleepers in between shall be kept intact. Work shall be done under supervision of
Keyman/MTS.
b) Renewal of fastenings requiring lifting of rail: Fastenings requiring lifting of rails
i.e., grooved rubber pads, etc. shall be renewed on not more than one sleeper at a
time. In case fastenings of more than one sleeper are required to be renewed at a
time, then at least 30 sleepers in between shall be kept intact. Work shall be done
under supervision of IMSD Sectional Alternatively, if prevailing rail temperature is
lower than td-10, fastening up to 5 sleepers on either side may be removed for
replacement of rubber pad under the rail.
MAINTENANCE OF TRACK ON BRIDGES AND BRIDGE APPROCHES
719. Inspection and Maintenance of Track on Bridge proper:
a) Proper seating of girders should be checked, shifting of girders laterally or
lengthwise create misalignment in track. Sleepers should have correct seating on
girders and rails should have correct seating on sleepers for maintaining track
geometry.
b) Creep should be measured, and corrective action should be taken accordingly.
c) In case of variation in track level from designed level of bed blocks should be
checked. The adequacy of clearances of running rails over ballast walls or ballasted
girders at the abutments should be inspected.
d) Sleepers – The condition of sleepers and fastenings should be checked. The spacing
of sleepers should not exceed the limits laid down. Squareness of sleepers shall be
ensured. Sleepers requiring renewals should be marked with paint, and renewals
carried out.
e) The guardrail arrangements should be checked. The correct distance between the
running rail and guardrail should be maintained as per the prescribed dimensions.
f) On girder bridges condition of pathways should be checked by Dy.CPM/Track and
repaired if needed
720. Fabrication of Steel sleeper and other components –
i. Fabrication of Steel Sleepers on bridges and its protective coating should be in
conformity with BS-45 issued by RDSO.
ii. 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 the girder Centre, top flange cover plates, pitch of rivets etc.
iii. In the case of bridges 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.
721. Laying of Steel sleepers on bridges –
 i. The minimum level of supervision while replacing channel sleepers shall be IMSD
Sectional.
ii. 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.
iii. The top flange of the girder should be cleaned of old paint and then re-painted as
specified.
iv. Wherever required the existing cross level and misalignment of girder/ track should
be corrected in advance of Steel Sleeper laying.
v. 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.
722. Maintenance of Steel sleepers and fittings on Bridges:
a) Keyman has to check the looseness of fittings on daily basis.
b) Hook Bolts – Hook bolts shall, be galvanised. These should be checked for their firm
grip. Position of arrows on top of the bolts should be at right angles to the rails
pointing towards the rail.
c) Creep and joint gaps should be checked and rails pulled back wherever necessary.
Defective rails should be replaced. Where switch expansion joints are provided on
the girder bridge, it should be ensured that free movement of the switch is not
hindered.
d) After laying Steel sleepers, tightening of all fittings including hook bolts should be
done once in 15 days and it shall be ensured by IMSD sectional.
e) Guard rail fittings should be tightened once in three months.
f) Replacement of grooved rubber pads & elastomeric pads shall be done on condition
basis.
g) In case Galvanized coating is damaged, it should be repaired.
723. Inspection and maintenance of Track on Approaches of Bridges: On all bridge
approaches, sleepers with arrangement for fixing guard rails should be provided for
provision of guard rails.
a) The rail level of track at approaches of bridges should be maintained as per designed
level, versine and cant and dips in rail level immediately after the abutments should
be avoided.
b) Rail joints should be avoided within three meters of a bridge abutment.
c) Joggled fish plate with clamps on good AT welds shall be provided on bridges having
length of water way of 100 m or more and on approaches up to 100 m length.
d) For maintaining the ballast section, suitable ballast retaining arrangement should
also be provided.
e) In addition, for important and major bridge approaches, for a length of about 100
meters, width of cess should be 90 cm clear of full ballast section to maintain ballast
profile.
BALLAST RESILIENCE, CLEANING, RENEWALS AND DRAINAGE
724. Maintaining Ballast Profile: Replenishment of ballast shall be completed before onset of
summer. Shortage of ballast in the shoulder at isolated places shall be made up by the
 Executive P-way by taking out minimum quantity of ballast from the centre of the track
between the two rails over a width not exceeding 600 mm and a depth not exceeding 100
mm. Enough ballast shall be collected to provide full ballast section before commencing
any maintenance operation, specially lifting.
725. Assessment of Ballast Requirements –
a) The requirement of ballast shall be assessed separately for
i. Making good the deficiencies as existing in track,
ii. Making good deficiencies arising out of overhauling, through packing/tamping and
deep screening,
iii. For providing adequate cushion in the case of mechanical tamping,
iv. For providing extra cushion/profile or up-gradation of track structure for higher
axle load.
b) The ballast required for maintenance purposes shall be estimated by assessing the
quantity approximately, if necessary, by a survey, over a rail length in every 1 km.
Care should be taken that the cores under the sleepers are not disturbed.
c) In case of deep screening, assessment of ballast required for recoupment and
providing standard section should be made by deep screening the ballast section to
the full depth in a rail length for two to three sleepers at every 0.5 to 1 km. In this
case screening is done under the sleepers as well.
d) The quantities assessed vide Sub-Para above will be the net quantities of ballast
required to recoup the deficiencies to provide required profile / sections. The above
net quantities may be enhanced suitably (say 8%) to arrive at gross quantities of
ballast for the purpose of procurement action in case measurements are proposed to
be taken in stacks or in wagons at originating station.
726. Collection and Training out of Ballast – The collection of ballast can either be done-
a) By collecting at depots and training them out by ballast trains.
b) The mode of collection will have to be decided considering proximity of quarry,
availability of good stone ballast, service roads alongside the line for carrying of
ballast, availability of ballast trains, the turn round of ballast trains and availability
of block for unloading.
c) Cess supply is banned in DFCCIL except with the permission of Corridor Director.
727. Handing over Charge by IMD In-charge – During transfer the IMD I/c taking over,
should satisfy himself by test checking some of the stacks at each depot to the effect that
the quantities of Ballast shown in the registers are correct. He should certify that this has
been done by initiating each entry so checked.
728. Unloading Ballast along the Line – When unloading ballast along the line care shall be
taken that the heaps at the sides and the center are clear of prescribed running
dimensions. Care should be taken to ensure that Ballast shall be cleared from the point
rods and no stone is left inadvertently between the stock rail and tongue rail.
729. Surplus Ballast Along the Line – All surplus ballast left alongside the line should be
collected and stacked in regular heaps and not left scattered on the slopes to be overgrown
by grass and lost.
730. Systematic Overhauling of Ballast: Need based overhauling will be adopted. The
overhauling should be done using SBCM for cleaning shoulder ballast. Cess when high
 should be cut along with overhauling and when low should be made up. A template should
be used for this purpose. The crib ballast should also be shifted to shoulders for screening
by the machine, which should again be put back in crib portion. Adequate care should be
taken in removing the crib ballast in LWR/CWR track.
731. Deep Screening of Ballast: Due to presence of bad formation, ballast attrition, excessive
rainfall and dropping of fines and ore, ballast gets choked up and track drainage is
impaired. In such situations, there may be need to screen the entire ballast right up to the
formation level /sub- ballast level. Such screening is called “Deep screening”, as
distinguished from shallow screening, which is done, during overhauling. During deep
screening, standard ballast section should be provided. Side drains in cuttings, yards etc.
should also be restored after deep screening. Deep screening should be done as need based
during maintenance period and it is mandatory prior to through Sleeper renewals. All the
loop lines should be deep screened when the clean ballast cushion is less than 150 mm.
a) Deep screening should be avoided in case of extreme temperatures.
b) The deep screening is done by BCM machine as detailed in IRTMM. All precautions
stipulated for LWR/CWR track shall be strictly followed. The work of deep screening
shall be followed by Tamping and Stabilization of Track with TTM (Tie Tamping
Machine) and DTS (Dynamic Track Stabilizer) respectively or using dynamic tamper
having both provisions. 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 – I. According to the
schedule, normal sectional speed can be resumed on the 8 th day.
c) The cutter bar shall be removed after completion of day's work, ballast filled and
packed & stabilized by TTM/DTS.
d) Ramp shall not be located in locations like level crossing, Girder Bridge, transition
portion of curve etc. It shall be kept minimum two rail length away.
e) 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 as 20 KMPH till the availability of machine and
the speed will be relaxed as per the schedule after machine packing. In case the
machine is not repaired for more than 7 days, speed will be relaxed with manual
packing as per the provision of IRPWM for the length already screened.
f) When BRM is not deployed, adequate trackmen shall be deputed to recoup ballast,
particularly in shoulder and maintain ballast profile after machine working.
g) Lifting of track shall be resorted to after ensuring adequate availability of ballast for
maintaining ballast profile for planned lifting.
h) Ballast Cleaning Machine (BCM), tamping machine and Dynamic Track Stabilizer
(DTS) shall, as far as possible, be deployed in one consist.
i) Temperature records of the sections where deep screening is to be undertaken, shall
be studied for the previous and the current year. The maximum and minimum rail
temperature attainable during the period of deep screening and during the period
of consolidation shall be estimated.
j) If range of rail temperature falls within td+10°C to td-20°C, deep screening may be
 done without cutting or temporary de-stressing.
k) If range of rail temperature falls outside td+10°C to td-20°C temporary de-stressing
shall be carried out 10°C below the maximum rail temperature likely to be attained
during the period of work. Constant monitoring of rail temperature shall be done
during the progress of work. Should the temperature beyond expected temperature
2nd temporary de-stressing should be done before closer of traffic block.
l) During the winter period of deep screening, if there is any possibility of minimum
temperature falling 20°C below td / temporary de-stressing should be done before
closer of the block.
m) After deep screening and consolidation, de-stressing of LWR shall be undertaken.

Table-1

SCHEDULE OF SPEED RESTRICTION MECHANIZED DEEP SCREENING

Details of Work Days of Work Speed Restriction

Deep screening of track by BCM, ballast 1st day 40 Kmph
equalization followed by initial packing and
initial stabilization by DTS in maximum
settlement mode .
First round of tamping followed by 2nd day 40 Kmph
stabilization of track by DTS. (1st Tamping)
Ballasting for recoupment of ballast d 3rd day 40 Kmph
efficiency if required(boxing of ballast
section and tidying
boxing of ballast section and tidying 4th day 40 Kmph
Second round of Tamping followed by 5th day 40 KMPH
stabilization of track by DTS in maximum
settlement mode
Survey of track for design tamping mode as 6th day 75 Kmph
per Annexure - 2.16 of IRTMM, boxing of
ballast section and tidying.
Inspection of Track ,boxing of ballast 7th day 75KMPH
section and Tidying
Third round of tamping in design mode 8th day 100 Kmph
followed by third round of stabilization by (3rd Tamping)
DTS in controlled settlement mode.
Inspection of track, boxing of ballast 8th day Normal speed of
section and tidying. the section

FORMATION AND DRAINAGE MAINTENANCE

732. Nature of Formation Problems: In such stretches, the track levels get disturbed
frequently causing problems in track maintenance. These problems are attributable to –
 a) Excessive or uneven settlement of banks affecting track Parameters.
b) Slope failure leading to slips, heaving beyond the toe, creep or bulging of slopes.
c) Ballast penetration and mud pumping of poor Subgrade Material.
d) Swelling and shrinkage of expansive soils in fills such as black cotton soil.
e) Cracks on the cess, affecting track Parameters.
f) Rain cuts
733. Remedial Measures Suggested –Site investigations and soil testing should be done and
accordingly relevant remedial measures should be formulated. Some of the remedial
measures suggested for the formation troubles generally encountered are listed below for
guidance:

Sr. Nature of Problems Remedial measures*

No.
1 Inadequate drainage due to high cess, Improve side drainage by lowering
fouled ballast the cess and screening of ballast
2 (i) Weak soil at formation top on (i) Improve the drainage,
contact with rainwater resulting (ii) Provision of blanket of suitable
into mud pumping under trains, thickness.
(ii) Fouling of ballast with Subgrade (iii) Laying of Non-woven Geotextile
fines,
(iii) Impaired drainage
3 (i) Strength failure below ballast (i) Provision of blanket of suitable
causing heaving up of cess or in thickness.
between sleepers, (ii) Laying of Non-woven Geotextile
(ii) Ballast penetration exceeding 30 below blanket
cm below formation
4 Seasonal variation in moisture in (i) Blanket of suitable thickness,
formation top in expansive soils (ii) Thickness of blanket may be
causing alternate heaving, shrinkage reduced with provision of
of formation. Geogrid layer,
(iii) Laying of Non-woven Geotextile
below blanket
5 Gradual consolidation of earth below (i) Provision of Sub-bank
embankment (Bank settlement & (ii) Prefabricated vertical drain
heaving of soil beyond toe). along with Sand layer at
top/Geo-composite drain
(Horizontal) or ,
(iii) Stone columns in sub soil
6 Creep of formation soil. Flatting of side slopes with
sandwiched construction.
7 (i) Inadequate sides slopes, causing Flattening slopes or provision of
embankment slips after prolonged berms as per slopes analyzed with
rains, slope stability analysis & with
(ii) Longitudinal cracks on cess/slopes proper drainage system
 8 Hydro-static pressure built up under Draining out of ballast pockets by
live loads in ballast pockets containing sand or boulder drains
water causing bank slips.
9 Erosion of slope/cess of banks (i) Repair of slope/cess,
(ii) Provision of turfing, mats, etc.
10 Cut slope failure (i) Adequacy of slope/slope
protection measure as required,
(ii) Provision of adequate drainage
arrangement (Side drain/Pucca
catchwater drain etc. and ensure
its proper functioning)
734. Side and Catch Water Drains and Waterways:
a) For efficient drainage of cuttings, side and catch water drains of suitable type and
size should be provided. The bottom of side drains should be at least 30 cm below
the formation level.
b) Adequate openings to take the full flow of side drains should be provided at the end
of the cuttings.
c) In cuttings catch water drain should be provided sufficiently away from the top of
the cutting to avoid any danger of a breach occurring between the drain and the
cutting itself. The excavated spoil should be used to form a ‘bund’ between the drain
and the top of the cutting.
d) Ballast walls, where provided in cuttings, should be regularly inspected. The
efficient maintenance of ballast walls includes regular cleaning of weep holes, the
provision of weep holes where none exist and rebuilding where necessary.
e) The cleaning of side and catch water drains, clearing of obstructions from outfalls
and cleaning water-ways of bridges and culverts shall be completed before the
monsoon sets in. The spoil from cleaning drains or cuttings should not be deposited
at a place from where it is likely to be washed back into the drains.
f) In the Municipal areas, where the outfall of Railway drains is in the municipal
drains, close co-ordination should be maintained with the municipal authorities to
ensure free flow from Railway drains.
g) The cross drain to drain out the water collected in between DFC and IR track should
be regularly cleaned.
735. Drainage in Station Yards:- The network of cross and longitudinal drains in yards, should
be so planned that storm water is led away in least possible time. The system of surface
drains of carriage-watering and carriage washing hydrants should be efficiently
maintained. Proper yard drainage plan should be prepared and maintained by executive.
UPKEEP OF SPECIAL FEATURES ALONG THE TRACK
736. Maintenance of SEJs:
a) Once in a fortnight SEJs shall be checked, packed and aligned if necessary. Oiling
and greasing of tongue and stock rails of SEJ and tightening of fastenings shall be
done simultaneously.
b) During his daily patrolling, Keyman shall keep special watch on the SEJs falling in
his beat.
737. Section Limit Boards:

a) Boards at jurisdictional limits should be provided thus:

i) End of CGM unit

RMU JAIPUR. RMU AJMER.

Dy.CPM/Tr/(IMD) DY. CPM/Tr/(IMD)
(name of IMSD) (Name of IMSD)

ii) End of IMDs

Dy.CPM/Tr/(IMD) DY. CPM/Tr/(IMD)
(Name of IMSD) (Name of IMSD)

iii) End of IMSDs

(Name of IMSD) (Name of IMSD)

b) Suitable boards should also be provided indicating the state and district boundaries.
c) When a board has to be located at an exact kilometre, it should be fixed by the side
of the kilometre post.
d) The boards, which may be of RCC should be fixed on the cess on the same side of
the line. The letters and figures should be painted black on white background.
738. Kilometer and Gradient Posts: -These may preferably be of RCC of suitable dimensions
and fixed at right angles to the track on the cess so as to be distinctly visible. The figures,
arrows and letters should be painted in black on a white background.
739. OHE Mast/ Numbers: -
a) Kilometerage should be indicated on OHE Mast/ either by painting or providing
number plates (Retroreflective boards) thereon as per the provisions of Traction
Manual. Either the plate can be provided on both sides of OHE masts or on in the
direction of traffic the number plate may be provided and on opposite side it can be
painted. It is to be provided by the Electrical department. In bottom part of the OHE
Pole chainage of the center of OHE Mast shall be painted at suitable place by Pway
officials.
b) In deep-cuttings or tunnels, OHE Mast/ numbers should be repeated at cess level.
c) On double line section where one line is located away from the line along which the
OHE Mast/ numbers are provided and from where the figures on the
Mast/Hectometer cannot be easily read, additional rail posts should be provided
along the other line, which should indicate the corresponding OHE Mast/ numbers.
740. Protection of Land Boundaries: - The IMSD in charge is responsible for maintaining the
railway land boundaries on DFCC side where DFCC track is parallel and both side when
it is on the detour. The IMSD in charge shall submit, by the prescribed date every year, a
certificate to the IMD In-charge, during his inspection IMD IN-charge shall ensure that
railway boundaries are demarcated correctly and that there are no encroachments. In
cases where he cannot prevail on the parties to remove the encroachments, he must report
the facts with particulars to the Dy CPM and CGM unit/RMU Officers who will take up the
 matter with the Local Authorities.
741. Standard Schedule of Dimension (SOD): - Machine based checking shall be done for
Standard Schedule of Dimension over the sections and shall be verified personally by the
IMSD incharge and submit no infringement certificate to IMD In-charge by the end of
March. IMD In-charge after scrutiny should forward these to Dy.CPM. Works involving
infringement should be referred to the Competent Authority for sanction prior to
execution.
742. Reference Marks: Reference marks are needed for various maintenance operations like
measurement of creep, maintenance of turnouts and SEJs, destressing etc. Following
should be observed while fixing reference marks:
a) Reference marks shall be fixed reference pillars erected for this purpose.
b) While the reference marks on the reference pillars shall be saw marks,
corresponding marks on the running rails shall be paint marks on the non-gauge
face of the rail.
c) In no case, a saw mark shall be made on the running rail. Reference marks are
required to be fixed immediately after de-stressing of LWR/CWR and shall not be
shifted or tampered with thereafter.
d) Additional reference marks in breathing length may be provided to know the
behaviour of LWR/CWR.
e) For measuring CWR creep in every KM the 1 st OHE mast of KM shall be used as
reference pillar. For accurate measurement of creep T may be used for reference
line. The Delhi Facing surface of OHE mast shall be used for reference purpose on
EDFC and WDFC both.
f) A Reference pillar shall be erected for measuring creep of Stock rail at ACD location
on Right and Left hand rail of all TO.
g) A Reference pillar shall be erected for measuring creep of X-ing of all TO.
743. Felling of Trees Obstructing View: - Trees and bushes that interfere or tend to interfere
with the view from a train or trolley, or 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 14 of the Railways Act 1989 (24 of 1989)
reproduced below:

“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 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.”
744. Fouling Mark
a) The fouling marks should consist of a stone/ cement concrete block about 1500 mm
in length, 250 mm wide and 125 mm thick, with the top edge rounded off and the
top surface white washed. These should be laid level with the top line of the ballast
section. Fouling marks should be distinctly visible and difficult to remove.
b) These should be fixed at the point at which the spacing between the tracks, begin to
reduce to less than the minimum as laid down in the schedule of dimensions, i.e.
not less than 6.0 meters
c) The CSL (Clear Standing Length) of loop and number of wagons, which can be
accommodated in a siding or a loop, should be marked on each fouling mark.
ACTION IN CASE OF EMERGENCY

745. Action in case of Derailments:

a) When the damage is extensive and track is distorted in such a way that it is not
possible to pass traffic even at a restricted speed, the affected portion should be
isolated by introducing buffer rails(as an emergency restoration measure) / on either
end of the affected portion. The distorted track should be removed and replaced by
track laid with available rails and sleepers. The traffic should be restored at a
restricted speed. The affected portion should then be converted to long welded rails
by taking usual precautions for LWR.
b) When the damage is not extensive and it is possible to pass traffic at a restricted
speed, suitable speed restriction should be imposed after assessing the damage to
track, sleepers should be replaced as in the case of casual renewals taking
precautions as laid down for LWR/CWR. After all the damaged sleepers are replaced,
the affected portion and 100 meters on either side should be de-stressed after
consolidation, and normal speed should be restored thereafter.
c) In the case of manual working IRPWM may be referred.
746. Breaches, Temporary Girders and Diversions:
a) The affected portion shall be isolated by insertion of SEJs preferably within the
temperature range specified for td.
b) The track thus isolated shall be replaced by fish plated / SWR track, which shall be
box anchored, if necessary.
c) In the breached sections where the new banks are constructed, the formation shall
be fully consolidated before laying LWR/CWR again.
d) In case of diversions and insertion of temporary girders, SEJ shall be inserted to
isolate the portion where such work is required to be done.
e) The LWR panels in the affected portion shall be de-stressed immediately after the
LWR are restored.
 CHAPTER 8

RAIL MANAGEMENT

RAIL INSPECTIONS

801. RAIL TEMPERATURE: The 1st thing that is to be measured in CWR Track before
undertaking any activity is measurement of Rail Temperature. The maximum daily
variation of rail temperature and the mean rail temperature (tm) for the section shall be
ascertained from the temperature records available with the IMSD Incharge If the rail
temperature records of preceding five years are not available, the mean and range of rail
temperatures from adjoining railway PWI offices should be taken and should be followed
in corresponding geographical jurisdiction in DFC after approval of competent authority
of DFCCIL corporate office till DFC’s own data is collected adequately.
a) The following are the types of approved thermometers for measuring rail
temperature:
i. Embedded type: This is an ordinary thermometer inserted in a cavity formed in a
piece of railhead, the cavity filled with mercury and sealed. The rail piece is exposed
to the same conditions as the rail inside the track. This type of thermometer takes
25 to 30 minutes for attaining temperature of the rail.
ii. Dial type: This is a bi-metallic type thermometer, which is provided with magnet
for attaching it to the rail. The thermometer is attached on the shady side of the
web. A steady recording of the rail temperature is reached within 8 minutes.
iii. Continuous recording type: It consists of a graduated chart mounted on a disc,
which gets rotated by a winding mechanism at a constant speed to complete one
revolution in 24 hours or 7 days as applicable giving a continuous record of rail
temperature. The sensing element is attached to the web of the rail and connected
to the recording pen, through a capillary tube, which is filled with mercury.
b) The measurements of Rail temperature is to be done as follows:
i. The rail temperature shall be recorded using preferably a well-calibrated
continuous recording type thermometer and data to be updated in TMS.
ii. The maximum and minimum rail temperature for a continuous period of at least
5 years shall be ascertained and the mean rail temperature (t) for the region
arrived at.
iii. These temperature records shall be analysed to assess the probable availability
of time periods during different seasons of the year for track maintenance, de-
stressing operations and requirements of hot/cold weather patrolling etc.
iv. The rail thermometer shall also be available with each Gang and IMSD Sectional
to enable the Gangs to work within the prescribed temperature ranges.
802. Rail longitudinal stress measurement in floating condition: The temperature at which
the rails experience zero stress is called the Stress-Free Temperature (SFT). The two most
important parameters affecting the stability of rails in CWR are rail stress and the lateral
resistance of the track. It is well established that the SFT at which the track has been
originally laid, changes with time, due to factors such as braking or acceleration of trains
 (which move the rail ahead /behind thereby increasing tension), gradients, curves, bridges,
mechanized track maintenance, degradation of fastenings (toe load), degrading ballast
condition, extreme weather conditions, rail/weld repairs etc. Therefore, the primary
strategy of maintenance is to keep the track close to SFT so that rail stresses are within
limits. Installing CWR at a “safe” region between buckling and fracturing temperatures
does not guarantee that the rail will not buckle in the future. Hence, to prevent the rails
from buckling or fracturing, SFT needs to be identified on a timely basis. The procedure
defined by OEM of SFT has to be followed properly and in case rail is to be lifted it should
be done in proper traffic block.
803. Rails corrosion-In corrosion prone areas, measurement of depth of corrosion 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 TMS. The Corrosion prone area shall be decided by
CTE of DFCCIL.
804. WEAR:
a) Wear on Rail Table – The wear of top table increases with higher traffic density.
Generally it shall be measured by TRC/RIV/Mechanized means.
b) Flattening of rail table —This mostly occurs on the inner rail of a curve because of
higher contact stresses due to heavy axle loads, large un-sprung mass or under
equilibrium speed on canted track, which causes slipping of wheel sets. Flattening
of rail table is an indication of overloading on inner rail; and this tendency can be
reduced, if appropriate cant is provided.
c) Wear on Gauge Face – The outer rail of a curve has to withstand heavy pressure from
the wheels, which results in the running edge becoming worn or ‘side-cut’.
d) Wear of sharp curves- The wear of rails of curves having radius of 600 m or less
shall be recorded periodically. The lateral wear, vertical wear and total loss of section
hould be recorded, and proper record of measurements maintained.
805. USFD Testing: USFD testing of rails is to be done by B-Scan machines which enables to
read the suspects and categorization of rail defects is done by again checking it by A-Scan.
The IRUSFD Manual provisions are to be followed. In SRT, the machine is required to be
pushed back then and there. But in case of Vehicular USFD, either vehicle is brought
back on the spot, or a separate team verify the suspect separately.
a) B-Scan 9 Channel Single Rail
b) Phased Array Testing of FB Welds- If more than one FBW fracture in a km the Phased
Array Testing of all The FBW of that km or similarly suspected should be done.
c) Vehicular USFD Testing.
806. Rail Profile measurement: Rail profile must be measured by DFCCIL Rail inspection
Vehicle (RIV) before and after rail grinding. There are handheld instruments which can
measure the rail profile accurately. Rail profile of test sites should be measured by Hand
held profile instrument in the presence of track officials.
807. Corrugation – In certain locations, rail table develops ridges and hollows called
corrugation and when vehicles pass over these rails, a roaring sound ensues. Such rails
are called “roaring rails”. In such locations, excessive vibrations are caused, due to which
 fastenings and packing tend to get loose and track needs frequent attention. These shall
be attended by rail grinding.

RAIL MAINTENANCE WITHOUT INVOLVING RAIL CUT

808. RAIL GRINDING: Rail Grinding is an important technological solution to reduce the
damage to rails and wheels by re-profiling the railhead so that rail wheel interaction is
favorable. Rail Grinding results in an increase in the life of rails and wheels, reduction in
rail/weld failures, enhancing reliability and safety, reduction in fuel consumption.
a) DFCCIL has 72 Stones machine With the Grinding Stone of 250mm dia and it can
work on Angles from +70 degree to -30 degree. The RGM can travel/ grind in both
directions with working Speed from 2.4 to 24 kmph (normally 8-20). The annual
grinding program based on last year GMT must be issued by the Head Quarter and
it can only be changed/altered by CTE
b) The machine is having two laser-based rail profile measurement systems to measure
the railhead profile before and after the grinding. The after-ground profile is
compared with the target rail profile by a machine software and an index known as
GQI (Grind Quality Index) is displayed during the run. GQI gives an indication as to
how close or away we are from the target rail profile. GQI value of 100 means that
we have achieved the target profile within the specified tolerances. A lower value
indicates the deviation. GQI value of 80 or above can be considered as OK. However,
we may achieve the target GQI after 2 or 3 cycles of rail grinding only. The grinding
stones are positioned differently (at different angles) across the rail head.
Arrangement of the stones is known as “Pattern”. The Patterns are different for
straight track, mild curves track (<1.25 degree) and sharp curves (> 1.25 degree).
809. Rail Lubrication: Track mounted automatic Gauge Face Lubricators should be provided
on curves of radius 1400 meters and less to avoid Rail face wear. There are two types of
lubricators, Electronic & Hydraulic. The Basic dispensing system of lubricant is almost
similar for both Electronic and Hydraulic types of lubricating systems. It is located on
tangent track at the beginning of transition curve where wheel flanging is just beginning
to occur. On single lines, the lubricator shall be in the direction of heaviest traffic.
Lubricators to be provided at gauge side of outer rail. Lubricators should be located away
from switches, crossings and other areas where discontinuity in LWR track may exist.
810. Painting for Corrosion: Life of 880/R-260 grade rails is 1000 GMT with the use of Rail
Grinding. The Life of 1080 HH/1175HT rails is not prescribed by rail manufacturers, but
it is likely to be 1500 GMT to 2500 GMT. Rails may be on track for 20-40 years based on
the GMT of the section. If corrosion is not prevented, the expected life of rail may not be
utilized. Corrosion is generally noticed on the web, at the foot of the rail and liner seat
area. Corrosion is generally heavy in areas near the seacoast, sidings where saline or
corrosive goods are dealt with, Tunnels and deep cuttings, Industrial belts. Areas prone to
corrosion of rails shall be identified by the Chief Track Engineer of DFCCIL based on
reports sent by field units. Following points should be considered for painting:
a) For new rails Zinc metallization shall be done in rail manufacturing plant or FB Plant
 as per procedure laid down in Technical Specification for Zinc Aluminium
metallization of Rails (IRS: T-51).
b) For in service rails anti-corrosive bituminous or Zinc Chromate coating should be
done for corrosion prone areas. Procedure is as following
i. wherever possible, Surface preparation of rails shall be done, with the help of hand
operated or power operated tools i.e. scrappers, wire brushes, sandpaper, pumice
stones etc. Wire brushing shall invariably be done at the end to obtain uniform
rubbed surface.
ii. The surface prepared shall be checked visually for uniformity of surface. Special
care should be taken in surface preparation at weld collars and liner contact
areas. Surface preparation should not be done when ambient temperature is
below 10° C or above 50° C, in rainy season, during night, in winter before 8AM, in
summer between 11AM to 3PM and in extremely windy/misty/dusty
conditions. Chemicals 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 conforming 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.
iii. Greasing and sealing of liner contact area –On DFCCIL track in identified
corrosion prone areas the rail liner seat should be greased using graphite grease
IS-408-1981 Gr. “O” specification after proper cleaning along with the greasing of
ERCs at prescribed frequency. Greasing and sealing of liners contact area shall
be done once in year for gauge face side and once in two years on non-gauge face
side of rail.
811. Frequency of Painting on rails: In identified corrosion prone areas, bituminous painting
(Preferably Zinc Chromate Painting) of rails shall be done once in a year on inside &
outside of gauge face including web for normal rails and HH rails and in other areas where
bituminous painting (Preferably Zinc Chromate Painting) shall be done once in three
years. 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. Rail flange/web
should be kept free of the muck specially in loading unloading yards.
812. Repair of Wheel burns by Reconditioning: Wheel slipping occurs usually on adverse
gradients or long rising grades or during rainy season when friction is less or while starting
on rising grades when considerable heat is generated and top of the rail is torn off in
patches, causing depressions known as wheel burns, from which cracks may develop. This
also occurs when train brakes are applied suddenly and wheels lock and slide, or due to
the underpowering of trains. Wheel burns cause the wheels to hammer the rails and lead
to difficulties in keeping the sleepers packed firmly and fastenings tight or in extreme cases
rail breakage may take place. Such rail can be repaired with in situ robotic welding
through RDSO approved sources if the damage is in limited length. It should be kept
under observation and changed in case repair by welding is not feasible.
813. Handling and Stacking of Rails: Rails used on WDFC is 110 UTS HH rails, and on EDFC
90 UTS rails which are comparatively brittle and sensitive to mis handling. Hence, during
loading and unloading, ramps of un-serviceable rails should be made, and the rails slid
 over them, intermediate support being given to prevent excessive sagging. For handling of
rails RDSO's Guidelines for Handling and Stacking of Rails (No. CT-35) shall be
followed. Preferably, crane may be used for loading/unloading of rails. For handling
rails, slings or tongs should be used. When hauled into position, prior to linking or
otherwise, rails should be so spread as to rest evenly along their entire length or on
supports closely spaced and should lie on the foot. During any operation requiring marking
of rails such as yard surveys, curve adjustments, and realigning operations etc., the
marking on rail shall be done by paint mark only and any chisel or punch marking is not
permitted. The gas cutting of rails and making of holes using gas is prohibited except in
case of emergency restoration at very slow speed. While stacking rails, care shall be taken
that the ground is level and well drained. Free rails are supported at least at four points,
evenly along their length; Welded rail panels shall be so spread on cess as to rest evenly
along their entire length on supports spaced at 4 meter center to center to prevent
formation of kinks.
814. Lubrication of Rail Joints: - The track on DFCCIL is generally CWR, except for a few
isolated locations having rail joints which require regular lubrication. All rail joints should
normally be lubricated once a year on a programmed basis during the cold weather
months after the monsoon, preferably from September to November. The work should be
carried out under a corridor block with supervision of IMSD Sectional. In this procedure
the nuts are unscrewed, and the fish bolts and fishplates are removed. For removing a
fishplate, which has seized to the rails, the fishplate may be tamped gently by a hammer,
by interposing a wooden piece. The fishing surfaces of the fishplates and rail are then
cleaned with a wire brush. The rail ends are inspected for cracks and the fishing surfaces
of rails and fishplates are checked for wear. A magnifying glass and a mirror should be
used for detecting cracks in rail ends and fishplates. The fishing surfaces of the rails and
fishplates are then lubricated. A stiff paste of plumbago (Graphite) and kerosene oil, made
in the proportion of 3 kg of plumbago to 2 kg of kerosene oil may be used as lubricant.
Black oil or reclaimed oil may be used for fish bolts and nuts. The fish bolts are then put
back in reverse position and tightened using a standard fish bolt spanner, the inner two
bolts being tightened first, while tightening overstraining of bolts shall be avoided.
Chamfering of all bolt holes, bond holes should be done. Drilling of holes except for few
isolated areas as approved by CTE DFCCIL is prohibited. Fish bolts must be kept tight
but not so tight as to prevent expansion or contraction of rails. Record should be
maintained.

MAINTENANCE OF RAILS INVOLVING CUT OF RAILS

(RAIL FRACTURE, BUCKLING AND DESTRESSING)

815. RAIL CUTS: Rail cut in CWR Track is a serious as the gap of rail cut tend to change with
change in temperature. Therefore, a speed restriction of 30 kmph is imposed with posting
of watchman on the location as the same cannot be attend in working time. Generally,
replacement of rail fracture, defective rail, buckled rail, rails involved in accidents and
 breaches creates a situation when rail cutting is required.

816. RAIL FRACTURES: If any fracture takes place on LWR/CWR, immediate action shall be
taken by the official who detected the fracture to suspend the traffic and to protect the
line. He shall report the fracture to the Keyman/Executive P-Way/IMSD Sectional/IMSD
In-charge/IMD In-charge/Dy.CPM. Repairs shall be carried out in four stages as
Emergency repairs, Temporary repairs, Permanent repairs, De-stressing as mentioned in
Para 818.

a) SCHEDULE OF SPEED RESTRICTIONS AFTER CUT/FRACTURE: After

maintenance of rail, following speed restrictions are to be imposed as per the
condition of track.

S Conditions of track Restriction

No imposed in Km/ h
1 When 1-metre-long slotted fishplates with screw clamps 30
or joggled fishplates with bolted clamps are used at a
temporary rail joint and there is 24 hrs. watch. For
fishplates/Joggeled fish plates/clamp and bolts.
2 When sleeper fastenings on alternate sleepers are 30
loosened before de-stressing
3 At fracture after emergency repairs are completed
i First train STOP DEAD & 10

ii Subsequent trains 20
4 After emergency repairs to track after buckling
i First train STOP DEAD & 10
ii Subsequent trains 20
5 Speed restriction during consolidation period of track,
after regular track maintenance operations when rail
temperature exceeds td + 20°C:
i When shoulder and crib compaction has been done: - 50
ii When shoulder and crib compaction has not been done 30

b) Equipment required for fracture repair:

i. Special 1 m long fishplates with screw clamps and joggled fishplates with bolted
clamps (for fractures at welded joints).
ii. Steel tape capable of reading up to one mm.
iii. Alumino-thermic welding and finishing equipment /FB plant with Super puller
iv. Equipment for de-stressing/Tensor
v. 6.5 metre or longer sawn rail cut piece of the same section as LWR duly tested
by USFD
vi. Rail closures of suitable lengths
vii. Equipment for protection of track
817. RAIL FRACTURE REPAIR STAGES:
a) Emergency repairs of rail fracture: : The key man/ Patrol man, as soon as he
notices the rail fracture/weld failure should first protect the track and inform to the
IMSD sectional/IMSD Incharge and the Station Master.
i. If the fracture is with a gap of less than 30 mm, the fractured rail ends should
be joined with fish plates and clamps.
ii. When the fracture gap is more than 30 mm, a closure of appropriate length
should be used, and fish plated with clamps.
iii. In cases where a small portion or piece of rail has come off or in the case of
multiple fractures, the rail must be changed before allowing traffic.
iv. In the case of weld failure, joggled fishplates and clamps should be used.
v. After carrying out the emergency repairs the trains may be passed only by
regular MTS or above of DFCCIL at speed prescribed in para 817, until the
Permanent Way Official replaces the rail.
b) The fractured rails shall be joined by using the arrangements shown in with or
without insertion of closure rail piece as per site conditions and feasibility. The traffic
may then be resumed at a speed as mentioned in para 817 Temporary repairs of
fractured rails: If a welding party is not readily available, the fracture shall be
repaired by using a cut rail (6.5 m or longer) and clamped/bolted.
i. A traffic block shall be taken as soon as possible preferably when the rail temperature
is within the range specified for td or as near as possible to td. Two points on either
side of the fracture shall be marked on the rail such that the length of closure rail to
be inserted is equal to the total length of the rail pieces removed from the track minus
allowances for two welds and saw cut (normally 51 mm). Alternately, two points on
either side of the fracture shall be marked on the rail at a distance equal to the length
of the available closure rail. The length of closure rail should not become less than
6.5 m at the time of permanent repairs.
ii. The rails shall then be cut through at these points simultaneously, if possible. The
closure rail shall then be inserted and joined. After joining, the traffic shall then be
resumed at restricted speed in accordance with Para 816.
iii. In case closure rail as per Sub Para (4) (a) (i) above is inserted, one of the joints may
have to be provided with closure piece of adequate width and joined by one metre
fishplate and clamps.
c) Permanent Repairs of rail fracture/IMR by FB Welds by Super Puller: Repair by
FB Plant with super puller should be done wherever possible. The procedure is as
following.
i. One end of the rail piece is welded as it is done in normal case. Temperature
is measured.
ii. ERC is opened for 500m to 1500m length depending on rail temperature.
Rollers are placed under rail. @ 1 roller per 13-15 sleepers.
iii. Rail temperature is measured.
iv. A gap is created reducing 37 mm which is the length of rail consumed in flash
Butt Welding.
v. Super Puller is used to pull the rail and then it is locked.
 vi. Flash-Butt Head is lowered, and rails are held tightly by Welding Head
vii. Alignment is checked and corrected.
viii. FB Welding done and Weld is hold for 8 minutes.
ix. Controlled cooling of weld/ Air quenching needs to be ensured in HH rails.
x. Rail is lowered, Rollers are removed and ERC is fitted.
xi. Equalisation of stressed done by opening the Fitting of minimum 250 m on
each side of weld location.
d) Permanent Repairs of rail fracture by AT Welds: All efforts should be done to
repair fracture with help of FB Plant with super puller along with destressing as per
para 827. If super puller is not available, the permanent repair can be done by AT
Welds. It can be done with or without rail tensors, in case of tensors the process as
per para 824 and in case of without rail tensors the process as per para 825 is to be
followed.
818. Rail Fracture reporting and investigation: IMSD Incharge will prepare a ‘Rail failure’
Report as per proforma in TMS and forward to the IMD in-charge, who will transmit with
his remarks to the Dy. CPM, for onward transmission to the Chief Track Engineer.
a) Sketches and photographs illustrating the fractures should also be submitted with
the failure reports on each case duly indicating the running/gauge face of the rail.
b) It is particularly essential to record the type of failure in the failure reports as per
RDSO monograph “Rail Failures - Description, Classification and Reporting”.
c) In cases, where it is not possible to determine the cause of the failure by visual
examination/ultrasonic detection report it is obligatory to take up full metallurgical
examination by the Chemist and Metallurgist with a view to ascertain the exact
cause of failure, where rail/ weld failure is prima facie cause of train accident and
where failure occurs before 200GMT.
d) In the 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.
e) In case of failures of imported rails within the guarantee period, attributable to
manufacturing defects as revealed by metallurgical investigation, the RMU Incharge
should immediately lodge a provisional claim with the manufacturer pending report
from M&C under information to corporate office.

BUCKLING OF TRACK

819. Buckling of Track: Buckling or a tendency towards buckling may occur, among others,
in the following circumstances:
a) Failure to adhere to the temperature ranges specified for various laying and
maintenance activities on LWR/CWR.
b) Inadequate resistance to longitudinal, lateral and vertical movement of track due to
deficiencies in ballast section or/and inadequate ballast consolidation.
c) Use of ineffective fastenings or missing fastenings resulting in loss of creep
resistance and torsional resistance.
d) Excessive settlement of formation.
 e) Repair to fractures or replacement of defective rails not as per procedure prescribed
in which can lead to the disturbance to the force diagram in the LWR as explained
below (Fig. 8.14 (a), (b) (c)).
i. Normal Force diagram in a good LWR:

Fig. 8.14 (a)

ii. In case rail fracture occurs, the force diagram gets altered instantaneously as under:

Rail fracture with a gap

Creation of two Temporary Breathing Lengths

Fig 8.14 (b)

iii. If rail introduced during repairs to rail fracture is not as per the provisions of Para
824 the force diagram is altered as under:

Additional Force added due to introduction of longer Rail

Fig 8.14 (c)

820. Buckling and its investigation:
a) Tendency towards buckling will usually manifest itself through kinks in track. Kinks
may also arise from incorrect slewing or lifting operations. By tapping sleepers for
hollowness, it may be possible to notice if there is any tendency towards vertical
buckling.
b) As soon as the tendency for buckling is detected, the traffic shall be suspended, and
the track protected. The track shall then be stabilized by heaping ballast on the
shoulders up to the top of the web of the rail obtaining the ballast from inter-sleeper
spaces between the rails. Thereafter full investigation shall be made to find out the
cause of the tendency for buckling.
c) Each case or buckling shall be investigated by designated P-Way Supervisor soon
after its occurrence and a detailed report submitted to Dy.CPM.
821. Repairs to buckled track: When the track buckles, the traffic shall be suspended and
the cause of buckling ascertained. The rectification shall normally be carried out in the
following stages under the supervision of designated IMSD Sectional:
a) Emergency repairs: The buckled rails shall preferably be gas cut adequately apart
not less than 6.5 m. The track shall then be slewed to the correct alignment and cut
rails of the required lengths shall be inserted to close the gaps making do provision
for welding of joints on both sides. The cut rails shall then be connected by use of
special fishplates and screw clamps and the line opened to traffic with speed
restriction as indicated in Para 817
b) Permanent repairs: As soon as possible, the clamped joints shall be welded
adopting the same procedure. Additional pair of cut rails and rail cutting equipment
shall also be required to adjust the gaps in case they have been disturbed in the
intervening period. The speed restriction shall be removed after welding. The first
train shall be passed after 30 min of welding.
c) The length of track of minimum 500 m on either side of the location of buckling of
the affected LWR/CWR shall be de-stressed as soon as possible and complete
LWR/CWR shall be inspected by IMSD Sectional/IMSD Incharge and further action
as deemed necessary shall be taken.

DESTRESSING OF LWR/CWRs

822. Need of Destressing: Destressing of LWR/CWR may be necessary immediately after initial
laying of LWR/CWR and during maintenance. During maintenance creep is measured at
every km in DFCCIL to assess the length of disturbance. Distressing shall be done in case
of excessive creep at each KM of LWR is noticed. De-stressing should be done at a little
lower temperature than the targeted stress-free temperature with the use of rail tensors
and super puller. Emergency/Temporary De-stressing can be done when rail temperature
falls between the range provided for td. Such LWRs should be inspected by IMD Incharge
of the section. Abnormal behaviour of LWR/CWR can be inferred by observing one or more
of the following:
a) When the gap observed at SEJ differs beyond limits specified or exceeds the
maximum designed gap of SEJ or when tip of tongue rail/corner of Stock Rail
crosses the reference line
b) When SFT measured by VERSE, or any other non-destructive approved method is
not within range of td.
c) In case of excessive creep of more than 20 mm at centre of LWR/CWR is noticed or
at every KM
d) After special maintenance operations such as Through fittings renewal, Deep
screening, Major Lowering/Lifting of track, Major realignment of curves, Major
Sleeper renewal, Rehabilitation of bridges and formation etc., de-stressing shall be
undertaken.
e) After restoration of track following unusual occurrence which has caused major
disturbance to track such as rail fractures or replacement of defective weld, damage
to SEJ/Turnouts, buckling or tendency towards buckling, accidents, breaches etc.,
 de-stressing shall be undertaken.
f) If number of locations, where repairs have been done by replacement of rails/weld,
exceed three per km, de-stressing of affected portion of LWR / CWR shall be done.
In such cases LWR/CWR shall be inspected by IMD Incharge for
i. Deficiency of ballast,
ii. Poor compaction / consolidation of ballast, deficiency of fittings,
iii. Poor toe load of ERC
iv. Formation trouble if any,
v. whether procedures for repairs of rail fractures as per Para 821 were
followed during permanent repairs after earlier rail fracture(s),
vi. the possibility of defective thermometers being used by the staff.
After the above inspection, the deficiency shall be made good at the earliest by suitable
corrective action, to improve the track resistance. Thereafter, the designated IMSD
Sectional shall keep the locations under close observation. If LWR/CWR still behaves
abnormally, a decision shall be taken by IMD In-charge for de-stressing of LWR/CWR.
823. De-stressing with super-Puller along with FB Welding: Destressing can be carried when
prevailing rail temperature is less than stress free temperature. This procedure is done
with mobile flash butt welding (FBW). Since super-puller works on one rail, destressing of
one rail will be done at a time. For de-stressing of LWR/CWR with the use of rail super-
puller, the following procedure shall be adopted:
a) Anchor (length) is the length of the CWR track that is left clipped down during the
Destressing operation to ensure that no movement occurs at the fixed ends of the
length being destressed. Where all fastenings are new Mark V and all present,
installed with the correct tools and in good condition with all pads and insulators in
place and good consolidated ballast conditions. The anchor length shall be 2.5
sleepers per degree Celsius temperature difference from the proposed SFT, whichever
is greater.
b) Rollers are devices used to support CWR clear of the sleepers so as to allow its free
longitudinal movement during Destressing. Side rollers (support arms) are devices
used to prevent lateral movement of CWR during Destressing in curves. Their design
varies to suit the sleeper, fastening type and curvature of track. Side rollers shall be
placed on every 10 sleepers on one degree and below curve, 8 sleepers on 2 degree
and below and 6 sleepers on 2.5 degree and below.
c) Decide manageable length L (500m to 1500m) and mark anchor length A1- A2 equal
to la at one end of the length L1. The anchor length [la= 2.5 x (t 0- tp) or 2.5 x (td- tp).
Anchor length shall be increased suitably based on the condition of the fastenings,
rubber pads, liners or ballast. In case of already linked track A1 may be far away and
may be distantly available. Place the FB Plant near the rail cut away from the
destressing length.

L1 Face of FB Plant

A1 A2 Rail cut B
Unclip C
Anchor
length
(clip)
 Figure 8.12: Destressing with super puller

d) During the traffic block, temperature to be noted and a cut is made at location ‘B’ i.e.
at end of the segment of the LWR/CWR to be destressed. If cut is already bigger, then
a rail piece shall be welded before starting destressing. Gap shall be made by
calculating = the required movement at W1 = Yo + elongation of length W0 W1 (l) due
to temperature difference (to - tp) = Y0+ l α (to - t p) and the rail length consumed in
weld.
e) Remove impediments to free movement of one rail such as rail anchors, guard rails,
check rails etc.
f) Erect marker pillars W0 W1 etc., on each of the length A2 B. Transfer the marks W0
onto the rail foot The distances W0 W1, W1 W2 etc. shall be marked at about 100 m
intervals, the distance from the previous pillar and the last pillar WB may be less than
100 metre.
g) Unfasten ERCs and mount on rollers the portion from A2 B.
h) Side rollers on the inside of curve shall also be used while undertaking de-stressing
on curved track these should be spaced at every nth sleeper,
Where, n = Radius of curve (R) x No. of sleepers per rail length
50 x (to-tp)
i) Outside supports shall be used in addition at the rate of one for every three inside
supports.
j) Stable the super-puller behind the gap ‘B’ and apply tension and do Flash Butt
welding of gap ‘B’.
k) For continuous destressing the FB plant should be placed behind C and cut should
be made at C and destressing shall be continued.
l) The Destressing Temperature of the two rails of the track should not differ by more
than 60C. If only one rail is being replaced the other rail shall therefore be destressed
at the same time, unless the SFT of the other rail can be measured and shown to be
not more than 6C different from the relevant SFT values.

824. Destressing with Rail Tensors with AT Welding: Second alternative of destressing is by
use of tensors. In this case AT welding will be required. Destressing shall be carried when
prevailing rail temperature is less than stress free temperature. For this following
procedure shall be adopted:
A) The maximum pull to be applied shall not exceed the lesser of 60 tonnes or 10 tonnes
less than the maximum capacity of the tensors. When this maximum pull is insufficient
to achieve the full rail extension, an extension equivalent to the maximum pull shall be
calculated and applied. In such cases the required SFT will not be obtained, and it may
be necessary for the CWR length to be destressed.
a) Decide manageable length L1 and mark anchor length A 1- A2 and C1- C2.
b) Measure the temperature and if temperature is less than Td Remove impediments to
free movement of rail such as rail anchors, guard rails, check rails etc.
c) During the traffic block, create a gap of 1 m at location ‘B’ i.e. centre of the first
 segment of the LWR/CWR to be destressed (Fig. 8.11).
d) Divide the length to be destressed into segment of 100meters. Last segment may be
less than 100m. Provide marker pillars at all locations name it W0, W1… from the
fixed point. Calculate the required movement at W0=0, W1 = 1.15t and W2 = 2x1.15xt
….Wn= nx1.15t where t is difference between intended destressing temperature –
current rail temperature. Mark the above calculated extensions with respect to the
transferred marks referred at (d) above on the rail foot on the side away from the
tensor.
e) Unfasten ERCs and mount on rollers the portion from A2 C2.
f) Side rollers on the inside of curve shall also be used while undertaking de-stressing
on curved track these should be spaced at every nth sleeper,
Where, n = Radius of curve (R) x No. of sleepers per rail length
50 x (to-tp)
g) Outside supports shall be used in addition at the rate of one for every three inside
supports.
h) Fix the rail tensor across the gap at ‘B’ and apply tension to release the tension if any
and note the movement if any to correct the movement at marker pillar.
i) Apply the tension by means of rail tensor till the mark of required extension comes
opposite to the mark on the marker pillar W1. Fasten down the segment W0W1
j) Then check at W2, bring the mark of required extension at this location opposite to
the mark on the marker pillar W2, by adjusting the tensor either by reducing or
increasing tension and fasten down the segment W1W2. Similarly, check the
remaining marks, adjust the tension as required and fasten down each segment
before proceeding to the next segment.
k) The variation of temperature, if any during the de-stressing operation shall
automatically be taken care of by reducing or increasing the tensile force from the
tensor, while coinciding the reference mark on rail with the corresponding mark on
pillars.
l) After the fastening down, a rail of X meter which should be above 6.5 m shall be
placed near the cut the rail from the other end shall be cut X metre + 2 x 25 mm -1
mm.
m) When the required total extension in each rail has been obtained, at least 40m of rail
on each side of the tensors shall be fastened down. The welder shall check that the
welding gap is correct and re-cut the gap if necessary. Once a weld is started there
shall be no disturbance to that rail or the opposite rail until the weld is completed
and the cooling period has been achived. On sharp curves fastening down shall follow
within 10 sleepers of the removal of each side roller, in order to minimize the tendency
of the destressed rail to leave the rail seating The tensors shall remain in position for
the minimum cooling period after the weld has been made, in order to avoid hot tears.
n) During the same or separate block equalize the forces in the rail by releasing the
fastenings over a length of minimum 125 m on either side of location ‘B’ and tapping
with wooden mallets etc. Fasten down the rail and allow traffic.
o) In case further length beyond C2 is to be destressed, mark anchor length such a way
 that the anchor length C1- C2 of previous segment is covered in the segment “L2”.
825. Destressing without Rail Tensors/Super Pullar: This shall be done when it is not
possible to do destressing by rail tensors or FB Plant with super pullers. In this case rail
temperature at the time of de-stressing should between tm+5° to tm+10. Detailed
procedure as given below may be adopted:
a) 1 KM Segment: Long CWR can be destressed segment by segment. Generally, up
to 1 KM length should be taken for destressing between the creep measurement
posts on OHEs. It shall be continued till we fine Zero creep. Shorter length say 600
m shall be adopted if it involves curves. Mark the anchor length A1-A2 and C1-C2
each equal to la at either end of the length L1.
b) The anchor length ‘la= 2.5 x (t0-tp) or 2.5 x (td-tp) if t0 is not known’ should be
determined on the basis of the lowest value of tp at which the de-stressing is likely
to be carried out. Anchor length shall be increased suitably based on the condition
of the fastenings, rubber pads, liners or ballast

Segment to be destressed
(L1)

Unclip Rail Cut Unclip C C2

A1 A2
Anchor length ( B) 1
(clip) Anchor length (clip)
Figure 8.9: Destressing of CWR with or without rail tensor

c) Free movement: Remove impediments to free movement of rail such as rail

anchors, guard rails, check rails etc (unclip).
d) Gap creation: During the traffic block, create a gap of 1 m at location ‘B’ i.e. centre
of the segment of the length L1 to be destressed. A traffic block of adequate duration
should be arranged at such a time that the rail temperature is within range specified
for td [between tm+5° to tm+10] during the fastening down operations of fittings.
e) Speed Restriction: Before the traffic block is taken, a speed restriction of 30 Kmph
should be imposed and fastenings on alternate sleepers loosened.
f) Unfastening of Fittings: Unfasten the rail starting from ends towards centre i.e
from A2 to B and C2 to B simultaneously. The segment of rails from A2 to C2 shall
now be lifted and placed on rollers at every 15th sleeper to permit the rails to move
freely. Mount on rollers. Side rollers (n = R/50) should be used on curves if any.
Outside supports shall be used on curves in addition at the rate of one for every
three inside supports.
g) Tapping by wooden mallet: The rails shall be struck horizontally with wooden
mallets to assist in their longitudinal movement.
h) Removal of rollers: The rollers shall then be removed, the rails lowered to correct
alignment and fastenings tightened, starting from the middle of segment (point B)
and proceeding towards both ends simultaneously (B to A2 and B to C2
simultaneously). The tightening of fastenings shall be completed within the
temperature range for td . The actual range of temperature during the period of
 tightening shall be recorded by the IMSD Sectional along with the time and date.
p) Temporary/Permanent repair: After the fastening down, a rail of X meter which
should be above 6.5 m shall be placed near the cut the rail from the other end shall
be cut X metre + 2 x 25 mm -1 mm. The rail shall be placed and Welded
i) Equalize the forces: After this equalize the forces in the rail by releasing the
fastenings over a length of minimum 125 m on either side of location ‘B’ and tapping
with wooden mallets etc. Fasten down the rail and allow traffic.
j) In case further length L2 beyond C2 is to be destressed, mark anchor length such
a way that the anchor length C1-C2 of previous segment is covered in the segment
“L2” as shown in -
Direction of destressing
Next segment L2

A1 A2 C C B
1 2
Anchor
length Anchor length
Last destressed segment
L1
Figure 8.10 : Continuous destressing of CWR with or without tensor
Fig. 8.11 Destressing of LWR using Rail Tensor
826. Equalization of Stresses after Permanent Repair in LWR/CWR: If there is a fracture or
rail replacement on any account, two breathing lengths will be created. This will alter the
stress-free temperature (SFT) of rail in the affected portion of track.

a) If repairs are done in such a manner that the length of rail removed from track is
exactly same as the length of rail inserted (including welding) then SFT of that
location will change, but if the equalisation of stresses is done for a length of at least
two temporary BLs then the concentration of forces will be distributed, and we can
achieve the Td very close to SFT.
b) If during rail replacement the length of rail inserted in track is different from the
length of rail removed the pattern of thermal stresses in the affected portion of LWR
will change altering the SFT in the affected portion. The magnitude of change in SFT
can be calculated as below. If length of rail inserted in track varies by δL from the
length of rail removed from track, and equalization of stresses is done, say over 250
meters (125 metres on either side), then the force change in LWR would be
F = (δL / 250) * EA and this is equal to AEα δt.
Thus, δt can be calculated as under,
δt = δL / (250 * α) This is closer to SFT.
c) If equalisation of stresses is not done (over 125 m on either side) then the SFT at
the location of rail replacement will get altered to the temperature at which repairs
are completed. This makes track much more vulnerable for buckling or fractures
depending upon whether the repairs are done at rail temperature lower than td or
higher than td.
827. Replacement of Switch Expansion Joint
a) The damaged/broken SEJ shall be replaced with a new SEJ. The gap at the new
SEJ shall be adjusted to the mean gap as provided in Annexure – 8/2 depending
of the rail temperature prevailing at the time of replacement.
b) If another SEJ is not available for replacement, both the damaged SEJ and the
undamaged SEJ on the opposite rail at the same location, shall be replaced by a
closure rail and connected to LWR/CWR with special clamps and fishplates.
c) The traffic over the clamped joints may be permitted at a restricted speed as per
Para 407. The restriction may be relaxed only after the new SEJ has been inserted
in the correct position and the clamped joint has been replaced with in-situ weld.
828. Maintenance of Insulated Joints
a) Insulated joints provided shall be laid as square joints. Where staggering cannot be
avoided, the distance between staggered joints should not exceed the minimum
wheelbase of the vehicles.
b) The rail ends of the insulated joints shall be square.
c) All rough edges and burrs should be removed from bolt-holes.
d) Battered ends must be put right and the gap between the rails should be equal to
the thickness of the end post.
RAIL MAINTENANCE SHORT WELDED PANELS.
829. Regular maintenance operations of Short Welded Rails: Adequate number of joggled
fishplates with special clamps shall be provided to the gangs for use in emergencies.
In the case of any fracture in the weld or in the rail, the portion of rail with fracture is cut,
and removed for a length of not less than 6.5 m to carry out the re-welding duly
introducing a rail piece of equivalent length.
830. Gap Survey and Adjustment of Gap: Gap survey and rectification of gaps is to be carried
out, in stretches where track develops excessive creep, jammed joints, sun kinks,
misalignment, wide gaps, battered and hogged joints, fractures at joints and bending of
bolts etc. In SWR, the gap survey and adjustment should normally be done before the end
of February once a year (i.e. before onset of summer).
a) The gap survey shall be conducted on a clear and sunny day in the cool hours of the
day in rising rail temperature trend.
b) The length over which gap survey is to be done should, wherever possible, be divided
into suitable sub-sections, each bounded by fixed points such as level crossings,
points and crossings etc. The survey should be completed during as short a time as
possible, by employing adequate number of parties so that the rail temperature is
not likely to vary appreciably.
c) The joint gaps shall be measured by taper gauge in mm (shown below) Fig. 8.20
d) 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-II
given below:
Table – II
Rail Temperature During Gap Permissible Values of gaps (in mm)
Survey For 26/25 m rolled rails
tm - 17.5°C to tm - 12.6°C 8-13
tm - 12.5°C to tm - 7.6°C 6-11
tm - 7.5°C to tm - 2.5°C 5-10
tm - 2.4°C to tm + 2.5°C 3-8
tm + 2.6°C to tm + 7.5°C 2-7
tm + 7.6°C to tm + 12.5°C 1-5

e) Calculations for adjustment– The average of the measured gaps is worked out as
shown in the proforma for gap survey Table II.A comparison of the results of the gap
measurements recorded and the permissible values of gap will lead to one of the
following cases:
Case 1 – Average gap is within the recommended range, but some of the individual
gaps fall outside the range.
 Case 2– Average gap falls outside the recommended range.
f) Action to be taken– The action to be taken is as follows–
Case 1– Rectification work should be restricted to correcting the individual gaps,
which falls outside the recommended range. Under no circumstances,
adjustment shall be done by cutting a rail or introducing a longer rail.
Case 2– The joint gaps shall be systematically adjusted from one end to the other
end of the sub-section. The rails shall be unfastened over convenient
length, the gaps adjusted to the initial laying gaps as per Para 404 and
rails fastened. In this case, introduction of a longer or shorter rail might
be required.
831. End Cropping of Battered and Hogged rail joints: Rail end batter occurs where the joint
gaps are excessive. It is caused by the impact of wheels on end of a rail particularly if the
fishplates do not fit snugly. Rail end batter is measured as the difference in heights of the
rail at its end and at a point 30 cm away from the rail end as shown in the sketch below.
A hogged rail is one with its end or ends bent in vertical direction. A hogged rail end in the
track is ascertained by un-fishing the joints, removing the fastenings and then measuring
the extent of hog at the rail end by placing a 1 metre long straight edge over the rail table,
centrally over the joint as shown in the sketch below
Hogged Joints

Battered Joint

832. Counteraction and Adjustment of creep: Rails have a tendency to move gradually in the
direction of the dominant traffic. It is believed to be caused by the ‘ironing out’ of yielding
track by the moving load, augmented by braking loads, and by the impact of the wheels
on the running-on ends of the rails, particularly at times when they are in a state of
expansion or contraction. Creep indicator posts, square to the track should be erected on
either side of the track on the cess at suitable intervals of not more than one km apart.
These may be unserviceable rail posts with chisel mark square to the joints. The top of
the post should be about 25 mm above the rail level and the amount of creep one way or
the other measured with a fishing cord stretched over the chisel marks. 1st OHE Post of
UP and DN line of every km will be used as Creep post for recording Creep in CWR. Arrow
mark on OHE posts will be marked and point of arrow should be 25 mm above rail level
and “CREEP MARK” will be written. Corresponding creep marks on web of the rail on non-
 gauge face. Creep records should be maintained in the proforma given in TMS. The
frequency of recording creep shall be every six months or more frequently in case the
section has been identified as creep prone. Creep over 20mm shall be permitted. By Creep
in rails sleeper may get out of square causing distortion of gauge, shearing of blots of
fishplates, create wide gap and bucking of the track in extreme cases.
a) In CWR section Creep posts will also be erected at Turnouts location as specified
below:
i. Actual Toe Switch/ACD location;
ii. Actual Nose of Crossing (ANC);

833. Adjustment of creep– Adjustments of creep should be carried out in the following
manner:
a) It is a good practice to adjust creep before the commencement of summer. It is
desirable to pull back the rails during the cool hours of the day.
b) Careful measurement of expansion gaps, as existing, should be done and appropriate
length, which can be dealt with in one operation should be chosen. The total amount
of gap in the length should be equal to the standard expansion gap required for the
temperature at the time, multiplied by the number of joints in the length.
c) Work should start at the running-on end of the length, commonly just beyond the
points and crossings or level crossings. The work of creep adjustments should be
carried out under the protection of engineering signals by the P. Way Supervisor as
envisaged in Para 1113 under traffic block.
d) When the value of total gap existing is more than the standard expansion gap
required for the temperature at the time of adjustment multiplied by the number of
joints, it is necessary to provide closure rails. When closure rails are put in, a speed
restriction of 30 Kmph should be imposed, which should be removed, when closure
rail is changed.

834. Buckling of Track (other than LWR)– Buckling of track occurs when high compressive
forces are created in the rails associated with inadequacy of lateral resistance in the track
at the place. A special watch should be kept on the junction of two stretches of track, one
liable to creep and the other held against creep. As one side of such a junction point is
held firmly against creep, the movement of rails due to creep from the other side is resisted
resulting in heavy compressive force being exerted, which will tend to buckle the track.
Jammed rail joints at such junctions are therefore an indication of the track being
subjected to undue strain.
a) Conditions, which induce Buckling– The following conditions create high
compressive forces in the rail:
i. Inadequate expansion gaps,
ii. Failure to counteract creep in time.
iii. Non-lubrication of rail joints,
iv. The lateral resistance gets impaired due to inadequacy of ballast and due to
carrying out of operations such as deep screening, lifting of track and slewing of
track, without adequate precautions.
 b) Precautions against Buckling– It should be seen that
i. Operations, which impair the lateral resistance of track, are not carried out when
rail temperatures are high.
ii. The greasing of fishplates is done before the hot weather sets in.
iii. The joint gap survey is done in the case of SWR and adjusted before the onset of
hot weather. Similarly, in case of free rail track, joint gaps should be adjusted
wherever necessary.
iv. Adequate precautions are taken to reduce creep as detailed.
v. Over tightening of fish bolts is avoided, but they should be reasonably tight.
vi. Particular attention is also paid to stretches of track, one liable to creep and the
other held against creep. Jammed joints at such junctions call for remedial
measures.
vii. Adequate shoulder ballast should be provided at all places.
c) Action on buckling of track– If a buckling does occur or appears imminent, the
track should be protected immediately with hand signal flags and detonators as per
the protection rules laid down. The buckled rails shall preferably be cut adequately
apart not less than 6.5 metres. The track shall then be slewed to the correct
alignment and cut rails of the required length shall be inserted to close the gaps
making do provision for welding of joints on both rails. The cut rails shall then be
connected by use of special fishplates and screw clamps and the line opened to traffic
with speed restriction. It may not be possible to do any more until the temperature
drops when the joints must be adjusted. Particular care must be taken to see that
the factors, which contributed to the buckling i.e. jammed joints, seized fishplates or
shortage of ballast, receive appropriate attention without delay.

INSPECTION AND MAINTENANCE OF TURN-OUTS

835. Measuring gauge of having stopper with uniform dia/width shall only be used for
measurement of gauge in Turnout portion.

Fit for use Fit for use Not fit for use
 B. Details of Check Rail length and Clearances of TO

TO Switch Length of Length of Length Length Length of Stretch of 44-

Angle Radius Check Check rail on ML side on TO side uniform 48 MM
rail of ML of X in mm Y in mm Check uniform
side in TO side in rail Clearance
mm mm Clarence
M in mm
1 2 3 4 5 6 7 8
1 in 555 m 6100 4700 1950 1450 1700 After SL No
12 (Flaring of (Flaring 70 to before
1 in 100) of 1 in SL No 75
100)
1 in 460 m 6100 4700 2200 1500 1400 After SL No
12 (Flaring of (Flaring 62 to before
1 in 100) of 1 in SL No 65
100)
1 in 441 m 4500 4500 1400 1400 1700 C/L of SL
12 No 69 toC/L
SL No 72
1 in 216 m 5800 4600 2200 1600 1100 Before SL
8.5 (Flaring of (Flaring No 43 to
1 in 100) of 1 in After SL No
100) 44

83 66 mm to 44 mm 44 mm uniform 44 mm to 66 mm 83
clearance clearance clearance
150 Y M Y 150
mm mm
On TO side

83 66 mm to 44 mm clearance 44 mm uniform 44 mm to 66 mm clearance 83

clearance
150 X M X 150
mm mm
On Main line side

Figure: Details of Check rail clearance for 1 in 12 with R = 555 and 460 m and 1 in
8.5 with 218 m

71 mm to 44 mm 44 mm uniform 44 mm to 71 mm
clearance clearance clearance
Y M Y
On TO as well as ML side
 Figure: Details of Check rail clearance for 1 in 12 with R = 441

C. Location of measuring wear in Crossing

TO Switc Distance/depth in mm Following Due to 1 in 20

Angle h TNC Dept Depth Distance Depth values are conicity of wing rail
Radiu to h wrt rail from ANC wrt rail to be the wing rail
s ANC wrt level at to level deducted machined edge top
rail ANC Location where from is D mm above
level where where nose measured running rail top so
at nose nose TH is Th is values of these values are to
TNC Th is 6 30 mm 30 mm wear of nose be deducted from
mm ( Value of at 30 mm measured wear of
X in mm) TH wing rails
1 in 555 116 60 8 269 4 6.6 2.6
12 m
1 in 460 108 60 8 252 4 6.6 2.6
12 m
1 in 441 198 60 6 162 4.5 6.3 1.8
12 m
1 in 218 71 60 8 179 4 6.6 2.6
8.5 m

D. Location and length of SR Machining after which uniform design gauge is

1676 mm.

TO Angle Switch Start of Start of 1:3 MC upto sleeper No and gauge between
Radius 1:3 MC of MC of SR running TR & SR
SR from from SRJ mm Location upto Gauge in mm
SRJ
1 2 3 4 5 6
1 in 12 555 m 693.5 8945 15 (uoto 2 station)
nd 1678
1 in 12 460 m 1090 7490 13 (upto 2 nd station) 1678
1 in 12 441 m 1400 8626 14 (upto 2nd station) 1676
1 in 8.5 218 m 1448 5298 8 ( upto 1st station) 1678
E.
134. Maintenanceof Torsional Type Back Drive: Measure the gap 60 (±3) at JOH, if the
parameter is not observing as per the given value then kindly follow the process given
below: -
b) The smooth movement of switch blade with respect to the slide chair will check
visually, if the smooth movement is not observed then clean the slide chairs & use
and check the position of roller and re-adjust.
c) Set the point in Normal condition/reverse condition as per requirement of
d) the situation for the gap adjustment at JOH.
e) Open the protection cap with the help of crowbar & also counter nut with the help
of spanner key 65mm.
 f) Adjust the adjusting piece with the help of spanner key 41mm as per requirement: -
ii. *Rotate clockwise to increase the gap at JOH (60 ±3).
iii. *Rotate anti-clockwise to increase the gap at JOH (60 ±3).
g) After adjustment, check once again the parameter if the parameter has found as per
given value, then tight counter nut & protection cap.
h) Provide oiling/greasing for the smooth movement of L.M. Stretcher Bar.
i) Check, whether all the chuck nuts are tightened or not.

For gap increasing For gap decreasing

836. MAINTENANCE of BACK DRIVE (non-torsion): Back Drive System for 1 in 12 turnout
DFCC to be installed in the opposite side of the point machine.

a) It is a mechanism connected with electric point machine used to maintain the

Gap at JOH of Switch Assembly by providing adequate force to the rails at JOH
through driving shafts linked with the idle stroke assembly.
b) The Back Drive couples to the Drive Rod of the point machine of turnout and
through a system of bell cranks and shafts transmits a force to one of the rear
switch rod in the turnout assuring that the switch lie fully against the stock rail
along the length of the switch.
c) Lost motion adjustment at the rear rod is obtained by using a very simple
arrangement of a threaded rod, jam nuts assuring simple adjustment and long
life.
d) It has maintainability by Simple adjustment with common hand tools in
maintainers kit.
a) Light weight components to eliminate the need for installation lifting equipment.
b) Common industrial sub-components permitting local replacement.
837. MAINTENANCE of BACK DRIVE (non-torsion)
a) Maintenance Preparation
i. Provide drawings of turnout, rodding and BACKDRIVE unit.
ii. Measure stroke of switchblades at the BACKDRIVE position.
iii. Determine the clearance.
iv. Measure the gap between closed switchblade and the stock rail.
v. Determine the stock rail distance and the gauge according to layout plan, if
necessary, readjust.
 vi. Determine the stroke of the rodding and the stroke of the blades at the first
setting level, if necessary, readjust.
vii. Provide drawings of turnout, rodding and back drive unit.
viii. Gap in both claw locks, Gauge in the first and second claw locks position, Locking
to be measured.
ix. Check that the sliding plates are properly clean.
b) The instructions listed below are valid for new installations and for conservation
works.
i. It must be verified that the distance between the sleepers where the clamp locks
are located is in accordance with the design.
ii. the following maintenance checks must be carried out on the already assembled
claw locks:
iii. Check that the distance between the locking box axis and the locking rod axis is
correct, and also check that the distance between the locking rod center in the
first clamp lock and the locking rod center in the second clamp lock is right
according to the design.
iv. Sliding are enabled by the locking rod and the locking strip, for this reason, an
outage is admitted according to the design.
c) ASSEMBLY STEPS: It is an assembly composed of various elements, all of them
conjugated with each other. Check that conditions in heading 5 are met
i. Any abnormality that exists in the fulfillment of these two conditions will cause
the assembly to stop until it is corrected by the railway staff, since they will be
warned by the Security Installations Personnel.
ii. If the real distance between the sleeper and the edge of the locking drive rod
is not in accordance with the design, may be caused by either the distance
between sleepers is not correct. Or there is an outage in the turnout.
iii. Engine-frame support assembly for the switch blade electric drive and the
squad base plate
iv. To assemble the frame support, this will be pre-installed over the squads base
plates according to the designed dimensions. In the following picture you can
see the support fixed to the base plates by the screws.
 v. Tongue rail electric drive system, including locking devices to assemble the drive
system, the dimensions indicated in the drawing will be taken into account.
 Pre-install the drive system with its screws.
 Install the point operating rod into the clamp lock.
 Tighten the driving system bolts with an indicated tensile force.
 Tighten the split pins and open its side pieces.
d) Assembly of the mechanical back drive system given the dimensions defined in
the plan. On this way, lock bars will be assembled following the next instructions:
i. The squads base plate is screwed to the drive frame, so when the frame is
installed according to the design, squads will be also installed in the correct
position, as you can see in the next picture.
ii. Once attached the drive frame support, screwed to it will be the squads base
plates, and in this way, attaching the frame support following the design
instructions you would also have correctly connected the squads of the driving
system.
iii. Once attached the two frame supports with the squads following the design
instructions, the two squads connecting rods and the pulley protection box
must be connected through rock bolts. The squads connecting rods have a
threaded area that allows to get shorter/longer depending on the motor stroke.
iv. When the connecting rods are attached to the squads and lying on the pulleys,
it must be verified that they are not blocked, and the movement is smooth when
you pull/push on.

First clamp
lock
frame
Pulley box

Connecting rods
movement sense

v. Once the correct movement of the connecting rods has been checked, the
squads must be hooked up to the clamp locks. Squads are attached to the clamp
locks by a bracket which allows lengthening or shortening depending on what
the clamp lock needs. Once the bracket is adjusted, the rock bolt that joins it
to the clamp lock has to be placed. Both, the squads and the clamp locks have
 two holes to fit when the regulation time.

Fork

Adjustment

e) Adjustment after assembly

i.The backdrive operating rods have a threaded area to be lengthen/shorten
depending on the motor stroke.
ii. The bracket and the bar that joins the two squads to the clamp locks can be
adjusted through the brackets threaded area. On this way, the gap between tongue
rail and stock rail, and the clamp locks locking can be adjusted. It must be
considered that if the gap is modified in one of the two clamp locks, it will be
modified in the other, because this, it will be necessary to calculate the average
of the measurements in both sides.
iii. When the back drive System assembly and regulation works are over, the lids
with their pins will be placed and also the connecting rods protective covers,
following the design instructions.
838. Maintenance of Spring Setting Device:
a) Check the symmetrical slewing movement of the levers. The permissible maximum
difference between dimension "a" and "b" for turnouts with symmetrical switch
throats or not super-elevated turnouts is 2 mm. Elongating a connecting rod
reduces the dimension "a" and vice versa. Tightening the stop screws will increase
the dimension "b" and vice versa. To keep the clearance, it is necessary to alter the
dimensions "a" and "b" jointly, e.g. shortening of "a" and elongating of "b" or vice
versa.
b) Check the clearance between switch rails and stock rails after several settings of
the switch.

c) Check the symmetrical slewing movement of the levers. The permissible maximum
difference between dimension "a" and "b" for turnouts with symmetrical switch
throats or not super-elevated turnouts is 2 mm. Elongating a connecting rod
reduces the dimension "a" and vice versa. Tightening the stop screws will increase
the dimension "b" and vice versa. To keep the clearance, it is necessary to alter the
dimensions "a" and "b" jointly, e.g. shortening of "a" and elongating of "b" or vice
versa.
d) Check the clearance between switch rails and stock rails after several settings of
the switch.
e) After completion of the functional test, the locknuts of connecting rods and the stop
screws have to be tightened and split pins must secure all Rail pins & bolts.
f) The ends of the split pins at Rail Pin on the switch rail foot must lay on the steel
washer.
g) Metallic sliding surfaces and threads have to be lubricated. Excess lubricant must
be removed.
h) Close cover and secure with spring plug.
i) Prior the opening to traffic or first passage over the turnout, the guaranteed fail-
safeness of the turnout as well as the clearance of the kinematic envelope has to
be checked.
839. Creep Monitoring Valve (Popularly known as Anti Creep Device):. Breakage of Creep
Monitoring Valve gives indication that rails in Lead portions are not properly destressed.
Design considerations of 1 in 12 T/Os are that the maximum expansion of rails from
starting of crossing to the ACD is 9.9 mm. In this case, the expansion exceeds from the
maximum designed gap of 7mm by 2.9mm, which is equivalent to 204 kN force. After
breakage of valve the creep at ATS shall be measured with respect to Chair plate to assess
the load on point Machine due to Creep. Breakage of Creep Monitoring Valve Pin can be
minimized by this reversal process of Creep Monitoring Valve i.e Pin & Fork. Creep
Monitoring Valve device is supplied and fitted with Turnouts. These Creep Monitoring
Valve device has already eccentric hole in Pin as well as in fork. The eccentricity in the
hole of Pin & Fork is provided intentionally. This eccentric hole will create a gap between
Pin & Fork when it is been opened from Tongue rail & Stock rail and then re-fix it by
making it upside down. On breakage of ACD the tip of TR creeps, but this creep is not
giving any trouble in operation of point, so DFC should not consider the ACD Breakage as
asset Failure and remove the ACD till next renewal of TR/SR. Observe the Gap of ACD at
SFT (during rising and falling rail temp) and if GAP in ACD is
a) If ACD is butting then possibility of kink formation in TR just beyond ACD, then
immediately remove the ACD
b) Less than 4 mm the reverse then reverse the female portion of ACD.
c) Customized the fork of ACD from OEM, or
d) Adjust the Gap to 7 mm on each side at SFT by cutting and rewarding the rail
e) Regular tightening of bolts of ACD with torque wrench shall be done at a maximum
torque of 900 Nm.
840. Inspection of Points and crossings:
a) The design gauge upto distance mentioned in column 4 of Para 132/D shall
be as per item Para132/A
b) Design gauge beyond distance mentioned in column 4 of Para 132/D shall
be 1676 mm.
c) Gauge tolerance in TO zone is -3 mm to +3 mm.
d) The Twist at 3 m chord length in TO shall not exceed 3.5 mm/m.
e) The check rail clearance opposite to nose of crossing shall be within 44 – 48
mm. This clearance has to be measures at locations mentioned in column No.8
of Para 132/B. Checkrail clearance in flared portion is to be measured at 100
mm from end of check rails ant should lie between 66 mm and 76 mm.
f) The Wing rail/Nose wear of X-ing measurement locations and values to be
deducted for different TO used in DFC are detailed in para 132/C.
g) The clarence at JOH (location where Head width of Tongue rail reaches 72 mm)
shall be 60 mm or more.
h) The Design trough of switch at ATS shall be 160 mm. The tolerance allowed in
through of switch shall be within -3 mm + 3mm.
i) The wear permitted in wing rail/ Nose of X-ing are as under:

Wear values R/C limit (in case of Wear based Condemnation

passing of upper limit after two round of
limit the reconditioning (The
reconditioning can reconditioning may be
be done with the increased beyond two rounds
approval of CTE) with the approval of CTE)
Wing rail 6 - 8 mm > 8 mm
Nose 3 – 4 mm > 4 mm
Switch (Vertical) 6-8 mm 8 mm
Switch (Lateral) 4- 6 mm 6 mm

j) Inspection of Thick web switches–The condition of stock & tongue rails

should be carefully examined, and badly worn and damaged stock and tongue
rails should be replaced. A tongue rail may be classified as worn/ damaged
when-
i. It is chipped/cracked over small lengths aggregating to 200 mm within a
distance of 1000 mm from its toe. Chipped length will be the portion where
tongue rail has worn out for a depth of more than 8mm over a continuous
length of 10 mm.
ii. It is badly twisted or bent and does not house properly against the stock
rail causing a gap of 5 mm or more at the toe, the limit described in the
IRSEM.
Following points should be taken care during maintenance:
841. Maintenance of Points and Crossing
a) General Maintenance
i. Correct spacing of sleepers should be ensured according to the standard
 layout drawings.
ii. The track geometry at the turnout should not be inferior to that applicable
for the route.
iii. The clearance, at the toe, at the JOH and at checkrail must be maintained
within the tolerances as prescribed.
iv. The chairs and fastenings and all other fittings must be properly secured.
v. Packing under the sleepers must not be loose/ defective especially under
crossing and the thick web switch.
vi. Cess should be low enough to permit efficient drainage and adequate depth
of ballast cushion should be provided.
vii. In case creep is observed at such layouts, the condition of elastic fastenings
may be examined, and suitable action be taken.
viii. Where large number of Points and Crossings are being maintained within a
specific area such as marshalling yards, large layouts of sidings, terminal
stations etc., regular cycle of maintenance covering all Points and Crossings
should be organized.
ix. Cleaning and Lubrication of points– At all interlocked and partially
interlocked stations, the Signal staff will be responsible for the periodical
cleaning and lubrication of all slide chairs in all points interlocked with
signals or provided with locks.
x. Alterations of Points– The position of points and crossings should not be
changed without approval of CTE
b) Maintenance of Switch
a) Wear on stock rail shall not exceed the limits laid down in Para 1203. However,
proper housing of tongue rails is to be ensured. Burred stock rail likely to
obstruct the lock bar, should be replaced, if necessary.
b) Rail Gauge ties, rodding etc. hinder proper packing and hence at the time of
packing points and crossing the signal staff should take out the rods and
stretcher bars etc.to facilitate proper tamping.
c) To check the housing of the tongue rail and also the throw of the thick web
switch, all non– interlocked points should be operated by hand lever and other
Points from the signal frame, when traffic permits doing so.
d) If the tongue rail is found to be not housing properly against the stock rail, the
defect must be rectified by the DFCCIL Staff in case of non- interlocked points
and jointly with signal and telecommunication staff, for interlocked or partially
interlocked points.
e) Tongue rail should, preferably bear evenly on all the slide chairs.
f) When the tongue rail is in closed position, it must bear evenly against slide
blocks.
g) The Stretcher bar connected to the pull rod shall be maintained jointly by the
DFCCIL staff.
h) All other stretcher bars shall be maintained by the DFCCIL staff Stretcher bars
insulated for track circuit purposes shall not be interfered with unless signal
staff are present.
i) Wear on thick web switches can be reduced by lubrication of the gauge face of
tongue rail.
j) Burrs Removal of Stock rail: Burrs larger than 1mm in the area of the
 running edge to be ground, whereby the shape of the rail head should not
change massively (running behaviour and derailment safety).
k) Burrs Removal of tounge Rail: Burrs larger than 1mm in the area of the
running edge and the contact to the stock rail head to be ground, whereby the
shape of the rail head should not change massively.

l) Burr to be ground Burr to be ground on switch rail

c) Maintenance of lead portion and turn-in curve–
i. At the time of laying, the correct sleeper spacing should be ensured to achieve
correct alignment of the lead curve. During maintenance, stations at 3.0 m
intervals should be marked, versines checked, and track attended as
necessary. The versine at each station in lead curve and turn in curve should
not be beyond 3 mm, from its design value, as a good maintenance practice.
ii. The versines of turn-in curves on loops should be recorded at stations at 3.0
m intervals on 6.0 m chord length during the inspection of points and crossings
to check the sharpness of the curve and rectified as necessary.
iii. The turn-in curve should also be checked for condition of sleepers and
fastenings.
d) Maintenance of checkrails: Checkrail clearance in flared portion is to be
measured at 100 mm from end of check rails ant should lie between 66 mm and
76 mm.
i. Remove or add spacer shims in the checkrail flange way until the correct flange
way clearance and checkrail effectiveness measurement is obtained.
ii. If the flange way is WIDE make sure that the correct check rail bearing plates
are fitted. If not, replace them with the correct bearing plates at time of
replacement of checkrail. Otherwise replace the checkrail.
iii. If the flange way is TIGHT replace the worn check rail bearing plates or grind
checkrail carrier rail overflow.
iv. Correct the flare at the end of the check rail.
v. Replace the checkrail, using the procedure in Replacing of Check rail, if it
cannot be repaired.
vi. For points, the Executive (Signal) will be responsible for keeping the
interlocking parts and apparatus in working order. As the slewing of the track
at points is likely to throw them out of adjustment, such work should not be
undertaken except in the presence of the Signal staff. On the advice of track
defects from Executive (Signal), Executive/P.Way should promptly attend to
them.
 vii. Date of Laying Points and Crossings– The month and year of laying a new or
second-hand points and crossings should be painted in white block letters on
the webs of thick web switches about 500 mm from the heel joint and the webs
of crossings about 500 mm from the joint connected to the lead rails.
842. Whenever any replacement of tongue rail or stock rail, on account of fracture, is
required, the same shall never be replaced individually.
a) Stock Rail & Tongue Rail shall always be replaced together, to achieve proper
housing.
b) If Stock Rail is defective or broken, keeping emergency traffic conditions in
mind, emergency repair of Stock rail alone may be taken up in rare cases and
trains at 20 km/h can be permitted.
c) If one side tongue rail is fractured, the traffic on other side tongue rail route,
which is intact, can be permitted, if it is main line, at a speed of 50km/h and
if it is diverging line at 20 km/h.
d) Traffic on routes where the tongue rail is broken shall be permitted only after
its replacement.
e) The speed can be relaxed to normal after permanent repair only.
843. Replacement of Defective/worn-out X-ing in CWR territory: The process of
replacement of crossing body is more or less similar to the replacement of defective
rails/weld in steps of (i) Emergency repairs (ii) Temporary repairs (iii) Permanent
repairs (iv) neutralising forces/De-stressing. It is to be done only when the rail
temperature is nearly equal distressing (between +/- 2 Degree). After taking traffic
block the defective/work-out X-ing shall be replaced after cutting the rails on 4
sides of T/O in such a way that 25 mm clear gap shall be available at the time of
welding of all 4 rails ends with X-ing ends. Following sequence shall be followed for
welding of X-ing for all 4 joints. The steps can be summarised as under:
a) Isolate the CMS Crossing by cutting all four sides of it including heat affected
zone.

b) Creep Anchors on alternate sleepers shall be provided on running rail going

towards the Cross over side of Turnout before cutting the rails for removing
the Defective X-ing for ensuring that the ACD gap of TO on other side of
crossover shall not get disturbed.
c) All fitting of the complete Tongue- lead rail length of main line side as well as
on Turnout side shall be opened and Tongue- lead rail complete length shall
be gently tamped with wooden mallet for releasing any locked up stresses.
Then adjust side clearances of ACD at 7 mm and insert some hard material
for ensuring no disturbance in adjusted side clearances of ACD. Then cut the
free end of lead rails in such a way to get a gap of 25mm for doing AT welds
between Lead rail and X-ing legs and complete the AT welding activity. After
 AT welding the 100% fitting of Tongue- Lead portion shall be fixed back.
d) All fitting of 150 m of mail line running rail shall be opened and AT welding of
main line rail end and X-ing legs shall be done. After completing AT welding
100% fittings shall be fixed back.
e) Before placing the new crossing over sleepers all the rubber pads shall be
replaced, if required.
f) Replace the fractured crossing with a new crossing.
g) Insert the closure rail piece of suitable size at all the four joints.
h) During replacement of CMS Crossing, it must be ensured that TNC positions
should not be disturbed & all the one-meter fish plated & clamped joints shall
be supported with wooden blocks.
i) After tightening all four joints of CMS Crossing, traffic shall be allowed at speed
of 20 km/h.
j) In case welding parties are not available first temporary repairs shall be carried
out similar to rail fracture at all four cuts by inserting rail closures (not less
than 6.5m length) at each cut and traffic is passed at restricted speed after
fish-plating and clamping and inserting all fittings. When welding parties are
available (two welding parties needed) and adequate block is also available
permanent repairs should be carried out similar to repairs of rail fracture at
all four closure rails.
k) At last 4th joint AT welding shall be done to connect the running rail of
crossover side.
l) Equalization of stresses shall be done up to length of anti-creep device from
toe of crossing and up to a length of 125m from back of crossing.
m) Normal speed now can be restored.
844. Replacement of Defective/worn-out Tongue Rail in CWR Territory: Before
taking traffic block the New Tongue rail shall be welded with 6.5 m length new 60
Kg rail (in order to avoid two AT welds within length of 6.5 m) on cess. After taking
emergency traffic block the defective Tongue Rail shall be replaced and fixed dully
adjusting the side clearance of ACD (@ 1 mm/2.5 Degree of Temp difference between
Td and Rail temperature at time of adjusting the side clearance of ACD) and some
hard material shall be fitted in adjusted side clearance of ACD. Then the required
gap shall be created for doing AT welding by cutting end portion of lead rail. After
welding is complete the hard material fixed in ACD gap should be removed after
ensuring all fitting of Tongue Rail/Lead rail portion of turnout. The complete
activity is to be done as far as possible when Rail temperature is between Td -2.5 to
Td + 2.5 Temperature.
a) All fixtures like S&T gears & SSD shall be disconnected.
b) A cut mark near AT Weld (including the HAZ portion of weld) shall be done
c) For replacement of Stock rail, two cuts on Stock Rail, (one at SRJ & another at
junction of lead rail, including HAZ portion of weld), shall be done.
d) For replacement of Switch rail, one cut at Junctions of Switch Rail & lead rail
covering heat affected zone portion of A.T. Weld shall be done.
e) All fixtures and fasteners are then removed from Stock and Switch Rail
f) Replace the fractured / defective Tongue and Switch Rail unit
g) Adequate size of Rail closures is then inserted at all three joint locations and
then tightened with one-meter-long fish plate and clamps
 h) All fixtures and fasteners are again put back at their proper place and
tightened.
i) All activities of replacement of Switch Rail/Tongue rail shall be done in
presence of S&T staff.
845. Replacement of Defective/Worn-out Stock Rail in CWR territory: It is to be done
only when the rail temperature is nearly equal distressing (between +/- 2 Degree).
Procedure is as follows:
a) All fixtures like S&T gears & SSD shall be disconnected
b) For replacement of Stock rail, after taking traffic block two cuts on Stock Rail,
(one at SRJ & another at junction of lead rail, including heat affected zone
portion of weld), shall be done (fig).

Figure 8.19

c) For replacement of Switch rail, one cut at junctions of Switch Rail & lead rail
covering heat affected zone portion of A.T. Weld shall be done (fig).
d) All fixtures and fasteners are then removed from Stock and Switch Rail
e) Replace the fractured / defective Tongue and Switch Rail dully adjusting the
side clearance of ACD @ 7 mm on both side of ACD and some hard material
shall be fitted in adjusted Gap of ACD.
f) In case adequate welding parties are available (three welding parties needed)
and adequate block is also available permanent repairs should be carried out
similar to repairs of rail fracture at all three cuts.
g) After 3 AT welds are done, hard material fixed in ACD gap should be removed
after ensuring all fitting of Stock Rail portion of turnout
h) In case welding parties are not available first temporary repairs shall be carried
out similar to rail fracture at all three cuts by inserting rail closures (not less
than 6.5m length) at each cut and traffic is passed at restricted speed after
fish-plating and clamping and inserting all fixtures and fittings. When welding
parties are available permanent repairs should be carried out like repairs of
rail fracture at all four closure rails.
i) FB Plant with Super puller shall be placed 500m away and excess/short length
of rails to be adjusted if required.
j) Equalization of stress over 250 on either side of Turnout shall be done similar
to permanent repairs of rail fracture.
k) Check for proper Switch housing, ACD gaps, S&T installations. After jointly
certifying by S&T and Engineering supervisors, Traffic block is cancelled, and
train is allowed at normal speed.
Note:
i. All activities of replacement of Switch Rail/Tongue rail shall be done in
 presence of S&T staff.
ii. In case of fracture, if the fractured location on Switch Rail is between ATS and
ACD, Gap at fractured location shall not be considered during repair work. If a
fracture is between ACD & Junction of lead rail, gap at fractured location must
be considered while repair is going on.
iii. Before carrying out welding of another end of lead rail which is welded the
tongue rail the position of anti-creep device must be ensured for matching
with initial laying position.
iv. If adequate block and welding teams are available, temporary repairs can be
skipped and straight away permanent repairs should be done after emergency
repairs. (preferable).
846. Exchange of check rail
a) Secure the check rail and loosen and remove the bolts.
b) Lift out the check rail and replace it with a new one.
c) Align the holes of the check rail with the holes in the chairs.
d) When the check rail is properly secured, place the bolt from inside of the check
rail and fix it with a double spring washer and a nut. Repeat for the rest of the
check rail chairs.
e) Measure the check gauge and gauge and compare with values given on the
layout
f) drawing.
g) If the check gauge is too small, it can be adjusted by placing shims between
chairs and check rail.
h) Check the relative position of the check rail to the crossing according layout
plan. If necessary, readjust by shifting sleepers respectively the rail seats.
i) Tighten the bolts with the torque given on the drawing.0

847. Robotic Reconditioning of CMS Crossing: - Robotic Welding Technology is to be

used for in-situ reconditioning of Weldable CMS crossing on all running lines
including loop lines. The life of CMS crossing, based on wear is 250 GMT with three
rounds of reconditioning. Reconditioning activity after three rounds of
reconditioning shall be decided by CTE/DFCCIL. Selection of Points and Crossings
for Reconditioning is as following:
a) CMS crossings to be reconditioned by robotic welding should be in good
condition and certified by the Sectional IMSD for their suitability for
reconditioning and should normally not have exceeded specified limit of wear.
b) Crossings containing cracks on the worn-out portion having depth more than
3 mm (as determined by gouging) beyond the condemning size shall not be
 selected for further reconditioning.
c) The Crossings having internal defects should not be reconditioned.
848. Robotic Reconditioning: - The Robotic Welding technique uses a computer-
controlled arc-welder that utilizes a coated wire without gas to eliminate operator
exposure to weld fumes. The records of all welding Parameters and events are stored
in memory for later reference. OEM shall guarantee minimum 80GMT life after
reconditioning. For detailed welding process the manufacturer's manual may be
referred to.
849. Competency of reconditioning welder: It is essential to maintain the horizontal
and vertical slops of CMS crossing as per the drawing. It is different from railways
and flattening of slop will reduce life of CMS crossings. The OEM shall further issue
the competency certificate of the welder for the type of CMS Crossing from the
circulated list of RDSO. A copy of competency certificate with identity card should
be available with welder at the site of reconditioning.
850. Periodical Inspection of Reconditioned Points and Crossing:- After laying in
track, the resurfaced points and crossing shall be inspected quarterly in order to
record the amount of wear on the nose, left wing and right wing rail and also for the
structural soundness, presence of disintegration or any other defects. The Location
where wear is to be recorded after reconditioning is to be as per OEM Performa.

851. DESTRESSING AT SWITCH TOES

X1X2 = pulling points IRM = inner reference mark (see

Note2)
L1 = 18m approx.
ORM = outer reference mark
L2 = 90m minimum
L3 = distance from the switch tips to the ACD
Anchor: see para. 2.20.7
Notes:
(1) Reference points will be required within L2 if L2 > 90m
(2) The IRM is next to the switch toes on the first plain sleeper, which shall
be unclipped.
To maintain squareness across the switch toes, and to maintain the SFTs
of the rails within 6°C of each other, it may be necessary to stress both rails
even if only one half-set of switches has been disturbed (e.g. through
maintenance replacement).
Method: 1.
i. Choose the position for the tensors, X1X2, approximately 18m (L1) from the
switch toes and mark the reference mark points for each anchor length.
 ii. Cut rails atX1X2. The first cut may be gas cut. Cut length of the rail shall
be 1m or as per instructions of the Tensor OEM Manual.
iii. Unclip both rails and place on rollers from the switch toes for a distance of
L1+L2.
iv. Mark both rails clear of the tensor positions and, when necessary, provide
reference points on unfastened sleepers/housings in the plain line
corresponding to the marks.
v. Calculate the extension required for L1+L2 and the pull force.
vi. Cut again, allowing for the extension and the welding gap.
vii. Fit the tensors at X1X2 and apply tension to both rails until the required
extension or calculated pressure is achieved.
viii. Check reference mark points to ensure that the anchors have held and check
the switch toe dimensions.
ix. Remove all rollers and replace pads, insulators and clips, remove tensors,
ensure that all cribs are filled with ballast,sleepers packed and do necessary
welding including rail changing with minimum rail length and welding
debris removed.
x. Arrange for switch detection to be checked and, if necessary, adjusted.

852. DESTRESSING AT A CROSSING VEE

The rails attached to the back of the crossing shall be destressed as follows:
X = pulling points, ideally at mid-point of L
IRM = inner reference mark (seeNote 2)
ORM = outer reference mark
L = 18m minimum
Anchor : see para. 2.20.7
Notes:
(1) Reference points will be required within L if L > 90m
(2) The IRM shall be behind the crossing vee even if the anchor (measured from anti-
creep device at the switch heel) is thereby longer than required by para. 2.20.7 Both
rails shall be destressed to the same SFT in order to prevent any tendency to rotate
the crossing.
Method:
i. Choose the position for the tensors, X, and mark reference mark points for
each anchor length.
ii. Cut rails at X. First cut shall be gas cut. Cut length of rail shall be 1m or as
per instructions of the Tensor OEM Manual.
iii. Unclip both rails and place on rollers for a distance of L.
iv. Mark both rails clear of the tensors and, when necessary, provide reference
 points on unfastened sleepers/housings corresponding to the marks. Provide
reference mark marks for each anchor length.
v. Calculate the extension required.
vi. Cut again, allowing for the extension and the welding gap.
vii. Fit the tensors at X and apply tension to both rails until the required extension
or calculated pressure is achieved.
viii. Check the reference mark marks to ensure that the anchors have held.
ix. Remove all rollers and replace pads, insulators and clips, remove tensors,
ensure that all cribs are filled with ballast, sleepers packed and do necessary
welding including rail changing with minimum rail length and welding debris
removed.

The rails alongside the crossing, i.e. the stock rail continuations, shall be
destressed as follows:

X= pulling points, ideally at mid-point of L

IRM = inner reference marks
ORM = outer reference marks
Anchor see para. 2.20.7
Any movement of the stock rail at the switch toe shall be minimised: the
effect of destressing the stock fronts is likely to compensate. Having
established the anchors, the method is the same as above.

853. DESTRESSING BETWEEN SWITCH HEEL AND CROSSING VEE: After the stock
rails have been distressed, the switch rails/Tongue rails shall be set to the correct
position relative to the stock rails. With a welding gap at a suitable position in each
closure rail, and all fastenings on the toe side of that gap released, the switch rails
shall be adjusted longitudinally so that the pin (assumed to be fitted to the switch
rail) of the anti-creep device is central within the fork at a rail temperature of tm+10
degree Celsius. Interpolation shall be made for intermediate temperatures. After the
correct adjustment of switch and the stock rail, insert two steel wedges into the
7mm gaps on either side of the pin. Remove the wedges only after the neutralization
of forces on either side of the weld. The maximum tolerable force occurs after
approximately 40m, so closures longer than this should be de-stressed. If distance
“L” in the diagram precludes the use of tensors, rollers, and suitable weld-to-weld
distances, natural destressing shall be used. Movement of ACD and crossings shall
 be minimized by selecting appropriate pulling points.

X =pulling points
IRM = inner reference marks
ORM = outer reference marks
Anchor 1, in each closure rail, is from the first fastening at the heel, and at least
20m long, or two sleepers per degree C difference between rail temperature and SFT,
whichever is longer.
Anchor 2, incorporating the crossing and each rail behind, is to commence at the
crossing weld and be of a length according to para. 2.20.7. Both rails shall be
destressed during the same shift.
Method:
i. Choose the position for the tensors, X, approximately midway between the two
IRMs.
ii. Cut rails at X. First cut shall be gas cut. Cut length of rail shall be 1m or as per
instructions of the Tensor OEM Manual.
iii. Check setting of anti-creep device: if necessary, adjust by placing temporary
steel wedges to correct gap (7mm). Reclip anchor 1, leaving length L unclipped,
and place L on rollers.
iv. Mark both rails clear of the tensors and provide reference points on unfastened
sleepers/housings corresponding to the marks. Provide reference mark marks
on each anchor length.
v. Calculate the extension required for L. Note it differs for 1:8.5 and 1:12.
vi. Cut again, allowing for the extension and the welding gap.
vii. Fit the tensors at X and apply tension to both rails until the required extension
or calculated pressure is achieved.
viii. Check the reference mark marks to ensure that the anchor has held and check
the switch toe dimensions.
ix. Remove all rollers and replace pads, insulators and clips, remove tensors,
ensure that all cribs are filled with ballast, sleepers packed and do necessary
welding including rail changing with minimum rail length and welding debris
removed
x. Arrange for switch detection to be checked and, if necessary, adjusted.

854. Destressing of CWR & Turnouts in CWR naturally: The process is as follows:

a) We should wait till the rail temperature is likely to be with in TD+-2.

b) Impose Speed restriction of 30 Kmph on Main line as well as loop line.
c) The complete crossover shall be isolated from running rails of Main line and
loop line by cutting the rails at 150 m ahead of SRJ, 150 m after back leg of
crossing ant main line as well on loop line also and fix joggled plates with 4
clamps before allowing the traffic under SR of 30 Kmph.
d) After ensuring adequate availability of labor avail traffic block for natural
distressing of complete crossover when rail temperature is Td - 2 (on rising
temp trend)/ Td + 2 (of falling temp trend).
e) In traffic block 100% fittings of cross over portion of track as well as plain
tracks upto the point where the running rails are cut are to be removed without
disturbing the X-ing locations. With the wooden mallet the rails are to be
tamped to release any locked-up stresses in rail.
f) Then the ACD side clearances at all 4 ACDs are to made 7 mm and some had
materials shall be fixed in side gaps (for avoiding any change in fixed side
clearances of ACDs). Fix back 100% fitting of entire opened track including
150 m plain track on all 4 ends of crossovers.
g) Insert the required thickness rail closers and fix the JFP at all 8 joints and
cancel the traffic block with SR of 30 Kmph.
h) Take suitable block and to AT/FBW by using Tenser/super puller for welding
of 8 JFP joints.
 CHAPTER 9
MAINTENANCE OF TRACK IN TRACK CIRCUITED AREAS
901. Provision and Maintenance of Signaling Fixtures in Track:-
a) Provision of signaling fixtures in track –No signal fixtures/installation, which
interfere with maintenance of track should be provided on track unless the
approval for same is available from Chief Track Engineer.
i. Precautions to be taken while working in axle counter area– As a policy, axle
counters have been provided in DFCCIL and track circuits are not there. As
such no special precautions are required. However, the Executive P. Way
should instruct the P.Way staff to work carefully while working near MSDAC
and other S&T gears.
ii. S&T Department shall make arrangements for the opening of signal rod, signal
gears, other installations etc. to facilitate mechanized track maintenance.
iii. No hole shall be drilled in the rail for providing S&T fixtures. It shall be with
proper clamps. The decision of CTE is final.

MAINTENANCE OF TRACK IN ELECTRIFIED AREAS

902. General Instructions and general knowledge of Staff:-
a) Every civil engineering official working in electrical traction area shall be in
possession of a copy of rules framed for the purpose of the operation of the
Traction Power Distribution system pertaining to Engineering Department
and ensure that staff working under him are also acquainted with the rules.
He will ensure that rules pertaining to carrying out engineering works are
strictly observed.
b) All electrical equipment, every power line or cable shall be regarded as being
‘live’ at all times. No work shall be commenced adjacent to any electrical
equipment except on authority issued in writing by a competent official of the
Electrical Department to the effect that the equipment has been made dead
and earthed.
c) Defects in Overhead Equipment – Defects or break-downs in the overhead
equipment including track and structure bonds noticed by the Engineering
staff shall be reported immediately to the Traction Power Controller. When
defects in the overhead equipment that are likely to cause damage to
pantographs or trains, are noticed and it is not possible to convey information
to Station Masters or TPC to enable them to issue caution orders, the line shall
be protected by the staff noticing such defects according to G&SR (DFC).
d) Traction Bonds – On DFCCIL ariel and buried Earth Conductors have been
provided for carrying the return current in electrified areas. In addition, traction
bonds have also been provided as second line of defense and the return current
fully or partially flows through the rail. To ensure reliable electrical circuit
continuity and to ensure proper earthing in case of leakage of current, traction
bonds are provided at suitable places and maintained by the Electrical Traction
Department.
e) Other steel structures such as foot-over bridges, sheds, etc., in the vicinity of
O.H.E. lines are also provided with separate earthing and connected to rails
through similar structure bonds.
f) No hole shall be drilled in the rail for providing Traction bonds. It should be with
 proper clamps. In case it is essential to drill a hole it can be done only with the
approval of CTE DFCCIL and has to be at neutral axis and properly chamfered.
g) While carrying out the track maintenance, various OHE gears should be
removed, wherever they interfere with the maintenance activities so as not to
cause any damage to such fixtures.
903. Special Instructions to Staff Working in Traction Area:- Precautions are required
to be taken on account of following-
a) Proximity of a Live Conductor – The risk of direct contact with live O.H.E. is
ever present while working in electrified sections such as for painting of steel
work of through spans of bridges and platform cover.
b) Build up of potential due to return current in rails – The return current in the
rails may cause a potential difference –
i. Between rail and the surrounding mass of earth.
ii. Between two ends of a fractured rail.
iii. Between earth and any other metallic mass.
904. The following precautions should be taken while working in traction areas-
a) No work shall be done within a distance of two metres from the live parts of
the O.H.E. without a ‘permit-to-work’.
b) For work adjacent to overhead equipment the Engineering Inspector shall
apply to the proper authority sufficiently in advance for sanctioning the traffic
and power block required.
c) The Traction Power Controller through Traction Foreman will arrange to
isolate and earth the section concerned on the date and at the time specified
in consultation with the Traffic Controller. He shall then issue ‘permit-to-
work’ to the Executive /P.Way. On completion of the work the ‘Permit-to-work’
should be cancelled and Traction Power Controller advised, who will then
arrange to remove the earth and restore power supply.
d) No part of the tree shall be nearer than 4 m from the nearest live conductor.
Any tree or branches likely to fall on the live conductor should be cut or
trimmed periodically to maintain the safety clearances. The responsibility for
wholesale cutting of the trees, i.e. cutting of tree trunks, will rest with the
Engineering Department. In the electrified territories, however, the cutting of
the trees shall be done by the Engineering Department in the presence of
authorized TRD staff to ensure safety and satisfactory completion of the work.
The day to day trimming of the tree branches, wherever required, to maintain
the 4 m safety clearances from OHE shall be done by the authorized TRD staff
and Supervisors.
e) In case of dispute, the decision whether to cut or trim a tree, shall be taken
through a joint inspection of Engineering and Electrical officials.The decision
of CGM is final.
f) The modalities to be adopted for cutting/ trimming of the trees i.e.
contractually or departmentally, may be decided by the respective
departments based on local conditions. Accountal and disposal of trees cut
wholesale will be done by the Engineering Department. While the disposal of
the trimmed tree branches will be the responsibility of the TRD Department.
No fallen wire or wires shall be touched unless power is switched off and the
wire or wires suitably earthed.
g) Work on Signal Gantries – Staff working on signal gantries and similar
structures adjacent to Live Overhead Equipment shall not use any measuring
tapes, tools and Materials when there is a possibility of their being dropped
or carried by wind on to the live overhead equipment.
h) Earth Work – For excavation work adjacent to tracks, the following action is
taken
i) Intimation should be given to the concerned officers of the Electrical General
services and also S&T Department, since all the S&T and Electrical lines are
cabled on account of Electrical Induction.
j) Cable markers showing location of cables are provided by the Traction
Department. In addition, the cables are protected by tiles and bricks, and
during excavation if workmen come across such tiles or bricks in an arranged
manner, they should at once report the matter to the higher officials. Any
further excavation should be carried out only in the presence of the
authorized staff of Electrical Traction and or S&T Department as the case may
be.
k) Alteration to Tracks – The relative alignments of the centerline of the track
with respect to the alignment of the contact wire must be maintained within
the specified tolerances. This applies to both horizontal and vertical
clearances. Slewing or lifting of track must not be done outside the agreed
maintenance limits, unless the position of the contact wire is altered at the
same time. Adjustment of cant has a magnified effect of the horizontal
displacement of the centerline of the track with respect to the alignment of
the contact wire.
l) Horizontal clearances to structures within the limits laid down in the
Schedule of Dimensions must be maintained. For Slewing or alterations to
track involving adjustment of contact wire (outside the agreed maintenance
limits) sufficient notice should be given to the traction staff so that they
arrange to adjust the overhead equipment.
m) Alterations to Track bonding – All bonds removed by the staff of the
Engineering Department shall be replaced by the staff of the Engineering
Department and all such removals and replacements shall be reported to the
Electrical Engineers, Traction Distribution in-charge, concerned without
delay.
n) Working of Cranes – No crane shall be worked except on the authorized
‘permit- to-work’. In every case of working a crane, arrangements should be
made for the presence of authorized overhead equipment staff to ensure that
all safety precautions are taken.
o) Inspection of Tunnels – For inspection of roofs and sides of a tunnel, the
overhead equipment shall be rendered ‘dead’. Special insulated apparatus
should be used if sounding the unlined portions to locate loose rock in the
roof and sides, is required to be carried out, when the overhead equipment is
‘live’.
p) As far as possible closed wagons shall be used for Material trains. In case
open or hopper wagons are used, loading and unloading of such wagons in
electrified tracks shall be done under the supervision of an Engineering
Official not below the rank of an Executive /P. Way, who shall personally
 ensure that no tool or any part of body of the workers comes within the
‘danger zone’ i.e., within 2 m of O.H.E.
q) Steel tapes or metallic tapes with woven metal reinforcement or metallic staff
should not be used in electrified tracks. Linen tapes are safer and, therefore,
should be used even though they are not accurate.
r) The top foundation blocks in electrified structures should be kept clear of all
Materials.
905. Maintaining Continuity of Track: -
a) During maintenance or renewal of track, continuity of the rails serving
electrified tracks shall invariably be maintained. For bridging gaps which may
be caused during removal of fish-plates or rails, temporary metallic jumpers
of approved design shall be provided as under. The necessary jumper will be
provided by the Electrical Department on requisition.
b) In case of rail fracture, the two ends of the fractured rail shall be first
temporarily connected by a temporary metallic jumper of approved design (as
shown in the sketch below). In all cases of discontinuity of rails, the two parts
of the rail shall not be touched with bare hands; Gloves of approved quality
shall be used.

c) In the case of track renewals temporary connection shall be made as shown

in Annexure 9/2.
d) In the case of defective or broken rail bond, a temporary connection shall be
made as shown in point b above.
e) Before fishplates are loosened or removed temporary connection shall be
made as in sub-Para (c) above.
f) Additional precautions in A.C. Traction Area:-The following additional
precautions are required to be taken in A.C. traction areas:-
i. Build-up of potential due to induction in metallic bodies situated close
 to O.H.E. – It is important to note that dangerous voltages may be
induced in metallic masses such as fencing posts in the vicinity of
traction conductors. To avoid possibility of shock due to such voltages,
the metallic structures are bonded together and earthed.
ii. Unloading of rails – When unloading rails along tracks, care shall be
taken to ensure that rails do not touch each other to form a continuous
metallic mass of length greater than 300 meters.
iii. Permanent way staffs are advised to keep clear of the tracks and avoid
contact with the rails when an electrically hauled train is within 250
m.
906. Fire in Electrified Areas:-The Permanent Way Officials noticing a fire likely to
result in loss of life or cause damage to property shall take all possible steps to prevent
it from spreading and to extinguish it. In case the fire is on adjacent to any electrified
equipment, the Permanent Way Official shall make no attempt to extinguish the fire
but shall report the occurrence of fire to the nearest Station Master by most
expeditious means.
907. Permanent Way Tools: -Permanent Way tools (insulated and un-insulated) along
with gloves shall be used in a manner as approved by the Chief Track Engineer.
908. Treatment of Persons Suffering from Electric Shock: -When persons receive
electric shock, practically in every case they can be revived with prompt application
of First Aid.
909. Method of Resuscitation – The method of resuscitation resorted to should be that
known as artificial respiration. The efforts to restore breathing must be continued
regularly and with perseverance and must not be discontinued until a doctor has
taken charge of the case.
910. Accident to Power Lines of outside Bodies: -The Engineering Inspector shall be
in possession of the name and address of the officer-in-charge of each power line
across Railway land to enable an immediate report of any defect or accident
appertaining thereto being made, under advice to the IMD In-charge and DY.CPM
 Chapter 10
TRANSPORTATION OF MAN AND MATERIAL ON TRACK

PART - ‘A’ - WORKING OF TROLLIES, MOTOR TROLLIES AND LORRIES

1001. The Rules for working trollies, motor trollies and lorries are contained in Para 15.18
to Para 15.28 of Chapter XV-B of General Rules for Indian DFCCILs,
supplemented by the Subsidiary Rules issued by individual DFCCILs. The
instructions contained in this chapter are in amplification of these rules and will not
supersede the general and subsidiary rules of DFCCILs.
1002. Distinction between Trolley, Motor Trolley and Lorry–
a) A vehicle which can be lifted bodily off the line by four men shall be deemed to
be a trolley. Any similar but heavier vehicle (which includes Dip Lorry) shall be
deemed to be a lorry.
b) Any trolley which is self-propelled, by means of a motor, is a motor trolley.
c) A trolley shall not, except in cases of emergency, be used for the carriage of
permanent way or other heavy material, and when a trolley is so loaded, it shall
be deemed, to be a lorry.
1003. Certificate of Competency-
a) No trolley, motor trolley or lorry shall be placed on the line except by a qualified
person appointed by special instructions.
b) Such qualified person shall accompany the trolley, motor trolley or lorry and
shall be responsible for its proper protection and for its being used in
accordance with special instructions.
c) The qualified person shall hold a certificate of competency w
d) Staff in whose favour a certificate is issued should be literate, having knowledge
of Hindi or other local languages, should have passed the prescribed medical
test and should be conversant with the rules for working of trollies, motor
trollies and lorries, as the case may be. The certificate of competency will be
issued for a specified period by an officer authorised to do so and renewed
periodically.
1004. Officials Permitted to use Trollies, Motor Trollies and Lorries– Subject to their
being certified competent, the following officials of the Engineering Department are
permitted to use Trollies/Lorries:
a) Trollies/Lorries–
i. All officers and IMSD In charge/IMSD Sectional of Engineering Department.
ii. MTS/Junior Executive, Head Trolley men as may be authorised.
b) Motor Trollies– All officers of Engineering Department, motor trolley Drivers and
such IMSD In charge/IMSD Sectional as may be authorised.
1005. Responsibility for Safe Working–
a) The official-in-charge of Trolley/Motor Trolley/ Lorry is responsible at all times
for its safe working. When more than one person holding competency certificate
travels in a trolley, the official-in-charge of the trolley is responsible for its safe
working.
b) It shall be clearly understood by officers and staff that they are to take every
possible precaution and protection against accidents. Moter trolley should be
 used under block protection.
1006. Efficient Brakes– No Lorry, Trolley or Motor Trolley shall be placed on the line
unless, it is fitted with efficient brakes. The brakes should be tested before the
commencement of each journey. It will be the responsibility of the official-in-charge
to ensure the adequacy of braking.
1007. Attachment to Trains Prohibited– No Trolley/Motor Trolley/Lorry shall be attached
to a train.
1008. Working on Track Circuited Sections and Sections Provided with Axle counters–
DFCCIL shall issue joint circular for the working of Motor Trollies in Block sections.
1009. Numbering of Trollies/Motor Trollies/ Lorries– Each Trolley/Motor Trolley and
Lorry shall be marked with its number, code, initials of the department, the
designation and headquarters of the official-in-charge.
1010. Conveyance of Trollies/Motor Trollies/ Lorries by Trains–
a) When loading a motor trolley with petrol in the tank, it shall be ensured that
i. The flow of petrol in the carburettor has been cut off;
ii. Any pressure has been released from the tanks;
iii. The tank is in sound condition and closed by a well fitted cap;
iv. The engine has been run by the official- in-charge until the carburettor has
become exhausted and the engine stops automatically.
1011. Trollies, Motor Trollies and Lorries not in use–
a) A trolley, motor trolley or lorry, when not in use shall be placed clear of the line,
and wheels thereof secured with a chain and padlock.
b) Whenever possible, motor trollies, should be placed in a shed, the key of which,
shall be in the possession of the official-in-charge.
1012. Conveyance of Non-DFCCIL Officials– Trollies shall not be used for the conveyance
of persons other than DFCCIL officials. In special cases, Magistrates, Police, Civil,
Military, Medical and Forest Department Personnel or a person requiring medical
aid, may be conveyed by trolley by order of the competent authority (IMD INCHARGE
or above), after a bond on form in Annexure - 11/6 is signed indemnifying the
DFCCILs against all liabilities and risks. Contractors and their Agents may be
conveyed on trolley in connection with works, provided they have executed a general
indemnity bond similar to Form Annexure -11/6.
1013. Equipment for Trolley / Motor Trolley / Lorry – Each trolley/motor trolley/lorry
shall have the following equipment:
a) Two hand signal lamps/Tri colour LED Flashing hand signal lamp
b) Two red and two green hand signal flags;
c) Detonators 10 Nos;
d) A chain and a padlock;
e) A motor horn and a search light (for motor trolley only);
f) Two banner flags and additional detonators (for lorry only); and
g) Such other articles as may be prescribed by the DFCCIL Administration in this
behalf.
Note– The official-in-charge of the trolley/motor trolley/lorry shall also be in
possession of a watch in addition to the prescribed equipment.
1014. Signals for Motor Trolley / Lorry–
a) Day Signal– Every trolley, Motor trolley or Lorry when on the line shall show a
red flag by day, fixed to a staff which will be placed on a socket and
 conspicuously visible in both directions.
b) Night Signal– On a double line the night signal shall be red light in the direction
from which trains are expected and white in the other direction and on a single
line, red in both directions. Where on double line, single line working is
introduced, the night signal should be as per a single line. When working within
the station limits, the light displayed at night shall be red in both directions.
c) Signals within long tunnels– On sections where there are long and dark tunnels,
the night signals prescribed must be displayed during the day in addition to the
red flag, in the case of Trollies, Motor trollies and Lorries. In the case of thick
foggy or tempestuous weather impairing visibility, light signals must be
displayed in addition to the red flag.
1015. Working of Motor Trollies/Moped Trollies –
a) A motor trolley may be worked under block protection, as may be prescribed by
the DFCCIL Administration.
b) Working under block protection–
i. A motor trolley should be run only under block protection.
ii. When a motor trolley that is worked under block protection breaks down in the
block section, the official-in-charge should remove it clear of the line and send
a written/DFIS advice to the nearest Station Master/Block Hut -in-charge
returning the line clear ticket or token or in the case of a motor trolley when the
token has been clamped for a preceding train the key of the padlock. He should
not replace the motor trolley on the line without the written/DFIS permission
of either Station Master/Block Hut-in-charge at the end of the block section
concerned. On arrival at the other end, the official- in-charge will deliver the
authority to the Station Master after the trolley has arrived complete.
c) Following a Train/Motor Trolley– Motor trolley may follow another motor trolley
in the same block section during day light hours and in clear weather under
special instructions issued by the DFCCIL Administration.
1016. Working of Lorries –
a) Mode of working of lorry– Lorries should be worked only under block protection.
Lorries in all cases should be pushed and never pulled. Riding of persons on
the same is prohibited.
b) Manning of Lorries–, Lorry must be accompanied on foot by not less than four
men in addition to the number of men required for expeditiously loading and
unloading materials being conveyed on the lorry.
c) Actual working of lorry–
i. It will work under traffic block.
ii. He should, after completion of his work remove his lorry and clear traffic
block.
iii. In case the lorry is off loaded in the mid-section and the section is clear,
the traffic block may be cancelled on DFIS.
1017. Working in Station limits This has to be done under traffic block.–Rail Dolleys –
a) Rail Dolleys should work under traffic block protection.
b) Rail dolley is a device with two or more wheels, which in balanced condition,
can be moved manually on one rail of track and can carry one rail/sleeper in
suspended condition. When necessary, the suspended material can be dropped
and rail dolley cleared off the track.
 c) Every rail dolley shall be manned by not less than 2 able bodied persons. The
person- in-charge for the working of rail dolly’s shall be a DFCCIL official not
lower in rank than a MTS. The official in-charge should have passed in medical
category A-3 and must hold a valid certificate of competency for working rail
dolleys. Certificate of competency shall be issued by IMSD incharge of the
section who must satisfy himself that the person to whom competency
certificate is being issued is fully aware of the rules for the working of rail dolleys
and is also well acquainted with the concerned section.
d) Working of Rail Dolleys–
i. The DFCCIL official in-charge of rail dolleys must inspect the section in
advance particularly in reference to heaping of ballast, girder bridges and
any other special features which make it difficult to drop the material He
shall get the ballast heaps
ii. Not more than 6 rail dolleys should be worked in a group in any one block
section.
iii. Every rail dolley/group of rail dolley when on line shall exhibit a red flag.
iv. The rail dolley shall be protected by a flagman at 1200 metre from the rail
dolley, on a double line in the direction from which trains may approach,
and by two flagmen one on either direction on single line. The flagmen
shall also carry three detonators for use in any emergency.
v. Where necessary intermediate Flagman should be posted to relay signals.
vi. The official in-charge shall be fully responsible for the safe working of rail
dolleys.

PART – ‘B’
WORKING OF MATERIAL TRAINS AND TRACK MACHINES
1018. The rules for the working of material trains are outlined in Appendix IX of the
Indian DFCCIL Code for the Engineering Department and Para 4.62 to 4.65 of
General Rules for Indian DFCCILs (1976) and Subsidiary Rules thereto–When the
quantity of material is such as could be conveniently trained out in stages, wagon-
loads may be attached to goods trains by arrangement with the Operating
Department.
1019. Material Train – Material Train means a train intended solely or mainly for carriage
of DFCCIL material when picked or put down for execution of works, either between
stations or within station limits. The DFCCIL material may include stone boulders,
ballast, sand, cinder, Moorum, rails, sleepers and fittings etc.
1020. Economical Working – Material train should be expeditiously and economically
worked. The IMD INCHARGE should arrange to form a train of maximum capacity
consistent with the haulage capacity of the engine and tonnage approved for the
section. In consultation with the Operating Department, the running of goods trains
should be suitably regulated to provide as long a working time for material train as
possible. Delays in working should be traced to their source and remedies applied as
circumstances demand.
1021. Restrictions in Running –
a) Except with the permission of the Assistant PM/Dy CPM or PM/Dy CPM, a
Material Train should not be permitted to work during periods of poor visibility
 due to fog, storm or any other cause.
b) Except in an emergency such as, an accident or breach of the DFCCIL line,
working of material trains carrying labour should not be permitted between
sunset and sunrise. If due to certain circumstances it is necessary to work
Material Trains during night, permission to do so should be obtained from the
CGM.
1022. Brake-vans and Shelter Wagons– A Material train must be equipped with at least
one brake-van in the rear. When running through between stations the engine should
be marshalled at one end of the train, and the brake-van at the other end. Covered
wagons to afford shelter to the labour may be coupled to the material train as
required.
1023. Ordering of Material Trains– Operating Department is the authority for ordering a
material train. On receipt of requisition from the IMD INCHARGE/DEN, the OCC in
charge shall advise the staff concerned by letter, detailing the composition of train,
the loading kilometrages, the sections over which the train will work, the date of
commencement of work, the station at which the rake will be stabled and the
engineering official who will be deputed to be in-charge of the train.
1024. Issue of “Fit-to-Run” Certificate – Before a material train is allowed to work, the
complete rake should have a “fit-to-run” certificate issued to the Guard. The rake
may also be examined by the carriage and wagon staff each time it arrives at the
train examining station and whenever possible,
1025. Official–in–charge of Material Train – Whenever a material train is worked, it shall
be accompanied by a Guard or a competent official as decided by DFCCIL. As the
Guard is not qualified to carry out such duties as working of hoppers, distribution
of ballast/materials, supervising loading and unloading, maintaining muster rolls
and daily reports of labour and preparation of daily reports on material train working,
a qualified engineering official (not be below the rank of IMSD Sectional) should be
deputed on the train to ensure working of material train to the programme specified
by IMD INCHARGE.
1026. Equipment – Every material train Guard must have with him while on duty:
a) A copy of General and Subsidiary Rules or such of them as related to his duties.
b) A watch.
c) Hand signal lamps/ Tri colour LED Flashing hand signal Lamp
d) Two red flags and a green flag.
e) A whistle.
f) Not less than 10 detonators in a tin case.
g) A carriage key.
h) Padlocks as prescribed by special instructions.
i) A set of clamp for point locking and/or other locking devices.
j) A spare pair of glasses if he is required to wear glasses.
k) First aid box.
l) Wedge/Skid and chains.
m) A tail lamp/L.V. Board.
1027. Mobile phone with DFIS app.Testing of Brake Power–
a) Before starting from a station, the Guard should ensure that the train is
equipped with requisite brake power prescribed for the load.
b) Each vehicle of material train whether or not provided with vacuum brake, must
 be provided with an efficient hand brake capable of being fastened down.
1028. Working in Block Section–
a) A material train shall be worked with the permission of the Station Master on
either side and in accordance with the provisions and system of working in force
on the section. Before a Material Train enters a block section for work, the
Station Master should advise the Driver and the Guard in writing of the time by
which the train must clear the block and whether it is to proceed to the block
station in advance or return to the same station.
b) On double line, a material train must not push back to the Station in rear but
should run through to the station in advance and return on proper running line
except when otherwise directed.
c) Where provided, lever collars or other visual indicators must be used to remind
Station Master that the material train is working in the block section.
d) The Guard/Engineering official-in-charge shall ensure efficient and proper
working and adhere to sanctioned time and occupation of block section.
Materials should not be left fouling the track, signal wires and interlocking
gears. If it is necessary for the train to leave the site of work before this is done,
it should be ensured that sufficient labour is left to do so, in-charge of a
competent DFCCIL official and that the site is protected until the work is
completed.
e) When a material train enters a block section to work under instructions of other
than under the normal system of working, the Guard and the Driver of the train
shall ensure that the train is protected from the direction a train is approaching
on double line and in both directions on a single line in accordance with General
Rules.
f) If for any reason, it becomes necessary to detach the engine of a material train
in the block section to run to the station in advance, the Guard should ensure
that the train is protected both in front and rear.
g) A material train should not be divided outside station limits except in an
emergency. Before the train is divided the Guard should put the hand brake in
the brake-van hard on, and pin down the hand brakes of sufficient number of
vehicles and if necessary, lock by means of safety chains or sprags enough
wheels, in each portion of the train. He should further ensure that the
workers/labour are detrained before dividing the train. Vehicles should not be
detached from a material train on a grade of 1 in 100 and steeper. The engine
itself may be detached with the Guard’s permission after he has ensured that
hand brakes on each vehicle are properly applied and the wheels spragged
against any movement.
1029. Procedure to be Followed while Pushing Back – When it is necessary for a material
train to push back into the station from which it started to work in the block section,
the following procedure should be observed–
a) No train must be allowed to push back without a written/DFIS authority from
the Station Master of the station from which it entered the section. Where line
clear tickets are in use, the Station Master shall endorse the line clear as follows
“to push back to this station”.
b) The Station Master of a station where the train starts from and pushes back to,
must advise the station in advance on the telephone and also the Controller on
 controlled sections that the train will push back to the station. He will then
obtain the acceptance of the “Is line clear for a train stopping in the section”
signal on the block instruments or on the Morse instrument, where block
instruments are not provided from the station in advance and then give the
“train entering section” signal in the usual way.
c) On the return of the train, the Guard will intimate that the whole of the train
has returned to the station complete, from the section and sign in the trains
register book to the effect and return the “authority to push back” to the Station
Master which must be cancelled by the latter. The Station Master will then give
“cancel last signal” signal on the block or on the Morse instrument, as the case
may be, and endorse the remarks that “train pushed back” in the trains register
book or the line clear enquiry book against the entry of the train.
d) When it has been arranged for a train to push back from the section, it must
always do so and not go through to the station in advance.
e) Before starting, a green flag must be tied to a convenient fixture in front of the
engine and at the back of the rear brake-van to indicate to men working on the
line that the train will push back.
f) On the double line, when the train is required to be pushed back into a station,
the train must come to a stand outside the advance starting signal and the
Driver shall whistle, when, if a line is clear for its reception, it must be piloted
into the station. If there is no advance starting signal, the train must be brought
to a stand opposite the outer signal pertaining to the opposite direction and
then be piloted into the station.
g) On the single line, when a train is required to be pushed back into an
interlocked station, it must come to a stand outside the outer signal and
whistle, when, if a line is clear the home and the outer signals may be taken
“off” for its reception. At a non-interlocked station, the train must also come to
a stand outside the outer signal whence it must be piloted into the station on
signals being lowered.
h) Except in an emergency, material trains may push back during daylight only.
If in case of an accident or for any other unavoidable reason, a train must push
back during the night, it must do so at a walking pace and the Guard or a
competent DFCCIL official must walk at least 600 metres in advance, exhibiting
a danger signal until the train comes to a stand as detailed in Sub-Para (f) &
(g) above.
1030. Passage over Points– The Driver of a material train should stop the train short of
all points which are facing for his train, and which are not protected by signals. The
Guard should ensure that these are correctly set and locked and then hand signal
the Driver past the points.
1031. Speed of Material Trains–
a) When running between block stations with the engine leading, the speed of
material train shall not exceed that prescribed for a goods train with a similar
load.
b) When the engine is pushing the train and when as in the case of emergencies
the brake-van is not leading–
i. The speed must not exceed 10 Kmph.
ii. The Guard must travel on the leading vehicle and exhibit hand signals to
 the Driver.
1032. Stabling of a Material Train
a) Material train shall not be stabled on running lines at a station, except in
unavoidable circumstances.
b) When a material train is stabled at a station, it shall be protected in the
following manner and Station Master shall ensure that–
i. The vehicles of the material train have been properly secured and are not
fouling any points and crossings,
ii. All necessary points have been set against the line on which the material
train is stabled and such points have been secured with clamps or bolts
and cotters and padlocks and
iii. The keys of such padlocks are kept in his personal custody until the
material train is ready to leave the siding or line.
c) The Guard shall not relinquish charge until he has satisfied himself that the
material train has been protected as prescribed in this rule.
d) When the train is ready to leave, the Guard must advise the Station master’s in
writing. The Station Master must then arrange for correct setting of the points.
e) When a material train is stabled in an outlying siding, the Guard must ensure
that it is inside the trap, clear of fouling marks and clear of running line. He
must pin down sufficient number of brakes and if necessary, lock by means of
safety chains or sprag the wheels.
1033. Reporting Deficiencies and Damages– The Guard of the material train should at
once bring to the notice of the Train Examiner under advice to the Assistant PM/Dy
CPM, any deficiency or damage which may have escaped the attention of the train
examining staff. The Guard will also keep a record of all damages caused to the
vehicles during the work and report to the Assistant PM/Dy CPM the circumstances
in which they occurred. In every case, the Assistant PM/Dy CPM on receipt of such
reports should arrange for the train-examining staff to attend to the damages and
deficiencies expeditiously.
1034. Warning to Workers on Material Trains–
a) The Guard of a material train shall, before giving the signal to start, see that all
the workers are on the train, and warn them to sit down.
b) Before moving his trains, the Driver must sound the whistle, according to the
prescribed code, as a warning to the labourers that the train is about to move.
c) Before commencing any shunting with his train, the Guard must ensure
personally that all labourers have been de-trained.
d) In the event of it being necessary to part a material train, the Guard must
ensure personally that all labourers have been detrained before doing so.
1035. Engine Crew’s Hours of Duty– Drivers, Assistant Drivers employed on material train
should be relieved according to their duty rosters. Only in exceptional and emergent
cases such as breaches on the line, may the engine crew be kept on duty, for long
hours, in which case, a special certificate should be given to the Engine Crew by the
Engineering Official-in-charge.
LOADING AND UNLOADING FROM HOPPER BALLAST WAGONS
1036. Staff Responsible -The Executive Pway at the ballast depots are responsible to
ensure that the wagons are loaded to the correct level.
1037. Working Trip–
a) The train Guard or Engineering official-in- charge shall be responsible for
working the train to the instructions issued by the IMD INCHARGE. The IMSD
Incharge/IMSD Sectional shall arrange for the inspection and clearing of track
behind the train.
b) A “Working Trip” is a trip when one or more wagons are to be unloaded between
two stations. A “Running Trip” is a trip from one station to the other when no
wagons have to be unloaded on the way. Before departing on a ‘Working Trip’
the IMSD Incharge/IMSD Sectional shall supply the Material Train
Guard/Official-in-charge with a memo furnishing the kilometrages at which the
wagons shall be unloaded and the quantity to be unloaded.
1038. Operation of Hoppers – The hopper valves shall be operated according to the
prescribed instructions under the direct supervision of the train guard or official-in-
charge. As far as possible one hopper may be unloaded at a time moving at walking
speed. The official-in-charge should walk on the side and instruct the labour as to
when to open or close the hopper valves. The train should not be stopped, while
ballast is being discharged; labour should not be moved from the platform without
first stopping the train.
1039. Training out Material and Daily Reports of Working–
a) Training out of material and ballast should be done to a programme sanctioned
by the Dy CPM or IMD Incharge.
b) The Guard/Engineering official-in-charge should adhere to the sanctioned
programme and submit daily report on prescribed form Annexure - 8/10
(Material Train Journal) to the IMD Incharge through the concerned IMSD
Sectional/IMSD incharge. Where the contract for the working of the material
train provides for the employment of a minimum number of labourers and the
contractor is paid for the actual labour so supplied for loading and unloading
of ballast, permanent way or other materials the daily report should show the
correct number of labourers of each class employed and the nature and
approximate quantity of work done. Muster rolls should be maintained by the
Guard or Engineering Official-in-charge and checked and initialled frequently
by the JE/IMSD incharge concerned when the training out is done by
departmental labour.
c) In cases where the material is not loaded in bulk, the actual weight and number
loaded should be given in the daily report.
d) Enough copies of daily reports should be prepared by the Guard/ Engineering
Official-in-charge and submitted to CGM office(RMU).
e) The number of wagons on the train with their capacity and painted numbers
should be indicated on the form of daily report. Particulars of detention to the
train other than for Engineering work should also be indicated.
f) Before forwarding the daily reports of material train working to the IMD
Incharge, the IMSD incharge/Assistant may add relevant remarks as
considered necessary. The IMD Incharge should scrutinise the daily reports and
take such action as considered necessary to avoid or minimise detentions in
the working of the material train, before forwarding the same to the PM/Dy CPM
for allocation, initials, and record.
g) It must be ensured that Hoppers do not pass through Turnouts with one sided
 loading.
1040. Charges for Material Train Working – For purposes of debiting the charges on
account of Material train working to the heads of revenue working expenses
concerned a monthly or fortnightly “Material Train Return” in standard proforma will
be prepared by Operating Department and sent to the PM/Dy CPM for completion
and submission to the Accounts Department, for necessary action. On this return,
the hire charges for wagons and engine will be separately shown.
1041. Register of Engineering Vehicles–
a) When Engineering wagons are not in use, these should be stabled in the siding
allotted for this purpose in specific station yards.
b) The Dy CPM and IMD INCHARGE should maintain Depot-wise a complete
inventory in the form of a register of all closed wagons, open wagons, hoppers,
etc., on the RMU. The register should contain Vehicle numbers, Type of vehicle,
Capacity, Condition of vehicle. Locations and particulars of periodical overhaul,
when carried out and due. The register should be kept current to facilitate issue
of instructions when ordering a material train.
c) A monthly return of engineering vehicles on the Integrated Depot should be
submitted by the Assistant PM/Dy CPM to the PM/Dy CPM with complete
particulars of each vehicle for record in his office. It should be the Assistant
PM/Dy CPM’s responsibility to keep track of all Engineering vehicles allotted to
his Integrated Depot and see that those that are sent to workshops for periodical
overhaul are returned expeditiously.
1042. Working of Track Maintenance Machines –
a) All ‘On Track’ machines shall be worked only under traffic block with the
permission of the concerned Station Masters and in accordance with the special
instructions issued in this regard.
i. Each machine shall be in direct charge of a nominated track machine
operator. The operator (Out sourced) shall be responsible for the working
of the machine under his charge. He shall be fully conversant with the
rules of working of trains and of protection in case of emergency. He shall
also ensure that the other staff deployed on the machine are fully
conversant with the protection rules. He shall hold a valid certificate of
competency for driving and working of the machine issued by the agency
ii. The track machine shall work under the direct supervision of an
engineering official not below the rank of IMSD In charge/IMSD Sectional
who will be responsible for taking the traffic block, for protection of the
line while the work is in progress and clearing of the block after completion
of the work when the last machine clears the block section and certifying
that the track is fit for train movement.
iii. When the track machine is required to move from one block station to
another block station, the operator(Out sourced) along with DFCCIL
official not below Executive shall run the machine with the proper
authority to proceed as defined in Para 1.02 (6) of General Rules.
b) Each unit shall carry all safety equipment as specified under IRTMM.
c) When more than one track machine is running in a block section, there should
be a minimum distance of 200 metres between two units.
d) While working on double/multiple lines, the track officials supervising the work
 of track machine shall ensure that no part of the machine fouls the adjacent
track. In case infringement to adjacent track is inherent to the machine working
which can be cleared at a short notice, the work should be carried out by
protecting the infringed line by Engineering signals by IMSD In charge/IMSD
Sectional as envisaged in Para 1107.
e) Each unit will run within the maximum permissible speed sanctioned for that
type of machine on that section.
f) All track machines shall work as per provision given in Para 4.65 of General
Rules for Indian DFCCILs supplemented by Subsidiary Rules of DFCCILs. For
detailed working of track machines provisions in IRTMM may be referred.
 CHAPTER – 11
SAFETY PROTOCOL
ENGINEERING INDICATORS
1101. Work Involving Danger to Train or Traffic – An Outsourced/ contractual
maintenance team shall not commence or carry on any work which will involve
danger to trains or to traffic without the presence of the IMSD In charge/IMSD
Sectional or of some competent DFCCIL official appointed on this behalf by special
instructions.
1102. Carrying Out of Works, in case of Emergency – In the case of emergency, when
the requirements of safety warrant the commencement of the work by the DFCCIL
official at site, he shall himself ensure that Engineering signals are exhibited at
specified distances according to rules and flagmen are posted with necessary
equipment to man them, before commencing the work.
1103. Trains shall be permitted over the track under repair at such restricted speed as is
specified, only after the track is rendered safe for the traffic.
1104. Works, which Obstruct the Line –
a) Precautions before commencing operations, which would obstruct the line– No
person employed on the P. way shall, cause discontinuity in track, disconnect
points or signals or commence any other operation which would obstruct the
line without obtaining the written/DFIS permission of the Station Master who
shall ensure that all necessary signals have been placed at ‘ON’. In addition,
the employee mentioned above shall also ensure that the necessary stop signals
like banner flags, detonators and hand signal flags have also been
placed/exhibited at the prescribed locations.
b) Provided further that in emergent cases the persons undertaking such
operations shall first bring the train to stop as stipulated in Para 1113 and
advice the driver of the train about the need to stop the train through a
written/DFIS memo. The DFCCIL official shall send DFIS message to the
Station Master for the need to block the track as per Para 1111 and obtain
written/DFIS confirmation of the same. The work which may lead to obstruction
to the track shall be done only during the traffic block, the written/DFIS
confirmation for which shall be obtained from the concerned Station Master.
1105. Works requiring complete block protection– The following category of works will
necessarily require complete block protection:
a) Category of works where track is required to be occupied:
i. Working of on-track machines
ii. Working of material trains or girder specials
iii. Working of dip-lorries, Material motor trolleys
iv. Working of motor trollies
b) Works where discontinuity in track is created or such conditions are created
which may result in discontinuity or obstruction to running track:
i. Insertion or Replacement of rail/SEJs/Glued Joint/Guard rail
ii. Temporary/Permanent repairs of rail fractures/rail buckling
iii. Replacement of switch/crossing or any part of turnouts
iv. De-stressing of LWRs
 v. In-situ welding of rails
vi. Through renewal of bridge sleeper
vii. Removal of rail from track for any purpose
viii. Renewal of sleeper
ix. Changing of guardrails on important and major bridges.
x. Picking up of slacks by OFF TRACK TAMPERS
1106. Categories of Engineering Works: Engineering works can be broadly divided into
three categories–
a) Works of routine maintenance, requiring no speed restriction, not
necessitating exhibition of hand signals and involving no danger to trains or
traffic. These include tightening of bolts, fixing of ERCs, painting on rails or
bridges etc
b) Works in corridor blocks: Most of the track maintenance works like machine
packing, picking up of slacks, Rail grinding, casual replacement of rail and
sleepers shall be done under corridor blocks.
c) Works of short duration– Efforts shall be made to complete the works in 4
hours corridor block without speed restrictions. However, in some cases works
of short duration may be required.
i. Works such as casual renewals of rails and sleepers, adjustment of creep which
are completed by sunset of the day of commencement and no restriction of
speed thereafter is required, are termed “works of short duration”.
ii. Hand-signal and banner flags and fog-signals shall be used at specified
distances to protect the trains.
d) Works of Long Duration–
i. Works such as relaying and deep screening of track, bridge construction,
diversions which extend over a few days or weeks during which period a
continuous restriction of speed is to be in force, are termed as “works of long
duration”.
ii. Temporary Engineering fixed signals shall be used at specified distances to
protect the trains. These works should be carried out to a programme, about
which all concerned will be advised in advance.
1107. Works of Short Duration: Before commencing any work of such category the IMSD
In charge/IMSD Sectional or authorised DFCCIL official should issue a notice to the
Station Master at each end of the Block section and obtain their acknowledgment on
DFIS Depending as to whether the train is to be passed through the work site after
stopping or at a restricted speed, the line should be protected in the following
manner–
a) When the train is required to stop at the site of work (in Block section)–
i. Post a flagman with hand signals at a distance of 30 metres in rear of the place
of obstruction, to show stop hand signals.
ii. Post a flagman with hand signals and place a banner flag across the track at a
distance of 600 metres in rear of the work. The flagman will show stop hand
signals.
iii. Post a flagman with hand signals and detonators at a distance of 1200 metres
in rear of the work. The flagman shall fix three detonators on the line 10 metres
apart and stand at a place not less than 45 metres from the three detonators,
from where he can obtain a clear view of the approaching train. He will show
 stop hand signals.
iv. The man at the site of obstruction shall give proceed hand signal to indicate to
the Driver, when he may resume normal speed after the train has been hand
signalled past the obstruction (Annexure -11/1).
b) When the train can pass over the work spot at restricted speed in Block section
– The following protections should be adopted in the above cases–
i. Post a flagman exhibiting caution hand signals at a distance of 30 metres from
the place of obstruction.
ii. Post a flagman exhibiting caution hand signals at a distance of 1200 metres
from the place of obstruction.
iii. Post an intermediate flagman with hand signals at a distance of 600 metres
from the place of obstruction. He will also place a banner flag across the track.
The intermediate banner flag must be kept across the line until the speed of the
train has been reduced, after which the banner flag shall be removed, and the
train hand signalled forward.
iv. The DFCCIL official at the site of work should give proceed hand signals to
indicate to the Driver, that he may resume normal speed after the train has
been hand signalled past the site of work- (Annexure – 11/2).
c) The following points should be kept in view, while protecting the track in the
cases mentioned in sub-Para (1) and (2) above–
i. On single line, the line must be so protected on both sides of the work.
ii. At places where there are curves or falling gradients and at times of poor
visibility the distances laid down in Sub-Para (1) and (2) above may be suitably
increased wherever necessary and intermediate flagman posted to relay hand
signals.
iii. If in an emergency, it becomes necessary to carry out such works at night, the
provisions for protection of line as detailed in Sub-Para (1) and (2) must be
complied with except that red light must be exhibited in the direction of
approaching trains in place of red hand signalling flags and banner flags.
iv. In an Emergency, when it is necessary on considerations of safety, the IMSD In
charge/IMSD Sectional , or authorised DFCCIL official may commence such
work after protecting the line as per GR 15.08 and 15.09, before issuing notice
to the Station Master. If the work is likely to be prolonged, he should notify the
Station Master as soon as possible.
d) Works to be carried out in station limits–
i. No work should be commenced on running line at a station without the
written/DFIS permission of the Station Master and until the relevant signals
have been placed at ‘ON’.
ii. Before commencing a work on a line which can be isolated from the other
running lines, the IMSD In charge/IMSD Sectional should ensure that the line
has been isolated and retain the keys of locking device in his possession. Where
isolation is affected by the setting of points, they must be locked by means of
clamps or bolts and cotters.
iii. Before commencing work on a line which cannot be isolated from other running
lines as provided for above, the IMSD In charge/IMSD Sectional should provide
the prescribed hand signals, detonators and banner flags as detailed in Para
1106 (a) &(b).
 e) Works in Automatic Territory, Para 15.09 (3) (a) of General Rules–In automatic
territory, if the distance from the place of works/obstruction to the automatic
signal controlling entry of a train into the signalling section is less than 1200
metres and the automatic signal is secured at ‘ON’ the banner flag and three
detonators may be provided at 90 and 180 metres respectively.
1108. Works of Long Duration –
a) Preliminary arrangements–
i. For doing such works the Engineering Department will arrange with the
Operating Department for the issue of the circular/ notice as per extant
instructions.
ii. The concerned PM/Dy CPM will be responsible for obtaining the sanction of
Commissioner of DFCCIL Safety wherever necessary and sending Safety
Certificate on completion of such works.
iii. The IMSD in charge should obtain permission to commence work from IMD
incharge and should arrange to block the line when work is proposed to be done
under block with the permission of the Controller/Chief Controller on the day
of block and issue a notice to the Station Master on either side.
iv. Caution orders will be issued by the Station Masters concerned as necessary.
v. The necessary temporary Engineering fixed signals as prescribed should be
provided.
vi. In an emergency, when it is necessary on considerations of safety, the IMSD In
charge/IMSD Sectional or authorised DFCCIL official may commence such
work before issuing the notice, under the protection of hand signals and banner
flags as per GR 15.08 and 15.09. As soon as possible, he should issue the notice
and replace the hand signals and banner flags by temporary engineering fixed
signals.
b) Protection of line in block section–In case where stop dead restriction is to be
imposed when restriction is to last for more than a day, the following temporary
Engineering indicators should be exhibited at the appropriate distance–
i. Caution indicator.
ii. Stop indicator.
iii. Termination indicators.
c) In case where the train is not required to stop (non-stop restriction) and the
restriction is likely to last for more than a day, the following temporary
Engineering indicators should be exhibited at the appropriate distances–
i. Caution indicator.
ii. Speed indicator.
iii. Termination indicators.
Note–
(i) Annexure – 11/3 and 11/3 A indicate the distances at which these are
to be fixed.
(ii) When during the course of the work, on consideration of safety it is not
desirable to pass trains over the site of work for the time being, the
track should be further protected by hand signals and banner flags, by
the authorised DFCCIL official.
 d) Protection of line in station limits, Para 15.09(2) of General Rules-Protection
of the line as prescribed for block section may be dispensed with if the affected
line has been isolated by setting and securing of points or by securing at “ON”
the necessary manually controlled signal or signals and approach signal shall
not be taken ‘OFF’ for a train unless the train has been brought to a stop at the
first stop signal, except in cases where the loco pilot has been issued with
caution order at the station in rear, informing him of the obstruction and the
details thereof.
1109. Temporary Engineering Fixed Signals– Location and Details –
e) These consists of:
i. Caution indicator.
ii. Speed indicator.
iii. Stop indicator.
iv. Termination indicators (T/G).
f) Multi Speed Restriction i.e. existence of two or more than two speed restrictions
in continuation– When work of deep screening or sleeper renewal is in progress,
there is situation of having two or more than two speed restrictions in
continuation. In such situation, placement of speed boards for following speed
restriction shall be as under:
i. In case of following speed restriction being more restrictive, a minimum of 200
m track should be under earlier speed restriction zone. If not, then only one SR
board should be provided, considering that the previous speed restriction is at
par with the following SR, which is more restrictive.
ii. In case of following speed restriction being less restrictive, corresponding speed
indicator board for following speed restriction shall be placed at a distance
equal to the length of the longest goods train operating on the section after
termination point of previous speed restriction zone.
iii. The details and position of fixing each indicator are detailed in Annexure –
11/3, 11/3A and 11/4.
a) For intermediate tracks on triple or multiple lines, Engineering indicators
should be fixed between tracks to within 300 mm from rail-level, to avoid
infringements of standard dimensions.
b) All indicators should be placed on the left hand side.
c) One termination indicator bearing letters T/G should be located at a distance
equal to the length of the longest goods trains operating on the section from the
place of work. In the case of light-engines or single unit rail cars, the Drivers
will resume normal speed after clearing the restricted length.
1110. Procedure for Passing Trains at Stop Dead Restrictions – The flagman at the stop
indicators shall present his restriction book to the Driver who should stop in the rear
of the stop indicator.The “Restriction Book” should be to the following form:
Engineering indicator at km…………………
Date Train No. Time Signature of the Driver

After the flagman has obtained the signature of the Driver at the indicator, he should
exhibit proceed with caution signal to the Driver. The Driver will then be authorised
to pass the stop indicator and continue at this speed until his train has cleared the
 restricted length, after which he will resume normal speed.
1111. Procedure for Blocking Line for Engineering Purposes –
a) Arrangements for block–
i. Except in very urgent cases arrangements for blocking the lines between
stations shall be made by the PM/Dy CPM in consultation with the OCC in
charge, sometime before the block is imposed.
ii. The OCC in charge will issue instructions to the Station Masters on either side
of the section to be blocked and Station Masters of train ordering stations
concerned about the last train to pass over the section before the block is
imposed, the trains to be cancelled because of the block and any other
particulars and will conclude by stating which official of the Engineering
Department will impose and remove the block. The instructions will be
acknowledged by those to whom issued.
iii. In an emergency when there is no time to refer to OCC in charge or where block
will not interfere appreciably with the traffic the Station Master (after consulting
control on controlled section) will arrange block directly.
b) Imposition of Engineering Block–
i. The IMSD In charge/IMSD Sectional or authorised DFCCIL official who wishes
to block the line should transmit a message to the nearest Station Master on
section to be blocked, copy to the PM/Dy CPM, Assistant PM/Dy CPM,
Controller of controlled sections and OCC, advising them the time from which
the block is to be imposed and the kilometrage and asking for acknowledgement
from the concerned Station Masters.
ii. The Station Master receiving the message for transmission will sign for it, noting
the time of receipt and shall transmit the message to the Station Master on the
other side of the block section, which is to be blocked, and to the Controller.
The Station Master on the other side will acknowledge receipt by a message
addressed to IMSD In charge/IMSD Sectional or authorised DFCCIL official and
the Station Master of the transmitting station.
iii. On receipt of this message the Station Master of the station from which the
message was transmitted will block the line in the manner prescribed and hand
over a signed copy to the IMSD In charge/IMSD Sectional.
iv. Field telephone/DFIS should be used for liaison with the Control during the
block.
c) Removal of Engineering Block–
i. When DFIS is properly working the block shall be cancelled on DFIS system
duly informing the speed restrictions with locations.
ii. When removing a block when DFIS is not working the IMSD In charge/IMSD
Sectional or authorised DFCCIL official responsible will transmit a message to
any one of the Station Master on either side of the block section blocked, copy
to the PM/Dy CPM, Assistant PM/Dy CPM,, Controller and OCC in charge,
advising them that the block has been removed and asking for
acknowledgement from Station Masters. Particulars of kilometerage, restriction
of speed and position of Engineering Indicators should be given in the telegram.
iii. The Station Master who receives the message for transmission will sign for it,
noting the time of receipt and transmit the message to the Station Master of the
 other station. The message must be acknowledged by the latter, addressed to
the IMSD In charge/IMSD Sectional and Station Master of the transmitting
station.
iv. On receipt of this acknowledgement the Station Master who originally imposed
the block, will remove it in the manner prescribed. The Control or the OCC in
charge will advise the Station Masters on the train ordering stations when a
block is finally removed.
1112. Issue of Caution Orders to Drivers– Caution order to Drivers of all trains will be
issued by the Station Masters for temporary engineering restrictions. Caution order
will indicate the exact kilometrages, speed restrictions, stops Works at Times of
Poor Visibility – In thick foggy or tempestuous weather impairing visibility, no rail
shall be displaced and no other work, which is likely to cause obstruction to the
passage of trains shall be performed except in case of emergency. When such work
has to be undertaken the situation should be informed to SM/OCC/Track officials
on mobile phone and the site is protected by temporary engineering fixed signals, 2
detonators on the line 10 metres apart should be fixed not less than 270 metres in
rear of the caution indicator and a caution hand signal exhibited to approaching
trains.or the action shall be done under DFIS system.
1113. Temporary Signals in Emergency–
a) Whenever in consequence of an obstruction of a line or for any other reason it
is necessary for a DFCCIL official to stop approaching train he shall plant a
danger signal at the spot and proceed with all haste (during run he will inform
OCC/Station Master/Track official by mobile phone or by SOS of GPS tracker)
in the direction of an approaching train with a danger signal (red flag by day
and red light by night) to a point 600 metres from the obstruction and place
one detonator on the line after which he shall proceed further for not less than
1200 metres from the obstruction and place three detonators on the line 10
metres apart. He should then take a stand at a place not less than 45metres
from there, from where he can obtain a good view of an approaching train and
continue to exhibit the danger signal, until recalled. If recalled, he shall leave
on the line three detonators and on his way back pick up the intermediate
detonator continuing to show the danger signal.
b) On single line the line must be protected on each side of obstruction.
c) Where there are adjacent lines and it is necessary to protect such lines, action
should be taken on each such line in a similar manner.
a) .
1114. Permanent Speed Restriction Indicators –
a) Permanent speed restrictions boards–
i. Permanent speed restrictions in force are notified in working time-table. The
speed indictors are erected to indicate to the Drivers the speed restrictions to
be observed e.g., between stations, and at stations due to weaker track/bridges,
restrictions on curves, grades and points and crossings etc.
ii. The indicators to be used are similar to those used for temporary restrictions,
namely, caution indicator, speed/stop indicators and termination indicators
(T/P & T/G). The details of the indicators and the distance at which they are to
be fixed are the same in both the cases (Annexure – 11/3 & 11/4).
b) Board indicating speed over points– Where the speed over the points at a station
 is less than the speed sanctioned at other stations on the same section, a
permanent speed indicator should be fixed on the first approach signal of the
station.
c) The posts of permanent speed indicator marker boards should be painted with
300 mm high bands in white and black.
d) Where a permanent speed restriction is in force on any intermediate track on
triple or multiple lines, the engineering indicators should be fixed between
tracks to within 300 mm from rail-level to avoid infringement of standard
dimensions.
1115. Indicators (General):
a) Whistle indicator–Whistle boards should be provided in rear of all places where
the view of the Drivers is obstructed by cuttings or tunnels or curves and where
it is necessary to give audible warnings of the approach of a train to those
working on the track. The whistle boards are fixed at a distance of 600 metres.
b) Shunting limit Boards– They are provided at an adequate distance in advance
of the trailing points. This shall consist of 600 mm x 1000 mm rectangular
board painted yellow with a black cross on the top and words “shunting limit”
written in black below it. Its height should be 2 metres from the rail level to the
underside of the portion containing the cross and the post on which it is fixed,
painted with 300 mm high bands in white and black. It should be fitted with a
light showing white light in both directions.
1116. Detonating Signals– Detonating signals otherwise known as detonators or fog
signals are appliances, which are fixed on the rails, and when an Engine (or vehicle)
passes over them, they explode with a loud sound so as to attract the attention of
the Driver.
a) Care and Custody–
i. Detonators should be protected against dampness. They should be stored in tin
cases with papers wrapped over them, a layer of waste cotton must be kept at
bottom and top of the tin cases to avoid contact with the metal.
ii. In one tin case not more than ten detonators should be kept.
iii. The tin cases should be stored in wooden boxes which should be kept in dry
places and not left in contact with the brick walls, damp wood, chlorunning of
lime or other disinfectants; these should not be exposed to steam or other
vapours.
iv. Unexploded detonators should not be, as far as possible, sent from place to
place by consignment; they should be conveyed personally or by a messenger.
b) Stock with Engineering Official–
i. Each P.Way Engineer shall have a stock of detonators sufficient to recoup the
number annually tested and any which may be exploded for works and
emergency. The IMSD in charge (In-charge) shall ensure that all Out sourced/
contractual maintenance teams, Keymen, Patrolmen and Watchmen are
equipped with the specified number of detonators.
ii. Every Track official, Out sourced/ contractual maintenance teammate,
Keyman, Patrolman and Watchman, whose duties include protection of track
shall carry the specified stock of detonators with him on duty, for use during
an emergency.
iii. The month and year of manufacture are shown on the label outside each case
 and also stamped on each detonator. Detonators should be used in the order of
the dates stamped on them, the oldest being used first. To facilitate ready
withdrawal in this sequence, they should be stored also accordingly.
c) Use of Detonators–
i. The staff in possession of detonators shall not make any improper use of them.
All Engineers are responsible to ensure that the staff working under them know
how and when to use detonators. Ex service man of defence sector working as
keyman shall have the authority to use detonators after training.
ii. A detonator when required to be used shall be placed on the rail with the label
or brand facing upwards and shall be fixed to the rail by bending the clasps
around the head of the rail.
d) Testing–
i. Once a year, one detonator shall be taken by the IMSD in charge (In-charge)
from his own stock and from Out sourced/ contractual maintenance team
mate, Key man, Patrolman and Watchman for testing, one also from each of the
lots in the personal custody of PM/Dy CPM, Assistant PM/Dy CPM, IMSD In
charge/IMSD Sectional where the headquarters of these officials falls within the
IMSD jurisdiction. The oldest detonators should be selected for the test.
ii. The testing of detonators should be done under an empty 8-wheeled wagon
propelled by an engine and moving at walking speed under the direct
supervision of the IMSD in charge (In-charge), who shall ensure safety range
during testing. Results of tests should be entered in a Register.
iii. The IMSD in charge shall submit by the end of the year (31 st December) a
certificate in duplicate to the Assistant PM/Dy CPM to the effect. “I certify that
I have tested the detonators from stocks mentioned below in accordance with
standing orders for the year ending ….. and append a list of those that failed to
explode.” The Assistant PM/Dy CPM shall countersign and forward one copy of
the certificate to the PM/Dy CPM with remarks, if any. Orders regarding the
return or destruction of those lots, the samples from which failed to explode,
shall be issued by the PM/Dy CPM.
e) Life of Detonators – The normal life of detonators is five years. The life of the
detonators can be extended to eight years on a yearly basis subject to the
condition that two detonators from each lot of over 5 year old ones are tested
for their effectiveness as discussed above and the results being found
satisfactory. Such time extended detonators can be used on all sections after
satisfactory testing. In case the results are not satisfactory, they should be
destroyed as envisaged in Sub-Para (f) below. In any case, no detonator should
be kept in use after 8 years.

f) Disposal of Time-barred Detonators– No detonator that bears any sign of rust

and is time- barred shall be held in stock. Such detonators shall be destroyed
by one of the following methods

i. By soaking them in light mineral oil for 48 hours and then throwing them one
by one into fire with due precautions.
ii. By burning them in incinerator.
iii. By detonating them under wagon during shunting operations.
 iv. By throwing them in deep sea.
v. The destruction of time-barred detonators should be done in the presence of a
IMSD In charge/IMSD Sectional who should ensure that every care is taken to
see that splinters of detonators do not cause any injury to life and property.
They should not be buried or thrown in places from where they could be
recovered.
g) Safety Range– When detonators are being tested, no person should be allowed
within a radius of 45 metres from the detonators to be exploded; the engine
crew shall remain well within the cab. In practice, splinters from detonators
when exploded seldom fly in a direction to the rear of the wheel, which detonates
them. Staff should therefore, when observing the safety radius, place
themselves, as far as possible on the rear side.
1117. Warning Signal-Descriptions–The signals to be used to warn the incoming train of
an obstruction shall be red flashing hand signal lamp at night or red flag during day
as per Para 3.65 of General (Amendment) Rules.
1118. Use of Warning Signals– When it becomes necessary to protect an obstruction in a
Block section, a warning signal may be used, as prescribed under Para 3.66 of
General (Amendment) Rules while the DFCCIL official proceeds to place detonators.
A warning signal is to be shown to give timely warning to a driver of approaching
train of any obstruction such as derailed train obstructing adjacent lines, breaches,
wash away, floods, landslides etc., when the DFCCIL official does not have adequate
time to do the protection in the normal manner with the detonators as envisaged
under rules. The knowledge and possession of warning signals shall be ensured by
every DFCCIL official concerned with the use of warning signals as stipulated in Para
3.67 of General (Amendment) Rules.
1119. Safe Working of Contractors– A large number of men and machinery are deployed
by the contractors for track renewals, bridge rebuilding etc. It is therefore essential
that adequate safety measures are taken for safety of the trains as well as the work
force. The following measures should invariably be adopted:
a) The contractor shall not start any work or obstruct the track without the
presence of DFCCIL supervisor or his representative and contractor’s
supervisor at site.
b) Wherever the road vehicles and/or machinery are required to work in the close
vicinity of DFCCIL line, the work shall be so carried out that there is no
infringement to the DFCCIL’s Schedule of Dimensions. For this purpose, the
area where road vehicles and/or machinery are required to ply, shall be
demarcated and acknowledged by the contractor. Special care shall be taken
for turning/reversal of road vehicles/machinery without infringing the running
track. Barricading shall be provided wherever justified and feasible as per site
conditions.
c) The look out and whistle caution orders shall be issued to the trains and speed
restrictions imposed where considered necessary. Suitable flagmen/detonators
shall be provided where necessary for protection of trains.
d) The supervisor/workmen should be counselled about safety measures. A
competency certificate to the contractor’s supervisor as per proforma annexed
shall be issued by IMD INCHARGE which will be valid only for 6 months or the
validity of contract whichever is earlier. (Annexure – 11/5).
e) The ballast/rails/sleepers/other P. Way materials after unloading along track
should be kept clear off moving dimensions and stacked as per the specified
heights and distance from the running track.
f) Supplementary site-specific instructions, wherever considered necessary, shall
be issued by the Engineer in-charge.
g) The Engineer in-charge shall approve the methodology proposed to be adopted
by the contractor, with a view to ensure safety of trains, passengers and workers
and he shall also ensure that the methods and arrangements are actually
available at site before start of the work and the contractor’s supervisors and
the workers have clearly understood the safety aspects and requirements to be
adopted/ followed while executing the work.
h) There shall be an Assurance register kept at each site, which will have to be
signed by both, i.e. DFCCIL Supervisor or his representative as well as the
contractor’s supervisor as a token of their having understood the safety
precautions to be observed at site.
i) All the road vegicle drivers, tractor drivers, truck drivers who are working with
maintenance team should have competency certificate to observe precautions
in the vicinity of track.

Annexure – 11/1 – Para 1106(1)

Annexure – 11/2 – Para 1106(2)
 Annexure – 11/3 Para 1107, 1108, 1014
RETRO REFLECTIVE TYPE BOARDS – TO BE PROVIDED IN NEW
CONSTRUCTION AND DURING REPLACEMENT OF EXISTING BOARDS

Note-Separate drawing in Auto Cad shall be prepare for Goods traffic and
then modification will be done.
 Annexure - 11/3A Para 1107 & 1108
RETRO REFLECTIVE TYPE BOARDS - TO BE PROVIDED IN NEW
CONSTRUCTION AND DURING REPLACEMENT OF EXISTING BOARDS
Annexure - 11/4 Para 1108, 1114
 Annexure - 11/5 Para 1120( c)

COMPETENCY CERTIFICATE

Certified that shri.............................................. P.Way supervisor of M/s

...................................................... has been examined regarding P.Way working on
.......................................... work. His knowledge has been found satisfactory and
he is capable of supervising the work safely.

IMD Incharge

Annexure - 11/6 Para 1012

Indemnity Bond in Connection with the Permission Granted to Travel

on a DFCCIL

.........................Trolley/Motor Trolley

In consideration of my being granted permission to travel between

....................................................... and .......................................... on
........................................... DFCCIL................................................
Trolley/Motor Trolley, I .................................................... hereby undertake and
agree that the Railway shall be free from all responsibility or liability for any delay
or detention or for any injury or loss to me or to any property of whatsoever kind
accompanying me occasioned during the journey for which the permission is
granted or whilst I am or the said property is within DFCCIL limits.

I further undertake that I shall not interfere with or obstruct

......................................................... on his duties and shall obey all reasonable
directions he shall give me to be subject to the bye-laws and other general
regulations of the DFCCIL.

I further undertake to indemnify and keep indemnified and save harm less the
Railway Administration for and against any loss or damage done to the property of
the DFCCIL through any act or omission on my part or on the part of my agent or
servants while so travelling on the Trolley/Motor Trolley.
Dated .................... …………. Name
.............................
Witness – Designation…….. ……

1. ................................................... Address
...................................

2. ....................................................................................... ......
................................................................... (To be executed on stamp paper)
 Annexure – 11/8

Annexure – 11/9

RMURMUIntegrated Depot
 CHAPTER 12
PLANNED RENEWAL OF ASSETS
RAIL RENEWALS
1201. Factors Governing Rail Renewal– In DFCCIL condition-based renewal shall be
adopted. These are Incidence of rail fractures/failures/large USFD defect generation
or Wear on rails.
1202. Incidence of Rail Fractures/Failures– A spate of rail fractures on a particular section
having 10 withdrawals of rails per 10 km in a year due to fracture and/ or rail flaws
detected ultrasonically falling in the category of IMR or weld flaws” are more than
“20” per track km are existing.
1203. Wear on Rails
a) The limiting loss in rail section, as a criterion for recommending rail renewals
shall be as given below-
Loss in section in
Rail Section
percentage
60 Kg/m 10

b) Wear due to corrosion– Corrosion beyond 3 mm in the web or foot may be taken
as the criterion for wear due to corrosion. Existence of the localized corrosion
such as corrosion pits, especially on the underside of the foot and liner biting
etc. on rail foot, act as stress raisers for the origin of fatigue cracks and may
necessitate renewals.
c) Vertical wear is to be measured at the centre of the rail either by measuring the
height of the worn-out rail by callipers or by plotting the profile. In the first
case, the wear is the difference between the height of the new rail and the height
of the worn-out rails. Modern scanners can also be used for wear and profile
measurements. A typical profile showing the measure of vertical wear of the rail
is given below–
 Limits of Vertical wear
Rail Section Vertical Wear
60 kg/m 13.00 mm
60 kg/m HT 13.00mm
d) Lateral Wear– Lateral wear is to be measured at 13 to 15 mm below the rail top
table. Worn rail profile should be recorded and superimposed over new rail
profile to find out the lateral wear. Limits of lateral wear and a typical profile of
the worn rail showing the measurement of lateral wear is shown below–

Section Lateral wear

Curves 10 mm
Straight 8 mm

RENEWAL OF SEJ, GLUED JOINTS, SLEEPERS

1204. Renewal of such special track components to be planned after they have degenerated
to a level where they are not able to serve their desired purpose.
1205. Criteria for Renewal of Sleepers–Generally a sleeper is serviceable if it can hold
gauge, provide satisfactory rail seat and permit rail fastenings being maintained in
tight condition, and retain the packing underneath the sleepers. Concrete sleepers
will be considered for replacement/renewal if they have developed notches more than
3 mm at rail seat locations, their inserts are broken or elongated, or they are not able
to provide required toe load, sleeper themselves are broken or any other reason for
which they are not able to hold gauge and level. Where re-sleepering only is justified,
this should be carried out in continuous stretches, through sleeper renewal should
be considered if the percentage of such sleepers exceeds 20% in a patch. On girder
bridges when several sleepers are defective, renewals should be carried out for the
full span,
1206. Planning of Renewals– Renewals may be planned in as long and continuous lengths
as practicable, within the available resources with priorities to meet the projected
traffic. Short, isolated stretches of 10 km and less, not due for renewal on condition
basis may be programmed along with the adjoining lengths, if these stretches do not
confirm to the required standards.
1207. Planning of Traffic Facilities for Renewals–
a) In the case of relaying works in busy sections additional sidings as necessary
should be provided at the depots for receipt and dispatch of materials as well
as for working of track relaying machines.
b) Arrangements for special rakes for movement of rails and sleepers should be
made by the Dy CPM RMUconsultation with the Operating Department. Where
necessary, separate power and crew should be arranged. Provision of
Engineering Time Allowance should be arranged with the Traffic Department.
c) Traffic block will invariably be required for operation of track relaying trains In
such cases, the APM/DPM should give adequate notice to the Operating
 Department well in advance for the period during which the track renewal work
will be carried out. Such information is useful to the Operating Department in
regulating the traffic flow. In case of any difficulty, the APM/DPM/IMD Incharge
should refer the matter to the RMU, who will arrange for the required blocks in
consultation with the GM/GGM/OPBD. A minimum block of 4 to 6 hours
duration is necessary where renewal works are carried out by machines.
d) The APM/DPM/IMD Incharge, in consultation with the Operating Department
Officers, should manage to carry out permanent way renewals with the
minimum obstruction and detention to traffic.
e) Arrangements should be made for notification by the Operating Department to
all concerned regarding work to be executed by Engineering Department and
imposition of blocks and protection by temporary Engineering fixed signals.
They shall issue of caution orders to Drivers by Station Masters on daily advice
of actual kilometerage received from the Exe/Sr. Exe/JPM of the work.
1208. Speed Restrictions–The speed restrictions to be imposed during various sequences
of work are given in Table I and II which are as shown below:
Table I
Machine Packing followed by stabilisation using DTS
(Mechanised laying of Track by TLE Single rail panels)
Day Sequence of Events Speed in Kmph
Opening, Relaying and equalisation of
1st 20
ballast
2nd& Rail renewal and welding & attention
20
3 rd to track as required
1st tamping
40
in smoothening mode and 1st
4th (after tamping and
stabilisation in maximum settlement
stabilisation)
mode.
5th Ballasting 40
2nd tamping in smoothening mode 75
6th and 2nd stabilisation in maximum (after tamping and
settlement mode. stabilisation)
3rd tamping in design mode and 3rd Speed up to 100
7th stabilisation in controlled settlement (after tamping and
mode. stabilisation

Table-II
Machine Packing followed by stabilisation using DTS
(Mechanised laying of Track by TRT)
Day Sequence of Events Speed in Kmph
1st Opening, Relaying and equalisation of 30
 ballast
2nd Welding and Manual attention to track 30
as required
3 rd 1st tamping 40 (after tamping and
in smoothening mode and 1st stabilisation)
stabilisation in maximum settlement
mode.
4 th Ballasting 40
5th 2nd tamping in smoothening mode and 75
2nd stabilisation in maximum (after tamping and
settlement mode. stabilisation)
6 th 3rd tamping in design mode and 3rd Speed up to 100
stabilisation in controlled settlement (after tamping and
mode. stabilisation)
1209. Project Report for Track Renewal Works– Systematic and meticulous planning for
various items of execution of track works is essential for achieving quality, economy
and timely completion of works. For every sanctioned track work e.g. CTR, TSR, TRR,
deep screening, bridge sleeper renewal, etc.
a) A detailed project report should be prepared. The report should, inter alia, cover
the inventory of existing track structure including the rails, sleepers, fittings,
turnouts, SEJs, Glued Joints, ballast quantity/deficiency in track, width of
formation, , bridges, electrical fittings, curves, height of bank/ cuttings, yards,
sidings, etc. and other details should be taken as prescribed in P.Way diagram.
b) Classification of existing track materials– During inventory of the existing track
structure by foot-by-foot survey, identification, classification and colour
marking of existing track materials as second hand and scrap would be done
as provided in Para 1218 & 1219. The classification should be approved by the
competent authority. Action plan for stacking/ storage and disposal of the
released materials should be clearly indicated. Inventory of existing track
materials would normally be prepared jointly by the IMSD sectional (P.Way) of
the section and the IMSD incharge/Exe./Sr.Exe (Spl).
c) Proposed track structure– The proposed P.Way diagram of the affected length
should be prepared in the same format as done for the existing track structure
and incorporated in the project report.
d) Repair and widening of cess– The project report should indicate the requirement
of and plan for widening of formation in both banks and cuttings wherever
necessary. Provision of proper drains in cuttings should also be planned.
e) Formation treatment– Areas needing formation rehabilitation should be
identified and a study for possible solutions and method of execution of the
rehabilitation scheme should form part of the project report.
f) Ballast– The requirement of depot supply and the source and means of each
should be spelt out clearly (mode of providing ballast cushion i.e. deep
screening or raising should be identified along with sketches of cross sections
present and proposed). Sleeper renewal would normally not be started unless
adequate arrangements for supply of ballast have been made.
g) Transportation of P. Way materials– The mode of transportation for various
 track components and unloading of rails and sleepers, at the work sites should
be indicated in the project report.
h) Welding– The complete details of welding requirements, the arrangements need
to be made for its execution whether departmentally or through contract should
be clearly indicated in the report.
i) Renewal of turnouts, bridge sleeper, etc.– The project report should cover the
complete details of turnouts, bridge sleepers, level crossings, etc. where renewal
is to be carried out. Whether turnouts are to be laid manually or by mechanized
means, should be clearly brought out indicating the arrangements made (the
report should also include the mode and agency for overhauling, track laying
and making up of road surface at the level crossings).
j) Use of machines– The requirement of machines for renewal (if mechanized
renewal is planned) deep screening (if mechanized deep screening is planned)
and tamping/ stabilizing and the duration for which the machines are required
should be indicated. The machines that would be deployed should be identified
and staff nominated. The planning for repair of machines at the works site,
supply of fuel and other consumables should be planned. The requirement of
additional lines in the existing yards for making base depot and arrangements
made for the same should be indicated.
k) Contracts– The contracts that are required to be entered into for various
activities of works , . The planning for deployment of staff/supervisors for
execution at various activities should be indicated.
l) Material Planning– The material requirement should be arranged and by the
RMU . Against each material, the proper nomenclature and drawing number
should be indicated. Rails nos. and sizes (including lead rails, checkrails etc.),
sleepers (including specials), rails and sleeper fastenings, switches and
crossings, and bridge sleepers and fittings, etc. should be fully covered. The
consignee particulars and the destination, the mode of transport should also
be indicated.
m) Manpower Planning– The requirement of manpower including the officers,
supervisors, artisan and other staff should be worked out with minute details.
The arrangements made for camping of these officials and mobilization should
be reflected.
n) Requirement of speed restrictions, traffic blocks and other material train–
Planning for execution of track renewal works should be such that the time loss
on account of speed restriction is minimal. The report should indicate
requirement of speed restrictions and traffic blocks together with duration. The
corridor for blocks is required to be planned in consultation with the Operating
Department and accordingly reflected in the report after obtaining the approval
of ED. Arrangements made for various types of wagons for transportation of
ballast, sleepers, etc. together with requirement of locomotives should be
indicated in the report in consultation with GM/GGM/OPBD and with the
approval of ED.
o) Monitoring mechanism– The list of all activities involved and the time
estimation for each activity should be worked out. These activities should be
sequenced and co-related in logical manner and network diagram prepared duly
identifying the critical activities. These should form part of the project report.
1210. Before carrying out track renewal work in electrified areas sufficient notice should
be given to the Electrical Department so that they can arrange for adjustment of
overhead wires to conform to the new alignment and level. They will also arrange for
bonding the new track. in yards where change in yard layout is contemplated notice
should be given to the Signalling Department for getting assistance in executing joint
works. Advance Notice as laid down by the respective railway should be given to the
Operating Department of the actual commencement of work by the Exe/Sr.Exe
(P.Way), for sending advice to all concerned. The safety of traffic is of Paramount
consideration.
1211. Unloading of Rails, Sleepers and Fastenings–
a) It should be ensured that materials are unloaded opposite to the position where
they are to be laid. Care should be taken to avoid unloading of materials in
excess of the actual requirement, so as to avoid double handling.
b) Utmost care should be exercised in unloading rails. Ramps made of
unserviceable rails should be used for unloading. Short, welded panels as well
as rail panels for laying welded rails may be unloaded by “end-off-loading”
method, wherever possible.
c) The unloaded panels should be carefully stacked on a level base; care being
taken to prevent formation of kinks. Flat footed rails, as a rule should rest on
the foot. Any carelessness in unloading and stacking is liable to cause
irreparable damage, resulting in bad running. While carrying rails they should
be supported at several places by rail tongs or rail slings. Carrying of rails and
heavy articles on the head or shoulder should be avoided. Kinked rails must be
jim-crowed and straightened. Punch marks on rails or marking by chisel should
be prohibited as these cause incipient failures.
d) New rails and sleepers for the next day’s work should be hauled from the place
of unloading to opposite to the place, where they are to be laid.
e) Material new or old, lying alongside the track is always a potential source of
danger and efforts should be made to remove the same as soon as possible.
f) Detailed guidelines on unloading of rails and related to operation of End
Unloading Roller Rakes as contained in RDSO’s Guidelines for Handling and
Stacking of Rails October 2014 (CT-35) shall be followed.
1212. Essential Points to be observed During Linking– Only 260m long panels are to
be used in laying. These should be unloaded along the track. After linking these
should be made LWR after Flash-Butt Welding.
1213. Track Laying standards–the laying standards of track geometry during primary
renewals should be achieved as per original geo coordinates. (Track laid with new
materials). The track geometry will be recorded three months after the speed is raised
to normal. Track Parameters to be measured in floating condition (refer Para 618).
Standard Deviation and Peak based limits for unevenness and alignment as
measured by TRC, shall be as per Para 615).
1214. Renewal of Points and Crossing– Renewal of Points and Crossing shall be planned
under following conditions:
a) Wear on switches and crossing reaches as per Para 845(b) & (c).

1215. Housing of Switches– Before stretcher bars are connected, each tongue rail should
 be examined to see that it lies properly housed against the stock rail up to JOH,
without any pressure being applied to keep it in position. close co-ordination should
be maintained by the Executive (P. Way) with the Executive (Signal) and Executive
(Elect) and work should be carried out jointly. Actual procedure of carrying out
renewals–
a) Before renewing points and crossings, the ballast in the layout should be deep
screened. After deep screening, the ballast should be laid only up to the bottom
of the sleepers and extra quantity of ballast kept ready by the side of the layout
for fully ballasting the layout, after renewal. Equipment for rail cutting and rail
drilling should be kept ready at site.
b) Renewals can be carried out by any of the following methods–
i. Slewing of pre-assembled turnout at site (Manual) – The layout is assembled by
the side of the existing layout. The ground on which the turnout is to be
assembled is levelled first. If necessary, room is not available, additional space
is created by doing extra earthwork or by constructing a working platform with
the old rails and sleepers. The assembly is usually built on a rail grid, the top
surface of which is greased beforehand to facilitate easy slewing. During the
block period, the existing layout is dismantled and removed, and the pre-
assembled layout is slewed in its correct position, aligned and packed.
ii. Preassembling &laying with mechanical (Machines) –IRTMM may be referred
for mechanized laying of turn out.
1216. Renewal of Track Fittings and other track components- (Back to Para
1201,1202,1203) Renewal of track fittings to be planned after they have degenerated
to a level where they are not able to serve their desired purpose. Service Life of
different fittings are as under:
S. Item Location Criteria for Renewal
No
1 GFN-66 Plain 6 years or on condition basis
Liners Track
2 Metal Liner Plain 8 years or on condition basis
Track
3 ERC Plain 8 years or on condition basis
Track
4 GRSP Plain 4 years or on condition basis
Track
5 CGRSP Plain 8 years or on condition basis
Track
6 PSC Sleepers Plain Conditional based renewal
Track

Sleeper Density– For Main Line and loop lines, sleeper density would be as per
DFCCIL Standard
1217. Rails in Station Yards– While carrying out through rail renewals or complete track
renewal in yards, 260m long panels may be used. However, later on weld them into
 LWR/CWR.
1218. Classification and Use of Released Material–
a) After a section of track has been renewed, the released material shall be
carefully sorted out so that greatest possible use may be made of them. They
should then be classified by the Exe/Sr.Exe (P.Way). Tools and plant left over
should also be classified and action taken on their disposal.
b) The rails should be graded according to their weight and condition into groups
suitable for re-use in running lines, non-running lines and for conversion into
posts or structural members for various purposes or for sale as scrap. Where
rail-ends are worn or hogged, the feasibility of “Cropping” the ends should be
considered if the condition of the rail is otherwise satisfactory.
c) The sleepers should be sorted into various grades suitable for re-use in the
track or as unserviceable material not fit for use in track works.
d) Fish-plates, fish-bolts, ERCs & Liners should be sorted into those suitable for
re-use and the rest as scrap.
e) If the switches and crossings themselves are badly worn to be re-used, the small
fittings such as stretcher bars, switch anchors, stud-bolts and blocks can
generally be used. Crossings should be reconditioned by welding, if the wear is
not excessive.
1219. Basis for Classification of released Materials – For the purpose of classification,
Permanent Way materials should be divided into three classes depending upon the
section and condition as detailed below–
a) Class I material is that which is new and of standard section. New items of
obsolescent sections, which are interchangeable with standard materials and
are purchased from time to time to prevent wastage of other serviceable
material, should be brought on to the stock account as Class I material. These
items should be included in the price lists for the miscellaneous and common
items. No other material of an obsolescent section is to be treated as Class I,
even though it may never have been put in the track.
b) Class II material includes all new material of obsolescent sections other than
those included under Class I and all standard and obsolete material released
from the track and fit for further use on track. Only Switches and Xings will be
classified as class II. Small quantity of rails may be classified as class II after
arising out of the requirement in DFCC.
c) Class III materials shall include all materials that has become unserviceable.
This is either metal scrap or unserviceable sleepers. This class will include all
rails which are neither Class I nor Class II.
1220. Accountal of released P.Way materials–
a) The quantity of released materials from every work included for track renewal/
will be based on yardsticks for loss of weight to be fixed on the basis of data
collected during foot by foot survey. If there is more than one work on the same
route, near to each other and under similar ground conditions, only one set of
yardsticks would suffice.
b) List of materials likely to be released will be prepared indicating the quantum
of such materials separately as second hand (SH) and scrap following the
instructions given in sub-Para (2) above.
c) While second hand materials will be indicated only in length/nos. in case of
 scrap materials, the accountal will be following:
i. Rails– in length, then converted to weight.
ii. Sleepers– nos. as whole
iii. Fittings & fastenings– by weight.
d) The accountal of the actual weight loss after release will be done based on the
actual measurement.
e) The periodical returns for track renewals are to be submitted at the laid down
periodicity as per rules and the existing procedure for checking should be
streamlined to ensure that the returns are investigated in detail in the IMD
office in nos.
f) In cases where the track work is to be done by contractor, the list of released
materials shall be jointly prepared on the basis of a field survey to be conducted
by the Executive (P.Way) and contractor’s representative after the work has
been awarded but before the dismantling work is allowed to commence. The
contractor shall be bound to hand over the materials according to the said
agreed list and should be responsible for any shortages.
1221. Marking of Permanent Way Material – All Permanent Way material should be
distinguished as followed:-
a) Class I– No marks.
b) Class II (a) Second handrail fit to be re-laid in non running lines– Ends to be
painted with a daub of white.
c) Unserviceable material Class III - not fit for use– Ends to be painted with a daub
of red.
1222. Works to be attended after completion of relaying–
a) Classification and loading of released materials– Materials as and when
removed during the progress of relaying should be collected, classified,
accounted and despatched to the destination.
b) Revision of Permanent Way Diagrams– As soon as the rail or the sleeper
replacement work is completed, the Permanent Way diagrams, the station yard
diagrams and the index section that embody the detailed particulars of the
track in regard to the year of laying, section of rail, type of sleepers, fish-plates&
fittings should be amended up-to-date RMUThe daily progress details will also
be updated in TMS. Copies of amended diagrams should be issued by the DY
CPM to the IMD incharge concerned for record in their offices.
1223. Second hand material will not be used in normal course but one set each of all types
of Switches and Xings shall be kept at station as Second hand released material for
emergent use with caution if required.
 CHAPTER – 13
TRAINING, COMPETENCY & REFERENCES

1301. Types of Training Courses – Permanent Way staff need to be trained for their job
both through theoretical classroom training and practical work on site using the tools
and equipment of the particular trade. The use of audio video aides is desirable for
better understanding of the subject. Training is a continuous process right from the
time of recruitment. Following four types of training courses should be organized in
the Training Institutes run by Dedicated Freight Corridor Corporation of India
Limited (DFCCIL)/RDSO/or any other institute specified by DFCCIL administration.
The duration for various courses for above training is listed in Annexure -13/1.
a) Initial/Induction/Basic Courses.
b) Promotional Courses.
c) Refresher Courses.
d) Special Courses.
1302. Initial /Induction Courses – Initial and induction Courses are for new entrants. It is
meant for directly recruited categories such as Technicians, Multitasking Staff, JPM,
IMSD Sectional and IMSD incharge.

Post Place of Training Classroom Field

training training

MTS HHI, Noida 12 days 12 days

Junior HHI/DFCCIL and 22 Weeks 04 Weeks
Executive ZRTI/ Supervisor
training school

Executive HHI/DFCCIL and 25 Weeks 04 Weeks

ZRTI/IRICEN
Supervisor
training school

Junior HHI/DFCCIL, 25 Weeks 15 Weeks

project ZRTI/IRICEN,
manager IRIEEEN,
IRIMEE, IRISET,
IRTMTC &
NICMAR

1303. The syllabi and the training program for the initial course should be drawn up by
Dedicated Freight Corridor Corporation of India Limited (DFCCIL)and circulated to
all RMU units of DFCCIL.
 a) Induction Course for Multi-tasking staff/Technicians – This course will be held
at CGM/CPM Unit training centers under the direction of JPM, IMSD Sectional
and IMSD Incharge. It should include an introduction to the working of the
Department in general and to the Track/Bridge works in particular in a clear
and simple manner.
b) Initial/ Induction Course for classroom, IMSD Sectional and IMSD Incharge –
This course’s should be held at the Heavy Hall Training Institute The course
content should include class room lectures, field demonstrations, and practical
training. The Classroom lectures should include –
i. General working of the DFCCIL and its RMU Units of various Departments. All
establishment matters including extant rules and various Acts.
ii. Permanent Way – Organization and distribution of Permanent Way staff,
Methods and systems, works incidental to maintenance, rails and rail joints,
sleepers and fastenings, ballast, formation, maintenance in electrified and track
circuited areas, permanent way renewals, maintenance and laying of curved
track, inspection systems and speed indicators, patrolling during monsoon and
emergency, pre- monsoon precautions, action to be taken during accidents and
breaches, level crossings, working of trollies, motor trollies and lorries, laying
and maintenance of SWR and LWR/CWR, points and crossings and layouts,
maintenance of tools and other common equipment in use and details of Track
Structure.
iii. Transportation – General Rules, fixed and detonating signals, various systems
of train working and signaling, Failure of communication on single, double and
multiple lines.
iv. Office work – Accountal of stores and Permanent Way Materials, Imprest, Tools
and Plants, stock verification, `classification and disposal of surplus Material
and Materials at site Account through TMS (store) Module.
1304. Practical Training – Practical training shall include visits to various sites open line
and construction/Project site where Permanent Way maintenance/Construction
work is being done. Training shall be given to permanent way staff as prescribed in
Training Manual issued by DFCCIL. Technicians and MTS shall be given competency
certificate by RMU Unit training centers before deputing them on LWR/CWR
sections. The competency certificate shall be valid for five years from the date of
issue. In exceptional cases, competency certificate can be given by APM/DyPM/IMD
In-charge by duly examining his level of competence. Such a competency certificate
will be valid for a period of one year.
1305. Promotional Courses – The course for promotional training will be necessary in the
case of staff promoted from a lower to a higher status by a process of selection. The
promotional training courses should undergo by the employees immediately after the
promotion at the first available opportunity and is applicable in the following cases:
a) Promotion from Track Maintainer/Gateman to work as Keymen/Gang Mates:
This Basic/Promotional Training should be held at the Heavy Hall Training
Institute.
b) Promotion from Technicians/MTS to IMSD Sectional: This promotional course
should be held at the Heavy Hall Training Institute.
c) Promotion from IMSD Sectional to JPM/IMSD Incharge. : This course should
be held at the Heavy Hall Training Institute.
1306. 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, Gang
Mates, and JE/SSE/P.Way Technicians/MTS, IMSD Sectional, JPM/IMSD Incharge
should be sent for Refresher Courses once in five years. In the Refresher Courses, all
subjects pertaining to the concerned categories shall be covered as enumerated under
promotional courses, but the extent of coverage will be on a limited scale.
1307. Special Courses – In addition to the regular courses mentioned above, special
courses on any of the following subjects should also be arranged periodically to
increase a sense of awareness of the staff on these subjects – Rail Wheel Interaction
& derailment, Geotechnical Investigation, Survey, USFD, AT & FB welding,
Mechanized Maintenance, Points & Crossings, Curves, High Speed Track, Track
Recording, TMS including Store Modules. It is desirable that the staff posted for the
maintenance of welded track or posted on sections maintained by Machines, should
be given a special training on the relevant subjects pertaining to their duties in a
short course arranged before they are posted in these areas. Training Module for
Non-Gazetted staff of Civil Engineering Department as circulated by Railway Board
shall be followed.
1308. Certificate of Competency – (Back to Para 1003) In order to ensure safe working
& proper output, a qualified person shall be appointed. Such a qualified person shall
be responsible for supervising Track works and its proper protection. The qualified
person shall hold a certificate of competency, which shall be issued according to
prescribed instructions. Staff in whose favour a certificate is issued should be
literate, having knowledge of Hindi or other local language, should have passed the
prescribed Medical test. The certificate of competency will be issued for a specified
period, by an authorized officer, and renewed periodically. Categories of staff
competent to supervise and execute the works are listed in Annexure - 13/2.
1309. Training and Certification of welders-
a) Certification of Welders of Approved portion manufacturing firms and labour
contracting firms shall be done by RDSO as per provisions of “Indian Railway
Standard Specification for Fusion Welding of Rails by the Alumino-Thermic
process”.
b) Training and certification of Departmental welders and supervisors shall be
done by Thermit Portion Plant (TPP), Northern Railway, Lucknow and Thermit
Welding Centre (TWC), Vijayawada as per procedure for certification given in
Annexure - 1 of “Manual for Fusion Welding of Rails by The Alumino-Thermic
process”.
1310. Category of Medical Examination – In order to secure continuous effective service
and to ensure that one shall not possesses any disease, unfitting him or likely to
unfit him for that Service, Regular medical examination of railway staff should be
done. Following different Medical category, based upon the nature of work and
responsibility for P.Way (Track staff) as prescribed in Chapter V of Medical Manual is
reproduced as under -
a) Group A: Vision tests required in the interest of public safety.
Categorized as A-1 to A-3.
b) Group B: Vision tests required in the interest of the employee himself or
his fellow workers or both. Categorized as B-1 & B-2.
c) Group C: Vision tests required in the interest of administration only.
 Categorized as C-1 & C-2.
Frequency and Standard of medical test shall be qualified by P.Way staff
during their service as listed in Annexure - 13/3. Authorized Medical
Examiner for these tests shall, reputed medical officer’s of nominated
hospitals by DFCCIL.
1311. Books of Reference – Books of reference listed in Annexure - 13/4 and other
publications from RDSO and IRICEN/Pune including Technical Monograms
considered essential, should be supplied to the officers and the
Jr.Exe/Exe/Sr.Exe/JPM of each Corridor. The Chief General Manager’ and the ED’
Offices should make arrangement to ensure circulars and instructions are available
in TMS and/or at Zonal web site as a separate tab on Engineering department page.

Annexure - 13/1 Para 1301

 Various Training and Duration
SN Category Type of Place of Duration Frequency
.S.N Training Training /Remarks
S.N Duration
Induction Heavy Hall
1 (For new Training Once on
11111 recruits Institute 6 months joining
1 IMSD posted in (Training DFCC
Sectional, DFCC Institute- /Promotion
JPM/IMSD 3 month through
Incharge in field- 3 Inter cluster
month) exam from
P.Way
category
22222 IMSD Promotion Heavy 17 days Once on
2 Sectional, Hall (3 weeks) Promotion
JPM/IMSD Training from
Incharge Institute Exe/Sr.Exe
E0/E1
Heavy Hall
3 Training 17 days
33333 IMSD Refresher Institute/ (3 weeks) Once in five
3 Sectional, Training in year
JPM/IMSD Centralized
Incharge Training
Institute
44444 Technicians/ Promotion Once on
4 MTS at Grade 18 days promotion from
N1-N4 MTS to Jr.Exe or
from track
555 Technicians/ Basic maintainer to
5 MTS working key man
as Keyman Training in
6 Technicians/ Refresher RMU 6 Days Once in five
MTS year
6 working as
Keyman/Uni
t Incharge
77 MTS working Induction 12 Days For new
7 as Gateman recruits
MTS working For gateman
88888 as Gateman Induction 6 days picked up
8 from track
maintainer
capacity
9 MTS working Refresher 6 Days Once in five
9 as Gateman year
10110 Technician Induction 30 Days Once on
1 s/ MTS joining
0 DFCC
11111 Technician Refresher 6 Days Once in five
1 s/ MTS year
1

12 IMSD Initial Training at 4 weeks Once

12 Sectional, RDSO selected for
JPM/IMSD USFD
In- testing
charge/USFD
Training First
13111 IMSD Refresher at 1 week refresher
1 Sectional, RDSO/I after 3 year.
3 JPM/IMSD RICEN Thereafter
In-charge once in
/USFD five year
14111 Welder (AT) Initial 2 weeks Once on
1 selection as
4 Training Welder
1515 Welder (AT) Refresher in 1 week Once in Two
15 TPP/L years
1 IMSD KO &
16 Sectional, Initial TWC/Vijaya 1 week One time in
JPM/IMSD wada service
In-charge
(Welding
supervisor)
 Annexure - 13/2 Para 344, 1306

LIST OF FUNCTIONARIES AUTHORISE TO ISSUE COMPETENCY CERTIFICATE

FOR VARIOUS TRACK ACTIVITIES.

Lowest Functionaries
SNSSS Nature of Activity Authorized Authorized to Issue
S /Work Level of Competency /
. Supervision Permission for Work.
N (Minimum Level)
To carry out
Maintenance work
under their personal Subject to passing of
111111 supervision in Initial/Refresher/
1 LWR/CWR for following Executive Promotional courses
1 works Pway
1. Renewal of fastenings
not requiring lifting.
2. Emergency repairs to
Rail fracture
3. Inspection and
Checking of SEJ, oiling
and greasing and re-
tightening
/renewal of fittings once
a fortnight.
Hot weather patrolling
Cold weather patrolling
Protection of track and JPM/APM (Overall In-
secure safety Technicians/ charge) (Experienced
2 of trains in case of MTS (OS) and trust worthy men
2 buckling, rail fractures, from the Outsourced
or any abnormal Gang to work as
behavior of track. patrolman/Watchman.)
Any other Patrolling
For passing of train in
emergency at rail/weld
fracture site.
Carrying out various
activities in connection IMSD Subject to passing of
3 with maintenance of Sectional/ Initial/Refresher/
track as given in JPM/IMSD Promotional courses
relevant chapters In-charge
of this manual.
4 To use Trolley IMSD
/Lorry/Dolly To Use Sectional APM/DPM/IMD Incharge
4 Trolley/Lorry To use Motor Trolley (Valid for Two years)
Motor trolley Driver
 MTS/Outsou Training in RMU Units
5 To work as Gateman rced Staff (Valid for 5 years from
5 the date of issue)
6 To use of trolley/ Motor IMSD PM/Dy.CPM, (Valid for
6 Trolley/ Lorries Sectional/ Two years)
JPM/IMSD
In-charge

To Supervise AT welding. IMSD TPP/Lucknow or TWC/

7 Sectional/ Vijayawada (after
JPM/IMSD satisfactory completion
In-charge of TW3 course)
To execute AT weld TPP/Lucknow or TWC/
8 (Provisional Certificate) Departmental Vijayawada (TW1
AT Welder competency valid for
8 executing 100 joint or 6
months whichever is
earlier)
Departmental TPP/Lucknow or TWC/
To execute AT weld AT Welder Vijayawada
(Regular Competency (after satisfactory
9 Certificate for completion of TW2
departmental welding. course with validity up to
2 years and after two
year reassessment valid
for next 2 year.)
10 Provisional Competency Contractor/ M&C Directorate of
10 certificate for welder of Firm AT RDSO or any other
private firm. Welder institute approved by
DFCC (Valid for 2 years)
Regular Competency Contractor/ M&C Directorate of
11 Certificate for Welder of Firm Welder RDSO or any other
private firm. institute approved by
DFCC (Valid for 5 years)
Supervision of FB Departmental
12 Welding (Min Diploma /Firm FB CTE/DFCCIL
in Mech/Elect Engg. Or welding
BSc duly passing test as supervisor
per Flash Butt welding
manual provision)
 Welder for FB welding
13 (Min class X or Departm CTE/DFCCIL
equivalent duly passing ental/Fir
test as per Flash Butt m FB
welding manual welders
provision)
Supervision of FB
Welding of Railway PSU Railway PSU
14 / Metro (Min Diploma / Metro/Firm CTE/DFCCIL
in Mech/Elect Engg. Or FB welding
BSc duly passing test supervisor
as per Flash Butt
welding manual
provision)
Welder for FB welding
of Railway PSU / Metro Railway PSU CTE/DFCCIL
15 (Min class X or / Metro/Firm
equivalent duly passing FB welders
test as per Flash Butt
welding manual
provision)
USFD operator of Depart M&C Directorate of
16 departmental USFD mental RDSO (Valid for 3 years)
machines (Initial USFD
certification) Operato
r
USFD operator of
17 departmental USFD Depart M&C Directorate of
machines (Subsequent mental RDSO (Valid for 5 years)
certification.) USFD
Operato
r
18 USFD operator of USFD M&C Directorate of
contracted USFD Testing by RDSO (Valid for 6
machines (Provisional contractor months)
certificate) operator
USFD operator of USFD M&C Directorate of
19 contracted USFD Testing by RDSO (Valid for 2 Years)
machines (Regular contractor
Certificate) operator
Quality Control inQuality control In- M&C Directorate of RDSO
20 charge for charge by (Valid for 3
outsourcing of contractor Years)
USFD
 Annexure - 13/3 Para 1308
Medical Examination Standard
SN.Category Visual Validity/ Periodical medical exam (PME)
stan
dard
s
1 IMSD A-3 Every four years till 45 yrs. and then every
Sectional/ two years till 55 yrs. and thereafter annually
JPM/IMSD till retirement. In case Trolleyman is not A3
In-charge and he is having at least B1 standard then he
is allowed to take trolley under traffic block
2 Trolleymen with a helper having A-3 category.
Gang Mate, B-1
3 Keyman, On attaining the age of 45 yrs. and there after
Track every 5 yrs.
Maintainer
including
out sourced
staff.
4 Watchman C-2 No PME

Various Training and Duration

SN Category Type of Place of Duration Frequency
.S.N Training Training /Remarks
S.N Duration
Key- Induction RMU 18 days Once on
1 Man/Patrolm Training Units/IM joining
11111 en D
1

12222 Key- Refresher RMU 6 days Once after 2

2 Man/Patrolm Units/IM year
en D

Annexure 13/4

Training Schedule of Outsourced Staff:-

 Annexure - 13/5 Para 1309

Offices, which should be

equipped with a copy
of the publication
Item Publications For the
N persona CGM/ APM/D IMSD
o l use of GM/C Y Secti
. such PM PM/IM onal
officers unit D /
and office Inchar JPM
inspect s ge /IMS
ors D In-
as may be char
presc ge
ribed
1 Act- Indian Railways ... 1 1 1
2 Code- Indian Railway ... 1 1 1
for the Engineering
Department.
3 Freight Railway 1
Permanent Way 1 1 1
Manual
4 Freight Railway Works 1 1 1 1
Manual
5 Freight Railway 1 1 1 1
Bridge Manual
6 Manual- Accident & 1 1 1 1
Circulars pertaining
to Accidents.
8 Rules- General and 1 1 1 1
Subsidiary,
9 Schedule of 1 1 1 1
Dimensions
10 Orders Technical and 1 1 1 1
Safety Circulars-
Engineering
Department
11 Working Time Table 1 1 1 1
and Appendix thereto
13 Manual for Flash 1 1 1
Butt Welding of Rails
14 Manual for Fusion 1 1 1
Welding of Rails by
the Alumino-Thermic
process
15 Small Track Machine 1 1 1
Manual
16 Track Machine 1 1 1
Manual
17 Manual for 1 1 1
ultrasonic testing of
rails and welds
Special Instructions 1 1 1
for maintenance of
TWS,Canted turnouts
by OEMs
 CHAPTER 14
SANCTION FOR WORKS AFFECTING RUNNING LINES & MODIFICATION IN RRM
1401. Works Requiring the Sanction of MD/DFCCIL: As per Boards letter for the
commencement and opening of the following works, the sanction of MD/DFCCIL shall
be obtained–
a) Additions, extensions, or alternations to running lines.
b) Alterations to points and crossings in running lines, (shifting of points and
crossings is not included in alteration)
c) New signaling and interlocking installations or alterations to existing installations
d) New stations, temporary or permanent
e) Heavy re-grading of running lines involving lowering/raising of track in excess of
500 mm
f) 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 the provision of
temporary girders, etc. affecting running lines.
g) Permanent diversion (deviation) more than 2 km in length without any station
in-between or irrespective of length when a new station is involved, is to be treated
as new line.
h) Temporary diversion irrespective of length, except those laid for the restoration of
through communication after an accident.
i) Additions or alterations to the electrical installations for electrical traction.
j) Any work covered in Section 21 to 23 of The Railways Act, 1989 (24 of 1989).
1402. Application for Sanction of Works– Application to MD/DFCCIL for sanction for
carrying out works affecting the passenger running lines should be made by Dy CPM of
concerned department and signed by all Dy CPM of RMU and CGM. After that the
application shall be signed by all coordinating officials and ED of the section and
Directors concerned. The officer should furnish along with his application a Track
Certificate, where applicable, signed by Chief Engineer (Track) to the effect that the track
is suitable for the maximum axle loads stated therein. The certificate will be
countersigned by the ED of the section.
a) .
1403. Notification to Railway Officials When Opening Works– No new work affecting the
running of trains or the traffic working at stations should be brought into use until the
staff of all departments has been notified by means of a circular notice issued by the
GM/Safety. Timely intimation of the date of opening of works should be sent to the
GM/OPBD wherever any new or revised working rules are to be brought into operation,
to enable him to give the running staff due notice.
1404. Works Arising Out of Accidents Including Breaches–Same procedure is to be adopted
as para 1401.
1405. Correction Slip for Railroad Manual: Any inclusion, deletion or modification in
Railroad manual will be done by issuance of correction slip. Following procedure is to
be adopted.
 a) Corrections may be proposed by CGMs GMs/AGMs of corporate office for inclusion
in RRM.
b) This will be referred to a committee consisting of CTE/DFC, CBE/DFC and
GM/technical. In case of non-availability of above GMs having minimum 2 years
of experience of maintenance of track may be nominated by Director
infrastructure.
c) The committee will examine the proposal and may recommend for
i. Inclusion in RRM by correction slip.
ii. Dropping the proposal.
d) After recommendation Director Infra will approve the recommendation for issuance
of correction slip.
1406. CTE is competent to clarify the interpretation of the language in RRM.
1407. Any dispensation in the any para of this manual will be done by Director
PP/Infrastructure.