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2/ 2001
MAINTENANCE OF CONCRETE SLEEPER TRACK
Preamble:
Concrete sleeper Track is generally maintained by
deployment of on track machines for bringing the surface and alignment to a high
degree of perfection. In order to ensure this quality soon after tamping and also
their continued retentivity, there is need to carry out allied activities to make the
track machine worthy. While track tamping machines address the need of track
geometry improvement, manual maintenance for ensuring structural integrity of
track can not be forgotten. Inadequate attention to this aspect leads to early
failure of track components including Rail/ Weld, which may affect safety.
Therefore various activities to be carried out in an annual cycle are described in
this circular for implementation.
1.1
Regular Track Maintenance on conventional track consisting of through
packing (by manual means) involves following operations
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
1.2 In case of track laid with concrete sleeper, regular track maintenance is
done for surfacing and lining of track with on track tampers. However, tampers
do not perform all the eight sequence of operations mentioned above (performed
manually). It is therefore necessary that these activities, not performed by on
track tampers are done through a regular maintenance scheme. Such of these
activities to be performed by sectional gangs are explained in detail in this
circular. These instructions are in amplification of Paras.226, 228 & 1411 of
Indian Railways Permanent Way Manual.
2.
Following activities are to be planned, assigned and got
executed through the sectional maintenance gangs from one end of the gang to
the other during the year, as systematic maintenance for machine maintained
track.
2.1
(ii)
(iii)
(iv)
(v)
At all locations where joggled fish plates (or normal fish plates with
fish bolts) are provided for REM locations or suspected defective rail/welds, the
fish plates should be opened and the rail/weld examined for existence of crack.
If the crack has developed, immediate action should be taken by the gangmate to
impose a speed restriction of 20km/h and advise the subsection P.Way Engineer,
who will carry out temporary/permanent repairs expeditiously.
Hogged & battered fish plated joints, cupped & misaligned welds
and rails should be identified and recorded in the gang diary and JE/P.Way shall
organize rectification/ elimination of these defects.
2.2.
2.3.
Examination of fastenings.
2.3.1
ER clips and the liners should be removed and the rail flange
should be examined for corrosion/crack in the liner contact area and
relevant entries made in the gang diary. If there are corrosion pits in liner
contact area, the thickness of such pits shall be recorded. Liners should
be examined for cracks/ breakage, dent marks, corrosion and whether
fitted in proper position.
ER clips seized with the inserts are to be identified and recorded in
the diary, giving reference to the sleeper number, for follow up action of
removal and replacement.
Grooved rubber pads should also be removed and examined for
their serviceability or otherwise.
All ineffective grooved rubber pads, broken liners and ER clips
should be replaced and record of such replacements entered in the gang
diary. Grooved rubber pads found displaced should be reset to their
correct position.
The gang should carry sufficient quantity of elastic rail clips ,
liners and grooved rubber pads to enable replacement of
unserviceable/ missing and broken fastenings.
2.3.2.
ii)
2.4
Painting of web and foot zone of the rails in identified corrosion prone
areas should be carried out where ever required. In addition, liner contact
area at the bottom flange and weld collar zone should also be painted at
all locations.
2.5
Elastic rail clips should be cleaned and applied with a coat of grease
(conforming to IS408-81) around the central leg where the elastic rail clip
fits into the insert. The eye of the insert should also be cleaned and
greased.
3.
3.1.
3.2.
3.3.
b)
c)
Apply crowbars resting against the end of sleeper and push the sleeper to
bring the rail in correct position between the two MCI inserts on the rail
seat and put all the liners in proper position.
d)
e)
5.1.1)(i)
Day-to-day work for the maintenance gang should be set by the
P.Way Engineer of the sub-section (preferably in vernacular language) for
the mate to understand the nature of work, specifically indicating nature of
defect and rectification to be carried out. Work should be set in advance
for each week.
(ii)
While setting the work, priority should be assigned for attention to
defects in special track locations based on the observations during
inspections. Indication of specific defects in such locations (with suitable
abbreviations as per para 5.3.2) also should be given in the gang diary.
5.1.2)
5.1.3)
Inspecting officials
should check the work set as well as
corresponding work done. They should verify
i)
Whether the work done is commensurate with the no. of men present and
ii)
5.2
5.3
GANG CHART. Every gang should be provided with a gang chart, which
should be produced during field inspections.
5.3.1 All the activities assigned for execution by the gang on each day should
be set by the Permanent Way Engineer in charge of the subsection . For
easy identification of the work set and the work done in the gang charts,
the markings as indicated in the enclosed typical gang chart should be
adopted.
5.3.2 Details of special track locations are to be indicated in the gang chart and
following abbreviations are to be adopted to enable the mate to
understand the exact location where the attention is required to be carried
out.
(i)
(ii)
Level crossing.
Manned/ Engineering or traffic.
Unmanned
M(E)
UM
Bridge
Girder Bridge
(No. and length
PSC girder Bridge
of each span PSC/RCC slab bridge
to be indicated
Arch Bridge
in Bracket)
Pipe Culvert
RC Box
Turnout and angle
GB
PSC
RC
A
C
B
T/ o (12,16 or 81/2)
(iii)
(iv)
M(T)
(v)
(vi)
SEJ
G/J
5.3.3.
5.4.
After every Track recording car run, JE/ P.WAY shall enter the TGI
or CTR values of each
block or km in the respective gang charts
against the relevant dates. Peak values exceeding 0.20 g in each OMS
run should also be indicated in the appropriate location in the gang chart.
5.5.
6.
It may be noted that some of the activities listed above are required
to be done as pre tamping activities. When performed in a systematic
manner from end to end of the gang length in an annual cycle, this will
result in achieving better results.
6.1.
6.1.1.
Pre-tamping.
(i)
(ii)
(iii)
(iv)
v)
6.1.2.
(i)
(ii)
(iii)
During Tamping.
Identifying beginning and end of circular/transition curve.
Marking the required slew/lift on the top of the sleeper to enable easy
identification by the operator.
Identifying locations of ramp in and ramp out based on previous day work
and suitably marking.
(iv)
6.1.3.
(i)
(ii)
(iii)
Post tamping.
Checking and tightening loose fittings and replacing broken fittings.
Dressing the ballast profile (in case ballast regulator is not deployed)
Manual consolidation of ballast with the help of wooden hammers (in
case DTS is not deployed).
6.1.4.
PARAMETER
Alignment
Cross level
Unevenness
+6mm
6mm
(N. ARAVINDAN)
CHIEF TRACK ENGINEER
for CHIEF ENGINEER.
SOUTHERN RAILWAY
Headquarters Office,
Works Branch,
Chennai - 600 003.
No.W.506/14/Circular
24.04.2001
Copy forwarded to: Sr.DENs/MAS PGT TVC SBC MYS TPJ & MDU for information and
necessary action
Principal/SRCETC/TBM for information.
CAO/CN/BNC for kind information
CE/SWR/SBC for kind information
CTE, CTE/TP, CBE, CGE & CPDE for kind information.
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