RAILS, SLEEPER & FASTENINGS

SN 1.1 Item Review of Eligibility criteria for outsourcing of USFD testing Vide Boards letter no. Track/21/2004/0902/7/Pt dated 8.02.12, Railway Board has circulated 'Recommendation of the Committee of Directors on outsourcing of USFD testing', duly vetted by Board's finance and approved by Board (ME), which interalia stipulates as under: Para 2:USFD testing of rails as well as welds can be outsourced to ensure no shortfall in USFD testing in view of safety involved. Para 4: Special conditions of contracts already circulated to zonal railways by Railway Board vide this office letter (Boards letter no. Track/21/2004/0902/7) of even no. dated 2.2.06 with latest amendments should be uniformly followed by all the zonal railways. Since, Railway Board has given permission for outsourcing of USFD testing of welds for the first time along with rails, Para (i) of the Eligibility Criteria circulated vide Boards letter no. Track/21/2004/0902/7 dated 2.2.06 and amended by Board's letter no. Track/21/2004/0902/7 dated 6.11.07 requires a review to include weld testing experience of intending tenderers. Vide Boards letter no. 89/Track-III/Tk/82 dated 9.06.90, Railway Board has fixed output of USFD testers, which stipulates that testing of 30 welds is to be taken as equivalent to 1 Km of rail testing. As the contractors of Flash Butt Welding Plants also carry out USFD testing of Flash Butt welds using their own RDSO approved USFD testers by their own Operators having valid competency issued by RDSO and therefore have adequate experience of USFD testing of welds, which is more intricate than the USFD testing of rail. Hence, in order to ensure increased participation and to encourage competition to explore possibility of lower rates, it is proposed to review the Para(i) of the Eligibility Criteria amended by Board's letter dated 6.11.07, as under: "The tenderer should either be a manufacturer of USFD machines as per the approved list of RDSO, or the tenderer should have carried out the USFD testing for at least 500 km length of track or 15000 welds with satisfactory performance or in cases where tenderers intend to carry out USFD testing of track by outsourcing, with machines of imported origin, the machine proposed to be used should be in use on some railway network for USFD testing of running track and should have carried out USFD testing of at least 500 km length of track or 15000 welds with satisfactory performance. The certificate regarding use of machines on railway network for main line track and the test certificate for satisfactory performance on 500 km length of track or 15000 welds should be enclosed with the tender." Propose d by NCR

1.2

Adoption of USFD equipment developed by IIT, Chennai in Indian Railways. Present Problem: The present system of USFD testing of rails is being done by SRT & DRT machines at a daily progress of 1 km per day and 3.4kms per day respectively. The interpretation of flaws in the present system by operators based on their experience of interpreting A scan during the testing time itself. USFD equipment was developed by IIT, Madras which has got the superior characteristics of 5kms per hour recording and also the recorded data of testing is stored in addition to improved coverage of rails section by introducing additional probes and higher width of probes. However, features like marking the location of flaw on rail by paint spray still needs to be developed. Suggestion: It is suggested to use the USFD equipment developed by IIT, Madras for use by all Railways.

SR

1.3

Deployment of Self propelled USFD testing machine for sections having very high traffic density. As Para No. 6.8.1.1 of the USFD manual, different slabs for periodicity of rail testing has been defined. The minimum periodicity is 1 months for sections having traffic density more than 60GMT. In DHN & MGS division of ECR, traffic density is up to the tune of 96GMT, for which periodicity of rail testing theoretically must be less than 1 months, considering the different slabs periodicity as mentioned above. But manual USFD testing is not practicable on such less periodicity. Recommendation: Self propelled USFD testing Machine having high performance output, should be planned for section having very high traffic density (Say sections having>75GMT).

ECR

1.4

Test free period for USFD testing of rail.

ECR

(i) As per Para No. 6.8.1 of the USFD manual, The rails having sectional weight and grade equal to or higher than 52kg/90ITS shall be ultrasonically tested covering gauge face corner of rail head on passage of every 40 GMT during test free period. (ii) As per Railway Boards letter No. Track/21/2007/0903/7, dtd 12.11.07, The rails is to be tested at 40 GMT or once in two years, whichever is earlier, up to the test free period. Above two statements are contradictory especially when there is track having GMT less than 20. Therefore, the issue needs to be addressed.
Recommendation: The guidelines issued by Railway Board should be incorporated in USFD manual by issuing correction slip.

1.5

Yardstick for USFD cadre This item was discussed in CTEs seminar earlier but the decisions not communicated. The output and manpower to be deployed for machine was laid down sometime in 1990 which was again circulated in minor modification in 2000. This was on experimental basis. Since then the traffic (both no. of trains and speeds) has increased appreciably. Thus there is a need of reviewing the yardstick. Following is suggested: a. One DRT with two PWIs + 06 supporting staff is considered adequate. Considering 14.3% as rest (one day in 07 days) + 12.5% leave +6.7% as office work + machine maintenance = 33.5% say 34% non working period. Thus 66.5% say 20 days in a month will be active working period. Output of approx 3 km per day can be achieved with reliable level of quality. Hence the rated capacity of one DRT should be 60km per month only. b. One SRT with 01 PWI + 04 supporting staff is considered adequate. The rated output should be 50% of DRT i.e. 30km per month. However, in ghat section/ section with 5 degree or sharper curves DRT does not work and hence SRT only can work. Due to inhospitable terrain, visibility restrictions, steep gradient the output can be maximum of the order of 50% of the plain area that is 15km per month. c. Problems of USFD Testing of SEJ Tongue Rail Present System: As per correction slip no.6 of Manual for Ultrasonic testing of Rails and Welds (Revised 2006) Para 11.9 Procedure for Ultrasonic testing of tongue rail of SEJ It is mentioned that prior to conducting testing, the bracket over the sharp curvature in the flange portion of tongue rail of SEJ shall be removed. Cleaning of flange with kerosene shall be done to remove dirt oil or grease over it. Flange shall be smooth and free from pitting otherwise paper grinding shall be carried out for smoothening the surface. Problems encountered by USFD: For the above procedure we have to take traffic block, both engineering and S&T staff has to cooperate with USFD staff. Experiment was done on route where the traffic was less with this procedure and it is taken one and half hour for testing one SEJ. Hence this procedure is practically not possible. Suggestions: Head testing with 700 and 450 hand probe to be continued instead of opening of SEJ Bracket to facilitate testing of tongue rail of SEJ and to avoid traffic block and delay thereby.

ECoR

1.6

SCR

1.7

Sensitivity Setting of USFD Machine Manual provision: As per correction slip no.8 of Manual for Ultrasonic testing of Rails and Welds (Revised 2006) Para 4.1.1(c) Sensitivity setting of the equipment and probes Daily check It is mentioned that the sensitivity of the USFD equipment shall be set up daily with the help of standard rail pieces. Problem faced in the field: - As per Manual for Ultrasonic testing of Rails and Welds (Revised 2006) Para 4.1.1(c) Sensitivity setting of the equipment and probes weekly check. Sensitivity of the USFD equipment was done once in a week with the help of standard rail pieces kept at important stations/ junctions. As per the above instructions of the Correction Slip No.8 each DRT has to carry standard rail piece with the machine. The length of the standard rail piece is 1.25 meter long with aluminum/wooden housing which weighs about 50 Kgs which is difficult to carry daily along with the machine. For these two extra trackmen is required.
Suggestions: The sensitivity of the setting of the USFD Machines being done weekly basis ether to sufficient as all the machines having the provision that the sensitivity setting will remain constant for approximately 10 days as all the USFD machines are having facility to lock the settings. In view the new instructions it is practically not possible to do sensitivity testing on daily basis. The committee can deliberate on this issue and suggest for sensitivity setting of the equipment and probes on weekly basis. So that the difficulties carrying standard rail piece with Aluminum frame to working location can be dispensed with and desired progress can be achieved.

SCR

1.8

Frequency of Testing of AT Welds Manual provision: As per correction slip no.8 of Manual for Ultrasonic testing of Rails and Welds (Revised 2006) Para 8.15.1 The frequency of testing of AT Welds The testing interval of USFD testing of defective AT welds should be reduced by 50% of normal testing interval of AT welds to avoid fractures of defective welds. Problem faced in the field: This will add additional workload to USFD testing without any added advantage. The progress of USFD will be hampered. Suggestions: Whenever DFWO is marked it is joggle fish plated with 2 far end tight bolts (one on each side) with champhering of holes, within 3 days. It is also observed that there will be only one or two DFWO flaws available per kilometre. It is not feasible to double the frequency for those flaws as it is already joggle fish plated and in safe condition. The committee can deliberate on this issue and suggest for removal of increased frequency of DFWO marked joggled fish plates as the same is not adding any additional advantage.

SCR

1.9

Review of Para no-302 (a) of IRPWM The present criteria lays down the criteria of rail renewal as incidence of rail fracture/ rail failure, wear, corrosion and GMT basis. It is suggested that incidence of OBS should also be made a criteria, may be the no. of OBS per 10Km be fixed judiciously. This is required particularly. Arrangement of fatigue test of rail and fittings The USFD testing detects flaw only when there is change of density in the rail due to internal flaw. In case of fatigue the weakness in the material develops at molecular level and it cannot be detected by USFD testing. Arrangement for fatigue testing should be developed in the field on the same line as USFD. It has been noticed that axle load as high as 28T to 30T have passed without any speed restriction. This causes accelerated fatigue in the rail. Wagon defect compounds the problem further. The fatigue life of rail reduces exponentially with increase of the stress (combined effect of axle load, speed and wagon defects). After the fatigue the rail / weld will fracture even at nominal load/ speed raising doubts on the working of the engineering department. Arrangement for analysis of fractured surface of rail/weld to find out the direction of fracturing stress Almost in all cases of accidents the rail/weld fractures. Often, in absence of non-availability of clear cause of accident/rolling stock defects the rail/weld fractures are blamed for the cause of the derailment. It is extremely difficult to defend or prove the cause of accident. The grain analysis will also prove if the failure is in sear mode. The grain distribution at the fractured surface if studied well can indicate the compression and tension zones thereby indicating the neutral axis which will prove the direction of application of load. This will prove the position of wheel immediately before the fracture. Thus whether the fracture is due to derailment or vice versa can be concluded. This subject was discussed with Sri Sen Gupta of M&C Directorate, RDSO who explained that this is possible by measuring the intermolecular distance on the fractured surface (Bradts Principle). But the facility is not available. Engineering Department should sponsor setting up of this facility at RDSO.

ECoR

1.10

ECoR

1.11

ECoR

1.12

Monopoly of PC based OMS and DRT /SRT suppliers Serious difficulties have been experienced in getting the machines timely inspected and repaired as there is only one OEM available. It is suggested that Railway should help develop more suppliers.

ECoR

1.13

Galvanizing of rails in the yards. As the density of passenger trains are increasing day by day, the problem of rail corrosion has increased may due to falling of night soils, and surrounding environmental factors in the yards. The rails are being replaced in the yards prematurely (at about 40% -50% of life). The cost of material and maintenance is higher. If the rails are galvanized and put, in yard portion and approaches where train speed is slow, the material and maintenance cost will be saved

WCR

1.14

Suggested measures for reduction of corrosion of rails. It has been observed that corrosion in rails, with similar traffic, is more in electrified area as compared to non-electric sections. This is due to flow of return electric current through rails to ground. Some of the reasons which can accelerate corrosion are as follows: Insufficient/inadequate earthing of rails due to deficient/missing OHE bonds. Improper earthing of steel girders of bridges. Use of GFN liners in track circuiting area. It is suggested that Double Layer Liners may be used universally in the track to reduce corrosion. Special arrangements should be made for earthing of steel bridge structures.

NR

1.15

Rectangular Groove cut rubber pads for Turnouts, Fish Plated Joints and Glued Joints. The design of rubber pads for T/O crossing sleepers can be modified so as to have 2 rectangular notches for both the inserts so that it cannot shift/come out due to vibrations. Length of such type of rubber pads will be more. This has been tried using rubber pads of SEJ Sleepers in NFR Rangia Division and performance found satisfactoryPhotograph-1 Enclosed . Photograph-2 Enclosed Similarly, the rubber pads for all fish plated joints and glued joints should have 2 rectangular notches for both inserts.

NFR

1.16

Non availability of GRP T-3711 (60 Kg rail on 60 Kg sleeper) and T-3703 (52 Kg on 52 Kg sleeper). Present Problem: Southern Railway has initiated procurement of 31lakhs Nos. GRP/3703 and 23lakhs Nos. of GRP T-3711. The item is in short supply in Southern Railway causing damages to sleepers and rails.

SR

Suggestion: The existing capacity of approved vendors may be enhanced keeping in view the requirement of changing GRP every 2-4 years for proper track maintenance.

1.17

Approval to manufacture Grooved Rubber Sole Plate at Golden Rock, Mechanical Workshop, Southern Railway. Present Problem: Southern Railway is facing acute shortage of Grooved Rubber Sole Plates. This item is to be procured from RDSO approved sources. Apparently the capacity constraints of RDSO approved vendors vis--vis the demand of Indian Railways, considering future requirements as per VISION 2020 has resulted into high rates being quoted by vendors and tenders could not be finalized on this account. The requirement of Southern Railway for GRP to Drg No.T-3703 and corresponding procurement in last five years has been as follows. Requir ement (Nos) at the end of the previo us year 2 14,14, 857 15,81, 286 26,45, 602 24,02, 900 26,89, 011 New procurement As per Purch ase order 4 36,62 4 2,15,0 00 2,20,0 00 5,30,4 74 1,49,6 92 Other units (Other Railwa ys) 5 0 0 65,000 30,000 1,63,0 00 Used Requir ement( Nos) at the end of the year 7 12,06, 271 13,66, 286 23,60, 602 18,73, 346 23,45, 399

SR

Yea r

stock at the end of the previo us year 3 1,71,9 62 0 0 0 30,92 0

Stoc k at the end of the year 8 0 0 0 30,9 20 0

1 200 7-08 200 8-09 200 9-10 201 0-11 201 1-12

6 2,08,5 86 2,15,0 00 2,85,0 00 5,29,5 54 3,43,6 12

As the major producer of raw rubber in India is from the state of Kerala, market survey has been carried out by Southern Railway and it is found that to tide over the deficit of GRSPs supply in Southern Railway, it is prudent to manufacture GRSPs departmentally. CME/Southern Railway has expressed their willingness to manufacture GRSPs with the capacity of 5lakh of GRSP T-3703/T-3711 at GOC Workshop, Tiruchchirappalli. Accordingly the work has been initiated in LAW 2012-13 for procuring the required machineries. However, FA&CAO/S.Rly is of the opinion that since it is a policy matter, approval of Railway Board is required. It is pertinent to note that to tide over the problem of cartel formations in procuring ERCs, Railway Board had approved 10 Workshops in Indian Railways including Perambur Loco Works/S. Rly for manufacture of 10,00,000lakhs ERCs per annum vide Railway Board Lr. No.2001/TKII/22/7/4 dt. 16.09.2003. At present Southern Railway is able to tide over the safety related track renewal works by ERC supplies from Perambur Loco Works/Southern Railway @ 7-8lakhs per year. In view of the above, approval of Board is required to manufacture GRSP T-3703/T-3711 at Golden Rock mechanical workshop of Southern Railway with a capacity of 10lakhs per annum in Phases i.e. 5lakhs in Phase-I and 5lakhs in Phase-II. 1.18 Review of Para 1411(2) of IRPWM regarding replacement of ERC: The Toe Load requirement of ERC in LWR track is 1045kg. But, Para 1411 (2) of IRPWM on replacement of ERC stipulates as under: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. In view of the Toe load requirement of 1045 Kg. in LWR track, the above IRPWM provision needs a review. 1.19 Finalisation of new drawing for joggled fishplate ER NCR

Early finalisation of the new drawing for joggled fishplate is required keeping in view the latest directives and early utilisation of the same. As per Rly. Bds directive vide letter no. Track-I/21/2011/0700/7 dt. 24.11.11, Eastern Railways & Northern Railways were entrusted to manufacture few sets of Joggled Fish Plate to check manufacturability, fitment, functional performance and structural adequacy. Accordingly, Eastern Railway manufactured and offered two sets of Joggled Fish Plates each for 52 Kg as per revised drawing no. T-5848 and another 2 sets for 60 Kg as per revised drawing no. T-5849 and got jointly inspected at field (Dankuni under HWH division) by RDSO/Track design directorate, RDSO/QA (Civil) Directorate and representative of Eastern Railway on 21.03.12 & 22.03.12. 1.20 Enhancing power for sanction of detailed estimates of PH- 31: Track Renewal Works under DRF by divisional officers at par with other Plan Heads: It is seen that divisional officers have powers up to Rs 05crore for sanction of Detailed Estimate for works under all Plan Heads other than PH31:- Track Renewal Works and division is not able to even sanction Detailed Estimates of Track Renewal Works up to Rs. 2.5crores, appearing in Law Book. Hence, delegation of powers to Divisions for sanction of Detailed Estimate under PH-31:- Track Renewal Works, needs a review. It is proposed that division should preferably be empowered to sanction Detailed Estimate for works under PH-31:- Track Renewal Works up to Rs. 05crores or at least up to 2.5crores so as to sanction the Detailed Estimate of the Track Renewal Works appearing in Law Book. NCR

10

POINTS & CROSSINGS

S.N. 2.1 Item Permitted speed on turnout taking off from transition of curves: As per IRPWM Para 410(4) permissible speed on various type of turnout and their actual speed potential work out from speed calculation are as under: Types of Turnout(BG) 1 in 8.5 curved switch 1 in 8.5 symmetrical split with curved switch 1 in 12 curved switch Permissible Speed 15Kmph 30Kmph 30Kmph - Speed Potential as per calculation 35Kmph 45Kmph 45Kmph Rly. WR

This shows that the speed permitted on turnouts is less than their actual speed potential due to various reasons like lateral forces, abrupt change in curvature at switch entry, no cant (1:20) provided in turnout portion, factor of safety etc. But during calculation of permitted speed on turnout in case of point taking off from curves (circular portion or transition portion), if the speed on turnout is coming slightly higher than their permissible speed (i.e. 30Kmph for 1:12 and 15Kmph for 1:8.5 turnouts) but less than their maximum speed potential (i.e. 45Kmph for 1:12 and 35Kmph for 1:8.5 turnouts), It is not clarified by any clause of IRPWM that what speed should be allowed on turnout. In absence of proper guide lines, some of P-way Engineers are adopting speed after taking some arbitrary factor of safety over calculated speed and others are allowing it up to calculated speed potential without considering margin of factor of safety corresponding to lateral forces, abrupt change in curvature at switch entry, no cant of 1:20 etc. Therefore it is suggested that guidelines for deciding permitted speed on turnout taking off from curves should be incorporated in IRPWM. So that permitted speed can be adopted uniformly by all P-Way units based on clear guide lines but not arbitrarily.

11

2.2

Speed potential of 1 in 8 turnouts As per Para 410(4) of IRPWM, permissible speed on 1 in 8 turnouts with curved switch is 15kmph. On central Railway (BB Div), there are a number of 1 in 8 turnouts with curved switch laid on PSC sleepers where speed of 25kmph was permitted after CRS sanction. Performance is satisfactory and no problem has been faced since increasing the speed in 2002-03. RDSO may be requested to examine the issue in view of satisfactory performance of these turnouts for such a long period, and speed on 1 in 8 turnouts with curved switch laid on PSC sleepers may be reviewed.

CR

2.3

Cleaning & lubrication of points The correction slip No.103 of Para 237 (6) states that at all interlocked and partially interlocked stations, the Signal Staff will be responsible for the periodical cleaning and lubrication of those slide chairs in which signaling and interlocking gears are connected (generally up to third sleeper from toe of the switch) in all points interlocked with signals or provided with locks. The Permanent Way Inspectors shall be responsible for the cleaning and lubrication of slide chairs of all hand operated points on their sections and remaining slide chairs of all points interlocked with signals or provided with locks.

CR

2.4

Practical difficulty in maintaining versine/gauge as per IRPWM provision in PRC turnouts. As provision of Para 237 (4) (d) of IRPWM, the variation in versines on two successive stations in lead curve and turn in curve portions should not be more than 4mm and versine at each station should also not be beyond +/- 3mm from its designed value. In spite of all efforts it is not possible to attain these parameters for PSC turnouts and more so in case of 1 in 12 turnouts. As per above the gauge variation of 1mm should be there in a length of about 5 sleepers which is a difficult task with given fastening arrangement in PSC sleeper layouts. Also the versine variation of +/- 3mm is difficult to achieve near the end of switch. For 6m chord the versine in lead curve and turn in curve is about 10mm for 1 in 12 turnout and 20mm for 1 in 8.5 turnouts (2.5mm for 1 degree curve). The critical locations are sleeper No. 21-28 of PSC layout. Near heel joint the versine instead of 10mm comes mostly about 16-20 mm on at least 3 sleepers. Also gauge is never correct in floating condition. It is suggested to review the provision of IRPWM in light of practically achievable limits of parameters.

WR

12

2.5

Instructions for laying and maintenance of CMS crossing:Instructions for Instructions for laying and maintenance of CMS crossing were issued to Zonal Railway vide RDSO letter No. CT/XH dated 2/6.5.1986. The Para of this letter concerned with provision of SR of 50Kmph is mentioned below. After laying the CMS crossings, an initial speed restriction of 50Kmph should be imposed for about three weeks or the passage of 50,000 axles. The crossing should then be inspected for cracks /defects and if they are found free from any cracks/defects, the speed restriction may be withdrawn at the discretion of chief engineer. Afterwards RDSO had asked information from Zonal Railways vide Letter No. CT/XT dated 2.5.2005, in view of modification/review in existing provision which was issued in developmental stage. Accordingly feedback were submitted by Zonal Railways. But so far no further guide lines are issued on the subject. It is needed to review the provision made initially in 1986 and fresh guide lines should be issued.

WR

2.6

Alteration required for fixing of stiffener on the web of tongue rail in 1 in 12 switches. The tongue rail of 1 in 12 curved switch is strengthened by riveting a stiffener/flat in the web of tongue rail. The first and second rivets are provided at a distance of about 200 mm and 595 mm from ATS respectively. At the time of installation of point machine, the ground connections are made by fixing the D-Bracket on the tongue rail. To fix D- Bracket with tongue rail, two holes are drilled at a distance of 65 mm and 415 mm from ATS and bracket is fixed by bolting with tongue rail. As head of rivet (i.e. first rivet) at a distance of 200 mm from ATS falls within the range of D-bracket, this rivet need to be cut and removed. After cutting the rivet, the stiffener fixed on the web of tongue rail gets loosened and the whole purpose of strengthening gets defeated in this portion of tongue rails. To eliminate this problem, following alterations may be examinedi) Provision of counter sunk rivet ii) Welding of flats in 500 mm length from ATS

ER

13

2.7

Procurement of half set of over-riding switches for need based replacement of damaged / worn-out tongue rail with corresponding stock rail instead of complete switch renewal: It has been observed that population of LH turnouts on double line section is normally more than the RH turnout. Hence, RH half set switches of such LH turnouts, get damaged / Worn-out at faster rate and require frequent replacement within 09 to 15 months, whereas their LH half set switches have higher life of 30 to 36 months and remain in track for long. It is therefore more prudent to replace only right hand half set switches during 1st and 2nd need based replacement and during 3rd replacement the complete set of switch may be replaced. This will not only be economical by optimally utilizing the other half set switch to its full service life, but also reduce extra efforts and block requirement for complete set switch replacement. Inspection methodology for procurement of half set switch may also need a review by RDSO so that M/s RITES may be accordingly advised to inspect half set switches during procurement.

NCR

2.8

Revision in S&T manual according to SOD for throw of switch. Throw of switch has been revised in SOD (item No. 16 & page No. 15) and now it is mentioned as Min. 95mm for existing switches and 115mm for new works or alterations to existing work and it further speaks that this can be increased up to 160mm in curved switches in order to obtain adequate clearance between gauge face of stock rail and back face of tongue rail. But the throw of switch is not revised accordingly in signal manual where it is mentioned that maximum throw of switch is 115mm. During TTR signal officials are fixing motor points to provide throw of switch as 110mm which creates back hitting and rubbing of switches due to inadequate clearance between gauge face of stock rail and back face of tongue rail. Recommendation: The necessary correction in the S&T Manual needs to be incorporated to match the provisions of SOD to avoid ambiguity in field.

ECR

14

L W R & WELDING
S.N. 3.1 Item Laying of LWRs on curves sharper than 440m radius. Para 3.2.1 of LWR Manual, 1996 mandates that LWR should not be laid on curves sharper than 440 meter radius. On SEC Railway, there are ghat sections in the Nagpur and Bilaspur divisions where railway line takes turn and twist very frequently as they transverse through the hilly terrain majority of the curves in the ghat section are of 6 0 radius. The fact has already been highlighted to RDSO with a request to examine the matter and advice for continuity of these LWRs with certain precautions, without which maintenance of track would be extremely difficult. Discussion may be done and some suitable instruction should be issued. 3.2 LWR on ballast less track Para No. 4.2 of LWR manual stipulates minimum ballast cushion 250 mm where sectional speed is upto 130kmph and 300 mm for more than 130kmph. Construction Organisation in USBRL section has laid numerous LWRs on ballastless track specially in tunnels. But there is no stipulations in LWR Manual regarding laying LWR on ballastless track. Matter was referred to ED/Track/RDSO vide NR letter no. 319W/44/Policy/Pt-XVI dated: 13.04.2012. 3.3 Provision of the improved SEJs in lieu of 120 mm/190 mm conventional SEJs at the far end approach of the bridge, as given in para 4.5.7.1 (IV) of LWR manual. LWR manual Para 4.5.7.1 (IV): LWR may also be continued over a bridge with the provision of SEJ at the far end approach of the bridge using rail free fastenings over the girder bridge. The length of the bridge in this case, however, will be restricted by the capacity of the SEJ to absorb expansion, contraction and creep, if any, of the rails. The length of the bridges with the above arrangement that can be permitted in various rail temperature zones for LWR/CWR with SEJs having maximum movement of 120 mm and 190 mm. The improved SEJs have two gaps each of 40mm. Thus, the total gap available is 80mm. Thus, these improved SEJs are having better capacity to absorb expansion, contraction and creep of the rails than the conventional SEJs, provision of the improved SEJs as an alternative to 120 /190 mm conventional SEJs at the far end approach of the bridge, as given in para 4.5.7.1 (IV) of LWR manual, may be permitted. This will help in continuing LWR on many of the bridges. NCR NR Rly. SECR

15

LEVEL CROSSINGS
S.N. 4.1 Item Level Crossings The level crossings in NR as on date 1-04-2012 is as below. Manned = 2756 Nos. (2744+12CC) Unmanned = 1562 (1371+2CC+189D) As per Railway Boards instructions vide letter No. 2009/CE-1 Misc/10 dated 29.07.2011, all the unmanned level crossings are to be eliminated by 2014-15. Railway Board, vide their letter no. 2006/CE-I/LX/WP/Pt. dated 30.08.2012, had issued criteria for manning of unmanned level crossings. Railway Board, vide their letter No. 2008/CE-I/LX/Target 2010-11 dated 06.03.2012, has further directed that infrastructure work of manning wherever not commenced, should not be taken in hand by railways, until creation/sanction of requisite posts of gateman. Railway Board is not sanctioning further proposals for manning of level crossing. It is worthwhile to mention that 100% elimination of unmanned level crossing by ROB/RUB/LHS/Diversion is not possible.. Railway Board may issue clear policy guidelines in this regard. Many locations for manning of the unmanned LCs are sanctioned, but cannot be manned for want of manpower and availability of sanctioned posts. It is proposed that Railway Board any give one time sanction for all the posts required for manning of the unmanned level crossings. Rly. NR

4.2

Creation of Posts for Gateman for manning of LCs No matching surrender is available with Engg. Department. Indian Railway has thrust on elimination of unmanned level crossings. One of the major activity is manned of level crossings. To man the level crossings, large number of posts of Gateman are required to be created on equivalent money value matching surrender but this is difficult as matching surrender is no longer available with engineering department. Therefore, it is essential to create new posts of Gatekeepers for manning of Un-manned level crossings.

SER

16

4.3

Creation of posts against new asset & for manning of unmanned Level Crossing The railways are insisting for matching surrender value. Engineering directorate should evaluate and decide as to why matching surrender is required for additional asset. The present policy needs to be reviewed by Railway Board

ECoR

4.4

Waiver of condition in regard to grant of special allowance to level crossings Gatekeepers to be restricted to 50 % of the number of total manned Civil Engineering level crossing gates. Present Problem: With the difficult working conditions of Gate Keepers at level crossing gates, the volunteers for filling up of the vacant positions from Trackmen cadre are not willing to work as GKs. Further the special allowances is also restricted to 50 % of the total number of manned Civil Engineering level crossing gates vide Railway Board Letter No. E(P&A)I-97/SP-1/CE-I dated 27.01.2003 (copy enclosed). Suggestion: To encourage and enhance the willing staff to take up the posts of Gatekeepers at level crossing gates and also considering the location of engineering gates away from station limits, the restriction imposed on special allowances applicable only for 50 % of the total number of manned Civil Engineering level crossing gates vide the Railway Board letter No. E(P&A)I-97/SP-1/CE-I dated 27.01.2003 may be revised to cover all manned Civil Engineering level crossing gates without any restriction.

SR

4.5

Inclusion of Two wheelers in TVU Calculation. At present while calculating TVU, no weightage is given for two wheelers. However, now a days, the population of two wheelers is very high and most of the accidents take place involving two wheelers only. Hence the population of two wheelers may also be included in TVU calculation. Deliberation may be done on this and suitable instruction may be issued.

SECR

17

4.6

Provision of Banner Flags at Level Crossing Gates: As per item No. 9(a)(vi) of Annexure-9/1 to Para-904 of IRPWM, following provisions at B & C Class level crossing gates exist:As long as the level crossing gate is kept open to road traffic a red flag by day time and red light (by using hand signal lamp) during night, should be displayed towards the approaching trains on either side of level crossing. In place of red flag in day time, banner flag of standard size of 2.10 m x 91.4 cm should be used. During night time, battery operated LED based flasher type tri colour lamps, should be used. Suggestion: It is suggested that necessary Correction Slip to para-904 of IRPWM may be issued for use of banner flags of size of 2.10 m x 91.4 cm made from terry cotton / polyster cotton at level crossing gates. Similarly, battery operated LED based flasher type tri colour lamps, should be used in night time. These should be used on all non-interlocked gates only.

NER

4.7

Change in colour of speed breakers in working sign board from yellow to black. Design of warning sign board for speed breaker on road approaches of a level crossing is given in Annexure 9/7 PARA 918(2)of IRPWM-2004. It has been observed that during night under head light of a vehicle, the yellow colour depicting speed breaker is not prominently visible due to its yellow colour on white background. It is proposed that the yellow colour depicting the speed breaker should be replaced by black colour to be more conspicuously visible during the night time under head light of a vehicle. It may be noted that road authorities are also using the same as proposed herein i.e. black colour speed breaker sign on white background.

SER

4.8

Supply of U-69 check rail on Level crossing on 60 Kg rail assembly on PSC sleeper. Present Problem: At present Southern Railway is using gas cut normal rails as check rail. This check rail is breaking frequently warranting replacement. Suggestion: RDSO has issued Drawing T-6590 for check rail on level crossing using U-69 section on 60 Kg rail assembly on PSC sleeper. However, the required U-69 check rails are not available for use in the field. The same are requested to be arranged for Railways.

SR

18

4.9

Maintenance of height gauges in electrified sections by Traction Department duly modifying the provisions of ACTM and P. Way Manual. Present System: The prevailing practice in Southern Railway is the erection of height gauges at Level Crossing gates in electrified territory is made by tractions department, where as the maintenance of these height gauges are being carried out by Engineering department. However, the following difficulties are faced in the maintenance of height gauges. 1. With the increasing road traffic and movement of heavy dimensional vehicles, the height gauges frequently get damaged resulting into loss of punctuality of trains booked to Engineering department. 2. The logistical support for Engineering staff to move to the site and the restoration of equipments such as welding plants, ladders are not available with the PWIs, since not required for any other works of P. Way which leads to further delay in restoration. Considering the back up support created for TRD staff for maintenance of OHE stretches, it is more appropriate to assign the responsibility of maintenance of height gauges to electrical traction department. However, when the matter was referred by Principal Chief Engineer to the Chief Electrical Engineer in this Railway, it was clarified that as per section 11.2 (e) of ACTM, Vol II, Part II, Appendix 8 (copy enclosed) it is the responsibility of Engineering department to maintain the level crossing, its barriers, surface of the approach roads, speed breaker, road users caution boards and the height gauge with its top member at a height not more than 4.67 m (from the surface of road) to ensure safe passage for road users. Further it was mentioned that the height gauge is not provided to protect to TRD assets but it is to protect the road users. It was also clarified by Chief Electrical Engineer/Southern Railway that any deviation to the stipulations in ACTM, Railway Boards approval will have to be sought with due justification. In this regard, the provisions in IRPWM Para No.910 Note IV is reproduced below. Height gauges on electrified sections Adequate arrangements shall be made to erect height gauges on either side of the overhead equipment or other equipment at every level crossing so as to ensure that all vehicles and moving structures passing under the height gauge also pass under the overhead equipment or other equipment with adequate clearance. Recommendations : In view of the above, Railway Boards approval is requested to assign the maintenance of height gauge at level crossings by traction department duly modifying the provisions of ACTM and P. Way Manual.

SR

19

MISCELLANEOUS
S.N. 5.1 Item Compliance to C&M-1 standards for permitting speed beyond 105kmph As per Para 6.1(a) of Policy Circular No.6, modified vide Correction Slip No.92/CEDO/SR/4/O/Pt.1 dated 09.07.10, for permitting speeds above 105Kmph, the track on the route should modified to standards specified in RDSOs report No.C&M-I, Vol.I. While processing the proposal for increasing the speed of individual rolling stocks above 105Kmph, CRS is insisting that a certificate should be given that the track is maintained as per RDSOs report C&M-I, Vol.I. In this regard, it is mentioned that even on A routes, C&M-I standards are not achieved in the entire stretch and the compliance generally varies from 40% to 65% over the Indian Railways. Though all efforts are being made to ensure C&M-I compliance, it is practically not becoming feasible that the entire stretch is within the limits prescribed in C&M-I report. Para 3 of the Appendix-I (Guidelines for routes proving runs up to 110Kmph on BG by Zonal Railways) of the above report lays down criteria for clearing the route, which is as under:Para 3.1. - The average number of peaks of vertical and lateral accelerations exceeding 0.3g should be limited to 0.25g peaks per km. However, the number of peaks in any Km should not exceed 1 and where this value is exceeded, the track will need attention. At locations where the peaks of lateral and vertical acceleration exceed 0.35g, the track will have to be attended to urgently. Though the criteria for clearing the route as above is generally met in the entire section, compliance to C&M-I, Vol.I standards remain far below 100% of the track. C&M-I, Vol.I standards were laid down way back at the time of introduction of Rajdhani trains in Delhi-Howrah section. Since then, lots of improvements have taken place in the suspension system of rolling stocks. In view of the above, it is proposed that at least for speeds up to 110Kmph, C&M-I, Vol.I standards should not be insisted upon. Even for higher speeds, some percentage has to be fixed. It is proposed that if 50% of track is complying C&M-I, Vol.I standards and accelerations are within permissible limits as laid down in Para 3 of Appendix-I, the track should be taken fit for running speeds up to 130Kmph. Rly. CR

20

5.2

Certification of track for C&M-I tolerance There are number of cases where the speed of train is to be increased beyond 105 KMPH. Policy Circular No. 6 gives procedure for sanction of speed of nominated train on specified route for speed upto 110kmph on BG. As per the policy circular the track on the route should be maintained to standard specified in RDSO Report No. C&MI Vol.-I. RDSO Report No. C&M-I Vol.-I, vide Para 12.1 gives recommendation for the limits for Alignment, Cross Level defect, Twist, Unevenness and Gauge Variation. The Execution Report on TRC result gives the No. of Kms where peak for various track parameters that exceed the prescribed limits. The same is also given in percentage of total Km recorded. However to certify that the track is maintained to C&M-I standard, it is not clear as to what is the minimum percentage of track in each parameters that should be confirmed to C&M-I standard, as it is not always possible to maintain 100% of the track for C&M-I tolerance.

SWR

5.3

Standardization of track maintenance as per RDSOs report no. C&M (VOL.I). This report was issued in 1969 and that time there were different type of locomotives and different track structures. The track maintenance practices were also different. In present time the track structure is sturdy and maintenance is done by track machines. It is not practically possible to adhere to the tolerances prescribed in C&M report. At the time of clearance of locomotives or for increasing speed in the section in a joint safety it is to be recorded that track is in conformity with C&M report. while in almost all types of track tolerances are not conformity with C&M report even in better sections like Allahabad division and Rajdhani route of kota division the conformity of track tolerances is only 55 to 60 % with C& M report. Therefore it is required to look into the matter and necessary instructions may be issued.

WCR

21

5.4

Maximum Permissible Speed for different track structure for New Rolling Stock. For the New Rolling Stock, RDSO issued Speed Certificate duly indicating Permissible Speed. Based on this Certificate, Zonal Railways obtain CRS sanction for running these Rolling Stock over various sections in their zone. In the Speed Certificate, minimum standard of track structure is specified with the instruction that for track maintained to lower standard than that mentioned, Chief Engineer shall decide the lower Maximum Permissible Speeds. In the absence of proper analytical tools with Zonal Railways, it becomes difficult to decide the speed when the track structure is of lower standard than the one mentioned in certificate. In Indian Railways track structure is almost uniform falling into one of the following category:Rails 90R PSC (M+4) 72 UTS 90 UTS Rails 52kg PSC (M+4) Rails 52kg PSC (M+7) Rails 52kg PSC (1660) Rails 60kg PSC (1660)

SWR

It is suggested that Maximum Permissible Speed for the above track structure may be given in all the Speed Certificate so that element of ambiguity is removed. 5.5 Delegation of powers to Zonal Railways to outsource the activities of Track maintenance other than 20 items listed in MCNTM formula. Present Problem: The Southern Railway is as follows. Requirement as per MCNTM Formula 16588 Sanctioned Strength 11537 position of Trackmen in regard to Actual Strength as on 30.04.12 7067 Vacanc y 4470 SR

As could be seen above the gap between the required strength as per MCNTM formula and the sanctioned strength is about 5051 Trackmen which is about 30.4 %. In view of the above difficulties faced by Railways to carry out all the works required to be made by departmental Trackmen.

22

Suggestion: Zonal Railways shall be empowered to outsource the following activities in addition to the 20 activities permitted by Railway Board while accepting MCNTM formula.
i. Pre tamping, during tamping and post tamping attentions. Casual renewal of rails and sleepers. Overhauling of LCs. iv. Pre monsoon attention including clearing of drains and waterways, deweeding of track, attention to cuttings with trolley refuges. v. Tree Cutting, lubrication of rails and fish plated joints, repair welding. vi. Any other item as warranted and decided by Zonal Railway.

5.6

Strategies for formation strengthening for running lines under traffic, where ETA is limited only 9 for 200 km. stretch and other track renewal & other works have to be also carried out. Some methodology need to be evolved, like: Sand drains Vertical sand piles Cess widening/ standard side slopes as per soil types.

SER

5.7

Allotment of Engineering time allowance Time saved by engineering department by way of increasing speed, relaxation of PSR etc., is to be considered for enhancement of ETA to the extent of 50% of time saved. But in practice this is not considered while framing the WTT. To enforce this joint order of engineering and traffic directorate is required.

ECoR

23

5.8

Review of A&C Slip No. 123 to IRPWM for deleting reporting of damage to overhead electrical installation from Key mans duties. Vide A&C slip no.123, a new sub para (15) of para 170 has been added to IRPWM as under: Para 170 (15): Key man shall watch height gauges for any damage. In case of any such damage, he shall also look for any damage/shifting of girder, infringement to track or damage to overhead electrical installation and shall report the matter to the Mate, the nearest Station Master and Permanent Way Inspector. He shall also protect the line as the situation warrants. It would not be prudent to add reporting of 'damage to overhead electrical installations' in the duties of Key man, who has already many track safety related duties, as given in para 170 of IRPWM and para 9.1.1 of LWR manual, listed below: To attend loose fish bolts, SEJ, fitting of Switch and crossing, broken sleepers etc., To keep special watch on rail & welds marked for observations by USFD team. To check any abnormality such as broken rail, weld, wash away ballast, theft of fittings and protection of track if required. To maintain the flange ways clear of any obstructions at unmanned level crossing. To attend one TP length track thoroughly including recouping fittings every day. Greasing of ERCs and inserts at the rate of 20 sleepers per day. To carryout rail end examination, lubrication of fish plated joint. Fortnightly oiling & greasing of SEJs and checking & re-tightening of fastenings. Replacement of missing fastening. To ensure that all creep anchors, where provided, to butt against the sleepers. To watch Sun kinks, Loose/missing fitting or any damage to LWR/SEJ. In winter season, to keep sharp look out to detect any fracture. In addition to Key mans daily inspections, it becomes difficult for him to efficiently discharge the above duties and it is observed that Key man is often unable to carry out greasing of ERCs & inserts on 20 sleepers and give thorough attention of one TP length, every day. Hence, any further addition to his duties is not at all desirable. In view of the above, A&C slip no.123 to IRPWM may be revised to the extent of deleting reporting of damage to overhead electrical installation from Key mans duties.

NCR

24

5.9

Upgrading the pay scale for Keymen. Present Problem: As there is no monitory benefit in terms of scale up-gradation for Keymen as compared to the Trackmen due to the merger of scales in 6th pay commission, volunteers for the promotion to the post of the Keymen are not coming forward to fill up vacancies. Suggestion & Recommendations: The scale of pay of Keymen shall be upgraded from that of Trackmen so as to encourage Sr. Trackman to take up the job of Keymen. The present scale of pay for Trackman, Keyman, Track Mate, P.Way Supervisor are as follows. Post Trackman Gr.I, Gr.II, Gr.III Keyman Track Mate P. Way Supervisor Scale of Pay 5200-20200 5200-20200 5200-20200 9300-34800 Grade Pay 1800 1800 1900 4200

SR

It is suggested that the Grade Pay of Keyman and Mate shall be revised as Rs.2,400/- and Rs.2,800/- respectively.

5.10

Difficulties in filling up of the post of keyman The posts of trackman Gr-I & keyman are in the same pay band & GP. But the responsibility of keyman is tremendously high and his working is also pin pointed with fixed duty hours. Also he has solitary working exposing himself to risks of inclement weather conditions, hazards from wild animals in ghat sections as well as hazards from running train. Since the post of keyman does not bring any financial benefit, the trackmen are unwilling for the post of keyman. Similar is the situation for promotion to the post of Gangmate. It is therefore, suggested that the Keyman GP be changed from Rs 1800/- to Rs 2400/- for discharging higher responsibility as well as associated risks of solitary working. To maintain the difference between keyman and mate, the GP for mate should be changed from Rs 1900/- to Rs 2800/- . The minimum educational qualification prescribed for entry to these grades at initial appointment time may not be essentially required as, due to working as trackman for several years they required requisite knowledge and experience.

ECoR

25

5.11

Unwillingness among gang staff to become Keyman. Nowadays, Gangmen are reluctant to become Keyman. Main reason is extra responsibility with same scale. Some allowance or incentive should be thought of.

NFR

5.12 man

Personal safety items for hot weather patrol man and key Hot weather patrol man and key man should be supplied with pagadi (head gear), umbrella, ORS, steel body thermos flask to beat the heat stroke. This should be added in the dress regulation for staff.

ECoR

5.13

Issue of Mobile SIM cards to Keymen / Mates & Night Patrolmen. Railway Board advised to submit the requirement of Mobile SIM cards for the issue of Keyman, Track Mate and Night Patrolmen to communicate unusual occurrences noticed by them immediately by means of Mobile SIM cards to ensure the safety of running trains. In turn reply also sent by this Railway regarding the total requirement of Mobile SIM cards. However, decision of Railway Board is awaited on this issue. Therefore, now it is suggested to issue SIM cards to the Keymen, Mates and Night Patrolmen to communicate unusual occurrences noticed to ensure safety of running trains.

SR

5.14

Inclusion of Mate in Liberalized Active Retirement Scheme (LARSGESS). Railway Board has introduced Liberalized active retirement Scheme in the year 1010. This scheme is opened to Gangmen, Gatekeepers, Keymen and Trolleymen of Engg. Deptt drawing grade pay of Rs. 1800/- per month. Under this scheme, one ward of the employee is eligible for appointment in the Railways, subject to eligibility, against voluntary retirement of the employee covered under the listed categories. Due to this many Gangmen and Keymen are not opting for promotion because the scheme is not applicable to Mates. This has already resulted in scarcity of suitable willing persons who can be promoted as Mate. In view of the above, it is suggested that the scheme be opened for Mates also.

NR

26

5.15

Rubberized raincoat for gangmen:Rubberized raincoats were supplied for the use of gangmen through stores department. The rubberized raincoat were procured as per the specification and design provided in the dress codification 2004. Recognized unions of the WCR have highlighted the quality issues of raincoats distributed. In the PNMs, union demands to provide rubberized raincoats of commercial deputed brands such as Duck backs. As the procurement of distribution of the item is governed by the dress regulation 2004 as circulated by the Railway Board and any deviation from the same may require the exemption from the competent authority. In view of the above the dress regulation for procurement for raincoats may be reviewed and revised suitably.

WCR

5.16

USFD cadre As per Railway Board letter no. 89/Track65-III/K/82 dated: 02.06.1990. Item No. C, USFD SSE/JEs were motivated by giving a promotion on coming to USFD cadre, treating the same as ex cadre posts. But after the introduction of 6th Pay Commission and subsequently merging of SSE and JE grades, this monitory benefit no longer exists. In this regard it is suggested that: (i) (ii) On entry in USFD organization SSE/JE may be given next higher grade pay on Ex-cadre basis. Rs. 5000.00 per month may be added in his salary as allowance.

NR

Railway Board may kindly be requested to issue a clear policy in this regard. 5.17 Supply of RRB papers in lieu of the terminated Apprentices of JE/P.Way & SE/P.Way during the training period from the same panel of RRB recruitment. Present Problem: Southern Railway got papers for both JE/P.Way (70 Nos.) and SE/P.Way (18 Nos.) from RRB during 201112. About 30 % of JE/P.Way and 35 % of SE/P.Way have absconded from Training during the Apprentice period. As per the terms and conditions of Apprentices, 14 days notice have been issued and the services have been terminated. However, RRB is not in a position to supply additional papers in lieu of these absconded and terminated Apprentice JEs/P.Way and SEs/P.Way. It is learnt from RRB that once a candidate reports in Railways after completion of formal medical etc, the same will be treated as filling up of indent submitted to RRB. They require the change of Railway Board policy decision to issue additional papers in lieu of terminated Apprentices from the same selection panel. The present difficulty as noted above is resulting into non filling up of vacancies for a number of years as fresh indent is to be submitted to RRB covering the absconded and terminated JEs/P.Way & SEs/P.Way. SR

27

Suggestion : Railway Board are requested to change the policy decision to allow RRB to supply additional papers in lieu of absconding and terminated Apprentice JEs/P.Way and SEs/P.Way from the same panel of selection to avoid the long lead recruitment process.

5.18

Norms for creation of Artisan staff such as Blacksmiths, Welders etc. Present Problem : With large scale provision of lifting barriers in lieu of tubular gates, provision of lifting barriers wherever manning of LCs have been taken up, requirement of Blacksmith for maintenance of LC gates has increased. Further, due to non maintenance of LC gates, failures related to LC are causing loss of punctuality. A total of 51 trains lost punctuality in 30 incidents related to LC failures in 2010-11 and about (20) trains lost punctuality in as many incidents of LC failures in 2011-12. Further, with large scale electrification works being commissioned height gauges provided at LC gates are also required to be maintained for which Blacksmith is required. Similarly, with adoption of long welded rails, the requirement of welder is necessary for maintaining track as all track maintenance works such as deep screening, destressing, interchanging of rails, TRR/CTR/TSR work execution and repair welding requires a qualified welder. In view of the above, Southern Railway have finalized norms for creation of Artisan posts such as Blacksmiths and Welders. However, associate finance of Railway are not accepting these norms and want Railway Board guidelines on this subject. Suggestion: The norms have been made by Southern Railway for creation of Artisan posts and a copy is enclosed for consideration. Guidelines may be issued by Board for having a uniform approach.

SR

28

5.19

Track centre for the multiple line (New construction) say 3rd line, 4th line etc. Now a number of works for construction of 3rd& 4th Lines are being sanctioned. As per the present instructions the track centre of 3 rd / 4thLine is being kept nearly equal to 5.3 m. This distance is found to be inadequate in field in view of the following:a)There is difficulty in inspection of track by one and all due to vicinity with nearby track. b)P. way material unloading for the middle line/s becomes difficult. Rail/sleeper renewal is also very difficult. c) Deep screening by BCMs and working of other track machines is very difficult. d)It is very unsafe for P. Way staff to work on middle line with track centre of the order of 5.3m. It is proposed that the 3rd Line should be constructed atleast at 7.5M track center.

SER

5.20

Internet connectivity for Track Management System: It is noticed that local Internet Service Providers are not providing satisfactory service at many locations. This problem is solved to some extent by enabling Offline entry of data. However, it is seen that sometimes it takes a long time to see records at some locations or during Window Trailing Inspection. For this, following measures have been tried. Each supervisor is allowed to select his own service provider. Supervisors may have one or more Data cards. Service provider may be asked to improve connectivity. The item is included to know experience on other Railways in this regard.

NR

5.21

Creation of organization for small track machine in the division ECoR This subject was discussed in CTEs seminar in 2010. Railway Boards decision (with approval of finance) is yet to be received. Creation of post, in the era of matching surrender value, is not possible. This needs to be expedited.

29

5.22

Creation of posts for maintenance of P.way in newly created assets:Railway Board with concurrence of finance directorate has issued the instructions vide letter no. 95/CE-I /GNS/2 VOL-II Pt.II dated 03/06.03.2006 for implementation of MCNTM i.e. creation of manpower for P.way activities. On, WCR a proposal was moved for creation of manpower for IIIrd line between BIN-BPL. The proposal was vetted by associate divisional finance but turn down by the DRM stating that the manpower requirement as per MCNTM is more than IR bench mark, and instructed to propose the manpower requirement as per IR benchmark. GM/WCR also in view of creating the manpower requirement as per IR benchmark. Matter has been referred to Railway Board for issuance of instructions to be followed. The track maintenance activities depends upon the local factor, GMT, rainfall and geographical conditions of the area and varies from place to place which have been incorporated in the MCNTM and logical also for assessment of manpower requirement. On the other hand IR bench marking does not give the clear picture and basis for creation of post. It is on average MPR and may be used as thumb rule only and not for assessment/creation of manpower for a particular section.

WCR

5.23

WILD (i) Analysis and its effect on track of WILD dataMethodology to know the effect of wagons with critical alarm level (impact load factor > 4.5 or dynamic wheel load > 35T) already traveled over track before detection/detachment is to be elaborated. (ii) No. of WILD to be increasedMore Wild equipment needs to be installed in long haul routes as well as heavy density routes for early detection/detachment of bad wagons to avoid damage to the track.

ER

5.24

Re-weighment of over loaded wagons after adjustment of over loading Very often it is seen that a no. of wagons passes the limit of over loading and hence requires readjustment/removal. Readjustment of over loaded wagons is being done. However, there is no record available to suggest the way and methods of proper adjustment to

ER

30

ensure permissible load. 5.25 Camp coaches & BFR/BFU There is scarcity of refurbished camp coaches with N.Rly. Some of these camp coaches are in dilapidated condition & some of track machines are without camp coaches causing inconvenience to staff posted on these track machines. Further there is no policy/plan for POH of these camp coaches & also there is no standby coaches which can be used in lieu of camp coaches sent for POH. Status of availability of camping coaches on NR: Total No of Sh No of Net Air Vacu Du no coach ort coaches shortf bra um al coach es fall need all ke es availa urgent requir ble replacem ed ent 82 73 9 33 42 52 15 NR

Status of availability of BFR/BFU on NR: No of BFR/BFU available 163 Air brake 54 Vacuum 109

Efforts are being made on Northern Railway to provide Air brake in camp coaches and BFRs.

5.26 Trackmen:

Modification to the UTV for use by SEs/P.Way and Present Problem: With the introduction of mechanized track maintenance, P.Way officials are frequently required to use small track machines. Many locations requiring attention are not accessible by road. Therefore, trackmen cannot move to the workshop along the small track machines. Suggestion: It is suggested that UTV already available with the SEs/P.Way can be suitably modified to provide a cabin with a covering to accommodate 6-8 trackmen so that they can move to the work spot easily along with machinery in case of emergencies.

SR

31

5.27

Life of Detonating Signals (Fog Signals): As per para-821 of IRPWM following provisions exist regarding life of detonators:The normal life of detonators is 7 years. The life of the detonators can be extended to 10 years on an yearly basis subject to the condition that two detonators from each lot of over seven year old ones are tested for the explosive content and the results being found satisfactory. Now as per Railway Boards letter No. 2011/Safety(A&R)/19/3 dated 24.1.2012, following instructions have been issued on the use/storage/shelf life of detonators supplied during the year 2010 and thereafter from Indian Ordnance Factory, Pune:. Further, the normal shelf life of detonators manufactured during 2010 and thereafter shall be 5 years, reckoned from the year of its manufacture. It can however, be extended further for a maximum of 3 more years, provided that detonators which are more than 5 years old are effective. For this purpose, two detonators of each batch/lot should be tested at the end of 5 years and if the result of these tests are satisfactory, life of the detonator of that batch should be extended by one more year, on expiry of which similar tests should be conducted annually to extend the life of the detonators of that particular batch/lot upto a maximum of 8 years from the year of manufacture... Suggestion: Since normal shelf life of detonators manufactured during 2010 and thereafter is 5 years and extendable upto 8 years in place of earlier 7 years extendable upto 10 years, necessary Correction Slip to para-821 of IRPWM may be issued.

NER

5.28

Need to prioritize inspection of track supply items:Currently, material is being offered for inspection by the firms and inspection is carried out by the respective inspecting agency such as RDSO / RITES. However, it is seen that if a firm has more than one PO with them, they tend to offer the material in which they have a better rate and the PO with poor rate is not executed by them, even though the PO with poor rate was issued earlier. Suggestion: - Thus, it is suggested that the inspecting agencies should be directed suitably that, while performing inspection of material at the firms premises, it should be ensured that the material which is being inspected is pertaining to the oldest PO placed on the firm and only after completing the oldest PO, can the next PO is taken up for inspection, i.e., First In First Out (FIFO) method based on

WR

32

the date of the Purchase order is adopted by the inspecting agencies. 5.29 Rate Contract For Track Supply Items. Currently, Track Supply items are being procured from the RDSO approved vendors for many track fittings. Other track fittings like bolts, miscellaneous fittings for which RDSO approved vendor list are not available, are procured from NSIC registered vendors. The procedure of open tender is followed and PO is placed on the firms who are L1. The rate reasonability is required to be established in each tender case based on past supply rates on other Zonal Railways and the TC takes about 3-4 months to finalise the tenders. It is observed that only a very few firms are able to get contracts while the remaining RDSO approved firms are not placed with orders as their rates are not L1. Instructions exist that before placing orders on a firm, its capacity and orders already available with them are to be examined by the Railways. However, the orders already available with the firm is not verifiable and many times leads to one firm getting more orders than they can execute leading to inordinate delays and / or cancellation of PO placed on them for poor supply. Thus, timely availability of material is not assured, even though elaborate tendering processes have been followed at the Zonal railway level. Suggestion: - Thus, it is suggested that a centralised rate contract system as being followed in DGSND for central government offices should be introduced wherein the rate of payment for individual items is fixed by a central agency, like RDSO where quality control / registration, listing delisting processes are already being done. If this system is introduced, the Zonal railways shall have the option of placing orders on any of the firm appearing in the Rate contract list, thus, distributing the work load on many firm, leading to less chances of failure of contracts, avoiding over loading any one firm with too many contracts. WR

33

5.30

Standard of chute BFRs over all Railways: Present Problem: For unloading of 10 rail/20 rail panels from EURs, different zonal railways are using chute BFRs which are locally designed and modified at engineering workshops. Suggestion: Normally, 3 chute BFRs are used and the roller lever can be adjusted by use of screw wheels. However, on many occasions, the 20 rail panels dispatched by Bhilai Steel Plant are received with 2 Nos. chute BFRs with fixed rollers. Therefore, it becomes extremely difficult and unsafe to unload 20 rail panels from 5 tier EURs with 2 chute BFRs. RDSO should standardize the design of the chute BFRs so that there are no problems in unloading of panels, safety when chute BFRs are sent to other Railways.

SR

5.31

Track Readings as Per Accident Manual Para 504.2 Manual provision: As per accident manual Para 504.2(Track measurements) under column no.5 it is indicated that cross levels to be measured under loaded conditions with a locomotive/fully loaded Wagon/Coaching Stock Bogie. Problem faced in the field: As per the general practice all the track parameters are measured and maintained to desire level on off load condition only. The loaded parameters standards are not mentioned anywhere in the manual. As such it is not practically possible to maintain loaded conditions parameters to off load condition parameters. The specific distance/location not been mentioned in the Proforma. As per the proforma no gauge readings shall be taken under load condition. But at accidents spot C & W staff as well as the Officer in charge of the spot are insisting for under load gauge parameters. As per the proforma The versine readings shall be with 20mts. Chord at 10mts. Station where as C & W staff as well as the Officer in charge of the spot are insisting for 6mts. Chord at 3mts. stations. Suggestions: Since the track parameters are being maintained to off load track conditions, the proforma given in accident manual Para 504.2(Track measurements) under column no.5 shall be modified to off load conditions instead of under load conditions. The other proforma of gauge and versines shall also be followed as per accident manual. The committee may deliberate on these issues and suggest suitable modifications.

SCR

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5.32

Multisourcing of OMS Machines. Present system: At present track monitoring being done using MC based and PC based OMS machines developed by M/S Systems Aids, Bangalore as per the schedules prescribed in the IRPWM Para 618. Problem faced in the field: The MC based machines (developed by M/S System Aids) are giving different types of problems frequently. Some occasions machines are not working for at least one run even after attention and developing problems like suddenly slow down of printing, giving abnormal values of speed, subsequently not working. The firm is taking more than one month time for repairing the same. As per RDSO/LKO instructions the Dynamic calibration has to be done once in a year for OMS machines by M/S Systems Aids/SBC. But they are not having Dynamic calibration machine of their own and depending on Central Power Research Institute/SBC, the Dynamic calibration machine at CPRI/SBC also frequently going out of order and finally the machines were taken to RDSO/LKO for necessary calibration since the machine become over due for the same. This transit consuming lot of time and wastage of manpower. Suggestions: At present one firm i.e M/S System Aids, Bangalore only manufacturing, Supplying and doing AMC for all the OMS machines being used on all zonal railways. The possibility of encouraging local firms to develop this type of systems may be explored by the RDSO for multi sourcing. The committee may deliberate on these issue and suggest for multisourcing which is advantages and costless.

SCR

5.33

Availability of Rolling Stock Maintenance Manual Knowledge of various features of a bogie, including its construction, system of maintenance and limit of clearances/ dimensions etc. is very important for its examination after derailment. Various new rolling stock, including different locomotives, have recently been introduced on the Indian Railways. Also, Maintenance Instructions concerning bogies are getting revised frequently. There is no system of distribution of these new/ revised Maintenance Manuals/ Instructions to IRICEN/ Engineering Deptt of zonal Railways. This has resulted in lack of awareness among the engineers on the subject. Consequently, proper examination of rolling stock is not being done in a large number of derailment cases. It is proposed that Track Directorate RDSO be made the nodal agency for obtaining these Maintenance Manuals/ Instructions and distributing them among IRICEN/ zonal Railways. As a one time measure, all the current documents should be enlisted and distributed. Subsequently, these would be distributed as and when published.

IRICE N

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