TRACK CONSTRUCTION METHODOLOGY SEQUENCE FOR

EDTP

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

BOTTOM BALLASTING & SLEEPER LAYING

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

6/29/15

BOTTOM BALLASTING & SLEEPER LAYING

After the track formation is ready, concrete sleeper are stacked along the formation
sides
Level & alignment control pegs are installed along the formation at interval of 10 m at
about 5.6 m from the center of formation
Centre of the track to be constructed is marked by paint on the formation
Ballast stock pile for bottom ballasting is stocked at nearby area and must be easily
excess by tipper truck and not obstructing construction machineries while the
construction of track in progress.
6/29/15

BOTTOM BALLASTING & SLEEPER LAYING

Tipper trucks are used to transport the ballast to the ballast box location
The ballast is unloaded to the ballast box to spread the ballast while moving along the
center of the track which are marked by paint at earlier stage.

6/29/15

BOTTOM BALLASTING & SLEEPER LAYING

The ballast box spread the bottom ballast at predetermined profile of 3.6m width
The distributed ballast then rolled by two passes of 10 tons vibratory roller compactor
following behind the ballast box at speed of between 2 5 Km/hr.
The ballast layer shall be up to 200mm thick and 4m wide after compaction.

6/29/15

BOTTOM BALLASTING & SLEEPER LAYING

The sleeper alignment corresponding to the track alignment to be built is marked on the
compacted bottom ballast to facilitate distribution of concrete sleeper onto it.
An excavator or any other suitable lifting plant then used to lift the sleepers.
A pair of spacer (of 600mm spacing for main lines & 650mm spacing for loop, siding or
spur line) and a spreader beam are used to lift 8 numbers of concreter sleeper at a
time.
6/29/15

BOTTOM BALLASTING & SLEEPER LAYING

8 Sleepers lifted and aligned to the marking on the ballast

first 4 alternate sleeper released from the spacer and the remaining are released
following the last released sleeper.
These operations are repeated from one end of the formation to the other end.
after these operation are completed the pre laid sleepers are now ready for rail
unloading
6/29/15

RAIL THREADING OF LWR STRING 150 METERS OR STRING 25 METERS

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

6/29/15

RAIL THREADER

RAIL THREADING CREW CONSIST OF 4 WORKERS.

1 TRAINED RAIL THREADER OPERATOR & 3 SUPPORT CREWS TO
CONTROL THE MOVEMENT OF RAILS DURING THREADING.

RAIL THREADER

TIMBER GLUDS USED TO SUPPORT THE RAIL OR THE

THREADER BASE FROM DAMAGING THE CONCRETE
SLEEPER.

RAIL THREADING (SHORT RAIL / LWR)

SHORT RAILS (25 M) OR LONG WELDED RAILS (LWR OF 150 M) WHICH

WERE UNLOADED TO SITE THREADED ONTO SLEEPER (RAIL SEAT) BY RAIL
THREADING MACHINE

RAIL THREADING (SHORT RAIL / LWR)

LONG WELDED RAILS (LWR) TRANSPORTED FROM PRODUCTION YARD

TO SITE BY RAIL TRAIN & DISTRIBUTED ONTO PRE-LAID SLEEPER.

 Winch wagon fixed at front end (in direction of unloading)

Guide trolley coupled to the winch wagon to guide the hauled rail onto the pre-laid sleeper

6/29/15

13

 A pair of LWR string drawn ahead guided by guide trolley.

Special roller positioned on the pre laid sleeper seat

6/29/15

14

 LWR pulled/ distributed onto the sleeper by wide wheeled tractor.

The pulled rail attached to the arrangement at the end of the tractor.
The arrangement is to clamp each rail string and maintains spacing between the strings

6/29/15

15

 On completion of rail distribution, rail strings are lifted by track jack, roller released
and rail positioned on the sleeper seat

6/29/15

16

INSITU FLASH BUTT WELDING

6/29/15

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

1) PRIOR TO WELDING
650 mm from rail end
ground flush with web
using 100/125 mm hand
grinders to remove any
brand name, lettering, &
roll marks ensuring full
contact between welding
electrodes and the rail.
(cl 3.1.4 IN SITU FLASH BUTT WELDING
OF UIC 54KG RAILS DTP/MMCG(HQ)/N1N8/S1-S32/MS/WLD(EM)/0002)

Rust, mill scale, grease &

other contaminants are
removed 650 mm from the
rail end by use of wire
brush & hand grinders.
(cl 3.1.5 IN SITU FLASH BUTT WELDING OF UIC
54KG RAILS DTP/MMCG(HQ)/N1-N8/S1S32/MS/WLD(EM)/0002)

6/29/15

18

SETTING FOR RAIL JOINT TO BE WELDED

Setting for lateral

alignment

Setting for vertical

alignment

Rail ends checked for straightness using 1 m edge. If deemed necessary

the rail end will straightened using rail straightener, or cut back the rail
end if the bend too large to give straight end.
(cl 3.1.3 IN SITU FLASH BUTT
WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)

Welding operator ensures rail ends not more 3 mm apart before

attaching welding head.
(cl 3.2.4 IN SITU FLASH BUTT
WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)

6/29/15

19

 Weld luting paste applied to

the weld all around the rail
head to prevent weld slag
material from scoring to the
soft weld material during
shearing
6/29/15

Welding head welding the

prepared joint

20

 On completion of welding, excess metal shall be removed by

hot stripping or hot grinding, leaving extent of weld upset
measured not to exceeding following limits;
(cl 3.4.1 IN

2) POST WELDING

SITU FLASH BUTT WELDING OF UIC 54KG RAILS DTP/MMCG(HQ)/N1-N8/S1S32/MS/WLD(EM)/0002)

At full head profile (extending up to the lower corner of the rail head on either
side)

2mm

Hot grinding shall be limited to within 1 mm of parent

material. The initial grinding include all round light grinding 2.5m
m
to remove shear marks & martensite that may have been
At the
web including
top fillet radius and up to the start of bottom fillet radius
2 mm
formed.
(cl 3.4.5 IN SITU FLASH BUTT WELDING OF UIC 54KG RAILS
At the fishing face on the underside of the rail head

DTP/MMCG(HQ)/N1-N8/S1-S32/MS/WLD(EM)/0002)
At the
foot including the bottom fillet radius and also under the rail foot

1.5m
m

Initial rough grinding using profile grinder to allow alignment

checking to determine if straightening is required. This
commence after allowing sufficient time after welding to
allow the weld to cool to between ambient temperature and
200 0C.

Final grinding carried out after the rail has cooled to ambient
temperature using rail profile grinder. The grinding shall be
limited to 400 mm from the weld over either or both rails to
prevent over grinding and provides smooth surface.
6/29/15

21

HOT GRINDING USING HAND GRINDER

Grinding the fishing face under

the rail head

6/29/15

Grinding the rail web of the

weld

22

HOT GRINDING USING HAND GRINDER

Grinding the rail foot slope of

the weld

6/29/15

Grinding the rail under foot

of the weld

23

HOT GRINDING USING HAND GRINDER

Grinding the bottom fillet of

the rail weld

6/29/15

Grinding the under foot of the

rail weld

24

PROFILE GRINDING

Rail head alignment check using a meter gauge and filler gauge to
estimate the extent of profile grinding to be done and to check the
straightness of the of the joint

6/29/15

25

PROFILE GRINDING

The rail head profile ground by rail profile grinder

after straightness of the welded joint checked
Grinding extent not more than 400mm from either
side of the welded joint
6/29/15

26

PRODUCTION TEST SAMPLING

PRODUCTION TEST WELD

SHALL BE DONE ONCE A
WEEK
2 PIECES OF UIC 54KG RAIL
OF 750mm EACH TO BE
WELDED PRODUCE THE TEST
SAMPLE
6/29/15

THE TEST SAMPLE SHALL BE

MARKED AND SENT TO
LABORATORY TO UNDERGO
SLOW BEND TEST

27

IN SITU FLASH BUTT WELDING IN PROCESS

PRODUCTION TEST WELD

SHALL BE DONE ONCE A
WEEK

6/29/15

THE TEST SAMPLE SHALL BE

MARKED AND SENT TO
LABORATORY TO UNDERGO
SLOW BEND TEST

28

RESULT FOR SLOW BEND TEST FOR THE TEST SAMPLE

SHOWN ABOVE

6/29/15

29

GEOMETRY CHECK FOR FB WELDED JOINT USING ELECTRONIC

STRAIGHT EDGE AT SITE FOR LWR DELIVERED TO TUNJANG
(29/1/12)

Check for lateral

Check for vertical
misalignment of welded joint
misalignment of welded joint
Maximum operating temperature of the ESE is 600C
(Temperature of the rail)

6/29/15

30

Permissible limits of misalignment at the welded joint, after

finish-grinding of each welded joint shall be checked for
compliance to the following limits;
Vertical alignment at rail top

+0.3mm (hump), -0.0mm

(sag)

Lateral alignment at gauge face

(measured along the gauge measuring
line below the rail head)

0.3mm

Head finishing on the gauge side

0.3mm (at the center of

100mm long straight ruler)

Head finishing on the top table surface

0.3mm (at the center of

100mm long straight ruler)

Running surface flatness

0.15mm (at the center of
(measured over the ground portion not
200mm straight ruler
exceeding 400mm length on either side
measured anywhere in the
The
final
misalignment shall be recorded
as measured
of weld
center)
ground
portion) by a
standard Electronic Straight measuring device.

6/29/15

31

READING TAKEN FROM THE JOINT SHOWN IN THE PICTURES

ABOVE

Horizontal misalignment
reading

6/29/15

Vertical misalignment
reading
32

GRAF TABULATED READING OF THE JOINT SHOWN

6/29/15

33

SLEEPERS RE SPACING AND SQUARING

6/29/15

34

SLEEPER RE-SPACING & SQUARING

ENSURING EVENLY SPACED SLEEPER & MAINTAINING SLEEPER

SQUARENESS BY RE-SPACING & SQUARING OF SLEEPERS BEFORE
TOP BALLASTING.

TOP BALLASTING, TAMPING , LEVELLING & LINING

DYNAMIC TRACK STABILIZATION ( DTS)

6/29/15

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

TRACK SURFACING SEQUENCE

ANOTHER ROUND OF
TAMPING FOLLOWED BY
DTS SHOULD BE DONE IF
THE TRACK SETTLEMENT
IS MORE THAN 20mm ON
MINIMUM 250m OF THE

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

TOP BALLASTING BY BALLAST HOPPER

DISTRIBUTION OF TOP BALLAST BEFORE TAMPING & LEVELING TO FINAL BALLAST

PROFILE

TAMPING MACHINE AT WORK

TAMPING MACHINE LIFT THE TRACK TO DETERMINED LEVEL BY THE MEASURING

SYSTEM & ALSO POSITIONS IT LATERALY (LINING)
PRIOR TO TAMPING, SURVEY READING OF THE TRACK TO BE TAMPED ARE TAKEN TO
GUIDE THE TAMPING PROCESS
BALLAST UNDER THE TRACK SLEEPERS IS SQUEEZED USING TAMPING TYNES ( 2-3
SECONDS)
MAXIMUM LIFT FOR INITIAL TAMPING CYCLE : 70mm
SURVEY READINGS (LINE AND LEVEL) OF THE TRACK ARE TAKEN AFTER EVERY
TAMPING CYCLE TO DETERMINE THE EXTENT OF TAMPING DONE AND ASLO TO

THE TRACK SHALL BE LIFTED AND TAMPED NEAR TO CORRECT LINE AND LEVEL
DURING SECOND TAMPING CYCLE GUIDED THROUGH THE TRACK SURVEY READING
INPUT GIVEN BY SURVEYOR

THE TRACK SURVEY READING UPON COMPLETION OF THE SECOND CYCLE TAMPING
IS RECORDED

BALLAST CUSHION UNDER THE TRACK SLEEEPER SHOULD NOT LESS THAN 250mm
WHICH CAN BE DETERMINED FROM THE TRACK SURVEY READING

THE TRACK IS THEN ALLOWED FOR ONE PASS OF DTS (DYNAMIC TRACK
STABILIZATION) MACHINE

ANOTHER SURVEY READING FOR THE TRACK IS TAKEN AFTER DTS

THE TRACK SETTLEMET CAN BE DETERMINED BY COMPARING THE SURVEY READING

BEFORE AND AFTER DTS

ANOTHER ROUND OF TAMPING FOLLOWED BY ANOTHER ROUND OF DTS SHOULD

BE DONE IF THE TRACK HAS SETTLE BY MORE THAN 20mm ON MINIMUM 250m
STRETCH OF THE SETTLED TRACK PORTION.

DTS WORKING ON TRACK

THE BALLAST BED UNDER TRACK SLEEPERS SHOULD HAVE

MINIMUM 250mm THICKNESS BEFORE DTS

DTS PRODUCES HORIZONTAL VIBRATION ON THE TRACK ALONGSIDE

WITH VERTICAL LOAD FROM THE MACHINE TRANSMITTED INTO
TRACK & SUBSEQUENTLY INTO BALLAST BED
DTS PRODUCING UNIFORM CONSOLIDATED STRUCTURE OF BALLAST,
AND TO FORESTALL UNEVEN INITIAL SETTLEMENT CAUSED BY
TRAFFIC LOADING

TAKING TOP RAIL SURVEY READING

HORIZONTAL OFFSET POINTS FOR THE TRACK ARE SET OUT AT EVERY 25m
FOR STRAIGHT STRETCH, 20m AT CURVES AND TRANSITION, AND AT EVERY
10m FOR CURVES WITH < 800m RADIUS

SURVEY READING OF TRACK LEVEL IS TAKEN WITH REFERENCE TO THE NEAREST TBM

SURVEY READINGS OF TRACK ARE TAKEN ON THE LEFT HAND RAIL (FACING NORTH), OR
ON THE LOWER SIDE FOR CURVES & TRANSITIONS

RFI FOR DTS AT PADANG BESAR

CHAINAGE : 155.850 156.500

SSWP : DTP/MMCG(AS)/N1S1/SSWP/PTW(EM)0086 (REV2)

TRACK SURVEY READING BEFORE DTS

TRACK TOLERANCE

TARCK TOLERANCE

DE-STRESSING OF LONG WELDED RAIL TO FORM CONTINUOUS

WELDED RAIL (CWR) & ALUMINO THERMIC WELDING (ATW)

6/29/15

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012

 IN CWR TRACK, DESTRESSING SHALL BE DONE TO MINIMIZE TEMPERATURE

INDUCED STRESS IN THE INSTALLED RAIL DUE TO VARIATION OF
TEMPERATURE.

INTRODUCTION TO DE-STRESSING

TEMPERATURE RANGE OF 45C + 5 C IS ADOPTED AS STRESS FREE

TEMPERATURE WHICH MEANS IN THIS TEMPERATURE RANGE, RAILS ARE
ASSUMED TO HAVE NO TEMPERATURE INDUCED STRESS.
WHICH ALSO MEANS THAT BELOW THE TEMPERATURE RANGE, THE RAILS
WILL CONTRACT WHICH IN TURN INDUCE TENSION TO THE TRACK WHILE
ABOVE THE TEMPERATURE RANGE, THE RAILS WILL EXPAND WHICH INDUCE
COMPRESSION TO THE TRACK.
25 M SHORT RAILS ARE WELDED TOGETHER AT PRODUCTION YARDS BY
MEANS OF FLASH BUTT WELDING (FBW) TO FORM LONG WELDED RAILS
(LWR) OF 150 M LENGTH EACH.
THE LWRs TRANSPORTED TO SITE AND LAID TO FORM SKELETON TRACK
AND THEN THE LWRs ARE JOINT BY IN SITU WELDED (FBW) TO FORM
WELDED RAIL OF NOT MORE THAN 1000 M LENGTH.
THE JOINT CREATED BETWEEN THE IN SITU WELDED RAIL WILL BE USED AS
DE-STRESSING JOINT, WHICH WILL BE A.T WELDED DURING/AFTER DESTRESSING OF THE INSTALLED RAIL.
6/29/15

49

EQUIPMENT FOR DESTRESSING

6/29/15

50

1) UNCLIPPING, BLOWING, INSTALLING RAIL THERMOMETER

THE RAIL TO SLEEPER

FASTERNERS/CLIPS ARE LOOSEN
ENSURING NO GRIP/TOE LOAD
BETWEEN THE RAIL AND SLEEPERS
REMAINS
UNCLIPPING SHALL BE DONE FORM
6/29/15
THE FREE END TOWARD ANCHOR

COMPRESSED AIR IS USED TO

BLOW AWAY ANY DUST OR BALLAST
CHIPS AROUND THE RAIL FOOT AND
FASTERNERS

51

1) UNCLIPPING, BLOWING, INSTALLING RAIL

THERMOMETER

THERE SHOULD BE AT LEAST 3 RAIL THERMOMETER S INSTALLED

ALONG THE DE-STRESSING LENGTH (NEAR TO PULLING POINT, MID
LENGTH, & NEAR TO ANCHOR LENGTH)
THEY SHOULD BE INSTALLED ON THE WEB OF THE RAIL AT THE
SHADED SIDE AWAY FROM SUN LIGHT
AVERAGE RAIL TEMPERATURE SHOULD BE TAKEN WHEN THE
READINGS OF ALL THERMOMETER ARE REASONABLY UNIFORM.
RAIL TEMEPRETURE SHALL BE RECORDED AT EVERY 30 MINUTES
DURING THE DE-STRESSING PROCESS
6/29/15

52

2) INSERTION OF RAIL ROLLER

THE RAIL IS JACKED BY MODIFIED CROW BAR (BASE PLATED)

AND THE RAIL SUPPORT ROLLER INSERTED UNDER THE RAIL FOOT
6/29/15

53

2) INSERTION OF RAIL
ROLLER

RAIL SUPPORT
ROLLER

6/29/15

RAIL SIDE
ROLLER

54

2) INSERTION OF RAIL
ROLLER
INSTALLATION OF RAIL SIDE ROLLER

RAIL

PULL DIRECTION

RAIL SUPPORT ROLLER

SUPPORT ROLLERS ARE SANDWICHED BETWEEN RAIL FOOT AND

SLEEPER RAIL SEAT WITH THE RUBBER PAD REMOVED AND THE HEAD
OF THE ROLLER FACING DIRECTION OF PULL.
FOR STRAIGHT TRACK, SUPPORT ROLLERS ARE POSITIONED AT
INTERVAL OF EVERY 12 SLEEPERS.
6/29/15

55

3)
KNOCKIN
G

RAIL KNOCKER IS USED TO KNOCKED THE UNFASTENED RAILS TO

RELEASE ANY LOCKED UP STRESSES ON THE RAILS BEFORE
MARKING TELL TALE POINTS & PULLING.
6/29/15

56

3) FIXING TENSOR, CREATING WELDING GAP & PULLING

AMOUNT REQUIRED

HIDRAULIC RAIL TENSORS ARE USED TO PULL THE RAILS DURING DESTRESSING.
IN STRAIGHT TRACK THE RAIL LENGTH FOR DESTRESSING IS LIMITED
TO < 1000 m, AND < 600 m FOR CURVED TRACK OF RADIUS < 1500 m.
WELDING GAP FOR ATW OF THE DE-STRESSING JOINT IS 25 mm 1
mm.
ADQUATE GAP SHOULD BE CREATED TO ACCOMMODATE WELDING GAP
AND RAIL EXTENSION PRIOR TO PULLING.
6/29/15
57

3) FIXING TENSOR, CREATING WELDING GAP & PULLING

AMOUNT REQUIRED

6/29/15

58

4) MARKING (TELL TALE

POINTS MARK)

ANCHOR LENGTH IS CALCULATED AS 5 m X (45C - PREVAILING RAIL

TEMPERATURE, TP)
TELL TALE POINTS ARE MARKED AFTER KNOCKING, INITIAL PULL &
RELEASE OF THE RAIL.
TELL TALE POINTS ARE MARKED BY STRAIGHT LINE ON THE FOOT OF
THE RAIL AND TRASFERED TO SLEEPERS USING T SQUARE RAIL AT
TEMPERATURE TP < 45 C.
THEY SERVE AS REFERENCE TO INDICATE THE MOVEMENTS OF RAILS
6/29/15
59

5) TENSIONING /
PULLING

DE-STRESSING JOINT

HYDRAULIC PUMP

IL
RA

SO
N
TE

HYDRAULIC RAIL TENSOR IS INSTALLED AT PULLING POINT/ DESTRESSING JOINT.

PULLING FORCE EXERTED TO THE RAIL BY THE MANUALLY
OPERATED HYDRAULIC PUMP & TENSOR.
6/29/15
60

5) TENSIONING /
PULLING

RAIL MOVEMENT/ ELONGATION IS CLOSELY MONITORED AT THE DESTRESSING JOINT AS WELL AS AT THE TELL TALE MARKS
ESTABLISHED EARLIER.
PULLING FORCE FROM THE TENSOR IS CONTINUOUSLY INCREASED
UNTIL THE DESIRED ELONGATION VALUE IS ACHIEVED AND THE
TENSOR WILL BE LOCKED ON ITS POSITION TO ALLOW FOR RE6/29/15
61
CLIPPING
& WELDING.

6) ALUMINO THERMIC WELDING OF DESTRESSING JOINT

THE DE-STRESSED RAILS ARE CONNECTED TOGETHER BY MEANS

OF ALUMINO THERMIC WELDING.
ATW IS CARRIED OUT WHILE RAIL TENSOR IS STILL LOCKED ON ITS
POSITION HOLDING THE DE-STRESSED RAILS TOGETHER.
WELDING SHOULD ONLY BE CARRIED OUT BY QUALIFIED WELDED
WITH MAINTAINED WELDING CERTIFICATE ISSUED BY KTMB.
6/29/15

STAGING STATUS APR/MAY 11

62

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT

(PROFILING)

THE TENSOR CAN BE REMOVE AFTER THE WELDED JOINT HAS

BEEN NATURALLY COOLED DOWN FOR AT LEAST 30 MINUTES.
THE ATW JOINT IS THEN GRINDED REMOVING ANY EXCESS WELD
MATERIAL TO PRODUCE SMOOTH RAIL PROFILE ALONG THE JOINT.

6/29/15

STAGING STATUS APR/MAY 11

63

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT

( GEOMETRY CHECK)

200 mm straight edge

FILLER GAUGE

ANY ATW JOINT MUST BE SUBJECTED TO CONFORMATION CHECK OF

MISSALIGNMENT USING 200 MM STRAIGHT EDGE AND 1 M STRAIGHT
EDGE.
THE GEOMETRY/ MISSALIGNMENT CHECK IS DONE WITH CALIBRATED
INSTRUMENTS.
THE MEASUREMENTS OF THE MISSALIGNMENT OF THE PROFILED
JOINT ARE DONE ALONG THE RAIL HEAD TABLE AND ALONG THE
6/29/15
64
GAUGE
FACE OF THE RAIL.

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT

( GEOMETRY CHECK)

MISSALIGNMENT CHECK WITH

CALIBRATED 200 mm STRAIGHT
EDGE

6/29/15

MISSALIGNMENT CHECK WITH

CALIBRATED 1 m STRAIGHT EDGE

65

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT

( GEOMETRY CHECK)

THE WELDED JOINT SHALL BE SECURED WITH JOGGLED FISH

PLATES IF THE JOINT IS ON THE LIFE LINE PENDING FOR
ULTRASONIC TEST
6/29/15

66

6) ALUMINO THERMIC WELDING OF DE-STRESSING JOINT

( GEOMETRY CHECK)

6/29/15

67

COMMISSIONING OF PERMANENT TRACK

(KOBAH(CH72.048) TOKAI YARD(CH80.543))

AFTER DE-STRESSING WORKS HAVE BEEN COMPLETED, THE

TRACK IS READY TO BE COMMISSIONED.
PRE-COMMISSIONING
INSPECTION
1 WILL BE CARRIED
COMMISSIONING
OF PERMANENT
TRACKOUT
BETWEEN MGJV TRACK, TRACK CONTRACTOR EMRAIL AND TRACK
CONSULTANT SCG.
DURING PRE-COMMISSIONING 1 ALL THE FOLLOWING PARAMETER
RECORDS
PREPARED BY EMRAIL SHALL BE
RECHECKED & CONFIRMED TO BE WITHIN PERMISSIBLE
TOLERANCE;

HORIZONTAL & VERTICAL ALIGNMENT IN STRAIGHT TRACK

VERSINE ON CURVE
TRACK GAUGE & CROSS LEVEL
SLEEPER SQUARENESS & SPACING
BALLAST PROFILE
ANY UNCONFORMITY
RELATED TO THE TRACK SHALL BE LISTED IN
AS
BUILT
COORDINATE OF TRACK & STRUCTURE CLEARANCE
DEFECT LIST
FOR
RECTIFICATION.

COMMISSIONING OF PERMANENT TRACK

AS THE DEFECTS IN PRE INSCPECTION 1 ARE ATTENDED, TRACK
PARAMETER RECORDS ARE COMPLETE, AND THE TRACK IS READY
FOR TRAIN OPERATION,
PRE COMMISSIONING
INSPECTION 2 INVOLVING KSET, MGJV, SCG, AND EMRAIL SHALL
FOLLOWS.
ANY UNCONFORMITY FOUND DURING THE INSPECTION RELATED
TO THE TRACK SHALL BE LISTED IN DEFECT LIST FOR
RECTIFICATION.
AFTER THE DEFECTS ARE ATTENDED, THE TRACK IS FIT FOR
OPERATION IN WHICH THERE IS NO ARGUEMENT REGARDING TRAIN
OPERATION SAFETY RAISED BY SCG OR KSET, NOW THE TRACK IS
READY FOR TO BE COMMISSIONED.
COMMISSIONING WILL INVOLVE CUT & SLEW OPERATION
WHEREBY THE EXISTING TRACK WILL BE SLEWED TO THE NEW
PERMANET TRACK.

COMMISSIONING OF PERMANENT TRACK

SURVEY DATA SHEET FOR AS BUILT TRACK

MEASUREMENT OF TRACK GAUGE & CROSS LEVEL

MEASUREMENT OF VERSINE ON CURVE

MEASUREMENT OF HORIZONTAL & VERTICAL ALIGNMENT ON

STRAIGHT TRACK

SLEEPER SQUARENESS & SPACING INSPECTION RECORD

MEASUREMENT OF BALLAST PROFILE

DEFECT LIST FOR COMMISSIONING INSPECTION

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
PADANG BESAR

BUKIT MERTAJAM

UP MAIN
LINE

UP MAIN
LINE

BUKIT MERTAJAM
UP MAIN LINE CH72.048

PADANG BESAR
UP MAIN LINE CH78.874

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
COMMISSIONING CERTIFICATE
FOR
UP MAIN LINE
CH72.048 CH 78.874

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
PADANG BESAR

BUKIT MERTAJAM

W
DO

UP MAIN
LINE

BUKIT
MERTAJAM
UP MAIN LINE CH78.874

AI
M
N

E
N
I
NL

UP MAIN
LINE

PADANG BESAR
UP MAIN LINE CH80.438

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
COMMISSIONING CERTIFICATE
FOR UP MAIN LINE CH78.874 CH
80.438

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
PADANG BESAR

BUKIT MERTAJAM

SPUR UP
LEFT

SPUR UP
LEFT

BUKIT MERTAJAM
SPUR UP LEFT CH78.943

PADANG BESAR
SPUR UP LEFT CH79.943

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
COMMISSIONING CERTIFICATE
FOR SPUR UP LEFT CH78.943
CH79.291

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
PADANG BESAR

BUKIT MERTAJAM

UP LOOP
LINE

UP LOOP
LINE

UP MAIN
LINE
BUKIT MERTAJAM
UP LOOP LINE CH79.291

PADANG BESAR
UP LOOP LINE CH80.200

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
COMMISSIONING CERTIFICATE
FOR UP LOOP LINE CH79.164
CH80.200

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
PADANG BESAR

BUKIT MERTAJAM
DO
WN

MA
IN

LIN
E

DOWN MAIN
LINE

UP MAIN
LINE

BUKIT MERTAJAM
DOWN MAIN LINE CH79.104

PADANG BESAR
DOWN MAIN LINE CH80.543

COMMISSIONING OF PERMANENT TRACK : KOBAH TOKAI

STATION YARD
COMMISSIONING CERTIFICATE FOR
DOWN MAIN LINE CH79.104
CH80.543

COMMISSIONING OF PERMANENT TRACK : CUT & SLEW

CUT & SLEW OF TRACK CONNECTING EXISTING KTMB TRACK WITH NEW
PERMANENT TRACK DONE DURING TRACK POSSESSION (LINE BLOCK).
PRE - LAID TEMPORARY TRACK PANELS SLEWED WITH SHOVEL MACHINE
NOMINALLY TO ITS FINAL ALIGNMENT TO MATCH WITH PERMANENT TRACK.
THE TRACK WILL BE BROUGHT TO FINAL LINE & LEVEL BY TAMPING MACHINE
THE TRACK PANELS JOINED WITH FISH PLATES SECURED WITH C-CLAMP
BEFORE TAMPING UNTIL DE-STRESSING & WELDING.

THE END
PRESENTED BY EE BOON HOE
SECTION HEAD QAQC N1-N3

6/29/15

PREPARED BY B.H.EE SECTION HEAD QAQC N1 N3

JULY 2012