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GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
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INDIAN RAILWAYS
PERMANENT WAY
MANUAL
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Second Reprint 2004

Embodying all advance correction slips upto
number 93 dated 05-03-2004
FOREWORD
(to First Edition)
The “Indian Railways Way and Works Manual” incorporating uniform procedure
and practices to be followed on Indian Railways was first published in 1954. With
the introduction of modernization of track structure, Mechanical maintenance of track
and introduction of high speed trains in seventies and thereafter, the provisions in
the manual relating to track needed updating. This has now been done by bringing
out a separate “Indian Railways Permanent Way Manual”. It is hoped that the
procedures and practices envisaged in the manual will help the Permanent Way
men in maintaining the track to better standards, ensuring safety, economy and
efficiency.
New Delhi, T. N. RAMACHANDRAN

Dated 17th July 1984 Member/Engineering, Railway Board
P R E FAC E
(to First Edition)
The Indian Railways Way and Works Manual was last published in l967. Since then there have been
considerable changes in the Track Standards, Maintenance practices and Track Monitoring. The Track
Standards Committee had, vide Item 678 of the 49th Report, recommended the appointment of an Officer on
Special Duty by the Railway Board for revising the Way and Works Manual. The Committee also recommended
that the revised manual should be split into three separate parts, for Permanent Way, Bridges and Works.
Pursuant to the above recommendations of the T.S.C., the following three officers worked in succession
as Officers on Special Duty and compiled this part of the manual dealing with Permanent Way :
Shri Y.G.Patwardhan .. Mayl978 - August 1979.
Shri P. O. Thomas .. August 1979 - January 1981.
Shri K. S. Swaminathan .. March 1982 onwards.
The Draft Chapters, as compiled, were then scrutinised by a Select Committee consisting of the
following Officers :-
Sarvashri
Y.G.Patwardhan .. Principal, IRIATT, Pune.
N.Gopalan .. Director Standards, Civil, RDSO
Y. P. Anand .. Director, Track, Railway Board.
J.S.Mundrey .. Chief Track Engineer, N. Railway.
N.S.Raghavan .. Chief Track Engineer, S. Railway.
Y. V.Aswathnarayana ..
N.P.Ghose } Chief Track Engineer, E. Railway.
Shri K. S. Swaminathan, Officer on Special Duty and CPDE/South Central Railway acted as Member
and Convenor of the Committee.
While revising the Manual, the provisions in the Indian Railway General Rules 1976, Indian Railways
Code for the Engineering Department, 1982 Edition and the accepted recommendations of the Committee set
up for Review of Track Standards for Broad Gauge and Metre Gauge have been taken into account.
The Manual of Instructions on LWR/CWR 1979, the Manual of Instructions on Directed Track
Maintenance, and instruction manual on Measured Shovel Packing have been incorporated as Annexures to
this Manual. The provisions of SWR Manual have been incorporated in the relevant chapters of the Manual as
major portion of the track in the Indian Railways is on SWR track.
In a volume of this type, it is not possible to provide for every contingency that may arise during the
course of the working, though every effort has been made to make the instructions comprehensive. The Chief
Engineers of Zonal Railways may therefore supplement, where necessary, the practices and procedures
contained herein with such further instructions/orders, as would suit local circumstances on their Railway.
Such instructions must not of course contravene any of the provision in this manual, the codes of the various
departments of the Railways, General Rules, or any of the statutory regulations in force.
The Railway Board will be glad to consider any comments and suggestion from Railway
Administrations. Any errors or omissions found in this Edition may be brought to the notice of the Board.
New Delhi, TIRATH PRAKASH

Dated 17th July 1984 Director, Civil Engineering Railway Board
FOREWORD TO FIRST REPRINT TO IRPWM (1986)
A separate “Indian Railways Permanent Way Manual” incorporating procedure and practices to be
followed on Indian Railways after modernisation of the track commenced in the seventies was first
published in 1986. It has been decided to reprint the existing IRPWM updating the same by incorporating
all the Advance Correction Slips issued so far (i.e. Advance Correction Slip Nos. 1 to 27). It is hoped that
this updated manual will help the Permanent Way Men in maintaining the track to prescribed standards.
New Delhi, (V. K. Agnihotri)

June 1999 Member Engineering
Railway Board
PREFACE TO FIRST REPRINT TO IRPWM (1986)
A Separate “Indian Railways Permanent Way Manual” was published in 1986 pursuant to the
recommendations of the 49th Track Standards Committee. With the passage of time, certain changes in
Track Standards, maintenance practices, track monitoring, etc. have occurred and Advance Correction Slips
have been issued from time to time. It was decided by the Railway Board to reprint the IRPWM incorporating
all the Advance Correction Slips No. 1 to 27. Further, as a separate LWR Manual (1996) has already been
published, Annexure-M2 of the IRPWM (1986) has been deleted.
Railway Board will be glad to consider any comments and suggestions from the Railway
Administrations.
New Delhi, (N. C. Bindlish)

June 1999 Additional Member Civil Engineering Railway Board
FOREWORD TO SECOND REPRINT TO IRPWM (1986)
“Indian Railways Permanent Way Manual” was published in the year

1986, as per the recommendations of the 49th Track Standards
Committee. Thereafter, it was reprinted in the year 1999, incorporating

Advance Correction Slip Nos. 1 to 27.
The present manual was issued in English only. It is now being

issued in diglot form ( Hindi as well as English ) for the first time. This
reprint incorporates Advance Correction Slips upto No. 93.
A Compact Diskett, containing the full content in PDF form has also
been attached to the back cover. This will facilitate the viewing of the
manual on a Personal Computer as well as for taking print, if
considered necessary.
It is hoped, that this updated manual will help the Permanent Way
men, in maintaining the track upto the prescribed standards.
New Delhi (S.P.S. Jain)

May, 2004 Member Engineering
Railway Board
CONTENTS
CHAPTER I
DUTIES OF PERMANENT WAY OFFICIALS/MEN
PART ‘A’ 1 - 3
Duties of Assistant Engineer/Assistant Divisional Engineer
General 101. Essential duties of Assistant Engineer 102. Knowledge of rules and regulations 103. Co-
ordination with officials of other departments 104. Inspection by higher officials 105. Inspection by Assistant
Engineer 106. Inspection of Permanent Way 107. Execution of Works 108. Measurement of Ballast 109.
Action in case of emergencies 110. Accompanying Track Recording/Oscillograph Cars 111. Control over
Expenditure 112. Training of probationers 113. Witnessing payments to staff 114. Inspection of office and
stores of Inspectors 115. Staff matters 116. Relinquishment of charge 117.
PART ‘B’ 4 - 9
Duties of Permanent Way Inspectors / Section Engineer (P Way)
Duties of Permanent Way Inspectors (in overall charge)
General responsibility 118. Knowledge of rules and regulations 119. Co-ordination with works, bridge
and staff of other departments 120. Keeping of materials 121. Accompanying on inspections of higher officials
122 Testing of running qualities of track 123. Routine inspection of track 124. Revised Schedule of Inspection
of track 124A. Safety of track 125. Check on Patrolling 126. Execution of works affecting Track 127. Action
in case of emergency 128. Inspection and maintenance of LWR/CWR Track 129. Measurement of Ballast
130. Station Yards 131. Witnessing payment to staff 132. Other Establishment matters 133. Correspondence
and records 134, Relinquishment of charge 135.
Duties of Permanent Way Inspectors (not in overall charge)
General responsibilities 136. Knowledge of rules and regulations 137. Co- ordination with Works,
Bridge and Staff of other departments 138. Routine Inspection of Track 139. Revised Schedule of Inspection of
track 139A. Annual maintenance works 140. Check on patrolling 141. Execution of works affecting Track 142.
Action in case of emergency 143. Maintenance of LWR/CWR Track 144. Witnessing payments to staff 145.
PART ‘C’ 10 - 10
Duties of Permanent Way Mistries
General responsibilities 146. Knowledge of rules and signals 147. Permanent Way Mistry in-charge of
gangs 148.
PART ‘D’ 11 -14
Duties of Mates, Keymen and Gangmen
General
Knowledge of rules and signals 149. Safety of the line 150. Equipment at site of work 151. Musters and
Gang Charts/Diary books 152. Observance of sleeper packing during passage of train 153 Precautions when
view is obstructed. 154. Tidiness of section 155. Safe custody of tools 156. Action when line is unsafe or in the
event of accident 157. Patrolling during abnormal rainfall 158. Commencing work affecting safety of trains
159. Weekly inspection of gang length by mate 160. Preventing trespass and theft of Permanent way fittings
161. Relief arrangement in emergencies 162. Assistance to Posts and Telegraph staff 163. Assistance in
protection of trains 164. Assistance in placing fog signals 165. Responsibilities of the Mate in LWR track 166.
Duties of Keyman
Selection and training of Keyman 167. Keyman’s daily inspection 168(1). Roster duty hours of Keyman 168(2).
Equipment of Keyman 169. Duties of Keyman 170. Keyman’s book 171.
(i)
CHAPTER II
THE MAINTENANCE OF PERMANENT WAY
PART ‘A’ 15 - 29
General Instructions
Responsibility of Engineering officials 201. Classification of lines 202. Systems of track maintenance
203. Annual programme of track maintence 204. Maintenance planning 205. Record of gang work 206. Attention
to Inspection Notes 207. Record of work of artisans and other workmen employed 208. Special reports on the
condition of Permanent way 209. Permanent Way Inspector’s section register 210. Permanent way plans and
diagrams 211. Records of materials under trial 212. Strength of gangs 213. Musters 214. Custody of gang
tools 215. Section Limit Board 216. Kilometre and gradient posts 217. Telegraph pole number 218. Verification
of land boundaries 219. Trolly refuges 220. Standard dimensions 221. Felling of trees obstructing view 222.
Side drains, catch water drains and water-ways 223.
PART ‘B’ 30 - 55
Regular Track Maintenance
Through packing—Conventional maintenance by beater packing 224. Maintenance by Measured shovel

packing (deleted) 225. Track maintenance by machines 226. Systematic overhauling 227. 3-tier system of
track maintenance 228. Picking up slacks 229. Observance of sleepers under passage traffic 230. Sample of
standard section off track 231. Checking work of gangs by PWI 232. Lifting of track 233. Lowering of track 234.
Distance pieces to platform lines 235. Fouling marks 236. Inspection and maintenance of Points and Crossings
237.
PART ‘C’ 56 - 65
Works incidental to regular track maintenance
Deep screening of ballast 238. Side and catch water drains and water-ways 239. Drainage in station
yards 240. Lubrication of rail joints 241. Counteraction and adjustment of creep 242. Buckling of track 243.
PART ‘D’ 66 - 73
Sleepers and Fastenings
Laying of sleepers 244. Wooden sleepers 245. Cast iron sleepers 246. Steel trough sleepers 247.
PART ‘E’ 74 -83

Rails and Fastenings
Standard sections of rails 248. Causes of rail deterioration 249. Rail maintenance to reduce rail
deterioration 250. Maintenance of rail joints 251. Inspection of rails in service 252. Action to be taken in the
case of rail fractures/weld failures 253. Stacking of rails 254. Handling of rails 255. Rail closures 256. Rail
failures 257 Careful usage of fish-plates 258. Combination fish-plates 259. Fish plate failures 260.
PART ‘F’ 84 - 91
Ballast and Ballast Depots
Type of ballast in use 261. Size of ballast 262. Ballast profiles/Sections/Depths of cushion 263.
Assessment of ballast requirements 264. Collection and training out of ballast 265. Depot collection of
ballast 266. Along side collections 267. Handing over charge by AEN 268. Unloading ballast along the line
269. Surplus ballast along the line 270. Ballasting new formation 271.
( ii )
PART ‘G’ 92 - 97
Track structure on Bridges
Rail and rail joints on Bridges 272. Bridge timbers 273. Use of rail free fastenings in girder bridges
274. Provision of guard rails on bridges 275. Provision of walkways 276. Inspection and maintenance of
track on approaches of bridges 277. Inspection and maintenance of Track on bridge proper 278.
PART ‘H’ 98 - 99
Maintenance of Track in track circuited areas
Precautions to be taken while working. 279. Insulated joints 280. Glued insulated joints 281.
PART ‘J’ 100 - 104

Maintenance in Electrified areas
General instructions 282. Special instructions 283. Maintaining continuity of track 284. Catch sidings
285. Additional precautions in A. C. Traction area 286. Fire in Electrified areas 287. Permanent Way Tools 288.
Treatment of persons suffering from Electric shock 289. Accident to power lines of outside bodies 290.
PART ‘K’ 105 - 108

Treatment of Formation
Classification of formation 291. Nature of formation problems 292. Site investigations 293. Soil
investigations and testing 294. Remedial measures suggested 295.
CHAPTER III 109 - 127

PERMANENT WAY RENEWALS
Classification of renewals 301. Factors governing Permanent Way renewal 302. Planning of Renewals
303. Track renewal programme 304. Track standards for renewals 305. Planning for posting of staff and other
facilities 306. Traffic facilities for renewals 307. Speed restrictions 308. Project Report for track renewal works
309 A. Preliminary Works 309 B. Unloading of rails, sleepers and fastenings 310. Methods of carrying out
renewal 311. Relaying with Mechanical equipment 312. Complete relaying Method (Manual) 313. Piecemeal
method of Relaying (Manual) 314. Essential points to be observed during linking 315. Track laying standards
316. Renewal of points and crossings 317. Sleepers in yards and running lines 318. Rails in station yards 319.
Classification and use of released materials 320. Marking of Permanent Way material 321. Identification of
different qualities of rails in field 322. Works to be attended after completion of relaying 323.
CHAPTER IV
CURVED TRACK AND REALIGNMENT OF CURVES
PART ‘A’ 128 - 137
General
Determination of radius 401. The reference rail 402. Gauge on curves 403 Definitions 404. Safe Speed
on curves 405. Superelevation, cant deficiency and cant excess 406. Length of transition curve and setting
out transitions 407. Running out superelevation 408. Indicators/Boards provided in curves 409. Speed over
turn-out curves 410. Permissible speed over curved main line at turn-outs 411. No change of superelevation
over turn-outs 412. Curves of contrary flexure 413. Curves of similar flexure 414. Curves with cross overs
415. Curves with diamond crossings 416. Extra clearance on curves 417. Compensation for curvature on
gradient 418. Vertical curve 419.
( iii )
PART ‘B’ 138 - 151
Realignment of Curve
Running on curves 420. Criteria for realignment of a curve 421. Stringlining operations 422. Realigning
curves on double or multiple lines 423. Cuttings of rails on curves 424. Joints on curves 425. Check rails on
curves 426. Wear on outer rail of curves 427. Measurement of rail wear on sharp curves 428.
CHAPTER V
WELDING OF RAILS : LAYING AND MAINTENANCE OF SHORT WELDED RAILS,
LONG WELDED RAILS AND CONTINUOUS WELDED RAILS
PART ‘A’ 152 - 152
Welding of rails
General 501. Alumino Thermit Welding of rails 502. Tolerances allowed in the case of Flash butt welds
503. Short pre-heat welding process 504.
PART ‘B’ 153 - 157
Short welded rails

Definitions 505. Track structure for SWR 506. Conditions of laying 507. Laying of short welded rails 508.
Maintenance of short welded rails 509. Gap survey and adjustment of gap 510. Conversion of SWR into
LWR 511.
PART ‘C’ 158 - 160
Long welded rails/Continous welded rails
Reference to LWR/CWR Manual 512.
CHAPTER VI 161 - 182

TRACK RECORDING, ANALYSIS AND MONITORING
Introduction 601. Track recording by Mechanical/Electronic equipment 602. Track recording Cars 603.
Mechanical Track recording Car 604. Electronic Track recording Car 605. Frequency of Track recording 606.
Track categories for various parameters 607. Analysis of track recording Car charts 608. Arrangements for
running TRC 609. Actual running of TRC 610. Action to be taken on TRC charts 611. Brief explanation of
recordings 612. Monitoring of riding quality of track 613. Hallade track recorder 614. Oscillograph Car 615.
Analysis of Oscillograms and interpretation of results 616. Use of oscillograph car recordings 617. Portable
accelerometers 618.
CHAPTER VII
ACTION DURING ACCIDENTS INCLUDING BREACHES AND PRE-MONSOON
PRECAUTIONARY MEASURES
PART ‘A’ 183 - 191
Action during accidents including breaches
Observance of Rules 701. Report of accident to Station Master/Railway servant-in-charge of Block hut
702. Accidents impairing through traffic 703. Action at site 704. Report to the Chief Engineer 705. Attendance
of Police at site 706. Examination of site and preparation of sketches 707. Recording particulars at site of
accident 708. Use of recorded data 709. Repairs to damaged track 710. Procurement and arrangement of
labour
( iv )
711. Diversion 712. Transhipment 713. Funds required during Emergencies 714. Obstructions found on track
715. Flooded Causeways/Dips 716. Special precautions when track is submerged 717. Driver’s report on
defects in track 718. Abnormal occurrences attributable to locomotives and other rolling stock 719. Accidents
not affecting through traffic 720. Records of accidents 721. Accident statements to the Railway Board 722.
PART ‘B’ 192 - 199
Pre-monsoon precautionary measures
General precautions to be taken before monsoon 723. Materials for emergencies 724. Service spans
and Rail clusters 725. Railway affecting works (including Railway affecting tanks) 726. Vigilance over Railway
affecting tanks during heavy rains 727. Weather warnings and action to be taken 728.
CHAPTER VIII 200 - 213
ENGINEERING RESTRICTIONS AND INDICATORS AND USE OF DETONATING
AND FLARE SIGNALS
Work involving danger to train or traffic 801. Carrying out of works, in case of emergency 802.
Responsibility of the Railway servant in-charge of the work 803. Precautions before commencing operations
which would obstruct the line 804. Categories of Engineering works 805. Works of short duration 806. Works
of long duration 807. Temporary Engineering Fixed Signals—Location and details 808. Procedure for passing
trains at stop-dead restrictions 809. Procedure for Blocking line for Engineering purposes 810. Work at time of
poor visibility 811. Temporary signals in emergency 812. Periodical Notice of Engineering restrictions 813.
Permanent speed restriction indicators 814. Indicators (General) 815. Detonating signals 816. Care and custody
817. Stock with Engineering staff 818. Use of detonators 819. Testing 820. Life of detonators 821. Disposal of
time-barred detonators 822. Safety range 823. Flare signals—Description 824. Use of flare signals 825.
Safeworking of Contractors 826.
CHAPTER IX 214 - 241

LEVEL CROSSING AND GATEMAN
General location 901. Classification of Level Crossings 902. Categories of Roads 903. Standards for
different classes of level crossings 904. Gates and locking arrangements 905. Skew level crossings 906.
Normal position of gates 907. Gate lamps and blinders 908. Traffic and Engineering gates 909. Equipment at
level crossings 910. Siting of gate-lodges 911. Appointment of Gatemen, rosters and medical fitness certificates
912. Duties of Gatemen 913. Maintenance of level crossing, examination of gate - equipment and Gateman in
rules 914. Level crossing registers 915. Level crossing indicators 916. Visibility requirements for unmanned
level crossings 917. Provision of speed breakers on the approaches of unmanned level crossings 918. Census
of traffic at level crossings, unmanned/manned 919. Unmanned ‘ C ‘ class level crossings 920. Track structure
in level crossings 921. Manning of the unmanned level crossings through Member of Parliament Local Area
Development Scheme (MPLADS) 922. Level Crossings on National Highways/ State Highways and other
important roads 923. Provision of new level Crossings/Manning/Demanning/Elimination 924. Criteria for
Replacement of existing level crossings (other than those provided on ‘Deposit Terms’) with road Over/Under
Bridges on cost sharing basis 925.
CHAPTER X 242 - 250

PATROLLING OF THE RAILWAY LINE
Types of Patrolling 1001. Protection of line in case of Emergency 1002. Commencement and termination
1003. Preparation of Patrol Charts 1004. Distribution of Patrol Charts 1005. Patrol Books and Systematic
Patrolling 1006. Equipment of patrolman 1007. Selection of Patrolman 1008. Certificate to be submitted by
P.W.I. 1009. Duties of Patrolmen 1010. Action when damage is observed 1011. Responsibility of Engineering
Officials in the matter of Patrolling 1012. Action by A.E.N. and P.W.1. on receipt of information regarding
Damage to the Line 1013. Vulnerable locations (Points) 1014.
(v)
CHAPTER XI 251 - 263
THE WORKING OF TROLLIES, MOTOR TROLLIES AND LORRIES
General Instructions 1101. Distinction between Trolly, Motor Trolly and Lorry 1102. Certificate of
competency 1103. Officials’ permitted to use Trollies, Motor Trollies and Lorries 1104. Responsibility for safe
working 1105. Efficient brakes 1106. Attachment to Trains Prohibited 1107. Working on track circuited Sections
and Sections provided with treadles 1108. Numbering of Trollies/Motor Tollies/Lorries 1109. Conveyance of
Trollies/Motor Trollies/Lorries by trains 1110. Trollies/Motor Trollies/Lorries not in use 1111. Conveyance of
non-railway officials 1112. Trolly-permits for private sidings 1113. Military officers using trollies in Ordnance
depots 1114. Trolly refuges and observation posts 1115. Equipment for Trolly/Motor Trolly/Lorry 1116. Signals
for Trolly/Motor Trolly/Lorry 1117. Working of Trollies 1118. Working of Motor Trollies 1119. Working of Lorries
1120. Working of Cycle Trollies and Moped Trollies 1121. Working of Rail Dolleys 1122.
CHAPTER XII 264 - 270
WORKING OF MATERIAL TRAINS AND TRACK MACHINES
Rules for working 1201. Material Train 1202. Economical working 1203. Restrictions in running 1204.
Brake-vans and Shelter wagons 1205. Ordering of Material trains 1206. Issue of ‘ Fit-to-run ‘ certificate 1207.
Official-in-charge of Material train 1208. Equipment 1209. Testing of brake power 1210. Working in Block
Section 1211. Pushing of Material trains 1212. Procedure to be followed while pushing back 1213. Running on
Ghat Section and descending grade 1214. Passage over points 1215. Speed of material trains 1216. Stabling
of a material train 1217. Reporting deficiencies and damages 1218. Warning to workers on material trains
1219. Engine Crew’s hours of duty 1220. Loading at Ballast depots 1221. Working trip 1222. Operation of
Hoppers 1223. Training out materials and daily reports of working 1224. Charges for material train working
1225. Register of Engineering vehicles 1226. Working of Track maintenance machines 1227.
CHAPTER XIII 271 - 282
PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORKS
AFFECTING SAFETY OF THE RUNNING LINE AND FOR OPENING NEW WORKS
Reference to rules 1301. Works requiring sanction of C.R.S. and notice there for 1302. Application for
sanction of works 1303. Documents to accompany application 1304. Submission of Safety Certificate 1305.
Deviations from plans approved by C.R.S. 1306. Applications for running of new types of locomotives and/or
rolling stock and for increase in speed 1307. Notification to Railway officials when opening works 1308. Works
arising out of accidents including breaches 1309. Opening of new lines 1310.
CHAPTER XIV 283 - 290
LAYING AND MAINTENANCE OF CONCRETE SLEEPERS
Types of concrete sleepers 1401. Identification of sleepers at Site 1402. Fittings to be used 1403. Locations
where concrete sleepers are used 1404. Laying of concrete sleepers 1405. Operations connected with relaying
1406. Procedure for manual laying 1407. Maintenance of concrete sleeper Track 1408. Casual renewal of
concrete sleepers 1409. Corrosion of Steel in concrete sleepers 1410. Maintenance of concrete sleeper
fastenings 1411. Action in case of derailment 1412. Laying of fanshaped turnout sleepers 1413.
CHAPTER XV 291 - 293
TRAINING FOR PERMANENT WAY STAFF
Types of Training Courses 1501. Initial/Induction Courses 1502. Promotional courses 1503. Refresher
Courses 1504. Special Courses 1505.
CHAPTER XVI 294 - 297

BOOKS OF REFERENCE
Books of reference 1601. Circulation of Technical papers 1602.
( vi )
LIST OF ANNEXURES
Annexure No. Particulars of sketch/Proforma Para reference
2/1 Railway Map of India / BG showing group ‘A’ and ‘B’ routes 202
2/2 Railway Map of India/MG showing group ‘ Q ‘ routes .. 202
2/3 Typical gang chart .. .. .. .. 206
2/4 Track diagram .. .. .. .. 211
2/5 Permanent way diagram of station yard .. .. 211
2/6 Pro forma for inspection of points and crossings .. 237
2/7 Pro forma of creep register .. .. .. .. 242
2/8 Reconditioning of holes in wooden sleepers .. .. 245
2/9 Criteria for declaring rails as defective by Ultrasonic Testing 252 (Deleted)
2/10 Pro forma for reporting rail failures .. .. .. 257
2/11 Ballast profile for LWR Track/BG .. .. .. 263
2/12 Ballast profile for LWR Track/MG .. .. .. 263
2/13 Ballast profile for other than LWR/BG .. .. .. 263
2/14 Ballast profile for other than LWR/MG .. .. .. 263
2/15 Ballast profile for NG .. .. .. .. 263
2/16 Preparation of Bridge Timber 273
2/17 Temporary connection during relaying operations (Electrified areas). 284
2/18 Locations where soil sampling is to be done .. .. 294
3/1 Pro forma for justification for complete track renewal .. 304
3/2 Pro forma for loss of weight of released scrap (P. Way components) . . 320(3)(5)
3/3 Pro forma for summary of summary of P. Way material to be released. . 320(3)(8)
4/1 Cant and speed in BG for different Radii .. .. 405
4/2 Cant and speed in MG for different Radii .. .. 405
4/3 Maximum speed and cant in non-transitioned curves with cant on 405
virtual transition.
4/4 Maximum speed and cant in non-transitioned curves without cant. 405
4/5 Proforma of curve register .. .. .. .. 420
5/1 Rail temperature Zone Map .. .. .. .. 505
5/2 Pro forma for Gap Survey and rectification of gaps .. 510
6/1 Sample chart of TRC (Mechanical)/BG .. .. .. 610
6/2 Sample chart of TRC (Electronic)/BG .. .. .. 610
6/3 Sample chart of TRC (Electronic)/MG .. .. .. 610
6/4 Sample Hallade chart .. .. .. .. 614
6/5 Oscillograph car chart/BG .. .. .. .. 615
6/6 Portable accelerometer chart .. .. .. .. 618
7/1 Details to be collected in the case of accidents for preparation of a sketch. 707
( vii )
LIST OF ANNEXURES– contd...
Annexure No. Particulars of sketch/Pro forma Para reference
7/2 Pro forma showing the Permanent way particulars to be collected in the 708
case of accident.
8/1 Works of short duration – Protection of line in case of stop dead 806
restriction.
8/2 Works of short duration – Protection of line in case of reduced speed. 806
8/3 Location of Engineering indicators for dead stop and non-stop restrictions. 807 & 808
8/3A Position of engineering indicators in case of multi speed restrictions .. 807 & 808
8/4 Details of Engineering indicators for temporary/permanent – restrictions. 807 & 808
8/5 Competency Certificate 826 (iv)
9/1 Classification and Standard Specification for level crossings 904
9/2 Details of Stop disc and Safety chain to be used in emergencies 905
9/3 Protection diagram in emergencies in the case of level crossing 913
9/4 Pro forma for level crossing register .. .. .. 915
9/5 Details of Whistle Boards on the approaches of level crossings 916
9/6 Speed Breaker Plan .. .. .. 918(2)
9/7 Warning Signs .. .. .. 918(2)
10/1 Specimen patrol chart – Low density line .. .. .. 1004
10/2 Specimen patrol chart – Heavy density line – 2 Beats .. 1004
10/3 Specimen patrol chart – Heavy density line – 3 Beats .. 1004
11/1 Specimen of Indemnity Bond for Trolly use by outsiders .. 1112
11/2 Specimen of Indemnity Bond for siding users .. .. 1113
11/3 Trolly/Lorry notice . . .. .. .. .. 1118 &1120
11/4 Protection of Trolly on line .. .. .. .. 1118
11/5 Protection of Lorry on line .. .. .. .. 1120
12/1 Daily report of Material train working .. .. 1224
13/1 to 13/3 Application for CRS sanction and Annexures .. .. 1304
13/4 Safety certificate in the case of new Locomotive/Rolling Stock. 1307
13/5 Safety certificate while opening works .. .. .. 1305
13/6 Form of telegram to be sent while opening works .. 1309
14/1 Proposed Disposition of Fan shaped Concrete Layout .. .. 1413
16/1 List of Books of Reference .. .. .. .. 1601
M/1 Instruction Manual for Measured Shovel Packing .. (Deleted)
M/2 Manual of Instructions on Long Welded Rails (1979) .. (Deleted)
M/3 Manual of Instructions for Directed Track Maintenance .. (Deleted)
M/4 & M5 Concordance Table (Old) .. .. .. .. (Deleted)
M/6 Concordance Table (New) .. .. .. .. ••
( viii )
DUTIES OF PERMANENT WAY OFFICIALS/ MEN
CHAPTER I 105. Inspection by Higher Officials – (1)

When the Assistant Engineer has to accompany a
DUTIES OF PERMANENT WAY periodical or special inspection such as that of the
OFFICIALS/ MEN Territorial Heads of Departments, the Chief Engineer,
the General Manager, the Commissioner of Railway
PART ‘A’
Safety or any officer of the Railway Board, he should
Duties of Assistant Engineer/Assistant have with him the undermentioned drawings and
Divisional Engineer registers for reference as required-
(a) Permanent Way diagrams of the section
101. General – The Assistant Engineer is
and of station yards.
generally responsible for the maintenance and safety
of all way and works in his charge, for the accuracy, (b) Index plans and sections.
quality and progress of new works and control over (c ) The bridge inspection register.
all expenditure in relation to budget allotment. (d) Plans and current files of important
works recently completed, on hand and
102. Essential Duties of Assistant
proposed.
Engineer– The duties of the Assistant Engineer are
detailed in various chapters of the Indian Railways (e) Progress reports on works, and any
Permanent Way Manual, the Indian Railway Works other papers and plans that are likely to
Manual and the Indian Railway Bridge Manual, the be required for discussion.
most essential being : (f) Working time table.
(g) Inspection notes of higher officers and
(1) Inspection and maintenance of track and
compliance reports.
all structures in a satisfactory and safe
condition; (2) All Inspection notes should receive prompt
(2) Preparation of plans and estimates; attention within a reasonable time.
execution and measurement of works
including track works; 106. Inspection by Assistant Engineer
– The Assistant Engineer shall conduct inspection
(3) Verification of stores held by stock- in his jurisdiction as per the Schedules laid down by
holders; the Administration from time to time. He should
(4) Submission of proposals for inclusion in maintain the records of the results of his inspection
the track renewal programme, revenue and ensure compliance of the instructions within a
budget and the works programme. reasonable time. He should submit to the Divisional
Engineer copies of the inspection diagram at the end
103. Knowledge of Rules and
of every month indicating the inspection carried out
Regulations– He shall observe the rules and
during the month.
procedures laid in the General and Subsidiary Rules,
The Indian Railways Permanent Way Manual, The 107. Inspection of Permanent Way – The
Indian Railway Works Manual, The Indian Railway important inspections to be carried out by the
Bridge Manual, the Engineering Code and other Assistant Engineer are summarised below :
departmental codes and orders and circulars issued (1) Trolly Inspection – The entire sub-division
from time to time relating to his duties. He shall should be inspected by trolly once a month, as much
ensure that all the staff under him are acquainted inspection as possible being done by push trolly. The
with the relevant rules and working methods inspection by trolly should be intensive, which should
connected with their duties and that they perform their include checking of attendance of gang, gang work
allotted duties. and equipment and examination of gang charts/diary
104. Co-ordination with Officials of other books with reference to the prescribed schedule of
Departments – The Assistant Engineer should track maintenance. During his inspection, he should
co-operate effectively with officers and staff of other check the work done by one or two gangs in each P.
departments in matters that warrant co-ordination. W. I.’s jurisdiction and record the results of his
inspection.
1
(2) Fast Train Inspection – The entire sub- Every works should be efficiently organized
division should be covered by Engine (foot plate) or and so programmed that it progresses speedily and
by last vehicle (Brake-van or Inspection Carriage) is completed within the time specified. Periodical
of a fast train once in a month. progress reports on works should be submitted to
the Divisional Engineer on prescribed forms.
(3) Inspection of Level Crossings – He
should inspect all the manned level crossings once (2) Track Renewals – (a) The Assistant
in six months. He should examine the Gatemen’s Engineer shall examine the track at the kilometrages
knowledge of rules, check the equipment, track, road where renewals are required before submitting
approaches and all other safety aspects. proposals to the Divisional Engineer for inclusion in
the Preliminary works programme.
(4) Checking of curves – The Assistant
Engineer shall check at least one curve in each (b) Every sanctioned renewal work should be
P. W. I.’s jurisdiction every quarter by verifying its programmed in detail and labour organized in an
versine and super-elevation. efficient manner. Level and centre line pegs given
by the Inspector should be test-checked by the
(5) Checking of Points and Crossings – He
Assistant Engineer.
shall inspect once a year all points and crossings on
passenger lines and 10 percent of the points and 109. Measurement of Ballast – In the Open
crossings on other lines. Line Organisation, the Assistant Engineer may either
measure and record the measurements of ballast
(6) Monsoon Patrolling – When Monsoon
himself or carry out 100 per cent check on quality
Patrolling is introduced he should check the work of
and quantity, if the measurements are recorded by
Patrolman at night once in a month, either by Train
Inspectors.
or Push Trolley or Motor Trolly.
In the case of construction projects, the
(7) Track on Bridges – The track on Girder.
measurements and classification of Ballast will be
Bridges should be inspected as a part of the annual
done by the Assistant Engineer himself.
Bridge inspection, besides normal track inspections.
110. Action in case of Emergencies – In
(8) Scrutiny of Registers during Inspection
the case of an accident, including a breach, affecting
– He should scrutinise the registers maintained by
the running of trains, he should proceed to the site
P W I, such as Creep register, Curve register, Points
by the quickest available means. On the way, he
and Crossing register, SEJ and Buffer rail register,
should ascertain the requirements of materials and
Gap Survey register and Section register during his
men at site and arrange for the same. He should
regular trolly inspection, to see whether the
also order for the Accident Relief Equipment as
schedules of inspection are being adhered to by the
necessary. He should take all possible measures to
Inspectors, and whether the necessary follow up
restore the traffic quickly.
action has been taken.
111. Accompanying Track Recording/
(9) Inspections of L W R / C W R Track –
Oscillograph Cars – The Assistant Engineer
The Assistant Engineer shall inspect the SEJs/Buffer
should accompany the Track Recording/
rails provided in the L W R / C W R track once in
Oscillograph Car runs in his jurisdiction and take
every six months. He shall check the creep records
down notes regarding the spots needing attention,
of L W R / C W R regularly. The duties of the Assistant
and issue instructions for rectifying the defects after
Engineer with reference to the maintenance of L W
the run.
R / C W R are detailed in L W R Manual.
112. Control over Expenditure– The
108. Execution of Works – (1) General –
Assistant Engineer shall exercise due care in passing
The Assistant Engineer should ensure that all works
requisitions for materials and tools and in the
are carried out according to plans and specifications
execution of new and maintenance works, ensuring
laid down.
in all cases that the expenditure is within the allotment
Important works should be set out personally or provision in the sanctioned estimate.
by the Assistant Engineer.
2
113. Training of Probationers – The and bricks in depots and tools and plants as also the
Assistant Engineer should interest himself in all along-side collections of ballast. He shall also
probationers sent to him for training and see that the examine all registers of the sub-division, dockets of
training is given according to the specified rules and orders in vogue and important current files
programme. He should periodically examine the and initial them with the date of inspection
notes made by them. (b) The “Transfer-of-charge” statement
114. Witnessing Payment to Staff– The should be prepared in triplicate and signed by both
Assistant Engineer should witness payments to the Assistant Engineers and two copies sent to the
workmen (labour) under one or more Inspector each Divisional Engineer who will forward one copy to the
month. This should be done without warning. Chief Engineer.
Errors and discrepancies which are noticed
115. Inspection of Office and Stores of
should be recorded in the statement and the Divisional
Inspectors (a) - The Assistant Engineer shall carry
Engineer’s special attention invited to them.
out an inspection of each Inspector’s Office and
Stores at least once a year.
When checking stores, he should pay
particular attention to the imprest and its distribution,
Engineering indicators, protection equipment and
important items in stores.
(b) The Assistant Engineer shall carry out
inspection once in six months of all the small machines
including light duty (Chinese type) tampers under the
charge of the Inspectors for proper upkeep and good
running condition by PWIs.
116. Staff matters – The Assistant Engineer

will ensure, that :
(1) strict discipline is maintained within the
frame work of the rules;
(2) service and leave records are
maintained correctly and up-to-date;
(3) appeals and representations are dealt
with promptly;
(4) selection for the various posts like Mates
and Keymen are made in time and the
posts promptly filled up;
(5) all the Inspectors and other staff working
under him receive proper training in
maintenance practices, safety and
protection rules at the appropriate stage.
117. Relinquishment of charge – (a)
Instructions on “Transfer-of-charge” are contained
in Paras 143 & 144 of the Indian Railway Code for
the Engineering Department.
The Assistant Engineers handing over/taking
over should carry out joint inspections of such works
or lengths of track as necessary.
The Assistant Engineer taking over shall test
check the balance of ballast, rubble-stone, boulders
3
PART ‘ B’ ordination with the Works, Bridge, Signalling and

Electrical Staff, when they are required to work jointly.
DUTIES OF PERMANENT WAY
INSPECTORS/ SECTION 121. Keeping of Materials – The
ENGINEER(P.WAY) Permanent Way Inspector shall see to the security
of rails, chairs, sleepers and other materials in his
Duties of Permanent Way Inspectors charge and ensure that unused materials are
(in overall charge ) stacked properly clear of the line, so as not to interfere
118. General Responsibility – The with the safe running of trains.
Permanent Way Inspector is generally responsible
for : 122. Accompanying on Inspections of
(1) Maintenance and inspection of track in Higher Officials – (1) When the Permanent Way
a satisfactory and safe condition for Inspector accompanies a periodical or special
traffic. inspection by the higher officials he should have with
(2) Efficient execution of all works incidental him the following registers and documents pertaining
to track maintenance, including track to his section, other than the codes and manuals
relaying works. mentioned in para 119 :
(3) Accountal and periodical verification of (a) Working Time Table.
stores and tools in his charge. (b) Permanent way diagrams of section and
(4) Maintenance of land boundaries between yards.
stations and at unimportant stations as (c) Section register.
may be specified by the administration.
(d) Results of track recording / oscillograph
119. Knowledge of Rules and runs.
Regulations– (1) Every Permanent Way Inspector
(e) Creep and gap survey register.
shall have in his possession up-to-date copies of the
following codes and manuals with all correction slips (f) Curve register.
up-to-date – (g) Points and crossing register.
(i) Indian Railways Permanent Way (h) SEJ / Buffer rail register.
Manual, Bridge Manual and Works (j) List of Permanent and Temporary speed
Manual. restrictions.
(ii) Indian Railway General and Subsidiary
(k) List of works and other details.
Rules.
(l) Inspection notes of higher officials with
(iii) Indian Railway Track Manual.
compliance notes.
(iv) Indian Railway Code for the Engineering
Department. (2) The Permanent Way Inspector shall
(v) Schedule of Dimensions. arrange to carry the following measuring devices on
these inspections :
(vi) Circulars issued by the higher authorities.
(a) Gauge-cum - level.
(2) He shall be well acquainted with the rules,
regulations and procedures concerning his work and (b) Flangeway gauge.
duties as enjoined in the above codes and manuals. (c) Canne-a-boule or wooden mallet.
He shall keep himself in touch with the orders and (d) Fishing cord.
circulars issued by higher authorities from time to
(e) Tape.
time and efficiently act upon them.
(f) Metric scale.
(3) He shall ensure that all staff working
under him are well acquainted with the relevant rules (g) Tapered gauge.
and working methods and efficiently perform their (h) Magnifying glass and mirror.
duties. (j) Versine measuring equipment.
120. Co-ordination with Works, Bridge (k) Inspection hammer.
and Staff of other Departments – The
Permanent Way Inspector should keep close co-
4
123. Testing of Running Qualities of (e) He should ensure that every man in the
Track– (1) The Permanent way Inspector shall gang is aware of safety rules by
devote sustained attention to Permanent way as examining them periodically.
regards safety, smooth running, economy and
neatness. (2) Level Crossing Inspection – (a) He should
ensure that all the level crossings are opened out
(2) He should travel on the foot plate of the
once a year to examine the condition of rails,
Engine of fast trains at least twice in a month, in the
sleepers and fastenings and defects are rectified.
rear brake-van or the last vehicle once in a month
and take down notes of bad running kilometrages, (b) He shall see that the necessary stop
and get them rectified. boards,whistle boards, and other
equipments are provided as laid down.
(3) He should accompany the track recording/
oscillograph car runs over his section, take down (c) He shall check the equipment with the
the kilometrages which are not running well and take Gateman once in a month.
action to rectify the defects. (d) He shall examine their knowledge of
(4) He should observe the behaviour of track safety rules periodically.
under passing trains to detect inadequate packing (e) He shall arrange to take the census of
during routine inspections. all level crossings as per the schedules
laid down.
124. Routine inspection of Track –
(1) Inspection of Gangs-(a) The Permanent (3) Points and Crossing Inspection – The
Way Inspector should inspect the entire section by Permanent Way Inspector in overall charge and his
push trolly at least once in a fortnight or more often Assistant should carry out the inspection of points
as necessary. and crossings in passenger running lines once in
three months by rotation and on other lines once in
(b) In sections where no separate inspection six months by rotation.
is being carried out by P. W. I. Grade II/ Grade III, the
inspection should be carried out by the P. W. I. in- (4) Curve Inspection – The Permanent Way
charge every week. Inspector in overall charge and his Assistant should
carry out checks of versines and super-elevation of
(c) During such inspections the Permanent each curve once in six months by rotation, except
Way Inspector should – for Group A & B routes in B.G. where the check
(i) check the work of gang done earlier should be conducted once in every four months.
and ensure prompt action on items They should take action to correct the curves as
requiring attention; necessary based on the readings recorded.
(ii) arrange to give the programme of (5) Inspection Diagram – The Permanent Way
work to the gang; Inspector will maintain an inspection diagram of all
(iii) record details of track maintenance the inspections carried out during the month as per
work in gang chart and diaries; the schedules in the pro forma laid down and submit
the same to the Divisional Engineer through Assistant
(iv) check the attendance of gang;
Engineer every month bringing out the reasons for
(v) instruct men in methods of shortfall in adhering to schedules of inspections, if
maintenance. any.
(d) Once a fortnight, he should examine the 124 A. Revised Schedule Of Inspection
small machines including light duty Of Track –
(Chinese type) tampers under his charge The revised schedule of inspection is
and once in a month he should examine applicable only when PWI’s Section has been
the gang tools, particularly gauge-cum- provided with concrete sleepers and is under
level, and arrange for repair and mechanised maintenance:-
replacement as necessary.
(1) Push Trolley Inspection - Once in a month
(2) Foot Plate Inspection - Once in a month
5
(3) Rear vehicle Inspection - Not required in overall charge will check the night patrolman once
(4) Curve Inspection - Shall be carried out by a month by train, and by trolly during monsoon as
PWI(not in overall per the schedules laid down by the administration.
charge) and CPWI/
127. Execution of Works affecting
PWI (in overall
Track – (1) Before commencing any work the
charge) once in six
Permanent Way Inspector in overall charge or his
months by rotation
Assistant shall ensure that he is in possession of all
including for Group A
necessary materials and tools. He shall ensure that
& B routes.
Engineering Signals are exhibited at the specified
(5) Points & crossings - As stipulated in para distances according to rules and Flagmen are posted
124(3). with necessary equipment.
(6) Foot Inspection - Once in a year may
be introduced to start (2) He should programme the works by
with. organising the labour in an efficient manner. He
should maintain detailed accounts of materials
(7) OMS/TRC - PWI(not in overall
received and issued to the work. He should exercise
charge) need
frequent checks on quality and quantum of work and
accompany only
submit progress reports on works periodically as
alternate OMS/TRC
may be prescribed.
runs to avoid CPWI/
PWI (in overall (3) Quality of welding and avoidable fractures -
charge) & PWI (not in The direct responsibility for quality of AT welding
overall charge) both being done in the section shall rest on the PWI
accompanying all the incharge of the section. Responsibility for avoidable
runs. fractures taking place in the section shall also rest
with the PWI incharge of the section, except in cases
125. Safety of Track – (1) The Permanent Way
where the USFD testing was done and found good
Inspector is directly responsible for the safety of the
upto three months before the fractures.
track. He shall be vigilant to locate faults in the
Permanent Way and promptly remedy them. 128. Action in case of Emergency – On
Track defects which are beyond his powers to receipt of intimation of the occurrence of an accident
remedy should be immediately brought to the (including breaches) affecting any part of track,
Assistant Engineer’s notice by the Permanent Way restricting free passage of trains, the Permanent Way
Inspector and mention of the same made in the special Inspector should proceed to site by the quickest
reports on the condition of Permanent Way on the available means. On the way he should collect
section. information regarding the damage, the men and
material requirement at site for restoration and
(2) Independent of detailed periodical arrange for movement of men and materials and
inspections, the Permanent Way Inspector, during his thereafter the restoration.
routine inspections, should watch for any signs of
weakness in bridges and structures affecting track 129. Inspection and maintenance of
and promptly report any matter demanding the LWR/CWR Track – The duties and responsibilities
Assistant Engineer’s attention. of the Permanent Way Inspector in overall charge is
clearly laid down in Para 13.1.6 of the L W R
(3) Trees in proximity to and liable to foul the Manual.
track during a storm should be felled.
130. Measurement of Ballast – The
126. Check on Patrolling – He should Permanent Way Inspector in overall charge will
arrange for patrolling of track as laid down, by measure the ballast if so directed by the Assistant
deputing suitably selected men from gangs and Engineer and record measurements. He will keep
arrange to supply them with Patrol books and proper records of training out and spreading of ballast
equipment needed. The Permanent Way Inspector in the track.
6
131. Station Yards – The Permanent Way Compensation Act, Hours of Employment
Inspector shall ensure cleanliness of station yards. Regulations etc., as amended from time to time are
Under- growth should be cleared every year, usually followed and complied with.
in the month of August, before the seed has ripened. (4) He will arrange to carry out the other
At stations where it is proposed to stack engineering Establishment works, such as issue of passes,
or contractor’s materials, the stacking area should preparation of pay bills etc., as may be allotted to
be carefully selected and clearly demarcated. The him by the administration.
materials should be stacked methodically in a tidy
(5) He will ensure proper training of the men
manner.
working under him at the appropriate time.
132. Witnessing Payment to Staff – (1) (6) He will carry out selection of proper
Payment to both Permanent and Temporary staff, Gatemen and Patrolmen from the existing Gangmen
working under the Permanent Way Inspector, will be and train them in their duties.
made by the Pay Clerk in the presence of the (7) He will arrange for the prompt filling up of
Permanent Way Inspector. If the Permanent Way the vacancies.
Inspector working in the section is not readily
available, the Assistant Engineer may depute another 134. Correspondence and Records – The
Inspector to witness the payment. Permanent Way Inspector shall keep his
(2) The Permanent Way Inspector is correspondence up-to-date and see that the office
responsible for correct identification of the payee and records, registers and stores ledgers are maintained
should satisfy himself that the correct amount is paid. systematically and posted regularly.
(3) Payments to Permanent Way gangs should, 135. Relinquishment of Charge – (1) On
as far as practicable, be made on the beat of each relinquishing charge of a section the Permanent Way
gang during working hours. Inspector shall prepare, in triplicate, the specified
(4) The witnessing official should certify to the “Transfer-of-charge” statement which will briefly
payment individually or by group, at the same time contain the following :
specifying, both in words and figures at the foot of (a) Extent of the section.
the muster-sheet, the total amount paid on each date. (b) Establishment (service and leave
If any person out of a gang is not present when, the records).
gang is paid on its beat, “Not Paid” should be written
(c) Works in progress, relaying, scattered
immediately against his name. When subsequently
renewals and other works incidental to
payment is made, the place (km.) where payment is
track maintenance.
made should be entered. Payment made subsequent
to the filling in of the certificate should be separately (d) Kilometrage of banks, cuttings, curves,
certified on the pay sheet. bridges and structures requiring
special attention.
133. Other Establishment Matters – (1) The (e) Kilometrages where trouble may be
Permanent Way Inspector should ensure that all staff, expected during the monsoon.
including Casual labour, are sent for medical
(f) Certificate of stores-check and
examination and are fit for the medical standards, as
correctness of stock.
per the relevant instructions in force, before
appointment or promotion. He will also ensure that (g) General notes.
the staff under him are sent for periodical medical (2) The Permanent Way Inspectors handing
examination as laid down in the relevant rules. over and taking over charge should together trolly
(2) He will arrange to maintain the Service over the whole section, inspect all the works in
Cards/leave account of all the permanent staff progress, check staff, all tools, plants and materials.
working under him. In the case of casual labour he (3) The relieving Inspector will examine all
will arrange to issue the necessary Service Card to books pertaining to rules and orders in vogue and all
them and will maintain the L.T.I. register. registers pertaining to the section to see that they
(3) He will ensure that the relevant provisions are kept up-to-date and initial them with date.
of the Payment of Wages Act, Workmen’s
7
(4) The statement referred to in sub-para (2) He will carry out inspection of points and
(1) should be signed by both the Permanent Way crossings on passenger running lines once in three
Inspectors and two copies submitted by the relieving months and other lines once in six months, by
Inspector to the Assistant Engineer who will forward rotation along with the Permanent Way Inspector in
one copy to the Divisional Engineer for record. overall charge. He will arrange for the rectification of
Errors and discrepancies which are noticed defects noticed during the inspection.
should be recorded in the statement and the Assistant (3) He, along with the Permanent Way
Engineer’s special attention invited to them. Inspector in overall charge, will arrange to check the
versine and super-elevation of all the curves once in
Duties of Permanent Way Inspector (not in six months by rotation, except for Group A &B routes
overall charge)
where the check should be conducted every four
136. General Responsibilities – The months . He should take action to correct the curves
Permanent Way Inspector is generally responsible based on the readings.
for : (4) He will arrange to inspect all the Level
(a) Inspection and maintenance of track in crossings in his jurisdiction once in a month and
his jurisdiction (sub-section)in a safe check the equipment. He will examine the Gatemen
and satisfactory condition for traffic, in rules peoriodically.
including execution of all works
139 A. Revised Schedule Of Inspection
incidental to track maintenance.
Of Track-
(b) Efficient execution of Special Works, The revised schedule of inspection is
such as Renewals, Directed Track applicable only when PWI’s Section has been
Maintenance, Curve realignment, and provided with concrete sleepers and is under
deep Screening, as per approved plans mechanised maintenance –
and specifications.
(1) Push Trolley Inspection - Once in a fortnight
(c) He should work in the Permanent Way
Inspector’s office and assist the (2) Foot Plate Inspection - Once in a month
Permanent Way Inspector in overall (3) Rear vehicle Inspection - Not required
charge as required. (4) Curve Inspection - Shall be carried out by
PWI (not in overall
137. Knowledge of Rules and
charge) and CPWI/
Regulations– Provision of Para 119 will apply in
PWI (in overall
this case also .
charge) once in six
138. Co-ordination with Works, Bridge months by rotation
and Staff of Other Departments – He should including for Group A
keep close co-ordination with the Works, Bridge, & B routes.
Signalling and Electrical staff, when required to work (5) Points & crossings - As stipulated in para
jointly with them. 139 (2).
139. Routine Inspection of Track – (6) Foot Inspection - Once in six months
(1) The Permanent Way Inspector should may be introduced to
inspect the entire section in his charge by push trolly start with.
at least once a week, He should carry out the (7) OMS/TRC - PWI (not in overall
inspection of gangs as detailed in Para 124(1) (b) charge) need
& (c). He will spend as many days in the week as accompany only
possible with the gangs. He should cover all the alternate OMS/TRC
gangs within a month. He should train the Permanent runs to avoid CPWI/
Way Mistr y, Mates, Keymen, Gangmen and PWI (in overall
Gatemen in their duties. He should teach them the charge) & PWI (not in
maintenance practices. overall charge) both
accompanying all the
runs.
8
140. Annual Maintenance Works – He 143. Action in case of Emergency –

will carry out maintenance works such as curve
Provision of Para 128 will apply.
realignment, attention to points and crossings,
adjustments of creep, etc, as assigned to him by
144. Maintenance of LWR/CWR Track –
Permanent Way Inspector in overall charge.
Duties and the responsibilities of P. W. I. in-charge
141. Check on Patrolling – He will cover of a sub-section with reference to maintenance of
his section once in a fortnight by train and check the
night patrolling. He will also check the night patrolling L. W. R. are laid down in L. W. R. Manual.
by trollying in the night as per the schedules laid
down. During inspections, he will check the patrol 145. Witnessing Payments to Staff –
books, the knowledge of rules of Patrolmen, their When Permanent Way Inspector not in overall charge
equipment, etc. is deputed to make payments to staff, he will follow
142. Execution of works affecting Track the provisions of Para 132 of the Manual.
– The provision of Para 127 will apply.
9
PART ‘C’ 147. Knowledge of Rules and Signals –

Every Permanent Way Mistry shall have a correct
Duties of Permanent Way Mistries
knowledge of hand and detonating signals and shall
146. General Responsibilities – They are be conversant with the following rules :
normally in-charge of items of works which require (i) Protecting line in an emergency and
a higher level of supervision that can be exercised during work affecting track.
by Gang Mate.They will carry out the following (ii) Method of fixing and safety range of
specific works, or such other works pertaining to track detonators.
maintenance, as may be allotted to them by the
Permanent Way Inspector : (iii) Action to be taken when train is noticed
to have parted .
(i) Attention to bad spots, (iv) “Safety first” rules .
(ii) Directed track maintenance, (v) Action to be taken when sabotage is
(iii) Maintenance LWR track, if he has been suspected.
issued with a competency (vi) Patrolling in emergencies .
certificate(responsibilities have been (vii) Rules for working of a trolly and lorry if
listed out in para 13.1.4 of LWR / CWR he is authorised to operate the same .
Manual),
148. Whenever Permanent Way Mistries are
(iv) Isolated renewal of sleepers,
in-charge of gangs /units , they will carry out all the
(v) Lubrication of rail joints, duties and responsibilities assigned to the Mate as
(vi) Lorrying out of material, if issued with laid down in Part ‘D’ of this Chapter.
competency certificate. They will be
responsible for ensuring safety for the
works being supervised by them.
10
152. Musters and Gang Charts/Diary

PART ‘D’ Books–
(1) The muster and Gang chart /diary shall be
Duties of Mates, Keymen and Gangmen - in the possession of each Mate. The Gang chart
General should be carefully kept in a container provided for
the purpose.
149. Knowledge of Rules and Signals –
(1) Every Mate, Keyman and Gangman shall have (2) The muster should normally be marked by
the correct knowledge of hand and detonating signals the Mate, checked and initialled by the Permanent
and shall be conversant with the following rules : Way Inspectors.
(a) Protecting the line in an emergency and
(3) The Mate shall see that the prescribed
during work affecting the track.
system of track maintenance is adhered to and the
(b) Method of fixing and safety range of tasks allotted, according to verbal instructions or
detonators. entries made in his Gang chart / diary, and explained
(c) Action to be taken when a train is noticed to him, are efficiently carried out. If capable of
to have parted . entering details of work done in his Gang diary, the
(d) “Safety first” rules Mate should do so.
(e) Action to be taken where sabotage is 153. Observance of sleeper packing
suspected, and patrolling in during passage of Train – During the passage of
emergencies. the first and last trains in working hours, the Mate
(2) Every Mate and Keyman shall see that the and his men should stand on the cess, each about
signals, supplied to the Gangs are kept in good order one rail length apart, and observe the effect on the
and ready for use and that every man in his Gang sleepers. Loose sleepers should then be marked and
has a correct knowledge of all the signals. adequately packed. On double line, the Gangs shall
invariably stand on the cess side and not in between
150. Safety of the line – Every Mate shall the tracks.
see that his length of line is kept safe for the passage
of trains. Kilometrages needing urgent attention shall 154. Precautions when view is
be picked up without waiting for orders from the obstructed–
Permanent Way Inspectors. (1) On double and multiple lines on curves, the
view is temporarily obstructed due to a train passing
151. Equipment at site of work – (1) Every over a track other than that on which the Gangmen
Mate shall ensure that the following tools and are working. It is worsened when trains are crossing
equipments are with him at the site of work : each other. The noise of a train passing over one
(a) Level-cum-gauge, square, hemp cord, track prevents hearing the noise or whistle of another
metre stick, keying and/or spiking train approaching the work site.
hammer, fish-bolt spanner, 2 sets of H.S.
(2) When working at a place from which an
flags, 12 detonators, marking chalk and
approaching train cannot be seen, at least 600
Rail thermometer (2 H. S. lamps in the
metres away in the case of B G and 400 metres in
night)
the case of M G and N G a Gangman with hand
(b) Sufficient number of shovels or signals should be sent out by the Mate :
phowrahs, beaters, crow bars, ballast
(a) On double line in the direction of
forks or rakes, mortar pans or baskets
approaching trains,
and wooden mallet.
(b) On a single line in the direction the view
(2) The Mate shall keep in his charge in the is obstructed (in both directions if view
tool box other tools and equipment as may be is obstructed on both sides ).
prescribed.
11
It will be the duty of such Flagman to warn the detected, action should be taken to safeguard traffic
Mate by means of signals when a train is by protecting the line in accordance with Para 812.
approaching. The Mate will be responsible for
warning the Gang in good time to enable them to get 159. Commencing work Affecting Safety
clear off the track. It may be deemed expedient, as of trains – No work, which may involve danger to
trains, should be under taken by the Mate except
an additional precaution, to issue portable whistle
under the personal supervision of the Permanent
boards of the type indicated in Para 815 (2) to the
Way Inspector, or a competent Railway servant
Mates, who should fix them at least 600 metres on
authorised by special instructions, unless it is an
B. G. and 400 metres on M G and N.G, from the
emergency where the requirements of safety
work-site, in the direction the view obstructed to less
warrant the commencement of the work. In such
than this distance. In the case of M G high speed
cases the Mate shall ensure that Engineering Signals
routes, the distance may be increased suitably as
are exhibited at the specified distances according to
per the directives of the administration.
rules and Flagmen are posted with necessary
155. Tidiness of Section – The Mate shall equipment to man them before commencing the
see that the whole of his Gang length is kept neat work.
and tidy and that all loose materials are collected and 160. Weekly Inspection of Gang Length
brought to stations, gangs quarters or gate lodges. by Mate – The Mate shall inspect the whole Gang
156. Safe Custody of Tools – The Mate length once a week, on which day he will carry out
shall be responsible for the safe custody of tools used the keyman’s work and duties and the Keyman will
by him, the Keymen and Gangmen. He should see remain in-charge of the Gang.
that Gangmen on work remove their tools clear of 161. Preventing Trespass and Theft of
the track on the approach of a train. After the day’s P. way Fittings – Every Mate and his men shall
work the Mate should secure the tools in the toolbox. endeavour to prevent trespass in Railway limits by
In no case should Gangmen be permitted to take persons or cattle on his length of line and report any
tools home. Before they break for mid-day meals attempts at encroachment or unauthorised
the Mate should see that the tools are kept away structures when noticed. He along with Gang, should
from track. also attempt to prevent theft of P. way fittings and
report any attempt to steal, to his Permanent Way
157. Action when line is unsafe or in the
Inspector.
event of Accident – (1) If a Mate or his keyman
considers that the line is likely to be rendered unsafe, 162. Relief arrangement in Emergencies
or that any train is likely to be endangered in – The Mate shall arrange immediate relief for
consequence of any defect in the permanent way or Keymen, Gatemen, Patrolmen and Watchmen
works, or abnormal rain or flood or any other when, due to sickness, they are unable to perform
occurrence, he shall take immediate steps to secure their duties.
the safety of trains by using the prescribed signals
to “Proceed with Caution” or to “Stop” as necessity 163. Assistance to P. and T. Staff – Where
may require, vide Para 806, and shall, as soon as interruption to the telegraph line has occured through
possible, report the circumstances to the nearest obviously visible causes, the permanent way staff
Station Master and the Permanent Way Inspector. should render all possible assitance. The staff must,
for example, remove trees or branches of trees
(2) In the event of an accident, the Mate, which, after a storm, are seen to foul the wires. Where
Keymen and Gangmen should lookout for broken wires are seen to be broken or entangled, the
fittings of wagons and track components and see occurrence should be reported to the nearest Station
that these are not disturbed until they have been seen Master.
and recorded by a responsible official.
164. Assitance in protection of Trains –
158. Patrolling during Abnormal Rainfall – The Mate and his men should render assitance to
During abnormal rainfall, the Mate should organise Guards and Drivers of the trains for the protection of
patrolling on the gang-length, whether or not the trains in the event of an accident between stations,
Patrolmen are on duty. In the event of damage being when called upon to do so.
12
165. Assitance in placing Fog Signals – 170 Duties of Keyman -

On requisition from the Station Master, the Mate of a
yard gang may depute, if available, two Gangmen (1) While walking over his length, he should look
for placing of detonators, during time of poor visibility, for defects, such as loose fish bolts, SEJ
in the rear of approach signals of the station. fittings in switches and crossings, fittings on
girder bridges and open top culverts, broken
166. Responsibilities of the Mate in or burnt sleepers, broken plates or tie bars,
L.W.R. Track – The duties and responsibilities of attend to them as necessary. If he finds that
the Mate in LWR sections are detailed in L W R fittings are consistently working loose even
Manual. after repeated attention, he should report the
matter to the Mate, PWM and Permanent
Duties of Keyman Way Inspector. If the defects are serious, he
167 Selection and training of keyman - should at once inform the Mate of the gang
The selection of Gangman to perform the duties of a protecting the line in the meantime, if
keyman is to be considered as a step in his training necessary, according to rules.
as Mate. Keyman trained in laying and maintenance (2) He shall keep a special watch on the rails
of LWR/CWR on concrete sleeper and possessing and welds marked for observation by the
valid competency certificates issued by Zonal/ USFD team.
Divisional Training center should only be posted on (3) If he should notice any condition of danger,
LWR/CWR section. such as broken rail, broken weld or wash
168 (1) Keyman’s daily inspection - The away of ballast, theft of fittings in large
keyman shall inspect by foot his entire beat once a numbers etc., he shall at once protect the
day, both the tracks and bridges, and return along line as per rules, take such action as is
the opposite rail to that taken on his outward journey possible and report the matter to the Mate,
in case of single line. On double line, keyman will the nearest Station Master and Permanent
carry out one round of inspection in morning hours Way Inspector.
by going along up line and then returning along down (4) At unmanned level crossings, he shall
line or vice-versa. On the days of Gang holidays maintain the flange ways between the check
and rest, he shall perform the usual duties and get and the running rails clear of obstructions.
one day’s rest in the week as per the roster duties in (5) In track other than with elastic fastenings, the
force. On rest days or during absence or leave or keyman in addition to his normal round of the
sickness, a senior intelligent gangman should be whole beat and inspection and tightening of
deputed in place of the regular keyman. loose fittings, should attend one telegraph
(2) Roster duty hours of keyman - The post (TP) on one line thoroughly on every
roster duty hours of keyman for winter months day. This thorough attention should consist
should be so adjusted as to ensure one round of track of tightening of each bolt and fittings in these
inspection in early morning to enable detection of any TPs of the beat during that particular day.
rail or weld fractures that might have occurred during Missing keys and other missing fittings will
the night or early morning. DEN/Sr.DEN of the be recouped by him. He shall also ensure
section shall decide and notify the exact timings and correct driving of fittings in this stretch.
the period of each section. (6) (a) Where the beat of Keyman consists
169 Equipment of keyman - The keyman of PRC sleepers - The Keyman should
shall carry with him on his rounds two red flags, and ensure that, in addition to his normal duty of
green flag, ten detonators, a flangeway gauge if inspection and tightening of fittings, he should
required, for unmanned level crossings, a keying and also carry out in a systematic manner from
spiking hammer, a fish bolt spanner, and two fish one end, greasing of the ERC and eyes of
bolts, spare fittings and a rail closure of 30mm size. inserts at the rate of 20 sleepers per day.
For the work of greasing of elastic rail clips wherever Greasing shall be done as per the procedure
applicable, keyman shall carry a wire brush, emery laid down in para 1411 (5) (b) of IRPWM.
paper, a duster and grease.
13
(b) Where the beat of Keyman consists of PRC (v) To keep a sharp look out in cold
as well as other types of sleepers, SE mornings, especially during winters
(P. way) should make roster of keyman on to detect any fractures which may
monhly basis in the proportion of the beat, occur, in case of rail/weld fracture, he
so that work mentioned in para 170(5) and shall take prompt action to protect the
170(6)(a) are completed in respective track and carry out emergency
length. On any particular day however, he repairs to permit the restoration of
will do duties either as per 170(5) or traffic promptly and report to PWI
(Subsection)/ PWI(Incharge)/nearest
170(6)(a) only.
Station Master (Para 7.2.2 and
(7) Keyman with the assistance of one gangman 7.2.3 LWR Manual).
will also carry out rail end examination, (10) The Kayman shall promptly report to Mate/
lubrication of fish plated joints as per direction PWI any encroachment or unauthorised
of PWI/PWM. structures as and when they take place in
(8) For imposing of caution after stopping the the Railway land in his beat.
train or otherwise wherever required for (11) After completing inspection of the beat, the
safety, Keyman will be provided cyclostyled Keyman should assist the Mate in the day’s
slips by PWI. Keyman after filling location and work being done.
speed will hand over the same to Driver or (12) When materials, such as dynamo-belts,
ASM and obtain acknowledgement. engine tools and personal articles of
(9) The following are the special duties and passengers, are found on line, the Keyman
responsibilities of the keyman in LWR/CWR should collect them and arrange for handing
territories:- them over to the nearest Station Master.
(i) Periodical (fortnightly) oiling and (13) The Keyman will remain incharge of the gang
greasing of SEJ, checking and in absence of the Mate once a week. On
retightening of fastenings at SEJ and that day, the Mate is required to carry out the
other sleepers, if necessary (Para work and duties of Keyman.
6.2.6 of LWR Manual) (14) Whenever directed he will supervise rail dolly
(ii) Replacement of missing fastenings working. However, he must have
competency certificate for the same.
not requiring lifting or slewing of track
as per Para 6.2.6 (I) of LWR 171 Keyman’s book-
Manual. (i) Printed keyman’s book should be supplied
(iii) To ensure that all creep anchors to every keyman.
where provided butt against the (ii) The keyman shall maintain the book upto date
sleepers and in case of large scale wherein all special work done, missing fittings
displacement of anchors, he shall and their recoupment with location and date
report the matter to Mate/PWM/PWI are to be entered.
(Subsection)/PWI (incharge). (iii) PWI should make a date wise schedule and
(iv) To watch for sun kinks, loose or enclose with the Keyman’s book the Kms/
TPs that the Keyman has to attend on each
missing fastening which may result
day of the month to complete the task
in buckling or any damage to LWR/
required to be done as per sub Para 6, 7,
CWR and SEJ. On noticing any 9(i) of Para 170 above. PWIs and AENs
buckling or damage to track, he shall during their inspections should check to
take necessary action to protect the ensure that such Kms have really been
track and report the same thoroughly attended to and initial against the
immediately to PWI (Sub-section)/ entries.
PWI (incharge), Station Master. (iv) Special locations to be watched by the
However, he will continue to perform keyman should be entered in the book.
his Keyman’s duties of daily
(v) The special fittings like joggled fish plates and
inspection.
other material provided in the section which
are vital for safety and for restoration of traffic
should also be mentioned in the book.
---
14
CHAPTER II (i) New Delhi to Howrah- Rajdhani Route (via

the Grand Chord and
THE MAINTENANCE OF Howrah-Burdhwan Chord).
PERMANENT WAY (ii) New Delhi to Bombay Central (Frontier
Mail Route).
PART ‘A’ (iii) New Delhi To Madras Central (Grand
General Instructions Trunk Route).
(iv) Howrah- Nagpur- Bombay V.T.
201. Responsibility of Engineering Group ‘B’ – Speeds upto 130 k.m./hour:
Officials– The Engineering officials shall devote (i) Allahabad-Katni-Jabalpur- Itarsi- Bhusaval.
careful and continous attention towards the efficient (ii) Kalyan - Pune - Daund - Wadi -
upkeep of the permanent way and the achievement Secunderabad- Kazipet.
of good and smooth running road. (iii) Kharagpur- Waltair- Vijayawada.
The running qualities of track should be (iv) Wa d i - R a i c h u r - A r a k ko n a m - M a d r a s
Central.
adjudged by riding as frequently as possible on the
(v) Howrah-Bandel-Barddhaman.
locomotives or in the rear vehicles of fast trains on
(vi) Khanna- Barharwa- Farakka Bridge-
the section. Such inspection should be carried out Malda Town.
by the Permanent Way Inspectors, the Assistant (vii) Sitarampur-Madhupur-Kiul-Patna- Mughal
Engineers, and the Divisional Engineer. Where track Sarai.
geometry is recorded at regular intervals the (viii) Kiul- Bhagalpur- Sahibganj- Barharwa.
Divisional Engineer, the Assistant Engineer, and the (ix) Delhi- Panipet- Ambala Cantt.- Kalka.
Permanent Way Inspector should accompany such (x) Ambala Cantt.- Ludhiana- Pathankot.
runs. (xi) Ambala Cantt.- Moradabad- Lucknow-
The conditions of the track is best judged by Pratapgarh- Mughul Sarai
(xii) Arakkonam- Jolarpettai- Salem- Erode-
track recording cars, oscillograph cars, portable
Coimbatore- Ernakulam.
accelerometers, Hallade track recorders, etc. Full
(xiii) Vadodara- Ahmedabad.
use should be made of the records of such runs. (xiv) Jolarpettai- Bangalore.
Bad spots should immediately be attended to. The (xv) Ahmedabad-Ajmer-Jaipur-Bandikui-
Permanent Way Inspector should strive to achieve Rewari-Delhi.
excellence against each of the parameters recorded (xvi) Malda Town-Barsoi-New Jalpaiguri.
by these cars, consistent with the maintainability of (xvii) Chennai beach-Dindigul.
the track. (xviii) Bangalore-Dharmavaram-Gooty.
The reports from drivers regarding oscillations Annexure 2/1 shows, Group ‘A’ And ‘B’
or lurching of engines should be promptly Routes
investigated and track attended at the kilometerage Group ‘C’ – Suburban Sections Of Bombay,
concerned. Delhi, and Calcutta
The Assistant Engineers and their Divisional Group ‘D’ – Sections where the sanctioned
Engineers should maintain records of the results of speed is 100km./hr. at present.
their inspections either in the form of a notebook or a Group ‘E’ - Sectional and branch line with the
file and should ensure the compliance of instructions present sanctioned speed, less than100km./
by the inspectors within a reasonable time. These hr.
records should be examined by the Headquarters Group ‘D Spl’- Sections where the traffic
officers during their inspections. density is very high or likely to grow substantially in
future and the sanctioned speed is 100 Km/h at
202. Classification of Lines – present. The following routes will fall under this
category:-
(1) Broad Gauge – The B G lines have been
classified into five groups ‘A’ ‘to’ E on the basis of the (i) Kharagpur-Midnapur-Adra
future maximum permissible speeds as under – (ii) Barkakana-Barwadih-Garwa Road
(iii) Tundla-Yamuna Bridge
Group ‘A’ – Speeds upto 160 km./hour :
15
(iv) Bolangir-Titlagarh (a) ‘Q’ routes.– The ‘Q’ routes consist of the
(v) Gudur-Renigunta routes where the maximum permissible speed will
(vi) Anara-Chandil-Kandra-Sini be more than 75 km.p.h. The traffic density is
(vii) Anuppur-Shahdol-Katni-Bina generally more than 2.5 G.M.T. the following routes
(viii) Ahmedabad-Viramgam will fall under category ‘Q’ :-
(ix) Nagda-Ujjain-Maksi-Bhopal (i) Delhi-Sarairohilla-Rewari-Ratangarh
(x) Lucknow-Sultanpur-Zaffarabad-Banaras (ii) Rewari-Ringus-Phulera
(xi) Delhi-Ghaziabad-Hapur-Moradabad (iii) Ratangarh-Degana
(xii) Lucknow-Kanpur (iv) Ajmer-Ratlam-Khandwa
(xiii) Chapra-Hajipur-Barauni (v) Jaipur-Phulera-Ajmer
(xiv) RSD-Titlagarh-Vizianagaram (vi) Bandikui-Agra Fort
(xv) Guntakal-Tornagallu (vii) Ahmedabad-Bhavnagar
(xvi) Udhna-Nandurbar-Jalgaon (viii)Agra-Mathura-Bhojipura-Lalkuan
Group ‘E Spl’ - Sections where traffic (ix) Bhojipura-Lucknow
density is very high or likely to grow substantially (x) Villupuram-Thanjavur-Tiruchchirappalli.
in future and present sanctioned speed is less (xi) Chennai Beach-Villupuram.
than 100 Km/h, the following routes will fall under (xii) Dindigul-Madurai.
this category: (b) ‘R’ routes – These routes will have a speed
(i) Garwa Road-Sonnagar potential of 75 km.p.h. And the traffic density is more
(ii) Tornagallu-Hospet than 1.5 G.M.T. ‘R’ routes are further classified into
(iii) Panskura-Haldia three categories as follows depending upon the
(iv) Talcher-Rajatgarh-Salegaon-Nergundi volume of traffic carried:-
(v) Cuttack-Paradeep (i) R-1 : when the traffic density is more than
(vi) Radhakishorepur-Rajathgarh-Barang 5 G.M.T.
(vii) Kapilas Road-Salegaon (ii) R-2 : when traffic density is between 2.5
(viii) Radhakishorepur-Machapur to 5 G.M.T..
(ix) Kirandul-Koraput (iii) R-3 : when traffic density is between 1.5
(x) Rajakharshwan-Dongaposi-Padapahar to 2.5 G.M.T.
Barajamda-Gua
R-1 route:
(xi) Bondamunda-Bimlagarh-Barsuan
Kiriburu (i) Gandhidham-Palanpur
(xii) Kandra-Gamharria R-2 route:
(xiii) Champa-Gevra Road (i) Secunderabad-Mudkhed
(xiv) Marauda-Dallirajhara (ii) Guntakal-Bellary
(xv) Urkura-Sarona (iii) Guntakal-Villupuram
(xvi) Bhojudih-Mohuda G-C (iv) Tiruchchirappalli-Manamadurai-
(xvii) Chandil-Muri-Bokaro-Rajbera Virudunagar
(xviii) Diwa-Vasai Road
(xix) Padapahar-Banspani R-3 route:
(xx) Jharsuguda-Sambalpur-Bolangir (i) Madurai-Rameswaram
(xxi) Barajamda-Bolanikhandan (ii) Virudunagar-Tenkasi
(xxii) Muri-Barkakana (iii) Dindigul-Pollachi
(xxiii) Talgoria-Bokaro City (iv) Ratangarh-Bikaner
(xxiv) Kota-Ruthiyai
Note : The following two routes also carry a traffic
(2) The M.G. lines have been classified into density of more than 5 G.M.T :
three categories based on the speed potential and
traffic density in the section as under - (i) Katihar-New Bongai Gaon
(ii) Gauhati-Tinsukia
These have not been included in R1 routes as
they are slated for conversion.
16
(c) ‘S’ Routes – These will be the routes where formation etc. Irrespective of the system of track
the speed potential is less than 75 km.p.h. and the maintenance adopted, it is obligatory to overhaul
traffic density is less than 1.5 G.M.T. specified lengths of gang beat annually. The length
of the section to be overhauled shall be such that
Annexure 2/2 shows the ‘Q’ routes.
complete overhauling of track will be accomplished
203. Sytems of Track Maintenance – (1) within a specific period (normally 3 to 5 years).
S ystem to be adopted - The track should be
(b) Immediately after cessation of monsoon,
maintained either by conventional system of track
the run down lengths should be quickly attended to,
maintenance or by 3-tier system of track
to restore the section to good shape. After this is
maintenance.
done overhauling/through packing of track should be
(2) Details Of Maintenance Works – (a) In both taken in hand. After completion of one cycle of
the systems, track requires to be overhauled systematic through maintenance, track should be
periodically with the object of restoring it to best attended to wherever required.
possible condition, consistent with its maintainability.
(c) In any system of maintenance it is
Periodicity of overhauling depends on several
necessary to allot certain number of days in a week
factors, such as type of track structure, its age,
for ‘picking up slacks’ to ensure that whole gang length
volume of traffic, rate of track deterioration, maximum
is in safe condition for passage of trains .
permissible speed, system of traction, condition of
204. Annual Programme of Track Maintenance – The annual programme of regular track
maintenance and works incidental thereto shall be based on the programme given as shown below, with such
variations to suit local conditions, as may be specified by the Chief Engineer. This applies to any system of
maintenance
Annual Programme for Regular Track Maintenances
Period Work
(a) Attention to run down lengths in the entire gang beat to
restore the section to good shape.
1. Post monsoon attention: (b) One cycle of conventional systematic through
For about six months packing / systematic directed track maintenance
after end of monsoon from, one end of the gang length to the others including
overhauling of nominated sections as detailed in para 203.2.
(c) Normally 4 to 5 days per week should be allotted for works
under item (b) and the remaining days for picking up of
slacks, attention to bridge approaches, level crossings and
points and crossings over the entire Gang beat. Works such
as lubrication of rail joints, joint gap adjustments as required
and realignment of curves should be done during this period.
2. Pre monsoon attention for Normally 2 to 4 days in a week should be devoted

about 2 months prior to break to clearing of side and catch water drains, earthwork repairs
of monsoon. to cess, clearing water ways and picking up slacks. In the
rest of the days normal systematic maintenance will be carried
out.
3. Attention during monsoon Attention to track as required. This will consist
for about four months primarily of picking up slacks and attention to side and catch
water drains and water ways.
During abnormally heavy rains, patrolling of the line by gangs
should be carried out in addition to regular monsoon patrolling.
17
Note :- (1) Scattered renewals, creep adjustments (2) Gang charts/diaries should be checked by
and earth work repairs should be done as the Assistant Engineers and Divisional Engineers
necessary. during their inspections. They should record their
(2) For maintenance schedule on L W R/C observation in the gang diary.
W R, special instructions in the L W R/C W R
(3) On withdrawal of gang chart/diary and
Manual should in addition be followed.
supply of fresh ones, the Permanent Way Inspector
205. Maintenance Planning – (1) Every should carefully analyse the work done and take
notes of kilometerages that frequently gave trouble
Permanent Way Inspector must prepare a
during the previous year, with a view to formulating
perspective maintenance plan of his section one
such special measures as may be necessary. Action
month in advance. The plan should include, apart
may be taken to preserve the gang charts for a period
from normal inspection, inspection of point and
of three years.
crossings, curves and level crossings, realignment
of curves, adjustment of creep, deep screening, (4) Maintenance attention given to the signalled
casual renewal, renewal of points and crossings, loop lines and turnouts should be recorded on the
welding of joints, destressing of long welded rails etc. chart.
so that optimum utilization of time and labour
resources is possible. He should also ensure that (5) Whenever the gang equipments are
checked by PWIs, the same should be recorded in
arrangements are made for adequate materials,
tools, labour, man power and necessary caution gang chart against the date on which such inspection
orders/books, as may be necessary. is done. Inspecting officials should initial against the
date on the chart and also make suitable entries in
(2) For sections nominated for mechanised gang diary.
maintenance, annual plan for deployment of various (6) Six months after the end of each year, the
track machines shall be finalised by CTE(MC)/CTE gang charts will be collected by the PWIs and
of the Zonal Railway and he shall arrange to deploy maintained as record. Thus, for the overlapping
the machines accordingly. period of six months, the gang will have two gang
206. Record of Gang Work – (1) Each charts with them. A six months record will, therefore,
Mate should be supplied with a gang chart and a always be available with the gang for reference.
gang diary. In the gang chart, details of track Normally, this record should be kept for at least five
maintenance work done over the gang length, on a years. When a particular kilometer or section is
day-to-day basis shall be recorded by the Permanent under special observation, the record may be
Way Inspepctor, according to extant instructions. The maintained for a longer period at the discretion of
work set to the gang should also be indicated in the P.Way officials.
gang chart by suitable notations. A typical gang chart 207. Attention To Inspection Notes –
is enclosed as Annexure 2/3. In the gang diary Notes on inspections carried out by officers whether
supplied to each gang, weekly programme of work on foot, by push or motor trolley, on foot plate of the
should be entered by the Permanent Way Inspector. locomotive or by rear carriage of fast trains, should
At the end of the week, the Inspector should carry be sent to the Permanent Way Inspectors concerned
out a quantitative and qualitative assessment of the for necessary action. The Permanent Way Inspectors
work done during the week after thorough inspection should send compliance reports to the concerned
and make suitable observations in the gang diary. officers within reasonable time.
Each gang chart/diary should be adequate for
recording the work during the complete year.
Temporary gangs employed in work allied to track
maintenance, should also be supplied with gang
diary, wherein the details of the work set and the work
carried out will be entered by the Permanent Way
Inspector. Details of maintenance work carried out
by these gangs should be entered in the gang chart
of respective permanent gang.
18
208. Record of Work of Artisans and (ii) Change in jurisdiction.

Other Workmen Employed – Each artisan/
(b) Permanent Way –
workman will be supplied with a diary in which entries
will be made by the artisan/workman showing his (i) Formation – Sections giving frequent
movement by train and the details of daily work trouble with brief history and remedial
performed by him. The Permanent Way Inspector measures adopted, if any.
will scrutinise the work during his inspection and (ii) Track structure, method of maintenance,
make suitable observations in the artisan’s/ details of particular locations giving
workman’s diary. At the end of the month these frequent trouble and remedial measures
diaries will be sent to the Office of the Permanent adopted if any.
Way Inspector.
(iii) Details of kilometerages of track laid as
209. Special Reports on the condition of short welded panels, long welded rails,
Permanent Way – Special Reports on the state of continuous welded rails, etc. incidence
track in his charge may be submitted by the of buckling, maximum and minimum rail
Permanent Way Inspector as and when he considers temperatures observed, behaviour of
it necessary to the Divisional Engineer through the S.E.J. and buffer rails.
Assistant Engineer.
(iv) Grades – Regrading done, with brief
In this Report the Permanent Way Inspector
details of lifting or lowering of track.
shall make candid statement of the defects in the
track, reasons for defects and proposals for (v) Curves – Realignment and/or
rectifying them. transitioning of curves.
The Assistant Engineer should check the track (vi) Ballast – Kilometerages where there is
during his usual trolleying and verify the conditions deficiency of ballast and details of
mentioned by the Permanent Way Inspector and also recoupment done. Particulars of deep
study the proposed remedial actions. Remedial screening carried out yearwise.
actions as necessary should be ordered within his (vii) Creep Adjustment – Details of Creep
power or referred to the Divisional Engineer for further adjustment done and action taken to
orders.
reduce creep - Details of Gap survey
The Divisional Engineer should scrutinize the carried out and adjustment done.
special reports of the Permanent Way Inspector as
forwarded by the Assistant Engineer, with his (viii) Permanent Way renewals – Major
comments and give his orders thereon to the renewal carried out as relaying, rerailing
Permanent Way Inspector through the Assistant and resleepering; large scale renewal of
Engineer. Orders issued by the Divisional Engineer track components at a section should
should be promptly attended to by the Assistant also be shown.
Engineer and Permanent Way Inspector. (ix) Station yards and sidings – Extension or
Submission of special reports does not absolve alteration to sidings, platforms and
the Permanent Way Inspector of his basic renewal of points and crossings.
responsibility of maintaining the track in fit condition (x) Rail failures – Brief particulars of all types
for the load and speed sanctioned for the section. of rail failures, including weld failures
210. Permanent Way Inspector’s Section should be noted in the section register,
Register – (1) Each Permanent Way Inspector shall connecting references to the failure
maintain a Section register containing all important reports.
information including a brief history of the section. (xi) Rail Testing and Renewals – Records of
Entries shall be brief and categorised under various rail testing by Ultrasonic Testing Method
sections as indicated below : - Brief details of all rails removed with
(a) Administration – reasons for removal. This will form the
(i) Change in Permanent Way Inspectors, basis of justification for through rail
Permanent Way Mistries and Clerks. renewals/ casual renewals.
19
(xii) Brief particulars of fish-plate failures with 211. Permanent Way Plans and
details of fish plates and reasons for Diagrams – (1) The Assistant Engineers shall have
failure. in their possession complete sets of the following :
(xiii) Lubrication of rail joints : Particulars of (i) The I.R.S. Track manual or I.R.S. type
work done with dates each year. plans, pertaining to track sections and
(xiv) Material under trial : Brief particulars - turnouts extent over their jurisdictions.
Connect reference to notes in the (ii) Plans and longitudinal sections of the
‘Materials-under-trial’ register. line, to a scale of 50 meters to 1 cm
(xv) Track recording : summary of the results horizontal (1/5,000) and 5 meters to 1
of the various track recording runs cm vertical (1/500) and Index Plans and
sections to a scale of 0.5 km.S to 1 cm
( c) Bridges and Floods – horizontal (1/50,000) and 10 meters to
(i) Yearly record of rainfall showing month 1 cm vertical (1/1,000) showing the
wise distribution physical features, alignment, grades,
(ii) Important repairs and renewal to bridges, location of bridges and level crossings.
details of extensive repairs to bridges, The longitudional section of the line
dismantling and rebuilding bridges, shall be updated by surveying the
strengthening of girders, renewal of longitudinal profile of the line atleast
girders, extension of bridges and through once in five years. The necessary
renewal of sleepers, should be shown. action for elimination of humps, sags
Ordinary repairs need not be recorded. and uneveness or providing vertical
(iii) Damage due to floods : Extent of curves as provided in para 419 of
damage with particulars of rainfall, IRPWM be taken if the survey reveals
arrangements made for labour and variations in grades. Such an action
material, time and labour spent for may also become necessary as a
restoration and approximate cost. Cause result of track works viz. renwal of rail/
of damage and notes of remedial sleepers, lifting/lowring of track, bridge
measures works etc.
(iv) List of Railway affecting Works with brief (iii) Drawing of bridges, level crossings and
history. protective works and yard layouts over
(v) List of vulnerable locations, where their jurisdiction.
stationary watchmen are to be posted. (iv) Working drawings or diagrams
pertaining to track and components on
(d) Miscellaneous –
their sections, issued from time-to-
(i) Availability of labour on section for time.
works.
(v) The Permanent Way track diagram of
(ii) Encroachment and steps taken to the railway line showing the type of track
remove them. and fittings when laid, type of ballast,
(iii) Infringement particulars type of formation with classification of
(iv) Accidents attributable to Permanent Way soil (to be carried out as per RDSO’s
with details Circular No : GE-P1-May 2003),
(v) List of reference books available in the blanket thickness, type of formation
section. trouble (if any) and indication of how the
railway boundary is demarcated.
(vi) Any other important information
Change points in the track diagram
necessary. shall be indicated correct to the nearest
(2) The entries made in the section registers meter (details as in Annexure 2/4).
shall be brought up-to-date from time-to-time and
these shall be scrutinised in the beginning of every
year by the Assistant Engineer.
20
(vi) The Permanent Way diagrams of Reconditioned sleepers

station yards showing complete Nos. 1000, January 1980
dimension of running lines, sidings, Km. 72/0 - Km. 72/12
type of track and turnouts. (Details as
per Annexure 2/5). (5) Removal of materials under trial - In every
case where sleepers or other materials under trial
(2) The Permanent Way Inspectors shall have have to be removed because of relaying or
in their possession complete sets of drawings and alterations, the Asst. Engineer concerned should
diagrams mentioned in item (i) and (iv) to (vi) report to the Divisional Engineer and ask for disposal
pertaining to their jurisdictions ; he shall have in his instructions. When material is removed for any
possession the land plans pertaining to his reason, a full note should be made by the Assistant
jurisdictions covering those between stations and Engineer on its condition after thorough examination.
unimportant station yards. When material under trial is removed and re-laid in
another Assistant Engineer’s length, the previous
(3) Plans pertaining to their jurisdictions shall
history of the material shall be copied in the register
be maintained up-to-date by the Assistant Engineer
of the sub-division where it is now laid.
and Permanent Way Inspector.
(6) Submission of Assistant Engineer’s
212. Records of Material Under Trial – Register to Divisional Engineer – The ‘Materials under
(1) Registers - Registers of materials under trial’ register should be submitted by the Assistant
trial duly indexed shall be maintained by the Assistant engineer to the Divisional Engineer as often as
Engineer ; Sufficient number of pages being allotted required. The Divisional Engineer will submit reports
for each item. on trials carried out to the Chief Engineer, as may be
(2) Particulars of entries - Particulars regarding required.
each item should be completed in regard to : (7) Permanent Way Inspector’s Records – The
(i) Name of material. Permanent Way Inspector shall maintain in
(ii) Kilometerage where laid. manuscript form a record of all materials under trial
(iii) Date of laying. on his length with necessary particulars. Notes
should be made therein at regular intervals. The
(iv) Object of trial.
Assistant Engineer shall scrutinize the records during
(v) Nature and condition of ballast. his inspections.
(vi) Nature and type of formation.
(8) The Divisional Engineer should take interest
(vii) Track details. in the trials in progress in his jurisdiction and ensure
(viii) Behaviour. that the stretch where such material is laid, is
(ix) Any other relevant information. maintained to the desired standard.
In the case of items designed for improved 213. Strength of Gangs – The strength of
track performance, notes should be made about the each maintenance gang shall be decided by the Chief
extent to which such appliances are producing the Engineer. A register should be maintained by each
desired results, particulars being quoted, whenever Permanent Way Inspector and in the Office of the
possible. Divisional Engineer and Assistant Engineers having
(3) Trial Lengths - Material under trial should, the sanctioned strengths of gangs, Gatemen,
where practicable be laid near Assistant Engineer’s Watchmen, Lookoutmen, Trolleymen and other staff.
headquarters. In the case of sleepers under trial, a No deviation from the sanctioned strength of gangs
special kilometre or kilometres should be utilised for and other staff shall be permitted without the approval
the purpose. of the Chief Engineer.
(4) Indication Plates - Material under trial should
be indicated by plates of suitable dimensions fixed
on the cess at either end of the trial length, the
description and number of item, date laid and
kilometerage, being shown thus
21
214. Musters – (1) The attendance of the (a) End of Divisions:

Permanent Way staff and artisans and others shall
BB DIVN. BSL DIVN.
be checked by the Inspector under whom the staff
D.E.N./BB D.E.N./BSL
are employed according to such instructions as
A.E.N./IGP A.E.N./MMR
issued by the Administration.
P.W.I./IGP P.W.I./DVL
(2) No over-writing in the muster sheet should
be permitted. Corrections should be attested and (b) End of Sub-Divisions:
initialled by the Inspector. A.E.N./TNA A.E.N./KYN
(3) Separate musters should be allotted and P.W.I./KYN P.W.I./VSD
issued to each batch of workmen such as Gangmen, (c) End of Sections:
Gatemen, Trollymen and Artisans. Muster sheet
should be kept by the head of each batch and at the P.W.I./ TNA PWI/ KYN
site of work for checking attendance by the Inspector
(d) End of Gang lengths:
concerned. The muster sheet of trollymen and office
staff should be kept and maintained in the office G-3 G-4
concerned. 1+1+14 1+1+13
(4) For each wage period, the muster sheet
should be collected and fresh ones issued. Before (2) If the gang beat ends in a curve the beat
commencement of a month, the Assistant Engineer should be so adjusted that the entire curve lies in
should issue requisite number of blank muster sheet one of the beats. Similarly in case of yards gang
forms to each Inspector for the purpose of recording beats should be so adjusted that the yard is
the attendance. Each blank muster sheet before maintained as far as possible by one gang, exception
issue, must be initialled on the top by Assistant being in the case of big yards where the yard may
Engineer, as a token of its authenticity. have to be maintained by more than one gang.
(5) The leave availed by each employee should (3) Suitable boards should also be provided
be recorded in the leave register debiting this leave indicating the state and district boundaries.
to his account before the musters are dispatched to
the Divisional Engineer’s office. (4) When a board has to be located at an exact
kilometre, it should be fixed by the side of the
(6) The Assistant Engineer should check the kilometre post.
musters of all the staff on their sub- division and initial
the muster sheet at least once a month during his (5) The boards which may be of scrap iron or
inspection. R.C.C. should throughout a division be fixed on the
cess on the same side of the line. The letters and
215. Custody Of Gang Tools – For the safe figures should be painted black on white background.
custody of gang tools, boxes should be provided at
appropriate locations with proper locking 217. Kilometre and Gradient Posts –
arrangements. They may be provided near gang These may preferably be of R.C.C. of suitable
quarters, gate lodges or in stations. The Gangmate dimensions and fixed at right angles to the track on
shall ensure that all tools are deposited in the tool the cess so as to be distinctly visible. The figures,
box after working hours and kept locked. arrows and letters should be painted in black on a
white background.
Gangmen should not leave any tool
unprotected during the course of working or during 218. Telegraph Pole Numbers – (1)
mid-day-break. Kilometrages should be indicated on one line of
telegraph poles either by painting or providing
216. Section Limit Boards – (1)Boards at number plates thereon.
jurisdictional limits should be provided thus:
22
(2) Where single plates are provided, they plans. There have been no encroachments except
should be fixed at 45 degrees to the track and face at the following kilometres that have been reported
alternatively in the up and down directions. Where by me vide reference given against each. I further
one piece angle type plates are provided, they should certify that missing boundary stones at the
be fixed so that either face is at 45 degrees to the kilometrages shown below have been replaced.
track. Figures should be painted in black on white
No Date:
background.
(3) In deep-cuttings or tunnels, telegraph pole
numbers should be repeated at cess-level.
..........……………………
(4) On double line section where one line is
Permanent Way Inspector
located away from the line along which the telegraph
poles are provided and from where the figures on (5) During his inspection the Assistant
the telegraph poles cannot be easily read, additional Engineer shall ensure that railway boundaries are
rail posts should be provided along the other line demarcated correctly and that there are no
which should indicate the corresponding telegraph encroachments. In cases where he cannot prevail
pole numbers. on the parties to remove the encroachments, he
must report the facts with particulars to the Divisional
(5) On electrified sections the kilometrage is
Engineer who will take up the matter with the Local
indicated on the structure posts. The responsibility
Authorities.
of providing number plates or painting kilometrage
on the Electric structure devolves on the Electrical 220. Trolly Refuges – (1) Trolly refuges in
Department. cuttings should be provided as necessary at suitable
intervals.
219. Verification of Land Boundaries: (1)
Every Railway Administration is responsible for the (2) Trolly refuges should be provided on high
demarcation and periodical verification of the banks particularly on approaches of important
boundaries and the maintenance of proper records bridges.
in connection therewith of all land in the possession
(3) On double line these should be staggered,
of that Railway (Para 1048 - E).
alternate trolly refuges being on up and down sides
(2) The Permanent Way Inspector is respectively. The space between the track should
responsible for maintaining the railway land be filled with ballast and levelled up to the rail level
boundaries between stations and at unimportant for easy off-tracking of the trollys opposite to the trolly
stations. The unimportant stations where the land refuges.
boundaries are to be maintained by the Permanent
(4) Maximum distance apart of Trolly refuges
Way Inspector should be specified by the
on bridges will be as under :–
administration.
(i) On bridges with main spans of less than
(3) The Permanent Way Inspector is 100 metres - 100 metres.
responsible for reporting any encroachment that
(ii) On bridges with main spans of 100
may occur as soon as they are noticed, to the
metres or more - A refuge over each pier.
Assistant Engineer who will on receipt of such report
initiate measures to remove the encroachments. (iii) On ballasted deck Bridges - 50 metres.
(4) The Permanent Way Inspector shall (5) In the case of tunnels, the maximum
submit, by the prescribed date every year, a distance apart of trolly refuges shall not exceed 100
certificate to the Assistant Engineer, copy endorsed metres.
to the Divisional Engineer for information, in the For easy identification of the location of trolly
following form : refuges in tunnels and deep cuttings a distinguishing
I certify that I have inspected the railway land mark such as a rail post, painted with luminous paint
boundaries on my section during the year ending ... with a mark ‘R’ may be erected by the side of the
…… and that they are in accordance with the land trolly refuge.
23
221. Standard Dimensions – (1) “15. (1) In either of the following cases, namely:
Infringement: The Permanent Way Inspector should (a) Where there is danger that a tree standing
refer any work resulting in infringement of standard near a Railway may fall on the railway
dimension to the Assistant Engineer for instructions. so as to obstruct traffic, and
Work involving permanent infringement should be
(b) When a tree obstructs the view of any
referred to the Railway Board for sanction through
fixed signals, the Railway administration
the Commissioner of Railway Safety.
may, with the permission of any
Permanent way staff shall be on the alert to Magistrate, fell the tree or deal with it in
prevent occurrence of : such other manner as will, in the opinion
(i) ‘Slacks’ in platform line causing the of the Railway administration avert the
platform heights to exceed the standard danger or remove the obstruction, as the
dimension. case may be.
(ii) Errors in alignment causing the minimum (2) In case of emergency the power mentioned
distance to adjacent structures infringed, in sub-section (1) may be exercised by a railway
for example, platform coping, water administration without the permission of a
columns, overbridges, O.H.E. structures. Magistrate.
(iii) Excessive lifting of the track , causing (3) Where a tree felled or otherwise dealt with
minimum height to overhead structure to under sub-section (1) or sub-section (2) was in
be infringed, for example, underside of existence before the railway was constructed or the
overbridge, roofs of tunnels, overhead signal was fixed, any Magistrate may, upon the
contact wires. application of the persons interested in the tree,
(2) Verification and preparation of yearly award to those persons such compensation as he
statements of infringements: Once a year, the thinks reasonable.
standard dimensions over their sections shall be (4) Such an award, subject, where made in a
verified personally by the Permanent Way Inspector presidency town by any Magistrate other than the
according to the profiles shown in the schedule of Chief Presidency Magistrate, or where made
dimensions and statements of infringements, if any, elsewhere by any Magistrate other than the District
submitted to the Assistant Engineer by the end of Magistrate, to revision by the Chief Presidency
March. The Assistant Engineer after scrutiny should Magistrate or the District Magistrate, as the case
forward these to the Divisional Engineer. may be, shall be final.
The statement shall briefly indicate against
(5) A Civil Court shall not entertain a suit to
each infringement the reasons for its continuance
recover compensation for any tree felled or otherwise
together with reference to the sanction of Railway
dealt with under this section.”
Board/ Commissioner of Railway Safety. The
Divisional Engineer after scrutinising the yearly 223. Side drains. Catch water drains and
returns will issue necessary instructions to the Water-ways – The Permanent Way staff shall keep
Assistant Engineer. Important items should be all side drains and catch water drains clear. They
referred to the Chief Engineer. should ensure that the outfalls of these drains and
the water-ways of all Bridges and Culverts are kept
222. Felling of trees obstructing view –
free from obstruction. The spoils from cleaning drains
Trees and bushes that interfere or tend to interfere
or cuttings should not be deposited at a place from
with the view from a train or trolly, of signals or level
where it is likely to be washed back into the drains.
crossings or along the inside of curves, shall be cut.
When cut, it should be ensured that they do not foul
the track.
When trees and bushes require to be cut in
terms of sub-para above, on private lands, action
should be taken as laid down in Section 15 of the
Indian Railways Act reproduced betow :
24
ANNEXURE-2/1 PARA 202
RAILWAY MAP OF INDIA

BROAD GAUGE
SHOWING GROUP
‘A’ AND ‘B’ ROUTES
PATHANKOT
•
KALKA
•
LUDHIANA •
• AMBALA
•
MORADABAD
NEW DELHI •
MATHURA •
ARS
OI
• l JALPAIGURI
•
LACKNOW FARAKA B
•
KANPUR • ARI
MALDA TOWN
•
ALS NA
GH
MU PAT
JHANSI • • • • • KIU
L
•
BARHARWA
•
ALLAHABAD
•RATLAM VARANASI
•
GAYA
AD
EDB SITARAMPUR
AHM
• •
•
KHANNA
BHOPAL • •JABPALPUR BARDWAN
• VADODARA •
HOWRAH
• ITARSI
TATANAGAR
BILASPUR • •
• KHARAGPUR
•
• • •
NAGPUR
•
BHUSAVAL
CUTTAK
•WARDHA RAIPUR
• • KALYAN
• PUNE
MUMBAI
• WALTAR
SECUNDERABAD • KAZIPET
•
WADI •
VIJAYWADA •
•RAICHUR
GUNTAKAL•
•GOOTY •
DHARMAVARAM •
BANGALORE ARKONAM • • • CHENNAI

l CHENNAI BEACH
JOLARPETTAI •
SELUM
• • l
DINDIGUL
•
COIMBATORE
SHORANPUR
LEGEND :
•ERNAKULAM
1. GROUP ‘A’
2. GROUP ‘B’ - - - - - - - - - -
25
RAILWAY MAP OF INDIA

METRE GAUGE
SHOWING GROUP
‘Q’ ROUTES
KATHGODAM
•
•
DELHI
•
BHOJIPURA
•RINGUS •REWARI
RATANGARH
• •
• •↓ •↓ •
MATHURA
•AGRA
DENGANA
• •LUCKNOW
•
BANDIKUI
JODHPUR AJMER
JAIPUR
PHULERA
• RATLAM
• AHMEDABAD
BHAVNAGAR
• •
KHANDWA
MIRAJ •
••
HUBLI
LONDHA
•
BANGALORE
•
CHENNAI BEACH
LEGEND :
•
VILLUPURAM
TIRUCHIRAPALLI
•• ↓
1. GROUP ‘Q’ ------
• l THANJAVUR
MADURAI DINDIGUL
26

GANG CHART
DIVISION____________SUB-DIVN._____________PWI_______________
SUB SEC.___________ SECT BET_____________AND__________
1 CH ART FO R G AN G N o __ ___ ___ __ ___ O V E R H A U LIN G W ORK SET

W ORK DO NE
2 K ILO M E T R E __ ___ ___ __ ___ O R D IN A R Y W ORK SET TP
T H R O U G H PA C K IN G W ORK DO NE TP
3 M AT E (N A M E ) __ ___ ___ __ ___ P IC K IN G U P W ORK SET

SLAC KS W ORK DO NE
4 GANG STRENGTH __ ___ ___ __ ___ AT T E N T IO N T O P T S . W ORK SET

& X IN G W ORK DO NE
5 R A ILS __ ___ ___ __ ___ P R E TA M P IN G W ORK SET P RT

O P E R AT IO N W ORK DO NE P RT
6 SLEEPER S __ ___ ___ __ ___ M A C H IN E TA M P IN G W ORK SET MT

O P E R AT IO N W ORK DO NE (M T )
7 FA S T E N IN G S __ ___ ___ __ ___ P O S T TA M P IN G W ORK SET PO T
O P E R AT IO N W ORK DO NE PO T
8 D E P T H O F B A LL A S T C U S H IO N __ ___ ___ __ ___ M IS C /S Q U A R IN G W ORK SET

B E LO W S LE E P E R (m m ) JO IN T S W ORK DO NE
9 D E E P S C R E E N IN G __ ___ ___ __ ___ C L E A N IN G S ID E W ORK SET SD
D R A IN S W ORK DO NE SD
10 O V E R H A U LIN G __ ___ ___ __ ___ AT T E N T IO N T O W ORK SET CR
C E S S R E PA IR S W ORK DO NE CR
11 D E S T R E S S IN G __ ___ ___ __ ___ P U LL IN G B A C K W ORK SET

CREEP W ORK DO NE
12 G A P S U RV E Y & R E C T IF IC AT IO N __ ___ ___ __ ___ R E A L IG N M E N T O F W ORK SET

CU RVES W ORK DO NE
13 D E TA ILS O F C U R V E S /B R ID G E S __ ___ ___ __ ___ C A S U A L S LE E P E R W ORK SET C SR

(C S R )
RENEWAL W ORK DO NE
14 L -X IN G & S E J __ ___ ___ __ ___ C A S U A L R A IL W ORK SET CRR

RENEWAL W ORK DO NE CRR
O V E R H A U LIN G O F L W ORK SET (L C )
X IN G W ORK DO NE (L C )
ATTENDANCE SIGNALLED LOOP LINES T/OUTS ON RUNNING LINES
M K G TOTAL KILOMETER LOOP No. T/OUT No
KM KM KM KM KM KM KM
27
ANNEXURE 2/4 PARA 211
Rail section Colour Indigenous Imported

/UTS
60 kg/90 Yellow
60 kg/72 Yellow
52 kg/90 Green
52 kg/72 Green
90R/90 Red
90R/72 Red
75R/90 Sky Blue
75R/72 Sky Blue
60R/90 Blank
60R/72 Blank
Others To be decide
by Rly.
Sleepers
PSC-60 KG Green
PSC-52 KG Green
S.T. Yellow
C.S.T.-9 Red
Wooden Black
1. TYPE OF WELDING :
S.W.P. 3 RAIL PANEL ..........................................................
S.W.P. 5 RAIL PANEL ..........................................................
L.W.R. .................................................................................... WWWWWWWW
C.W.R. ................................................................................... XXXXXXXX
2. TRACK RENEWAL WORKS POSITION :
APPROVED T.R.R. UP TO 83-84 ........................................
APPROVED T.R.R. FOR 84-85 ............................................
130
135
140
145
150
155
160
165
170
175
180
185
190
195
200
205
210
215
123456
S. RLY. S.C.RLY. APPROVED T.S.R. UP TO 83-84 .........................................
123456
GUDUR KM. 136.04 NELLORE KM. 174.36 BITRAGUNTA PROPOSED T.S.R. FOR 84-85 ............................................
KM. 208.25
3. WORKS COMPLETED T.R.R. UP TO 01-04-83 ..................
UP LINE (‘A’ ROUTE) WORKS COMPLETED T.S.R. UP TO 01-04-83 ...................
KM. 136.04
GUDUR
4. ROARING OF RAILS ............................................................

134.30
135.00
136.20
137.40
144.80
145.80
153.20
173.00
173.80
175.13
176.00
177.63
179.13
179.82
183.00
183.25
185.30
186.47
189.35
191.53
194.27
201.40
202.50
205.00
207.30
209.20
210.00
211.27
212.00
213.07
5. FORMATION TREATMENT .................................................. mmmmmm
KILOMETERS 6. PERMANENT SPEED RESTRICTIONS ............................... Km/h
52KG
RAILS YEAR OF ROLLING
YEAR OF LAYING 68 79 1975-76 79 1976-78
TYPE OF WELDING XXXXXXXXX XXXXX XXXXXXXX XXXXXXXXXXXXXXXXXXXXXXXXXXX XXXXXXXXXXXXXXX SOUTH CENTRAL RAILWAY
W CST-9 W ST PSC W PSC CST-9 CE’s OFFICE / DRG. No. G. M. (W), S. C. / G. L.
YEAR OF MANUFACTURING 81-82
SLEEPER
YEAR OF LAYING 1968 1971-72 59 1978-79 1981-82 1976-79 1977-78 1979 1977-78 79-80 71 1982 74-75 SHEET No. ..................
SLEEPR DENSITY M + 4-7 M + 7
BALLAST CLEAN mm TRACK DIAGRAM (B. G.)
CUSHION - 50 100 50 250 250 300 100 100 250
CAKED 150 200 150 200 - - - 150 100 -
CORRECTION UP TO 31.03.1983
APPROVED / PROPOSED TRR
APPROVED / PROPOSED TSR PSC W CST

83-84 83-84
PSC
77-78
GUDDUR - VIJAYAWADA SECTION
ROARING RAILS
TRAFFIC DENSITY (GMT PER YEAR)
SCALE : 1 Cm. = 2.5 Kms.
FORMATION TREATMENT
PERMANENT SPEED RESTRICTIONS FOR C. E.

SECTION OF P.W.I.’S N L R B T P R
28
29
PART ‘B’ planes, fish bolts for tightness. If rails on curves wear
at an unusually rapid rate, lubrication of the gauge
Regular Track Maintenance
face should be done. Rust and dust must be
224. Through Packing: Conventional removed from the corroded rails by using wire
Maintenance By Beater Packing :– (1) General: brushes; kinks in rails should be removed by
Through packing shall consist of the following jimcrowing.
operations in sequence. The length of track opened (ii) Sleepers should be inspected for their
out on any one day shall not be more than that can condition and soundness particularly at the rail seats.
be efficiently tackled before the end of the day: In case of wooden sleepers, plate screws, spikes
(a) Opening of the road. and fang-bolts should be examined for their firm grip.
Sleepers should be checked for split and decay.
(b) Examination of rails, sleepers and
fastenings. In case of cast iron sleepers, the condition and
firmness of cotters and keys should be examined.
(c) Squaring of sleepers.
Loose keys should be tightened by providing liners
(d) Slewing of track to correct alignment. or replaced by appropriate oversized keys. In the
(e) Gauging. case of wear in the rail seat of CST. 9 plates, suitable
(f) Packing of sleepers. pad/saddle plates may be provided. Fastenings and
fittings should be examined to ensure that they are
(g) Repacking of joint sleepers.
in good order, appropriately tightened so that they
(h) Boxing of ballast section and tidying. firmly hold the rails. Broken ones should be replaced
Through packing is best done continuously immediately.
from one end of a gang length towards the other. (c) Squaring of sleepers :– Gauge variations
(2) Each of the above operations should be and kinks inevitably result from sleepers getting out
carried out as detailed below :– (a) Opening of Road: of square.
Ballast should be opened out on either side of the (i) The spacing of sleepers on the sighting
rail seats to the extent shown hereunder to a depth rail should first be checked and correctly chalk-
of 50 mm. below the packing surface without marked. Corresponding marks should then be made
disturbing the cores under the sleepers: on the other rail using the square at every point. The
(i) Broad Gauge : End of sleepers to 450mm. core of sleepers that are out-of-square should then
inside of the rail seat. be ‘picked’ with the pick ends of beaters, the
fastenings loosened and the sleepers levered and
(ii) Metre Gauge : End of sleepers to 350mm.
squared to correct position.
inside of the rail seat.
(ii) Squaring should be done by planting the
(iii) Narrow Gauge (762mm.) : End of sleepers
crow bars firmly against the sleeper and pushing it.
to 250mm. inside of the rail seat.
Under no circumstances should sleepers be
In case of cast iron plate or pot sleepers, the hammered. Sleepers that are squared should be
opening out should be to the extent of the plates or regauged immediately, the fastenings tightened and
pots to enable packing being done conveniently. repacked.
The ballast should be drawn by powrahs/ (d) Slewing of track to correct alignment: -
shovels outwards and inwards i.e., that portion of (i)Heavy slewing will only be required during
the ballast on the outside of the rail should be drawn realignment of curves when it will be necessary to
outwards, the portions between the rails being drawn loosen the rail, joints and in case of steel sleepers
towards the centre, care however, should be taken and cast iron sleepers to loosen the fastenings, the
to see that the ridge between the rails does not project packing cores being broken with the pick-ends of
more than 50mm. above rail level. beaters. Slewing for normal maintenance will be of a
(b) Examination of Rails, Sleepers and small order and should be done after opening out
Fastenings – (i) Rails should be examined, the the road, loosening the cores at ends and drawing
underside for corrosion, the ends for cracks, the head out sufficient ballast at the ends of the sleepers.
for top and side wear, rail joints for wear on the fishing
30
(ii) Slewing of track shall be directed by the Note : These tolerances are with respect
Mate who on straights should sight the rail from a to nominal gauge of 1676 mm.
distance of 30 to 60 metres. On curves, he should Metre Gauge
sight the outer rail. Slewing is best done in the
a) On straight -3mm to +6mm
morning unless it is cloudy, as later on, sighting
conditions become unfavourable. b) On curves with radius
290 m or more -3mm to +15mm
When slewing, the crow bars should be
c) On curves with radius Upto +20mm
planted well into the ballast at an angle not more than
30 degrees from the vertical; otherwise lifting of the Less then 290 m
track may result. Note : These tolerances are with respect to
nominal gauge of 1000mm.
(e) Gauging :– (i) Preservation of gauge is an
important part of track maintenance especially Narrow Gauge
through points and crossings. For good riding, the
a) On straight -3mm to +6mm
basic requirement is uniform gauge over a
continuous stretch of track and such gauge should b) On curves with radius -3mm to +15mm
be allowed to continue so long as it is within the of more than 175
permissible limits of tightness or slackness. metres
(ii) Gauging should only be done after ensuring c) On curves with radius Upto +20mm
that sleepers are truly square. Standard keying less than 175 metres
hammers shall always be used. Beaters and heavier Note : The above tolerance are with respect
hammers should not be used, as this causes to nominal gauge of 762mm.
overdriving of keys and strained lugs on metal
(f) Packing of sleepers ( i ) The aim of packing
sleepers.
is to have each sleeper firmly and uniformly packed
(iii) The track gauge should be held firm with to ensure that the rails are at their correct relative
one lug against the base rail, and the other end being levels i.e., level on the straight track and to the
swivelled over the opposite rails. The tightest position required cant on curves and that no sleeper has any
obtained determines the correct point to test the void between it and its bed.
gauge. The gauge should not be forced as that
(ii) Before packing is commenced, it is
causes considerable wear on the gauge lug.
necessary to ensure that the chairs/bearing plates
(iv) The track gauge should be adjusted to are firmy fixed to the sleepers and the rails are
correct gauge on the rail opposite to the base rail. bearing on the chairs/ bearing plates. In case of rails
The required slackness on sharp curves should be resting directly on sleepers it should be ensured that
attained by using liners of the requisite thickness there is no gap between the bottom of the rail and
against the lug of the gauge in the case of ordinary top of the sleeper.
track iron gauge.
(iii) The base rail shall be sighted by the Mate
(v) While it is desirable to maintain correct with eye along the lower edge of the head of rail and
gauge, where due to age and condition of the any dip or low joint lifted correctly. The adjacent
sleepers, it is not possible to maintain correct gauge, sleepers should then be packed and the top checked.
it is good practice to work within the following After two rail lengths have been attended to, the rail
tolerances of gauge, provided generally uniform on the other side should be brought to the correct
gauge can be maintained over long lengths: level by checking cross level with the straight edge
and spirit level or gauge-cum level at every rail joint
Broad Gauge
and at every fourth sleeper. The next two rail lengths
a) On straight -6mm to +6mm should then be taken up and the process continued.
b) On curves with radius -6mm to +15mm (iv) No joint or dip should be lifted higher than
350 m or more the proper level in the expectation that it will settle to
the correct level. Instead it will settle more under
c) On curves with radius upto +20mm
traffic as a result of being high and cause rough
less than 350 m
running.
31
(v) Having aligned the track and adjusted the checked by the Mate by tapping with a wooden
‘top’ the Gangmen should be distributed in batches mallet or a canne-a boule. A hollow sound would
of two for packing all sleepers in a systematic indicate defective packing which should be attended
manner, commencing from one end. Four men to again.
should deal with every sleeper successively, two at (xi) As soon as the packing is completed, slight
each rail seat. The ballast under the sleeper should distortions in alignment and top should be checked
be packed by the men standing back-to-back and and corrected by the Mate, the sleeper disturbed for
working their beaters diagonally under the rail seat this purpose being finally repacked.
at the same time to ensure firm packing.
(g) Repacking of joint sleepers: The joint and
(vi) It is important that men should thoroughly
‘shoulder’ sleepers should be repacked, before
‘break’ the cores with the pick-ends and then use
boxing is done and the cross-levels at joints checked.
the blunt-ends (head-ones), as otherwise, uniform
The rail joint being the weakest portion, firmness of
packing will not be achieved and elasticity of the road-
its support is essential.
bed affected. After packing the rail seat the packing
should be continued outwards and inwards to the (h) Boxing to Ballast section and Tidying – (i)
requisite extent on each side of the rail seat i.e., end After completing the preceding operations in
of the sleeper to 450 mm. inside on the B.G. and sequence, clean ballast should be worked in with
end of sleeper to 350 mm. inside on the M.G. and ballast forks or rakes. The ballast section should be
end of sleepers to 250 mm. inside on the N.G. (762 dressed to the specified dimensions, a template
mm.). The beaters should not be lifted above the being used for the purpose. Hemp cords 6 mm. dia.
chest level, the strokes being kept as nearly of sufficient length should be used for lining the top
horizontal as possible. Care must be taken to avoid and bottom edges of the ballast section. Where the
forcing under the sleeper any stones so large as to quantity of ballast is inadequate, full section of ballast
cause uneven bearing and to avoid striking the edges should be provided near the rail seat, the deficiency
of the sleepers and timbers. All men should aim to being reflected along the centre of the track and not
work the beater from the same height (chest level) under the rails or in the shoulders.
so that the sleepers are uniformly packed. Higher or (ii) The cess should then be tidied up. Where
lower lifting of the beaters results in uneven earth ridging is existing at the edge of the bank, this
compactness. should be removed. Cess should be maintained to
(vii) In case of steel trough and wooden the correct depth below rail level according to the
sleepers, packing under the rail seat causes the ballast-section and formation profile. Too high a cess
ballast to work towards the center. Before final affects drainage; too low a cess results in ballast-
dressing is done, it should be ensured that no sleeper spread and wastage.
is centre-bound by working the pick-ends over the
225. Maintenance By Measured Shovel
central range. Centre bound sleepers cause vehicles
Packing – Deleted.
to roll from side to side.
(viii) In the case of CST. 9 sleepers it should 226. Track Maintenance by Machines –
be ensured that the end pockets or bowls are filled (1) General - Mechanical maintenance of track
with ballast and the main packing should be done at involving use of “on track machines” should be
corners. The central flat portion of the plate should planned, on long continuous lengths.
not be packed hard but only tamped lightly. On pot (2) Pre-requisites to introduction of mechanical
sleepers the ballast should be punned through the maintenance – (a) A minimum depth of 150 mm. of
holes provided at the top of the pot and rammed in clean ballast is recommended for the proper
with crow-bars. functioning of the tie tampers. Adequate ballast
(ix) Care must also be taken while packing to should be available in the shoulders and cribs.
ensure that the work does not result in the sleepers (b) For this purpose, planning and execution
adjoining those being packed, lifted off their bed, thus of deep screening of ballast where required, as well
creating artificial voids under them. as running out of ballast, should be done well in
(x) The packing on the inside and outside at advance.
every rail seat should, before boxing the track, be
32
(c) These machines require line occupation (i) Adjusting creep and expansion gap in
and availability of blocks for their working. It is rails.
desirable for these machines to be given a single (j) Examination of rails for cracks etc.
block of at least 4 hours per day or two separate
(k) Realigning of curves which are badly
blocks of 2½ hours each, for better working. It is
out of alignment.
necessary to have longer blocks, so that the net
available time for working on the line is as high as (l) Clearing of ballast on sleepers to make
possible. On the double line section, temporary them visible to the operator.
single line working may be introduced whenever (m) All obstructions such as signal rods,
possible. Diversion of some trains along alternative cables, pipes, level crossing check
routes may also be resorted to, wherever possible. rails, etc., likely to be damaged by the
An ideal situation would be to provide for time tampers should be clearly marked and
allowance for working the machines in the working made known to the tamping operator
time table. The block time should be interpolated in before he starts work. Tight overhead
the master chart for passenger and goods trains that clearance should also be brought to his
is prepared with every change in time table. It is as notice; the beginning and end of
much the responsibility of the Operating Department transitions should be marked. Super
as that of the Engineering Department to ensure elevation should be marked on every
provision of adequate time for economical working second sleeper so that it can guide the
of machines. For this purpose it is desirable to frame operator for levelling up correctly.
a programme of working the machines in
(4) Attention during Tamping: – The following
consultation with the Operating Department.
points should be observed by the machine operator
(d) Sanction of the Commissioner of Railway and the Permanent Way Inspector :
Safety is to be taken before introducing any new type
of ‘on - track’ machine on a section. (a) The tamping depth i.e. gap between the top
edge of the tamping blade and the bottom edge of
(3) Pre-tamping attention – To achieve good the sleeper in closed position of the tamping tool
results the P.W.I. should carry out the following should be adjusted depending on the type of sleepers.
preparatory work before taking up the tamping: This is particularly important in the case of steel
(a) Ballasting where there is shortage of trough sleeper because of its shape. Care should
ballast. be taken to ensure that tamping tools are inserted
(b) Heaping up of ballast in the tamping centrally between the sleepers into the ballast to
zone, to ensure effective packing. avoid any damage to the sleepers.
(c) Making up of low cess. (b) The tamping (squeezing ) Pressure should
(d) Cleaning of pumping joints and be adjusted according to the track structure, as per
providing additional clean ballast, where the recommendations of the manufacturer.
necessary. (c) The number of insertions of tamping tools,
(e) Attending to Hogged joints before per sleeper tamped, varies with the type of sleeper -
tamping. (i) CST-9 sleepers and steel trough
(f) Tightening of all fittings and fastenings sleepers require tamping twice before
like fish bolts and keys, splitting of passing on to the next sleeper.
cotters, and replacement of worn out (ii) Wooden Sleepers - Normally one
fittings. insertion upto 20 mm. Lift and two
(g) Renewing broken and damaged insertions for lifts above 20 mm may
sleepers. suffice. One additional insertion for joint
(h) Squaring of sleepers and spacing sleepers will be required.
adjustment; regauging to be done as (iii) Concrete Sleepers-Generally one
necessary. insertion is adequate. Two insertions
may be necessary if the lift is above 30
mm.
33
(d) While Tamping CST-9 and Steel Trough in proper working order.
Sleepers, it should be checked that the keys are (f) The machine should never be run at
properly driven and they are tight. a speed higher than that permitted/
(e) The shoulders should be compacted along sanctioned by the Commissioner of
with tamping, where separate provision for shoulder Railway Safety.
compaction is available. (g) While passing trains, on adjacent
(f) A run-off ramp of 1 in 1000 should be given track(s) on double / multiple lines, it
before closing the day’s work. should be ensured that no part of the
tamping machine is fouling the other
(5) Post Tamping Attention – The Permanent track.
Way Inspector shall pay attention to the following
(h) The prescribed schedules of
points :
preventive maintenance should be
(a) As some of the rigid fastenings might adhered to. Suitable maintenance
get loose, tightening of fittings should organisation should be created in the
be done immediately after tamping. Railways as necessary. Sufficient
(b) Any broken fitting should be replaced. spares should be arranged. An
(c) It is preferable to check gauge and assessment of requirement of
do gauging, wherever necessary, spares, based on the experience
after tamping. should be made.
(d) Proper quality check of work done by 227. Systematic Overhauling – (1)
tamping machine is important. Sequence of operations- Overhauling as described
Immediately after the tamping work, briefly in para 203 (2) should consist of the following
the track should be checked, in operations in sequence :–
respect of cross levels and
(a) Shallow screening and making up of
alignment, and action taken as
ballast.
considered necessary.
(b) All items attended to, while doing
(e) The ballast should be dressed neatly
through packing as detailed in Para
and proper consolidation of ballast
224 (1).
between the sleepers should be
done. (c) Making up the cess.
(6) General Notes on Working by Machines.: (2) Shallow Screening and making up of Ballast
(a) As far as possible machines should –
be worked in pairs in the same block (a) For good drainage periodical screening of
section to make effective use of ballast is essential.
block. (b) In the case of manual maintenance, the crib
(b) Where shoulder and crib compacting ballast between sleepers is opened out to a depth of
equipment is available with tie 50 to 75 mm. below the bottom of sleepers, sloping
tamping machine, the same should from the centre towards sleeper end. For machine
invariably be used. maintained section, the crib ballast in the shoulders
(c) Only trained and experienced should be opened out to a depth of 75 to 100mm.
persons should be deputed to man below the bottom of sleepers, sloping from the centre
the machines. towards sleeper end. The ballast in the shoulders
(d) While stabling the machine, it should opposite to the crib as well as the sleepers is removed
be ensured that all the locking devices to the full depth. A slope is given at the bottom sloping
are properly secured and the away from the sleeper end. The ballast is then
switches are put ‘off’. screened and put back. Care should be taken to see
(e) Before putting the machine into that the packing under the sleepers is not disturbed
commission all the devices should be and the muck removed is not allowed to raise the
checked and made sure that they are cess above the correct level.
34
(c) Two contiguous spaces between sleepers Machines Manual. These machines shall be
should not be worked at the same time. deployed to carry out the following jobs:
(d) Screening should be progressed in alternate (a) Systematic tamping of plain track as
panels of one rail length. In no circumstances should well as Points & Crossings;
several rail lengths of track be stripped of ballast.
(b) Intermediate tamping of plain track as
(e) Where drains across the track exist, they well as Points & crossings;
should be cleaned and filled with boulders or ballast
(c) Shoulder ballast cleaning;
to prevent packing from working out and forming
slacks. (d) Ballast profiling/redistribution;
(f) After screening, full ballast section should (e) Track stabilization;
be provided, extra ballast being run out previously (f) Periodical deep screening.
for the purpose. Work should be commenced after (3) Mobile Maintenance Units–
making sure that the ballast will not be seriously
deficient. Deficiency, if any, should be shown in the (a) The mobile maintenance units (MMU)
central portion of sleeper and this also should be shall consist of two groups:
made up soon. (i) MMU-I : One for each PWI's section.
(3) Through packing of track – The detailed (ii) MMU-II: One for each sub-division
operations are described in Para 224. Through (b) The functions of MMU shall be as
packing may be done either by conventional beater below:
packing, or by using machines. MMU-I - (Rail-cum-Road Vehicle based)
(4) Making up of Cess – Cess when high one with each PWI incharge with a
should be cut alongwith overhauling and when low jurisdiction of 40-50 Kms double line
should be made up. A template should be used for or 90-100 Kms single line:
this purpose. (i) Need based spot tamping;
(5) General – Overhauling should be completed (ii) In-Situ rail welding
before the end of March. In the case of L.W.R. (iii) Casual Renewal and repairs except
territory, the provisions in L.W.R. Manual should be planned renewals
followed. (iv) Overhauling of Level Xings
(6) Screening in Welded area – In the case of (v) Replacement of glued joints
S.W.R. area screening may be carried out at rail (vi) Rail cutting/drilling and chamfering
temperatures and conditions as detailed in Para 509. (vii) Permanent repairs to fractures
228. 3-tier system of track maintenance :– (viii) Creep or gap adjustments involving
(1) 3-tier System of track maintenance shall be use of machines
adopted on sections nominated for mechanised (ix) Destressing of LWR/CWR
maintenance. This shall consist of the following 3 (x) Loading/Unloading of materials
tiers of track maintenance: (xi) Any other functions assigned.
(i) On-track machines (OMU)
(ii) Mobile Maintenance Units (MMU) MMU-II - (Road Vehicle Based ) one with
(iii) Sectional Gangs each sub division
(i) Reconditioning of Turnouts
(2) Large track machines for track (ii) Minor repairs to the equipments of
maintenance include Tie-tamping machines for plain MMU
track and points and crossings, shoulder ballast
cleaning machines, ballast cleaning machines, ballast (c) The MMU shall be equipped with the
regulating machines and dynamic track stabilizers. following equipments. These equipments shall be
These machines shall be used as per the various used according to the working instructions, as and
instructions issued in Indian Railways Track when issued.
35
List of equipments for MMU-I: (I) Gas Cutting Equipments with

(A) Communication Equipment Accessories: 1 set.
1. Walkie Talkie 4 sets List of Equipments for MMU-II:
2. Portable field telephones 4 sets
(A) Points and Crossing Reconditioning
(B) Rail Cutting/Drilling Equipment
Equipment :
3. Disc Cutter 1
1. Welding Generator 1 set
4. Rail Cutting Machine 1
5. Rail Drilling Machine 1 2. Arc Welding Equipment 1 set
6. Chamfering kit 1 3. Hand Held Rail Grinder 2 sets
(C) Rail Welding Equipment (B) For Minor Repairs to Equipments:

7. Rail Welding Equipment 2 sets 4. Spanner of sizes 2 sets
8. Weld Trimmer 1 set 5. Turfer 2
6. Files of Sorts 2 sets
9. Rail Profile Grinder for
7. Bench Drill 2
welded joints 1 set
8. Vice Bench 2
(D) Spot Tamping with Lifting Lining 9. Bench Grinder 2
10. Off Track Hand Held
Tamper with Generators 1 set (4) Sectional Gangs:
11. Lifting Jack-hydraulic/ The sectional gangs, under 3-tier
mechanical 4 sets system of track maintenance shall
12. Lifting-cum-Slewing perform the following functions:
Device 2 sets (a) Patrolling of track:
(E) Destressing Equipment (i) Keyman's daily patrol
13. Rail Tensors- Hydraulic/ (ii) Hot/cold weather patrolling
mechanical 2 sets (iii) Monsoon Patrolling
(b) Watching vulnerable locations
14. Rollers, wooden mallets 1com-
plete set (c) Attention of emergencies viz. temporary
for repairs of fractures.
Destre- (d) Need-based attention to bridges,
ssing 3 turnouts, SEJs and approaches of
Km LWR level crossings.
(e) Greasing of ERCs, lubrication of
(F) Inspection Gadgets joints, casual changing of rubber pads
15. Inspection Kit 1 No. and other fittings
16. Gauge cum Level 1 No.
(f) Minor cess repairs
17. Rail Thermometer 1 No.
(g) Cleaning of drains and boxing of ballast
18. Vernier Calipers 1 No.
19. Micrometer 1 No. (h) Attention to loops
(i) Creep and gap adjustment not involving
(G) Material Handling Equipment use of machines
20. Rail Dolly 6 No. (j) Cleaning of crib ballast for effective cross
21. Mono Rail Wheel Borrow 2 No. drainage
(H) Safety and Protection Equipments (k) Pre & post tamping attention
22. Warning System (l) Assistance to MMU & OMU as required
23. Red Banner Flag (m) Any other functions assigned.
24. Red Hand Signal Flag
25. Green Hand Signals Flag
26. Detonators
36
229. Picking up Slacks – Slacks usually of the portion of track they are attending to, whether
occur on stretches of yielding formation on high banks through packing or picking up slacks and observe
and cuttings, on approaches of bridges, on badly the movement of sleepers under load.
aligned curves, where ballast is poor in quality or
Immediately after the passing of train, loose
quantity or where drainage is defective. Attention to
sleepers should be marked, packed uniformly and
slacks should be need based, need for the same
the packing tested. In respect of other trains, the Mate
being determined by inspections and results of track
and the Gangmen should observe the sleepers near
recording. Picking up slacks shall be done where
where they are working and take similar action. Firm
the alignment is kinky or top level is uneven and the
and uniform packing is the primary need for good
track has to be restored to normal condition quickly.
track maintenance.
The quantum of work turned out by a gang during
the day will depend on the extent of slacks. In all 231. Sample of standard section of track
cases sighting is done, the defects assessed and – At or near the commencement of each gang length
marks made on sleepers to be dealt with in chalk. between stations a sample of three rail lengths of
The marked sleepers should then be dealt with as in track should be maintained to accord with all
through packing care being taken to see that the standards laid down –
packing of adjacent sleepers does not get disturbed. (a) Formation of standard width and level
In case a large percentage of sleepers needs below rail.
attention in a rail length, the entire rail length should
(b) Clean ballast of correct size, quantity and
be attended to. The marking of defects shall be as
cross section.
indicated below :
(c) Correct alignment, level and gauge.
Defects Symbol Place of indication (d) Sleepers and fastenings in good
condition.
Cross levels C-2 On the sleeper inside The object of the sample track is to indicate
gauge face. the standard to which the track should be maintained
Loose packing H or P On the sleeper outside throughout the gang length.
the gauge face
Gauge O± On the sleeper inside 232. Checking work of Gangs by
Permanent Way Inspectors – (1) Examination
the gauge face
of Gang’s Work– The work done by a gang either on
Unevenness → ← On the rail web on
the previous day or during the interval when the
gauge face side
↓ Permanent Way Inspector is next with the gang
Alignment → On the foot of rail should be examined for alignment, surfacing and
inside the gauge face boxing throughout. The Permanent Way Inspector
It is imperative that when joints are picked up, should inspect rails and sleepers and their fastenings
at least three sleepers on either side of the joints are and check cross levels, gauge, squareness of
packed. Picking up slacks may be done, by sleepers, packing, joint maintenance, profile of ballast
conventional method or by off-track tampers. In the and depths of cess below rail level. The Mate’s
case of a low joint, the fish plates should be slightly Muster Sheet should be checked and initialled.
loosened and the joint tapped, so that the rail ends Instructions to the Mates should be recorded in the
are, rendered free and are capable of being lifted. gang diaries.
After the joint is thoroughly packed the fish plates (2) Examination of tools and equipment - (a)
should be tightened again. The Permanent Way Inspector should examine
every month and replace, when necessary, worn out
230. Observance of Sleepers under
tools and equipment.
passage of traffic – During the passage of the
first and last trains within working hours, the Mate (b) He should check the accuracy of the spirit
and Gangmen at the work site should stand on the level/gauge and straight edge every month, the result
cess each about one rail-length apart on either side of this examination being entered in the Mate’s diary
book.
37
(c) Each gang should have the following (2) Correct level pegs should be fixed at
minimum equipment: suitable intervals, before lifting is commenced.
(i) Level-cum-gauge. (3) Heavy lifting should always be carried out
(ii) One set of hand signal flags, red and under suitable speed restriction and under the
green (2 hand signal lamps protection of corresponding engineering signals.
at night). Lifting should not exceed 75 mm. at a time so as to
(iii) 12 detonators. allow proper consolidation. The easement gradient
(iv) Steel scale 30cm. long. for the passage of trains should not be steeper than
25 mm. in one rail length of 13 metres. The operation
(v) Straight edge 1 metre long.
should be repeated until the required level is attained
(vi) Square. when the track should be finally ballasted, through
(vii) Hump chord. packed and boxed, the cess being made up to proper
(viii) Keying and spiking hammer. level.
(ix) Marking chalk. (4) Lifting should commence from the down
(x) Rail thermometer. hill end carried out in the direction of rising grade in
(xi) Sufficient No. of shovels, Phowrahs, case of single line. It should proceed in the opposite
beaters, crow-bars, Ballast-forks or direction to traffic, in case of double line, care being
rakes, mortar pans or baskets. taken not to exceed the easement grade.
(xii) Wooden mallet or Canne-a-Boule. (5) While lifting track under bridges and
(xiii) Feeler gauge. overhead structures and in tunnels it should be
(3) Instructions and Tuition – The permanent ensured that there is no infringement of standard
Way Inspector should ensure that every man in each dimensions.
gang is aware of the following rules in which the men (6) In case of curves, it is usual to set the inner
should be examined periodically and on appointment, rail to the correct level and grade and to raise the
promotion or transfer :– outer rail to give the required superelevation, care
(a) Protecting the lines in an emergency being taken to see that the cant gradient is within the
or during work affecting the running of permissible limit.
trains.
234. Lowering of Track – (1) Lowering of
(b) Method of fixing and safety range of the track should not be resorted to except where it
detonators. can not be avoided and if resorted to, it should be
(c) Showing of signals with or without hand done under suitable speed restriction and under the
signal flags during day and with hand protection of Engineering signals.
signal lamps during night.
(2) When lowering is to be done, trenches
(d) Action to be taken when a train is should be made across the track at every 30 M. to
noticed to have parted. the final level in order to give a continuous indication,
(e) ‘Safety first’ rules. while the work is in progress. The ballast should be
(f) Patrolling of the line during heavy rains removed sufficiently far away from the track to
/storms and hot weather on LWR prevent it getting mixed up with excavated material.
lengths.The Permanent Way Inspector (3) The procedure is to clear the spaces
should instruct the men in the proper
between the sleepers, then slightly lift the track, break
use of tools and upkeep of the road.
the packing beneath and level it into the space
The instructions should not be of a
between sleepers. This material is then removed
casual nature; they should be
and the operation repeated until the final level is
demonstrative.
reached. The road should then be ballasted, through
233. Lifting Of Track – (1) Lifting of track packed and boxed, the cess being cut down to
will become necessary during regrading and for proper level.
elimination of minor sags, which develop through
improper maintenance or yielding soil, to keep a good
top.
38
(4) Lowering as in the case of lifting, should be (d) Correct spacing of sleepers should be
restricted to a maximum of 75 mm. at a time and ensured according to the standard lay out
the grade for passage of trains should not exceed drawings.
25 mm. in a rail length of 13 M. As opposed to lifting,
(e) There should be no junction fish plates at
lowering should be carried out in the direction of the
stock rail joints or at the heel of crossings.
falling grade.
At least one rail on either side of the Points
(5) Work of lifting or lowering of track should and Crossings should have the same
be carried out in the presence of Permanent Way section as the Points and Crossings
Inspector. assembly rail section.
235. Distance Pieces to Platform Lines – (f) Use of spherical washers at appropriate
Tracks adjacent to platforms should be provided, with places in a Points and Crossings assembly
‘distance pieces’ made of unserviceable timber fixed is very important. A spherical washer is
at intervals of about 30 M. one end of each such used to obtain flush fit of the head of the nut
piece butting against the near rail and the other of the bolt with the web of the rail, in the
against the face of the platform wall or any other switch and crossing assembly. The use of
suitable arrangement to obviate the possibility of spherical washer is necessary where the
infringement of the horizontal distance from centre shank of the bolt is not at right angles to the
of track to face of platform coping. axis of the rail. Spherical washers are used
236. Fouling Marks – (1) Fouling marks on skew side. In I.R.S. turnouts with straight
should be distinctly visible and difficult to remove. switches, these should be provided on the
left hand side invariably in the switch
(2) These should be fixed at the point at which
assembly.
the spacing between the tracks, begin to reduce to
less than the minimum as laid down in the schedule (g) The gauge and cross level measurements
of dimensions. shall be done at the nominated stations as
indicated in the proforma. The track
(3) The fouling marks should consist of a stone
geometry at the turnout should not be inferior
/cement concrete block about 1500 mm. in length,
to that applicable to the route. However,
250 mm. wide and 125 mm. thick, with the top edge
gauge just ahead of actual toe of switch shall
rounded off and the top surface white-washed or of
be as follows:
unserviciable rail pieces embedded in concrete
support & painted white. These should be laid level (i) All BG turnouts of 1:12 BG 60 kg with 10125
with the top line of the ballast section. mm O.R. curved switches (on wooden,
steel or PSC sleepers), 1:12 BG 52 Kg with
The number of wagons which can be
10125 mm O.R. curved switches on PSC
accommodated in a siding or a loop should be
sleepers and all thick web switches (52 kg/
marked on each fouling mark.
60 kg) on wooden/PSC sleepers i.e. all
237. Inspection and Maintenance of turnouts with switches having switch entry
Points and Crossings – (1) Maintenance - angle < 00°20’00" = Nominal gauge.
General- (a)Points and crossings should be laid (ii) All other turnouts excluding those (i)
without the 1 in 20 cant. above i.e. turnouts with switches having
(b) Where large number of Points and switch entry angle >
Crossings are being maintained within a 00°20’00"=Nominal gauge + 6mm.
specific area such as marshalling yards, h) The clearance, at the toe, heel of switch, at
large lay-outs of sidings, terminal stations check rail and wing rail must be maintained
etc., regular cycle of maintenance covering within the tolerances prescribed in the
all Points and Crossings should be schedule of dimensions.
organised. i) Packing under the sleepers must not be
loose/defective especially under the
(c) Cess should be low enough to permit
crossing and the switch.
efficient drainage and adequate depth of
ballast cushion should be provided.
39
(j) The chairs and fastenings and all other fittings (iv)Tongue rail should be replaced/
must be properly secured. reconditioned when vertical/lateral wear
(k) The Points and Crossings assembly, should exceeds the values laid down. The wear
be in good condition and alignment with the shall be measured at a point with 13 mm
rest of the track without kinks. head width and at the point where tongue
(l) Adequate creep anchors should be provided and stock rails are at same level. This
to arrest creep. Box anchoring of at least location is indicated in table at Annexure
one rail length ahead of stock rail is 2/6/1.
recommended. Creep posts should be Vertical Wear – 8mm for 60 kg
erected at all interlocked facing points – 5mm for 52 kg
opposite the toe of the switch and creep and 90R
should not be allowed to exceed permissible – 3mm for 75R
limits. In case of PSC sleeper layout with and 60R
elastic fastening, creep anchors need not Lateral Wear – 8mm for 60 kg
be provided. In case excessive creep is – 6mm for 52 kg
observed at such layouts, the condition of and 90R
elastic fastenings may be examined and – 5mm for 75 R
suitable action be taken. and 60R
(m) It is desirable to weld stock and lead joints (v) Wear on stock rail shall not exceed
on the Points and Crossings assembly. the limits laid down in para -302 of
(2) Maintenance of Switches – IRPWM. However, proper housing of
tongue rails is to be ensured.
(a) In case of straight switches, correct
amount of bend should be given to the Burred stock rail likely to obstruct the
stock rail on the turnout side at the lock bar, should be replaced, if
theoretical toe of switch, to avoid bad necessary.
alignment and kink. (c) Rail Gauge ties, rodding etc., hinder
(b) The condition of stock & tongue rails proper packing and ordinary beaters
should be carefully examined. Badly become ineffective. Yard gangs
worn and damaged stock and tongue therefore, should use tamping bars at
rails should be replaced by serviceable such locations.
ones. A tongue rail may be classified as (d) To check the housing of the tongue rail
worn/damaged when - and also the throw of the switch, all non -
It is chipped/cracked over small lengths interlocked points should be operated by
aggregating to 200 mm. within a distance hand lever and other points from the
of 1000 mm. from its toe (i) chipped signal frame, when traffic permits doing
length will be the portion where tongue so. If the tongue rail is found to be not
rail has worn out for a depth of more than housing properly against the stock rail,
10 mm over a continuous length of 10 the defect must be rectified by the
mm. Permanent Way Staff in case of non-
(ii) it has developed knife edged tip interlocked points and jointly with signal
(thickness of top edge being less than 2 and telecommunication staff, in case of
mm) over a length of more than 100 mm interlocked or partially interlocked points.
any where upto a distance of 1000 mm (e) Tongue rail should bear evenly on all the
from its toe. slide chairs. This will be ensured when
(iii) it is badly twisted or bent and does all the sleepers are packed properly.
not house properly against the stock rail
(f) When the tongue rail is in closed position,
causing a gap of 5mm or more at the
it must bear evenly against distance
toe, the limit described in the I.R.S.E.M.
studs or blocks.
The tongue rail can, however, be reused
after reconditioning of the broken/worn/
damaged tip by welding.
40
(g) All bolts on switches should be kept tight. welding on reaching the following wear
(h) Slight wide gauge at the toe of switch limits:
over and above the required widening to Built up/welded crossing - 6mm
house the tip of the tongue rail, may be CMS crossings - 8mm
adjusted by providing suitable steel
Note :
packing between the web of the stock
rail and the lug of the slide chair wherever (i) In case of CMS crossings, following
feasible. dimensions should be deducted (to
account for slope in casting of wing
(i) Stretcher bars connected to the pull rod
rails to 1:20 cant) from the observed
shall be maintained jointly by the wear measurements to find out the
Permanent Way Staff and the Signaxlling actual wear.
Staff. All other stretcher bars shall be
maintained by the Permanent Way for 52 kg section : 2.0mm.
Inspector. Stretcher bars insulated for for 60 kg section : 2.5mm.
track circuit purposes shall not be (ii) In case of welded heat treated
interfered with unless signal staff are crossings, the dimensions to be
present. deducted from the observed wear for
(j) Wear on switches can be reduced by finding out actual wear is as shown
lubrication of the gauge face of tongue on the relevant layout drawing.
rail. (f) In the case of steel trough sleepers used
(k) On wooden sleeper layout assembly, the in crossings, use of wooden blocks
slide chairs should be fixed to timbers added to the contour of the underside of
by plate screws; Round spikes should sleepers, strengthens the support and
not be used for this purpose. helps in better maintenance. However,
for sleepers strengthened by providing
(3) Maintenance of Crossings – steel ribs on their underside, use of
(a) If any damage to the nose of crossing is wooden block is not required.
noticed, its cause must be traced, which (4) Maintenance of lead portion and turn in
may be due to tight gauge or due to curve–
excessive clearance at the check rail.
(a) The leads and radii of turnout should be
(b) If wing rails or check rails are badly worn correct according to the section of the
laterally, it could be due to wide gauge at rail and the angle of crossing used.
the crossing. Gauge can be maintained
(b) Initially, the lead curve correctness
properly by the provision of a gauge tie should be ensured by measuring offsets
plate under the nose of crossing, on from the gauge face of the straight track.
layout of wooden sleepers. During maintenance, stations at 3.0 M
(c) In obtuse crossings, the distance intervals should be marked and the
between the throat and the nose must versines checked and track attended as
be maintained correctly. necessary.
(d) In diamond crossings, obtuse crossings (c) The versines of turn in curves on loops
should be laid square to each other with should be recorded at stations at 3.0 M
respect to the centre line of the acute intervals on 6.0m chord length during the
crossings. inspection of points and crossings to
check the sharpness of the curve and
(e) Maximum permissible vertical wear on
rectified as necessary. The turn-in curve
wing rails or nose of crossing shall be
should also be checked for condition of
10mm. However, on Rajdhani/Shatabdi
sleepers and fastenings.
routes, as a good maintenance practice,
crossing and the wing rails should be
planned for reconditioning/resurfacing by
41
(d) The variation in versines on two successive (c) Super-elevation on turnouts with curve of
stations in lead curve and turn in curve similar or contrary flexture should be provided in
portions should not be more than 4mm. and accordance with Paras 413 and 414.
versine at each station should also not be
beyond ± 3mm. from its designed value (9) Interlocked Points – Before interlocking
work is taken in hand, the Permanent Way Inspector
(5) Schedule of Inspections of Points and should :
Crossings –
(a) Bring the rails to correct level and
(a) Permanent Way Inspector’s Inspection - alignment.
The Permanent Way Inspector-in-charge of
the Section and his Assistant should (b) Fully pack and ballast the points to be
carryout thorough inspection of points and interlocked.
crossings in passenger running lines once (c) Provide creep indicators if required.
in 3 months and other lines once in six (d) Mark places where the rods and wires
months by rotation. have to cross the lines.
(b) Assistant Engineer’s Inspection - The (e) To avoid future adjustments of gear, see
Assistant Engineer should inspect once a that the Permanent Way at points, is laid
year all points and crossings thoroughly on to correct gauge so that switches, fittings
passenger running lines and 10 per cent of and locks may be correctly put together.
the points and crossings on other lines. (f) Clear formation and bring it to the correct
(c) Divisional Engineer’s Inspection - The level and section where rods and wires
Divisional Engineer should inspect at his have to be run.
discretion a certain number of points and (g) Make the road at level crossings, if any
crossings particularly in running lines and to correct level and section to allow
those recommended for renewals. casing pipes for wires to be put in their
(d) Proforma for points and crossings final position.
inspection is appended as Annexure 2/6. (h) Provide and fix special timbers as may
(6) Cleaning and Lubrication of Points - At all be required.
interlocked and partially interlocked stations, the (i) Provide sufficient anchors of an
Signal Staff will be responsible for the periodical approved type ahead of switches.
cleaning and lubrication of slide chairs of all points (j) Fit gauge ties correctly to all switches.
interlocked with signals or provided with locks. The
Permanent Way Inspectors shall be responsible for As interlocked points should be disturbed as
the cleaning and lubrication of slide chairs of all hand little as possible, it is of the utmost importance that
operated points on their sections. these instructions should be rigidly adhered to.
(7) Alterations of Points – The position of In the case of interlocked points, the Signal
points and crossings should not be altered nor should Inspector will be responsible for keeping in working
any be removed without the written authority of the order, the interlocking parts and apparatus. As the
Divisional Engineer. The sanction of the slewing of the track at points is likely to throw them
Commissioner of Railway Safety is necessary in the out of adjustment, such work should not be
case of alterations/insertion/removal of points and undertaken except in the presence of the Signal staff.
crossings in existing running lines. On the advice of track defects from Signal
(8) Gauge and Super-elevation in Turnouts – Inspectors, Permanent Way Inspector should
(a) It is a good practice to maintain uniform gauge promptly attend to them.
over turn outs.
(b) If gauge of track adjoining the points and
crossings is maintained wider/tighter than the gauge
on the points and crossings, the guage on the
adjoining track must be brought to same gauge as
in the points and crossings and run out at the rate of
1 mm in 3 M to the requisite extent.
42
(10) Date of Laying Points and Crossings – When second hand points and crossings are
The month and year of laying a new or second hand subsequently laid at another site, the dates previously
points and crossings should be painted in white block marked should not be obliterated; an indication of
letters on the webs of switches about 500mm. from the total life will then be available. In the case of
the heel joint and the webs of crossings about reconditioning of switches and crossings the date of
500mm. from the joint connected to the lead rails. reconditioning should also be painted.
43
Annexure-2/6 PARA 237(5)
PROFORMA FOR INSPECTION OF POINTS AND CROSSINGS
Station __________________________________________________________
Point No. ________________________________________________________
Location _________________________________________________________
Type of rail _______________________________________________________
Date of laying _____________________________________________________
Date of laying reconditioned crossing : _________________________________
1st 2nd 3rd 4th
Date of laying reconditioned switch :
LH : 1st 2nd 3rd 4th

RH: 1st 2nd 3rd 4th
Type of sleeper/assembly ___________________________________________
Angle of crossing __________________________________________________
Nominal gauge of turnout ____________________________________________
Left hand or right hand ______________________________________________
Laid on straight or on curve of radius ___________________________________
Similar/contrary flexure _____________________________________________
———————————————————————————————————————————————
Particulars Details Action Details Action
of Insp- taken of Insp- taken
ection with date ection with date
and sign and sign
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
I. General -
1. Condition of sleepers:
2. Condition of ballast and

drainage.
———————————————————————————————————————————————
44
——————————————————————————————————————————————
and Sign. and Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
3. Availability of:
a) Ballast in shoulders
and cribs.
b) Clean ballast cushion
II. Switch assembly and

lead portion
4. Condition of tongue rails:
a) Whether chipped or
cracked over 200 mm
length within 1000 mm
from ATS.
LH:
RH:
b) Whether twisted or bent.

LH :
RH:
(causing gap of 5mm or
more at toe)
(For joint check with
signal staff)
c) Whether knife edge

LH:
RH:
d) Vertical wear
Right Hand
i) At point with 13 mm head
width (as per Annexure 2/6/1)
ii) At point where tongue rail

and stock rail level is same
(as per Annexure 2/6/1)
Left Hand
———————————————————————————————————————————————
45
———————————————————————————————————————————————
And Sign. and Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————

e) Lateral wear -
(to be measured at 13 mm
to 15 mm below top of
stock rail) (as per Ann.2/6/1)
Right Hand
Left Hand

Vertical and lateral wear may

be measured starting at point
‘Q’ (13 mm head width) and
at a point where the tongue
and stock rails are at same
level ( as per Annexure 2/6/1)
5. Condition of stock rail.

a) Right hand :
i) Vertical wear
ii) Lateral wear
(to be measured at 13 mm to
15mm below of stock rail)
46
———————————————————————————————————————————————
& Sig. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
b) Left hand :
i) Vertical wear
ii) Lateral wear
(to be measured at 13 mm to
15 mm below of stock rail)
6. Condition of fittings of
switches
7. Gauge and cross level in

switch and lead portion.
a) At 450mm ahead of toe
of switch.
b) At ATS between the two
stock rails:
c) At 150 mm behind toe of
switch (only gauge) :
i) For straight road:
ii) For turnout:
d) At heel of switch.
i) For straight road:
ii) For turnout:
e) At 3m interval in lead
portion (see note on next page)
Station Set for Set for

main line turnout
—————————————————
Gauge: X- | Gauge: X-
: level | : level
—————————————————
0. ATS Heel ATS Heel
1.
2.
3.
4.
47
———————————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
5.
6.
7.
8.
9.
10
11.
12.
Note: The gauge and cross
level in lead portion should be
recorded at the stations where
versine measurements are
being recorded as per col.
12(a) or Col.12(b)
8. Divergence at heel block
a) Right hand
b) Left hand
9. Throw of switch
a) Right hand
b) Left hand
10. Creep at toe of switch
11. Packing conditions under

the switch assembly.
12. Versine in switch and

lead portion.
a) Versines of curved stock

rail and lead rails upto
end of lead curve (see note
on next page):
Station Versines in mm
0. (Heel/ATS)
48
———————————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
1.
2.
3.
4.
5.
6.
7.
8.
9.
10
11.
12.
b. Versines of curved tongue

rail and lead rails upto end
of lead curve (see notes
below):
0. (Heel/ATS)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10
11.
12.
Note: Versines to be recorded
at 3 m interval on 6m chord
length commencing from heel
of switch for straight switch &
from ATS for curved switches.
49
———————————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
13. Housing of stock and

tongue rails :
LH:
RH:
14. Seating of tongue rails

on slide chairs :
LH:
RH:
15. Straightness of straight

stock rail :
(measured on 10m chord)
16. Straightness of straight

tongue rail :
(measured on 10m chord)
17. Distance between gauge

faces of stock rails at
JOH:
18. Distance between web to

web of tongue rails at
respective stretcher bar
locations:
a) Leading stretcher bar
b) Ist following
stretcher bar
c) IInd following
stretcher bar
19. Gap between top edge of

stretcher bar and bottom
of rail foot at :
a) Leading stretcher bar
b) Ist following
stretcher bar
50
——————————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
c) IInd following
stretcher bar
20. Clearance at JOH:

i) When set for main line
a) On Open tongue rail side
b) On Closed tongue rail side
ii) When set for turnout side

a) On Open tongue rail side
b) On Closed tongue rail side
Note: To be recorded only if

spring setting device has been
provided at or near JOH.
III. Crossing Assembly
21. Condition of crossing
a) Sign of propogation of
crack (if any) in crossing
assembly:
b) Burring on top surface at

nose:
22. Type of crossing
23. Wear of crossing

A. Built-up/Heat-treated
welded crossing (wear
to be measured with
straight edge at 100 mm
from ANC):
i) On left wing rail:

ii) On nose:
iii) On right wing rail
B. CMS crossing
(wear to be measured with
straight edge):
51
———————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
——————————————————————————————————————————————
i) On left wing rail:

(opposite ANC)
ii) On nose:
(At 100 mm from ANC)
Actual wear for 52 kg section:

measured wear -2.0mm
Actual wear for 60 kg section

measured wear - 2.5 mm
iii) On right wing rail:

(Opposite ANC)
C. Heat-treated welded crossing

i) Weld texture on top surface:
ii) Whether any flow of metal
is there in weld portion:
iii) Any indication of
separation of weld metal
from parent metal.
24. Clearance of wing rail

opposite nose of crossing
and upto 450 mm towards
heel end.
a) Right
b) Left
25. Gauge and cross level at

crossings:
a) 1m ahead of ANC
i) On straight road
ii) On turnout
b) 150 mm behind ANC
i) On straight road
ii) On turnout
c) 1m behind ANC
i) On straight road
ii) On turnout
52
——————————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
——————————————————————————————————————————————
26. Condition of check rail

fitting eg.bearing
plates, keys, blocks, bolts
and elastic fastenings:
27. Clearance of check rails:

a) Opposite ANC:
Left:
Right:
b) At following locations
with respect to centre
of check rails.
i) 500 mm ahead towards
toe of crossing:
Left:
Right:
ii) 500 mm behind heel

of crossing
Left :
Right:
c) At the flared end

towards heel:
Left:
Right:
d) At the flared end
towards toe:
Left:
Right:
IV Turn in curve:
28. Versines to be measured
at 3m interval on 6m chord.
(From heel end of crossing
to end of turn in curve)
0.
1.
2.
53
——————————————————————————————————————————————
& Sign. & Sign.
———————————————————————————————————————————————
1 2 3 4 5
———————————————————————————————————————————————
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
29. Super elevation
30. Ballast:
Availability of :
i) 150 mm additional ballast
shoulder width on out side
of turn in curve.
ii) Clean ballast cushion.
V. General
31. Any other special
feature /defects.
32. Signature of the

inspecting offical with date
———————————————————————————————————————————————
NOTE : (1) Necessary additional entries may be made against relevant columns of switch, crossing and
lead assemblies in case of diamond crossing, diamond single slip/double slips.
(2) Locations where the gauge and cross levels are to be checked should be painted on the web
of the rail.
54
Annexure-2/6/1
PARTICULARS OF TONGUE RAILS SHOWING LOCATION AND HEAD THICKNESS AT LEVEL

POINT OF STOCK AND TONGUE RAIL
———————————————————————————————————————————————
S. Description of Drg. No. of Location of Location Location of Head
No. switches of tongue 13 mm head of JOH level point thickness
rails from ATS from of stock & of tongue
ATS tongue rail at
rail from level
ATS point
mm mm mm mm
———————————————————————————————————————————————
1. 6400 mm c/s on w/s TA-20197/1 464 3005 1503 31.6
BG 52 kg TA-20197
2. 6400mm c/s on s/s TA-20197/1 464 3005 1503 31.6

BG 52kg TA-20836
3. 6400mm c/s on PSC RT-4866/2 476.5 3023 1512 31.6

BG 52kg RT-4866
4. 6400mm c/s on PSC RT-4966/1 476.5 3229 2348 48.25

BG 60 kg RT-4966
5. 7135 mm c/s on w/s RT-3011/1 1046 3900 2836 50.54

BG 60 kg RT-3011
6. 7730 mm c/s on w/s TA-20172/1 814 4669 2335 30.50

BG 52 kg TA-20172
7. 7730 mm c/s on s/s TA-20832/1 814 4669 2335 30.50

BG 52 kg TA-20832
8. 10125mm c/s on w/s RT-2581/1 1682 5840 4247 43.40

BG 60 kg RT-2581
9. 10125 mm c/s on PSC RT-4325/1 1682 5836 4244 43.40

BG 60 kg RT-4219
10. 10125mm c/s on PSC RT-4733/1 1682 5540 4029 40.34

BG 52kg RT-4733
———————————————————————————————————————————————
55
Part C (i) A longitudinal section of the track should be

Works Incidental to Regular Track taken indicating the rail levels at every 30 meters,
Maintenance as also at changes of the grades, obligatory points
238. Deep Screening of Ballast- like culverts, bridges, over line structures, tunnels,
level crossings, Signal gantries, ash pits, and points
(1) General – (a) It is essential that track is and crossings etc.
well drained for which screening of ballast should be
carried out periodically as described in Para (ii) In station yards, on run through lines, cross
238(2). Due to presence of bad formation, ballast sections at every 50 meters should be taken and
attrition, excessive rain fall and dropping of ashes plotted including platform levels, rail levels and
and ore, ballast gets choked up and track drainage clearance to underside of overline structures.
is impaired. In such situations, it becomes necessary (iii) On the basis of longitudinal and cross
to screen the entire ballast right up to the formation sections, the final levels will be decided by the
level /sub-ballast level. Further through screening
Divisional Engineer, keeping in view -
restores the resiliency and elasticity of the ballast
bed, resulting in improved running quality of track. The depth of ballast cushion to be provided;
Such screening is called “Deep screening”, as The relative implications of lifting or lowering
distinguished from the shallow screening, which is of track;
done, during overhauling. The possibility of eliminating humps, sags, and
(b) Deep screening should be carried out in unevenness in the existing longitudinal section.
the following situations by providing full ballast It is not necessarily the intention that the original
cushion :
longitudinal section of the line should be restored .
(1) Prior to complete track renewal.
(2) Prior to through sleeper renewal. (b) Preparation of Estimates – The estimate
for the work of deep screening and full ballasting
(3) Where the caking of ballast has
should also include provision of survey mentioned
resulted in unsatisfactory riding.
in sub para 2(a) of this para.
(4) Before converting existing track, fish
plated or SWR into LWR or CWR; or (c) Preliminary works. - (i) Additional ballast
before introduction of machine required, should be unloaded/spread out opposite to
maintenance, unless the ballast was the place where it is required. When ballast is
screened in recent past. collected along the track, care should be taken to
(5) The entire track must be deep screened see that the new ballast is not mixed with the
atleast once in ten years. unscreened ballast .
(c) The need for intermediate screening (ii) Cess should be brought up to correct level
between track renewals may be decided by the Chief in relation to the final rail level.
Engineer depending on the local conditions. (iii) Pegs should be provided at intervals of 30
(d) At the time of deep screening, standard metres to indicate the final rail levels.
ballast section should be provided invariably. (iv) Slewing of curves should be done in
(e) In case of the bad formation, formation advance.
treatment should be carried out along with the deep (v) Sleeper renewal as necessary should be
screening.
carried out in advance.
(f) The work of deep screening should be
carried out continuously from one end of the section (d) Screening operations - General – (i) The
to the other. work would be done under the supervision of an
official not lower in rank than the Permanent Way
(2) Procedure for systematic Deep screening Inspector Grade III.
(not applicable to LWR Sections) – (a) Survey :
Before deep screening of a section is undertaken, it (ii) The daily output should be pre-determined,
is necessary to survey the section. This will consist depending on the time allowance, availability of
of the following operations : labour, extent of ballasting/screening to be done etc.
56
(iii) Taking the length to be deep screened daily, may be taken outside the track
planning of speed restriction should be done and and screened. The wooden
necessary notice should be issued to all concerned blocks should be removed from
and speed restriction boards put up. space ‘B’ and placed to support
(iv) It will be desirable to proceed with the work the rail in space ‘D’.
of deep screening in the direction opposite to that of Stage IX The ballast from under sleeper
the traffic on double line. ‘3’ should be removed and so
on till the whole rail length is
(e) Detailed procedure – A day’s length will be
provided with screened ballast
deep screened as per the procedure detailed below:
upto level of the bottom of
Stage I The ballast should be removed sleepers.
from space ‘A’ and ‘B’ on either Final Stage The track should be lifted to
side of the sleeper ‘1’ down to provide additional cushion
final formation level and where required. The track
wooden blocks provided to should be packed in the final
support the rail for passing position and then boxed.
trains.
Sequence of the operations is shown in the
Stage II The ballast is removed from sketch on next page:
under sleeper ‘1’ down to final (f) The following points may be kept in view
formation level/sub-ballast while doing the work – (i) No unscreened length
level. should be left between screened lengths of the track
Stage III The ballast should then be at the same time.
screened and placed back (ii) It should be ensured, that when ballast is
under sleeper ‘1’ which should being removed from any sleeper, invariably, there
then be packed. are at least four fully supported sleepers between it
and the next sleeper worked upon.
Stage IV The wooden blocks from space
‘A’ should then be removed. (iii) Lifting should be limited to 50 mm. at a time.
(iv) It should be ensured that packing, cross
Stage V The ballast from space ‘C’ down
levels and grade run off are satisfactory before
to formation level should be
closing the day’s work.
removed and after screening,
be placed in space ‘A’ upto (v) The work should be done under a speed
bottom of sleeper .The balance restriction of 20 km.p.h.
may be taken outside the track (vi) The speed should be gradually raised as
and screened .The rail in space in Para (g) below which will vary depending on the
‘C’ should be supported with type of maintenance in the section.
wooden blocks. (g) Schedule for working and speed restriction
Stage VI The ballast should be removed to be observed, in deep screening works.-
from under sleeper ‘2’ down to
formation level.
Stage VII Screened ballast should be
provided under sleeper ‘2’ and
sleeper well packed.
Stage VIII The ballast from space ‘D’ down
to formation level should be
removed and after screening,
be placed in space ‘B’ upto
bottom of sleeper; the balance
57
4
3
3
2
2
1
58
(i) With Manual Packing – The details of the work to be carried out in stages on various days, after the
starting of the screening operation and the speed restriction recommended to be imposed are shown in Table
1. According to the above schedule normal Sectional speed can be resorted on the 21st day.
TABLE I
PROPOSED SCHEDULES FOR DEEP SCREENING
(MANUAL PACKING)
Details of Work Day of Speed restrictions and their length

Work Broad Gauge Metre Gauge
Deep screening and initial packing … … 1
First through packing … … … … … 2 20 km.p.h. 20 km.p.h.
Second through packing … … … … 3
4
Picking up slacks as required … …
Third through packing … … … …

{ …
11
7
5
6
8
9
10
45 km.p.h. 30 km.p.h.
{
12
13
14
Picking up slacks as required … … 15 75 km.p.h. 60 km.p.h.
16
17
18
19
Fourth through packing ..... … … … 20
21 Normal Normal
onwards Sectional speed sectional speed
59
(ii) With Machine Packing – The details of work to be carried out in stages on various days after the start
of the screening operations and the speed restriction recommended to be imposed are indicated in the schematic
representation in Table II. Accoding to this schedule, normal sectional speed can be resumed on the tenth
TABLE II
PROPOSED SCHEDULE FOR DEEP SCREENING (MACHINE PACKING /B.G.)
Details of work Day of Speed restrictions and their

work lengths
Deep screening with initial packing …. 1
First machine packing … … …. .. 2 20 km.p.h.
3
Picking up slacks as required … …
Second machine packing … … …

{ 4
5
… …6
45 km.p.h.
Picking up slacks as required ….

{ 7
8
Third machine packing … …. … … … …9 75 km.p.h.
10
onwards Normal sectional speed
The period mentioned in the schedules shown above is the minimum and can be suitably increased to
suit local condition of the track consolidation.
day. (5) The Permanent Way Staff shall carry out

cleaning of side and catch water drains, clearing of
239. Side and Catch water drains and
obstructions from outfalls and cleaning water-ways
Waterways – (1) For efficient drainage of cuttings,
of bridges and culverts methodically and complete
side and catch water drains of suitable type and size
the work before the monsoon sets in. The spoil from
should be provided. The bottom of side drains should
cleaning drains or cuttings should not be deposited
be at least 30 cm. below the formation level.
at a place from where it is likely to be washed back
(2) Adequate openings to take the full flow of into the drains.
side drains should be provided under level crossings
(6) In the Municipal areas, where the outfall of
where they exist in or at the end of the cuttings. Railway drains is in the municipal drains, close co-
(3) In cutting of black cotton soil and similar ordination should be maintained with the municipal
soils, catch water drain should be provided authorities to ensure free flow from Railway drains.
sufficiently away from the top of the cutting to avoid 240. Drainage in Station Yards – (1) The
any danger of a breach occurring between the drain network of cross and longitudinal drains in yards
and the cutting itself. The excavated spoil should be whether earthen or masonry, should be so planned
used to form a ‘bund’ between the drain and the top that storm water is led away in least possible time.
of the cutting. The system of surface drains of water columns
(4) Ballast walls, where provided in cuttings, carriage-watering and carriage washing hydrants
should be regularly inspected. The efficient should be efficiently maintained.
maintenance of ballast walls includes regular
cleaning of weep holes, the provision of weep holes
where none exist and rebuilding where necessary.
60
241. Lubrication of Rail Joints – (1) The (vii) Spare fish-plates and bolts should be
purpose of lubricating rail joints is not only to facilitate available for replacement of cracked ones.
expansion of rails but also to retard wear on the
fishing planes of the rail and the fish plate. Reduced (6) Alternatively, the work of lubrication may
wear on the fishing planes is one of the preventives be carried out by the Keymen of the gang, assisted
of the low joints. by one or more men on such sections as may be
specified by the Divisional Engineer. In such cases
(2) The lubricant to be used should be specified the Keymen shall exhibit a red signal flag at the site
by the Chief Engineer. A stiff paste of plumbago of the work and act as lookout man also. Normally
(Graphite) and kerosene oil, made in the proportion not more than one joint should be opened at a time
of 3 Kg. of plumbago to 2 Kg. of kerosene oil may be under this procedure.
used. Black oil or reclaimed oil may be used for fish
bolts and nuts. Alternatives to the above may be In this case the lubrication of rail joints and
used, with the specific approval of Chief Engineer. reversing of fish bolts should be carried out as
(3) All rail joints should normally be lubricated follows:
once a year on a programmed basis during the cold (i) The nuts are unscrewed and the fish-plate
weather months after the monsoon, from October on the nut-side is then removed leaving the other
to February. Lubrication should not be carried out in fish plate and bolts in position.
extremes of weather both hot and cold. In yards this
(ii) The fishing surfaces of the fish-plate and
period may be extended to 2 years with the approval
the rails are cleaned with a wire brush. The rails ends
of the Chief Engineer.
are examined for cracks and fishing planes of rails
(4) Creep in excess of 150 mm. should be and fish-plates for wear, a mirror and a magnifying
adjusted before the work of lubrication of rail joints is glass should be used to detect cracks. Such
undertaken. conditions shall be brought to the notice of Permanent
(5) The lubrication of rail joints should normally Way Mate/Mistry for necessary action. The fish-
be carried out by gangs working under the direct plates are lubricated and put back in position.
supervision of at least a qualified Permanent Way (iii) The fish bolts are taken out one at a time,
Mistry. The work should be carried out under caution and then put back, after oiling.
orders arranged to be issued daily by the Permanent (iv) The other fish-plate and fishing surface of
Way Inspector and under protection of engineering the rail is treated similarly.
signals, as per Para 806(2). In this case the
procedure to be followed for lubrication of rail joints (v) The nuts are replaced and tightened to the
will be as follows : extent possible with the standard fish bolt spanner
without overstraining the bolts.
(i) The nuts are unscrewed and the fish bolts
(vi) Two joints opposite each other or
and fish-plates are removed.
consecutive joints shall not be opened out at the same
(ii) The fishing surfaces of the fish-plates and time. It should be particularly noted that at no time
rail are then cleaned with a wire brush. during the operation there is less than one fish-
(iii) The rail ends are inspected for cracks, plate and three fish bolts without nuts connecting the
and the fishing surfaces of rails and fish-plates are two rails. The men should sit facing the direction of
checked for wear. A magnifying glass and a mirror train while doing the work.
should be used for detecting cracks in rail ends and (vii) Both fish-plates should be fixed and at
fish-plates. least one fish bolt and nut on either side of each joint
(iv) The fishing surfaces of the rails and should be tightened when a train is approaching the
fish-plates are then lubricated. site of Work.
(v) The fish bolts are then put back in reverse (viii) Spare fish-plates and bolts should be
position and tightened using a standard fish bolt carried for renewal of cracked ones.
spanner, the inner two bolts being tightened first.
(7) The Chief Engineer may issue subsidiary
(vi) While tightening overstraining of bolts shall
instructions as necessary.
be avoided.
61
(8) The lengths over which the rail joints are (h) Yielding formation resulting in uneven
lubricated together with dates shall be recorded in cross levels.
the gang chart of the section and in the Permanent (i) Loose/uneven packing.
Way Inspector’s section register. In the month of
(j) Rail seat wear in metal sleeper road.
April, Permanent Way Inspectors should submit to
the Assistant Engineers certificates of lubrication of (3) Precautions to reduce creep – (a) For
rail joints giving reasons for any exception. Copies reducing creep, it must be ensured that the rails are
of these certificates should be forwarded with the held firmly to the sleepers and adequate ballast
Assistant Engineer’s comments to the Divisional resistance is available. All spikes, screws and keys
Engineer for scrutiny and record. should be driven home, the sleepers properly packed
and crib and shoulder ballast should be compacted.
(9) During all works such as relaying, rail
Rail anchors should be provided wherever
renewals and renewals of turnouts, etc. rail joints
necessary.
should be lubricated. The importance of going over
and re-tightening the bolts after the fish-plates have (b) With steel trough and cast iron plate
taken a bearing under traffic should be impressed sleepers and in the case of sleepers where elastic
on the staff. fastenings and other fastenings with adequate toe
load are used, no trouble is normally experienced.
(10) Insulated fish-plates should not be
Careful watch should be kept for a series of jammed
greased.
joints. Not more than six jammed joints continuously
242. Counteraction and Adjustment of should be permitted in the case of single rails . In
creep – (1) General.-Rails have a tendency to move case of SWR not more than two consecutive
gradually in the direction of the dominant traffic. It is jammed joints should be permitted at rail
believed to be caused by the ‘ ironing out ’ of yielding temperatures lower than “tm” in the case of Zone I
track by the moving load, augmented by braking and II and “tm-5” in the case of Zone III and IV. On
loads, and by the impact of the wheels on the girder bridges adjustment may be necessary at
running-on ends of the rails, particularly at times regular intervals. Anti-creep devices should be
when they are in a state of expansion or contraction. provided on the approaches of girder bridges for
Among the troubles caused by ‘ creep ’ are - adequate length.
(a) Sleepers getting out of square.
(c) : The PSC sleepers with elastic fastenings
(b) Distortion of gauge. are considered as creep resistant and therefore no
(c) Loosening of joints. other creep anchors are required. In case, excessive
(d) Shearing and breaking of spikes, bolts and creep is observed on PSC sleeper road, the condition
fish-plates. of elastic fastenings, sleepers and adequacy of
(e) Buckling in extreme cases. ballast resistance should be examined. Action for
(2) Causes for creep in Track – The following replacement/renewal of fittings, sleepers and
are some of the avoidable causes to which creep is providing adequate ballast resistance etc. should be
attributed : taken as necessary.
(a) Inadequate toe loads of the rail to sleeper (4) Creep Register – Creep registers should
fastening and rails not secured properly to be maintained in the pro forma given in
sleeper. Annexure 2/7. Entries should be complete as
(b) Inadequate ballast resistance to the regards kilometerage, section and length of rail,
movement of sleepers due to poor or sleeper density, type and number of anchors per rail
insufficient ballast or other causes. length used. Periodical readings of creep should be
recorded in the prescribed pro forma . Separate page
(c) Inefficient or badly maintained rail joints.
should be allotted for each km. Frequency of
(d) Rails too light for the traffic they carry. recording of creep should be specified by the
(e) Improper expansion gaps. Divisional Engineer taking into consideration the rate
(f) Decaying sleepers, uneven spacing of of creep. The Assistant Engineer should test check
sleepers. the register frequently, particularly sections which are
(g) Lack of proper drainage. prone to creep.
62
(5) Creep indication Posts – Creep indication (e) The machine is next attached to the rail
posts square to the track should be erected on either ahead of it, keys, spikes and fish bolts loosened for
side of the track on the cess at intervals of about that rail and those beyond it. These rails are then
one km. These may be un serviceable rail posts with pulled until only the normal expansion gap is left
chisel mark square to the joints . The top of the post opposite the machine. The operation leaves some
should be about 25 mm. above the rail level and the of the gaps wide and it is then necessary to fix the
amount of creep one way or the other measured with machines further ahead in order to close them upto
a fishing cord stretched over the chisel marks. normal by pulling against expansion liners.
(6) Permissible amount of creep – Creep in (f) When the value of total gap existing is more
excess of 150 mm. shall not be permitted. than the standard expansion gap required for the
temperature at the time of adjustment multiplied by
(7) Adjustment of creep – Adjustments of the number of joints, it is necessary to provide closure
creep should be carried out in the following manner : rails. When closure rails are put in, a speed restriction
(a) Careful measurement of expansion gaps, of 30 km/h should be imposed,which should be
as existing, should be done and appropriate length removed, when closure rail is changed.
which can be dealt with in one operation should be (g) During adjustment of creep, the sleeper
chosen. The total amount of gap in the length should spacing should be adjusted, if necessary, special
be equal to the standard expansion gap required for attention being given to the joint and shoulder sleeper
the temperature at the time , multiplied by the number spacing.
of joints in the length.
(b)Work should start at the running-on end of (8) Provision of Anchors to arrest Creep -To
the length, commonly just beyond the points and arrest excessive creep on wooden sleepered road,
crossings or level crossings. The work of creep not provided with anti-creep fastenings, adequate
adjustments should be carried out under the number of anchors of approved design should be
protection of Engineering signals by the Permanent provided; no anchors being provided at the joint
Way Inspector as envisaged in Para 806(2). Before sleepers. Both rail seats of the sleepers should be
pulling back is commenced the keys are knocked anchored on the same side. In addition to sufficient
out and fish-plates removed or eased. Correct directional anchors being provided, back up anchors
expansion liners should be used and the rails should may be provided if considered necessary.
be pulled back with bars. If the fish-plates are (9) Prevention of creep on metal sleeper road–
removed, the bars can pull against a tommy bar Creep on cast iron plate sleepers should be
thrust through a bolt hole. Next, the rail is keyed up, counteracted as follows :
the bolts of joints correctly tightened up, and the
expansion liner moved to the next joint, whereupon (a) On C.I. plate sleepers all keys should be
the process is repeated. driven in the direction of traffic on the double line and
alternately in the opposite direction on single line.
(c) It is a good practice to adjust creep before
the commencement of summer. It is desirable to (b) On steel trough road normally keys are
pull back the rails during the cool hours of the day. driven as indicated in S.S.I. sheet 3 of 4 of Indian
Railway Standard Track Manual. However,
(d) Mechanical and hydraulic devices are where heavy creep is experienced on double line,
available for adjustment of creep. Such a device can all the four keys may be driven in the direction of the
be set with the wide joints behind it and the tight joints creep (generally in the direction of traffic). On single
ahead of it. Expansion liners are put in all the wide line keys may be driven in the opposite direction on
joints, all keys, spikes and fish bolts are loosened. alternate sleepers.
The adjuster then closes up the rails behind it
by pushing, leaving a gap of some centimetres
between the rail ends opposite the machine. The
corrected rails are then fastened up.
63
243. Buckling of Track – (1) General - (b) The greasing of fish-plates is done before
Buckling of track occurs when high compressive the hot weather sets in.
forces are created in the rails associated with (c) The joint gap survey is done in the case of
inadequacy of lateral resistance in the track at the S.W.R. and adjusted before the hot weather (See
place. A special watch should be kept on the junction Para 510). Similarly in case of single rail panel, joint
of two stretches of track, one liable to creep and the gaps should be adjusted wherever necessary.
other held against creep, such as when track laid on
(d) Adequate precautions are taken to reduce
wooden sleepers with inadequate anchors and
creep as detailed in Para 242 (3).
scanty ballast or track laid on metal sleepers with
loose keys butts against track laid on new sleepers (e) Overtightening of fish bolts is avoided - but
with tight fastenings or track anchored and ballasted they should be reasonably tight.
as with welded track. As one side of such a junction (f) Particular attention is also paid to stretches
point is held firmly against creep, the movement of of track, one liable to creep and the other held against
rails due to creep from the other side is resisted creep (refer para above). Jammed joints at such
resulting in heavy compressive force being exerted junctions call for remedial measures. Extra shoulder
which will tend to buckle the track. Jammed rail joints ballast should be provided at such places.
at such junctions are therefore an indication of the (4) Action on buckling of track - If a buckling
track being subjected to undue strain. does occur or appears imminent, the track should
(2) Conditions which Induce Buckling – be protected immediately with hand signal flags and
detonators as per the protection rules laid down. The
(a) The following conditions create high buckled rails shall preferably be cut adequately apart
compressive forces in the rail : not less than 6.5 metres. The track shall then be
(i) Inadequate expansion gaps, slewed to the correct alignment and cut rails of the
(ii) Failure to counteract creep in time. required length shall be inserted to close the gaps
(iii) Non-lubrication of rail joints, making due provision for welding of joints on both
rails. The cut rails shall then be connected by use of
(iv) Failure to remove rail closures
special fish plates and screw clamps and the line
from track.
opened to traffic with speed restriction. It may not
(b) The lateral resistance gets impaired due to be possible to do any more until the temperature
inadequacy of ballast and due to carrying out of drops when the joints must be adjusted. Particular
operations such as deep screening, lifting of track care must be taken to see that the factors which
and slewing of track, without adequate precautions. contributed to the buckling i.e. jammed joints, seized
fish plates or shortage of ballast receive appropriate
(3) Precautions against Buckling – It should
attention without delay.
be seen that -
(a) Operations which impair the lateral
resistance of track are not carried out when rail
temperatures are high.
64
Annexure-2/7 Para 242(4)
PROFORMA OF CREEP REGISTER
SECTION KIL OMETRE

UP DOWN LINE DETAILS OF SLEEPER & FITTINGS
PARTICULARS OF RAIL & FITTINEGS ANY SPECILS SPECIAL FEATURE
DETAILS OF ANCHORS PROVIDED
L. H. RAIL R. H. RAIL
DATE OF CREEP IN mm. DATE OF PULLING CREEP IN mm. DATE OF PULLING

DATE OF
BACK ADJUSTMENT REMARDING BACK ADJUSTMENT REMARKS
RECORDING NEGATIVE RECORDING NEGATIVE
POSITIVE (+) ¼&½ POSITIVE (+) ¼&½
200mm. 150mm. 100mm. 50mm. ZERO &50mm. &100mm. &150mm. &200mm. 200mm. 150mm. 100mm. 50mm. ZERO &50mm. &100mm. &150mm. &200mm.
01&01&*82 117 @
100 @
mm. mm.
65
137 125
01&03&*82 @ @
mm. mm.
01&05&*82 @ 145 @ 140

mm. mm.
150 @ @ 0 1 0 & 0 5 & * 8 2 EXTRA @ @ 0
mm. PULLED BACK TWO 145
TO ZERO ANCHORS mm.
01&07&*82 @ CREEP PER RAL @
8 PROVIDED 12
mm. mm.
Part ‘D’
Sleepers and Fastenings
244. Laying of Sleepers – (1) General - Sleepers shall be laid and maintained square to the rails on
straights and radially on curves. Rail joints should be suspended.
(2) Sleeper Spacing –
(a) The sleeper spacing on straights and curves shall be in accordance with approved plans. The sleeper
spacing should be marked on the outer rail in case of curved track. Closer spacing should be provided at the
joint sleepers of fish-plated joints and between the joint sleeper and shoulder sleeper.
(b) The following standard spacing should be adopted on fish-plated track :
Centre to centre spacing (maximum)

Spacing Wooden Sleepers Metal Sleepers
B.G. M.G. B.G. M.G.
1. Between joint sleepers 30 cm. 25 cm. 38 cm. 33 cm.
2. Between joint sleepers and first 61 cm. 58 cm. 61 cm. 58 cm.
shoulder sleeper.
3. Between first shoulder sleeper Spacing to be of a value between 2 and 4.
and second shoulder sleeper.
4. Between intermediate sleeper... To be equal and in whole number of cm.
(c) In the case of LWR on B.G. and M.G. the (g) Where SWR is to be converted into LWR
sleeper spacing shall be maintained at 65cm, as per soon after its being laid, sleeper spacing as
para 5.4.2 of L.W.R. Manual. prescribed for LWR in the LWR Manual should be
(d) In the case of SWR, the sleeper spacing adopted.
for M+4 and M+7 densities will be as shown on the (h) The sleeper spacings under welded joints
next page. of all types with or without holes in rails shall be the
(e) Where concrete sleepers are required to same as the intermediate sleeper spacings.
be laid in unavoidable circumstances as SWR the (3) Sleeper Density – The sleeper density is
sleeper spacings should be the same as for wooden the number of sleepers used per rail length and is
sleepers. The joint and first shoulder sleepers in such described as M+1, M+2 etc., where M is the length
cases should be wooden. of Standard Single rail in metres. In the case of LWR
(f) In B.G. where SWR is expected to be and CWR this is expressed as the number of
converted into LWR within a year or two, 62 Nos. of sleepers per km. of track. The sleeper density is
sleepers shall be used per panel of 3x13m. length fixed duly taking into consideration the maximum
as shown on next page. permissible speed and the traffic density of the
section.
66
SLEEPER SPA CIN G S FO R SW R s FO R (M +4) & (M +7) D ENSITIES

F IS H P LAT E D JO IN T
W E LD
X X
X X
X Y Z nXs Z Y X
M INIM U M SLEEPER SPAC ING AT A N Y LO C ATIO N EXCEPT AT

FISHPLATED JO IN T 560 m m
B.G. 3 x13 m RAIL M.G. 3x12 m RAIL

Type of Type Type of Type
Sleeper n S sleeper at of X Y Z Sleeper n S sleeper at of X Y Z
Density (mm) FP 300 MT Weld (mm) (mm) (mm) Density (mm) FP 300 MT Weld (mm) (mm) (mm)
F.B./ 150 643 750 F.B./ 120 600 708

Wooden G.P. Wooden G.P.
A.T. 150 645 780 A.T. 120 600 740
M+4 46 780 M+4 43 770
F.B./ 190 620 733 F.B./ 160 580 688
Metal G.P. Metal G.P.
A.T. 190 625 760 A.T. 160 600 700
F.B./ 150 573 610 F.B./ 120 603 620
Wooden G.P. Wooden G.P.
A.T. 150 595 620 A.T. 120 615 640
M+7 55 660 M+7 52 640
F.B./ 190 563 580 F.B./ 160 573 610
Metal G.P. Metal G.P.
A.T. 190 575 600 A.T. 160 595 620
S LE E P E R S PA C IN G S F O R S W R E X P E C T E D TO B E C O N V E R T E D
IN TO LW R W IT H IN A Y E A R O R T W O Y E A R S .
X X
X X
650
300 400 400 400 400 300
57 x 650 m m .
B E F O R E C O N V E R S IO N IN TO LW R (TO TA L 62 S LE E P E R S )
X X
X X
650
639 639 639 639 LEGEND :
57 x 650 m m .
O A.T. WELDED JOINT
A F T E R C O N V E R S IO N IN TO LW R (TO TA L 60 S LE E P E R S )
X WELDED JOINT
NOTE : FOLLOWING ASSUMPTIONS HAVE BEEN MADE WHILE CALCULATING SLEEPER SPACINGS. = FISH PLATED JOINT
i) SLEEPERS SPACINGS SHOWN ARE FROM CENTRE TO CENTRE OF SLEEPERS.

ii) TOTAL REDUCTION IN LENGTH AT EACH FLASH- BUTT OR GAS-PRESSURE WELDED JOINT 20 mm.
iii) LENGTH OF B.G. FREE RAILS 13000 mm.
67
(4) Minimum Sleeper Density –

(a) Broad Gauge - The minimum sleeper density for all future track renewals (complete track renewals
and through sleeper renewals) is recommended and given as below.
Routes
Traffic Density in GMT A B C D-Spl D E-Spl E
More than 20 1660 1660 1660 1660 1660 1660 1660
10-20 1660 1660 1660 1660 1540 1660 1540
Under 10 1660 1540 1540 1540 1540 1540 1540
Loop lines 1340 1340 1340 1340 1340 1340 1340
Pvt. siding 1340 1340 1340 1340 1340 1340 1340
NOTE : Number of sleepers per km.
(i) For routes identified for running 22.1 t axle load wagons, Sleeper density of 1660 nos/km should be
(b) Metre Gauge :– In the case of M.G. Track renewals, the sleeper densities are recommended for
the various M.G. routes as given on below.
SLEEPER DENSITY FOR MG.

Route .. .. Q R1 R2 R3 S
Sleeper density .. .. M+7 M+7 M+7 M+4 M+3

Note :- (i) Higher sleeper density may be provided with the approval of the Chief Engineer
(ii) For LWR/CWR minimum sleeper density shall be 1540 sleeper/km.
(iii) In case of SWR, the minimum sleeper density in the case of B.G. and M.G. is fixed as M+4.
(5) Respacing of sleepers : (2) Inspection and Renewals- The average life
(a) When respacing wooden sleepers dog of wooden sleepers varies with the species of timber.
spikes/rail screws should be loosened, just enough In the interest of both safety and economy, it is
to permit sleepers being shifted. essential that wooden sleepers more than 5 years
old are thoroughly inspected every year according
(b) When respacing cast iron or steel trough to the following procedure :
sleepers, the keys should be removed and the (a) The Permanent Way Inspector should
packing core broken before shifting the sleepers. carefully examine the track and bridge sleepers
245. Wooden Sleepers – (1) Classification during annual through packing/overhauling. Those
of Wooden Sleepers - All wooden sleepers shall be requiring renewals during the year should be painted
classified into two categories viz. ‘U’ (untreated) and with two white lines (Category I) and sleepers
‘T’ (treated). Category ‘U’ (untreated) shall comprise requiring reconditioning with one white line (Category
of all sleepers from natural durable species only. The II) at the end. Details of these telegraph-post/O.H.E.
rest shall be classified as ‘T’ (treated) category. mast-wise should then be intimated to the Assistant
Engineer. The Permanent Way Inspector will
maintain a Sleeper replacement/reconditioning
register in the following proforma :
68
O.H.E. Mast/ No. of sleepers No. of sleepers No. of sleepers

Km. Telegraph Post marked replaced reconditioned and
From To Category reused
I II
thickness of earth as a protective measure. The

ground should be dressed to a flat slope and cleared
(b) The Assistant Engineer should then test
of grass and undergrowth.
check the requirement given by the Permanent Way
Inspector at site and examine about 50 sleepers per METHOD 1 METHOD 2
Km. particularly at places where the sleepers are EARTH

150 m m .
EARTH
150 m m .
more than 5 years old, and where the percentage of

deteriorating sleepers is reported to be 20 per cent
or more. The requirements together with the
50 m m G A P
Assistant Engineer’s observations should then be IN C A S E O F
'U ' C AT E G O R Y
submitted to the Divisional Engineer. AND NO GAP
IN C A S E O F
(c) The Divisional Engineer should personally 'T ' C AT E G O R Y
check these sections where abnormal increase in

R A ILS O R
the number of deteriorating sleepers is reported to O LD S LE E P E R S
ensure that serviceable sleepers are not condemned
prematurely.
(ii) Treated wooden sleepers, released second
(d) (i) Generally a sleeper is classified as hand and scrap wooden sleepers awaiting disposal
unserviceable if even after reconditioning it cannot should be stacked in horizontal layers without any
perform the essential function of holding the gauge, gap, each stack being covered with 150mm. layer
providing a satisfactory rail seat, permitting sleeper of earth.
fastenings being maintained in a tight condition, and
(iii) A fire zone of about 10m. in width should
retaining packing.
be left around each group of 25 stacks and kept clear
(ii) It is advisable to carry out through sleeper of grass and other combustible materials.
renewal, before the percentage of unserviceable
sleeper reaches a level, when imposition of speed (4) Preparation of Sleepers – (a) End Binding -
restriction may become necessary. On branch lines, To protect the inner untreated portion of sleepers from
however, only casual renewals may be resorted to. being exposed to attack by insects/fungi due to
shatter and splitting of sleepers in track, a systematic
(e) While doing casual/scattered renewals, practice of end binding all new reconditioned sleepers
priority should be given in replacing unserviceable should be adopted. This should be done for ‘T’
joint sleepers and unserviceable consecutive category sleepers in the treatment plants, before
sleepers. Through sleeper renewals should be treatment and for ‘U’ category sleepers, in the
carried out in continuous stretches and released Divisional Track reconditioning depots. For effective
sleepers after reconditioning should be used for end binding both ends of the sleepers shall be held
scattered renewals. New sleepers should not be in a press so as to close all the cracks and splits
used in sidings. If the percentage of unserviceable near the ends and end binding should be done using
sleepers becomes high, speed restrictions may have wire, hoop iron or clips. In reconditioning depots, it
to be imposed. may be preferable to deploy end strapping machines
(3) Stacking of Wooden Sleepers – (i) ‘U’ for end binding.
category sleepers should be stacked in accordance
with one of the methods shown in the sketch below
in lots of 100s and covered with at least 150mm.
69
(b) Adzing of Sleepers – (i) When wooden (iii) For ‘T’ category sleepers boring should be
sleepers are used without bearing plates, the rail done before treatment.
seats should be adzed to a slope of 1 to 20, planed (iv) When extracting dog spikes, the fulcrum
for the section of the rail with the correct template. It on which the crow bar works should be raised so
is desirable to accommodate the rail foot in a recess that the spikes can be withdrawn vertically without
3 to 5mm. deep in the adzed portion of the sleeper to enlarging the dog spike hole.
restrict the lateral forces being transmitted to the
spike and to protect the sleeper from getting spike (v) Plate/Rail screws should always be
killed. The operation of adzing and recess cutting screwed by box spanners and not driven by
should be carried out preferably in the track hammers.
conditioning depot, where the adzed rail seat may (5) Use of Bearing Plates :– (a) Bearing plates
be treated with coal tar/creosote. should be provided invariably on ‘T’ category
sleepers.
(ii) For treated sleepers adzing and recess
cutting should be done before treatment. (b) They should be compulsorily used in the
following locations :
(iii) Sleepers should not be adzed in the case (i) All sleepers on girder bridges.
of points and crossings.
(ii) All sleepers of turn outs.
(iv) When bearing plate or chairs are used it
(iii) All timbers of ash pits and examination
should be ensured that the seat is adzed or planed
pits.
to ensure even bearing and that the two bearing
areas are truly in the same horizontal plane. (iv) All joint sleepers.
(v) On sharp curves of radius less than
(c) Auguring of Sleepers – (i) Spike holes 600m. on B.G. and M.G.
should be bored right through the sleeper vertically
where bearing plates are used and at right angles to (c) Bearing plates should receive two coats of
the rail seat where the rail rests directly on the sleeper. black oil prior to their being fixed to the sleepers.
The size of augur for boring should be as given
below :
Diameter of Augur in mm.

For 22mm. dia. rail/
Name of some For 20mm dia. plate screws Drg. No.
common species screws Drg. No. RDSO/ RDSO/T. 10673 to
T. 10677 to 10679 10676
Sleepers having C. S. I. Chir, Fir, Deodar, 16 18
values upto 63 (925) Hollock, Hingori.
Sayal, Nahor, Sal,
Sleepers having C. S. I. Jutili, Kindal, Poon, 18 20
values above 63 (925) Gurjan, Hollong,
Kokko
(ii) During the process of boring, the tips of (6) Screws/Spikes at Rail Seat – (a) The
augurs should frequently be dipped in oil to facilitate number of spikes/screws per rail seat should be
work. When sleepers are being bored outside the as given below :–
track, correct templates should be used. When being (i) All joint sleepers,
bored or rebored while in the track, the auguring bridge timbers,
should be done correctly with the gauge held in turn out sleepers and ash
position. The holes after being bored should be given pit timbers Four
a coating of coal tar or creosote.
70
(ii) Intermediate sleepers Three (v) After plugging, a new hole would be bored
on curves on other ( Two outside at some distance in line with the old holes, parallel to
than branch lines and One inside) the centre line of the track. Then sleeper fastenings
(iii) Intermediate sleepers Two ( One are re-inserted in new holes. (Annexure 2/8).
on curves on branch inside and (c) Procedure for reconditioning of released
lines and on straights One outside). wooden sleepers in Permanent Way Depots -
(b) Where A.C. bearing plates are used on In the case of sleepers with bearing plates,
intermediate sleepers for arresting creep the number repairs to spike killed holes which would involve
of screws/spikes per plate should be four for B.G. removal of the sleeper from the track for the purpose
and three for M.G. of plugging the existing holes, readzing of the rail seat
and boring holes in new position are best carried out
(c) (i) When two screws/spikes are used, the
in a centralised depot. When reconditioning of
outer ones should be in line on one side and the inner
sleepers is done in a depot, the following works are
ones on the other side of the centre line of the
also carried out:-
sleeper.
(i) End binding;
(ii) Screws/Dog spikes should be dipped in
coal tar before use. If it is necessary to draw and re- (ii) Readzing of rail seat;
drive spikes or to drive spikes in holes other than (iii) Spraying with coal tar or creosote.
those freshly bored, such spike holes should first (d) Conversion of B.G. into M.G./N.G.
be carefully plugged with tightly fitting tarred wooden Sleepers– Broad Gauge wooden sleepers which are
plugs and rebored before spikes are driven. classified as unserviceable and removed from track
(iii) Additional screws/spikes may be provided as such, can be conveniently converted to
at the discretion of Chief Engineer wherever serviceable Metre Gauge or Narrow Gauge sleepers
necessary. whenever their condition permits of such
(7) Reconditioning of Wooden Sleepers – (a) conversions.
Reconditioning of all released wooden sleepers Another method is to crop the two ends of the
before their reuse should be carried out in a damaged/split sleeper, salvage the middle length to
centralised depot. To arrest deterioration in track, use them for making two block sleepers held together
systematic practice of reconditioning ‘in-situ’, the by second hand tie bars, with two long bolts holding
spike killed sleepers, otherwise in good condition, tie bars in each block.
should be resorted to. The aim should be to obtain maximum life out
(b) Procedure for Plugging Spike killed of sleepers before classifying them as unserviceable.
Sleepers ‘in-situ’ - Sleepers without bearing plate can With tamping methods of track maintenance and
be reconditioned without removing the sleepers from proper ballast cushion associated with proper
track. The sequence of operations should be as treatment of sleepers, the service life of sleepers can
under: be enhanced appreciably.
(i) The fastenings viz. spikes, screws etc. are (8) Dating – When wooden sleepers are laid,
removed and the sleeper shall be cleaned of all dust. the year of laying should be cut or branded on each
(ii) The existing holes should be rebored so as sleeper at the centre or one end omitting the first two
to ensure that the existing holes are adequately digits of the century. Thus ‘83’ will indicate that the
scrapped all round. sleeper was laid in the year ‘1983’. All dates shall be
(iii) The rebored and cleaned spike holes shall in one direction, which in the case of double line shall
be plugged using tapered octogonal plugs of size of be the direction of traffic and in the case of single
slightly bigger than the holes. These plugs are made line, in the direction of increasing kilometrage.
from scrap hard wood sleepers in a centralized In the case of ‘U’ category of sleepers the
depot. dating will be done at the time of laying and in the
(iv) Before driving the plugs, the plugs are case of ‘T’ category sleepers, the dating will be done
dipped in a mixture of creosote and coal tar. The in the treatment plant before treatment.
plug should be driven right upto the bottom of the
holes.
71
(9) Important Points to be borne in mind in a The Divisional Engineer will specify the interval
Wooden Sleepered Track – (a) Intermixing of ‘U’ at which the above action is to be taken. Action once
category and ‘T’ category sleepers should be in 5 to 7 years should suffice.
avoided. (iii) When owing to wear the keys on CST. 9
(b) No holes should normally be drilled in the sleepers exceed the limit of key driving, the keys
treated sleeper in the field, nor adzing/planing done. should be used with appropriate size of liners or
But if new holes are to be drilled or adzing/planing to replaced by oversized keys.
be done unavoidably, the holes/surface should be (iv) When driving keys, no hammer which is
treated with hot creosote. heavier than the standard keying hammer(1.8 kg.)
(c) To avoid damage to the sleeper by beater should be used. Beaters should not be used for
packing, M.S.P. should be introduced. driving keys.
(d) ‘U’ category sleeper shall be laid with sap (v) While fixing cotters for CST.9 plates, it shall
wood on top and heart wood below. ‘T’ category be ensured that the tapered side of the cotter is in
sleepers should be laid with heart wood on top and contact with the sloped face of the CST.9 plate and
sap wood below. the cotters are split sufficiently so that they remain
246. Cast Iron Sleepers – (1) General - (a) tight.
CST.9 type cast iron sleepers are widely used in (vi) When there is wear on the rail seat ,pad
Indian Railways. However, these are not plates (saddle plates) of suitable thickness should
recommended for use in high speed routes in B.G.. be tried for arresting the creep.
(b) The usual defects noticed in CST.9 247. Steel Trough Sleepers – (1) General
sleepers are detailed below- - (a) Steel sleepers are liable to corrode and therefore
(i) Cracks at rail seats or fracture. they should not be used near coastal and other areas,
(ii) Wear of lug and rail seat so that the sleeper vulnerable to corrosion. They should not be used near
no longer grips the rail firmly and the keys work loose, ashpits and platform lines where trains stop.
resulting in creep. (b) The usual defects noted in the steel
(iii) Tie bars weakened by corrosion, broken sleepers are detailed below –
or damaged by falling brake gears, wagon parts etc.. (i) Rusted and corroded metal
(iv)Corrosion of tie bars inside the cast iron
(ii) Cracks at the rail seat or near the lugs.
plate resulting in removal and adjustment becoming
difficult. (iii) Elongation of holes.
(c) Cast Iron Sleepers should be considered Steel sleepers that are over 20 years old should
for replacement when they are cracked or there is be inspected in detail for defects every year in the
excessive wear at the rail seat making remedial same way as wooden sleepers.
measures ineffective. Such sleepers may be used (2) Precautions during maintenance –
in unimportant lines or scrapped . (a)Corroded or damaged sleepers should not be
boxed with ballast until replaced.
(2) Precautions during maintenance – (i)
Imperfect packing is the cause of majority of (b)In steel trough sleepers with loose jaws and
breakages of cast iron plates or pots . Care should two way keys, the holes in the sleepers get elongated
be taken to see that the plate is packed evenly, so due to wear. Half-moon tapered washers should be
that it may not tilt either inward or outward. Tilting used, to make up for the wear on the holes.
would disturb the gauge and will not give proper Indiscriminate driving of keys should be avoided.
bearing. Defective plates should not be boxed with Standard keying hammers (1.8kg.) should be used.
ballast unless replaced. (3) Reconditioning of steel sleepers – Old steel,
(ii) Cast iron plates tend to corrode in channels trough sleepers having worn out rail seats can be
through which the tie bars pass. To prevent tie bars reconditioned by strengthening the rail seats with
from being corroded into a solid mass, periodically M. S. pads altering them suitably for use with ‘elastic
alternate tie bars should be drawn out of the rail clip’ fastening. S.T. sleepers worn at rail seats or
sleepers, treated with coal tar between the cotter with elongated holes can also be reconditioned by
slots and replaced welding a pad plate and drilling new holes.
72
ANNEXURE-2/8 PARA 245 (7)
L E N G T H TO S U IT
S L E E P E R T H IC K N E S S
a b
a: 25 mm.
M IN IM U M
b: 40 mm.
a b
O LD M IN . 2 5 m m .
P LU G G E D U P H O L E NEW HO LES
M IN . 2 5 m m .
73
PART ‘E’ important factor which must govern the choice of a

rail section is the traffic carried so that adequate
Rails and Fastenings
service life could be obtained.
248. Standard Sections of Rails – (1) (2) Recommended Rail Section - (a) Broad
General – Rail sections are normally selected to suit Gauge – The following minimum rail sections are
the standard of loading and the speeds. The other recommended based on the speeds obtainable and
the traffic condition :
Routes
Traffic density A B C D Spl. D E Spl. E
in G. M. T.
More than 20 60 kg 60 kg 60 kg 60 kg 60 kg 60 kg 60 kg
10 - 20 60 kg 60 kg 60 kg 60 kg 52/90 60 kg 52/90
5 - 10 60 kg 52/90 52/90 52/90 52/90 52/90 52/90
Under 5 52/90 52/90 52/90 52/90 52/90 or 52/90 *52/90
or 60 kg 60 kg or 60 kg (SH) or
(SH) (SH) (SH) 60 kg (SH)
Loop line 52 kg IRS-T-12 second quality rails or 52 kg (SH)
Pvt Siding For sidings with operating speed more Track structute specified for ‘D’ route.
than 80 kmph and upto 100 kmph
For sidings with operating speed more Track structute specified for ‘E’ route.
than 50 kmph and upto 80 kmph
Where BOX‘N’ or 22.1 Tonnne axle 52 kg IRS-T-12 Second quality rails
wagon ply or operating speeds on or 52 kg (SH).
sidings exceed 30 and are going
uptr 50 kmph.
For other sidings with operating speed 52 kg IRS-T-12 third quality rails also called
upto 30 kmph ‘Industrial use rails’ or 52 kg (SH).
Note : 52/90 represents 52 kg/90 UTS rail section.

(i) Existing 90-R rails may be allowed to remain for speeds not exceeding 110 kmph.
(ii) On routes identified for running of 22.1 Tonne axle load wagons, 60-kg rails shall be used on all routes.
(iii) Head hardened rails should be used on (a) Local lines where dedicated EMU stock is running. (b)
Ghat section with gradients steeper than 1 in 150 and / or curves sharper than 2 degree, (c) Locations
where due to grades, curves, traffic density and type of stock, the rate of wear of rails is such as to
necessitate rail renewal, on wear considerations, at a frequency of 10 years or so. (d) Routes where
predominantly captive rolling stock is moving in close circuit movement, particularly with heavy mineral
traffic. (e) The HH rails should be laid on continuous & long stretches.
(iv) *Second hand 52 kg rails may be used on case-to-case basis, with the prior approval of Railway
Board; depending upon quality of released rails available.
74
(b) Metre gauge – The following rail sections are recommended on M .G. routes:-
Route Rail Section recommended
‘Q’ and ‘R1’ .. .. .. .. 52 Kg (SH)/90 R (New)*
‘R2’ and ‘R3’ .. .. .. .. 52 Kg (SH)/90 R (SH)
‘S’ .. .. .. .. 52 Kg (SH)/90 R (SH)/75R (SH)
* 90R (New) to be only used with specific approval of railway Board, in case no suitable 52-Kg (SH)
rails are available for use on MG during renewal.
(c) Narrow gauge (762 mm.) – Suitable new or second hand rails 50 lbs. and above.
249. Causes of Rail Deterioration – The (4) Wear on Gauge Face – The outer rail of a
principal factors causing rail deterioration are detailed curve has to withstand heavy pressure from the
below : wheels which results in the running edge becoming
worn or ‘side-cut’. Wear on gauge face is specially
(1) Corrosion and rusting – Corrosion is caused
pronounced in case of suburban sections where
not so much by the dampness as by acid gases
multiple unit coaches are provided with laterally
dissolved in the film of moisture which frequently
unsprung traction motors.
coats the rails. Corrosion is generally heavy in the
following locations : (5) Hogging of rail end – A hogged rail is one
with its end or ends bent in vertical direction. A
(a) Platform lines where trains make
hogged rail end in the track is ascertained by unfishing
prolonged halts.
the joints, removing the fastenings and then
(b) Sidings where saline or corrosive measuring the extent of hog at the rail end by placing
goods are dealt with . a 1 metre long straight edge over the rail table,
(c) Where the rails are affected by the centrally over the joint as shown in the sketch below–
dropping of engine ashes, such as at
ash pits.
(d) Near water columns due to insufficient
drainage.
(e) Tunnels and damp cuttings.
(f) Areas near the sea coast.
(g) Industrial belts.
Corrosion is generally noticed on the web and
foot of the rail. (6) Battering of rail ends – Rail end batter
occurs where the joint gaps are excessive. It is
(2) Wear on Rail Table – Normally this is of a
caused by the impact of wheels on end of a rail
very small order. The amount of wear increases with
particularly if the fish-plates do not fit snugly. Rail
heavy traffic density as in suburban section, though
end batter is measured as the difference in heights
not proportionately.
of the rail at its end and at a point 30 cm. away from
(3) Flattening of rail table — This mostly occurs the rail end as shown in the sketch as shown below.
on the inner rail of a curve by high contact stresses
combined with horizontal forces. The vertical
pressure may be due to heavy axle load, large
unsprung mass or under equilibrium speed on canted
track. The horizontal forces are associated with slow
running on canted track, which condition produces
slipping of wheel sets. Spreading of rail table is an
indication of overloading on one rail and such
tendency can be reduced by providing appropriate
cant.
75
(7) Wheel burns – Wheel slipping occurs Two coats of Bituminous emulsion to IRS-
usually on adverse gradients or while starting on P-30-1996 to a dry film thickness of 350 microns
rising grades when considerable heat is generated (each coat to a minimum thickness of 175 microns).
and top of the rail is torn off in patches, causing
(b) Rail flanges/web should be kept free of the
depressions known as wheel burns, from which
ashes particularly near the ash pits in watering
cracks may develop. This also occurs when train
stations.
brakes are applied suddenly and wheels lock and
slide. Wheel burns cause the wheels to hammer the (c) Periodical cleaning of rubbish should be got
rails and lead to difficulties in keeping the sleepers done in goods shed siding lines.
packed firmly and fastenings tight. Such rail should (d) Water column should be avoided on the
be kept under observation and changed, in case run through lines as far as possible. Where however
repair by welding is not feasible. The incidents of water columns are necessary to be retained, proper
wheel burns is predominant where the mode of drainage of water column should be ensured.
traction is electric or diesel-electric.
(3) Reducing side wear on rails-(Gauge face
(8) Corrugation – In certain locations, rail table of outer rails) – (a)On sharp curves where the
develops ridges and hollows called corrugation and tendency to wear on the outer rail is noticeable,
when vehicles pass over these rails, a roaring sound lubricators should be installed or hand lubrication of
ensues. Such rails are called “roaring rails”. gauge face should be done, care being taken not to
In such locations, excessive vibrations are apply the lubricant on the top of the table.
caused, due to which fastenings and packing tend (b) Increased life can be obtained by turning
to get loose, track needing frequent attention at these the rails when side wear reaches the permissible
places. limit. At the time of turning, matching of rail ends on
the gauge face should be ensured. Spot renewals
250. Rail Maintenance to reduce Rail should not be carried out with new rails particularly,
Deterioration – (1) Efficient maintenance of rails if the heads of the existing rails are worn badly. These
results in increased service life of rails. The following should be spot renewed with matching sections of
precautions/maintenance practices if observed ,will serviceable rails.
effectively reduce rail deterioration.
(4) Repairs to wheel burns – This could be
(2) Prevention of corrosion (Anti-corrosive carried out at site by in situ welding.
measures)– (a) Anti-corrosive paintings –
251. Maintenance Of Rail Joints –
(i) Anti-corrosive painting of rails should be (1)Special care is needed for maintenance of fish-
carried out in locations which are prone to corrosion. plated joints to get better rail life as well as improved
(ii) While carrying out renewals in these areas, running.
anti-corrosive treatment should be given before the
(2) The efficient maintenance of joint depends
rails are laid in the track. The rust is removed and
on :
scales are loosened by wire brushing/scraping.
Thereafter rails are painted with – (a) Efficiency of fastenings.
One coat of Red oxide zinc chromate primer (b) The efficiency of packing and correct
to IS:2074. spacing of sleepers.
Two coats of Bituminous emulsion to IRS-P- (c) The provision and maintenance of
30-1996 to a dry film thickness of 350 microns (each correct expansion gaps.
coat to a minimum thickness of 175 microns). (d) The proper lubrication and fishing of the
(iii) In the case of rails that are already laid in joints.
track and subject to corrosion the rails should be (e) The correct maintenance of gauge and
given the treatment in the track itself. The rust and cross levels and proper packing.
scales are first removed by wire brushes and (f) Efficient drainage.
thereafter painted with-
One coat of Red oxide zinc chromate primer
to IS:2074.
76
(3) Defects in rail joints – Some of the major (d) Battering of Rail ends – Battering can be
defects, noticed at the rail joints and the preventive avoided by packing the joint sleepers firmly and by
measures suggested to rectify or minimise the maintaining correct expansion gaps. Battering of rail
deficiencies /defects noticed are detailed below – ends can be repaired by in situ welding. It can also
(a) Slack sleepers – Maintenance of joints by be improved by end cropping.
Measured Shovel Packing in case of flat bottomed (e) Hogged Rail Joints – De-hogging can be
sleepers improves the condition of the joints. In the done by de-hogging machines. De-hogging of rail
case of conventional maintenance by beater packing ends can be done by Measured Shovel packing. In
it should be ensured that the sleepers do not get tilted. this method the joint sleepers are normally packed
(b) Loose Fish-Plates – Fish bolts must be kept to a specified height above the normal, taking into
tight, but not so tight as to prevent expansion or consideration the dip at the joint and voids below the
contraction of rails, by using standard spanners. sleepers, leaving the shoulder sleepers without
packing. After allowing traffic for about two days, the
(c) Wear of Fish-Plates and Rails at fishing
shoulder sleepers are packed without lifting them.
surfaces – When wear takes place on the fishing
De-hogging is effected by traffic passing over the
planes of rails and fish-plates, the joint dips down.
joints. Use of repressed fish-plates helps in
The wear is generally greatest at the centre of the
improving the hogged joints. Hogging can also be
top of the fish-plates and least at the ends.
eliminated by cropping the rail ends.
Two types of devices are used for
(f) Broken Fish-plates – Broken or cracked fish-
compensating the wear of the fishing planes :
plates must be replaced with new or reconditioned
(i) Repressed fish-plates. fish-plates.
(ii) Tapered shims.
(g) Cracked or Broken Rail ends – The fish
(i) Repressed Fish-Plates – The repressed fish- bolt and bond holes at rail ends weaken the rails.
plates are those which are hot forged so as to form When maintenance is poor, rail end fractures occur,
a bulge in the middle part of the fish-plate conforming the fracture almost always starting as a fine crack
to the wear most prevalent. from the fish bolt or bond holes. During lubrication of
(ii) Tapered shims – Tapered shims are pieces rail joints, opportunity should be taken to observe
of steel, shaped to fit the usual pattern of wear the rail ends carefully for any fine cracks. If cracks
between the top fishing surfaces. They are made in are noticed rails should be replaced. Chamfering of
varying thicknesses, each size being designated by bolt holes and bond holes should be done. Ultrasonic
the wear in mm. between the fishing surfaces testing of rails helps in detecting the cracks which
multiplied by 10. Thickness of shim is varied in steps are difficult to detect by visual examination.
of 0.5 mm. from 1.5 mm. to 3.8 mm. Length of the
(h) Pumping of Joints – Immediately after the
shims should be determined on the basis of actual
monsoon, the ballast at such joints should be
wear pattern of different sections of rails. Shims are
removed. Sand blanketting should be provided on
tapered in thickness from one to the other to conform
the top layer of the formation which will prevent
to the wear. The sketch shown as below indicates
upward rise of clay slurry. On top of this blanket
the type of tapered shim, which is commonly used : clean and adequate ballast should be put. Cross
drains should be provided between first and second
E shoulder sleepers. Geotextiles can also be
L advantageously used.
(4) Other important points regarding joint
e
maintenance – (a) Gap survey should be undertaken
periodically and gap adjusted, as detailed in Para 510.
E = M A X . T H IC K N E S S . (b) Use of wooden sleepers at fish-plated
e = M IN . T H IC K N E S S . joints, on a metal sleepered road, is desirable.
L = L E N G T H O F S H IM
(c) Ordinary fish-plated track could be
converted into three rail panel, wherever all other
conditions for SWR are satisfied.
77
(5) Chamfering of bolt holes in rails- (d) Procedure for chamfering of bolt
holes: (i) The nut of high tensile steel bolt is removed
(a) General : (i) Chamfering of bolt holes work
and one packing piece is inserted in the shank
hardens the periphery of holes and thereby delays
followed by one side of the H.S.S. chamfering bit.
the formation of star cracks. The chamfering of hole
takes 5 minutes per hole. Each drilled hole shall be (ii) The high tensile steel bolt is inserted with 2
chamfered. pieces in the rail hole.
(iii) On the other face of the rail hole, the second
(ii) Existing bolt holes in fracture prone zones
half of the HSS chamfering bit is inserted over the
should be chamfered if not elongated. In case of
shank followed by the second packing piece.
elongated holes, the chamfering bit will not be in
contact with the full edge of the bolt holes and there (iv) The nut on the high tensile steel bolt is
will be uneven hardening of the metal resulting in replaced.
stress concentration in weaker-zones. Therefore,
(v) Pre-set torque-wrench on nut at torque
such portion of rail should be removed; holes should
value of 52 Kg-m equivalent to an axial force of 12.5
be drilled and chamfered.
tonnes, is applied. The nut is tightened with the torque
(b) Equipment for chamfering of bolt wrench. As soon as the preset torque is attained,
holes: Work hardening of bolt holes should be done the torque wrench will automatically trip indicating
with chamfering kit of approved make. The complete tightening to preset torque value.
chamfering kit consists of the following:
(vi) The nut by reversing the torque wrench is
Equipment (as per Fig.1)
unscrewed and HTS bolt is removed. The process
Qty.
is repeated on other rail holes.
(i) High tensile bolt M-20 1 No.
(e) Chamfering of each hole should be done
(ii) High tensile nut for M-20 bolt 1 No.
under the supervision of Mate/Keyman.
(iii) Sets of 2 H.S.S. chamfering bits 1 set
252. Inspection of Rails In Service –
(iv) 19mm sq. drive sockets size 32mm 8 Nos. (1) General – Rails should be inspected for flaws
(v) Set of 2 packing pieces (sleeves) 1 set specially, when the rails show signs of fatigue and
(vi) T-400 torque-wrench with built-in the rail wear is excessive. The detection of rail flaws
rachet Mechanism 1.25m length 1 No. is done either by visual examination of the rail or by
ultrasonic rail flaw detection.
CHAMFERING
TOOL SLEEVE
20 Ø HTS
BOLT
SLEEVE CHAMFERING WEB OF RAIL

TOOL
Fig.1
(c) (i) Chamfering of bolt holes in the welded (2) Visual examination of Rails – Most of the
rail panels should be done before despatch in the rail flaws develop at the rail ends. Rail ends should
Flash Butt Welding Plants, if situation so warrants. be examined for cracks during the lubrication of rail
joints by cleaning the surface of the rail by wire
(ii) When rails in track are end-cropped, new
brushes and using a magnifying glass. A small
bolt holes should be chamfered at site.
mirror is of assistance in examining the underside
(iii) Bolt holes in new rails received directly from of rails. Such an inspection on the important grider
steel plant should be chamfered before rails are laid bridges and their approaches should be done twice
in track. a year.
78
(3) “Ultrasonic testing of rails is specialized (6) In the case of weld failure, joggled fish-plates
activity and the inspectors carrying out the and clamps should be used.
ultrasonic testing of rails shall be trained by (7) After doing the emergency repairs the trains
RDSO, in the technique of USFD testing. Each may be passed at 20 km.p.h. by a Mate/Keyman,
zonal railway shall create adequate number of ex- until the Permanent Way Official replaces the rail and
cadre posts of inspectors to ensure that entire restores full speed.
track length in their jurisdiction is ultrasonicaliy (8) If there is a spate of rail fractures, additional
tested at the laid down periodicity. Keyman’s patrol should be introduced in the early
Detailed instructions for ultrasonic testing of hours of the morning.
rails and welds are contained in the Manual for 254. Stacking of Rails – In stacking rails,
Ultrasonic Testing of Rails and Welds, care shall be taken that -
August, 1998, which along with its correction (a) The ground is level;
slips may be referred to as Annexure to this (b) Free rails are supported at least at four
Manual, It is very important that instructions points, evenly in their length; and
contained therein are carefully studied by the
(c) Each stack of the rail should be of the same
Permanent Way Officials connected with the
section and class.
laying and maintenance of track”.
255. Handling of Rails – (1) Any
(4) USFD Testing of Service Rails:- No rail carelessness in loading, unloading, handling and
untested by USFD shall be laid in the track whether laying is liable to cause damage which will not only
for new lines or layouts or renewals or for repair contribute towards bad running but also result in
works or even temporarily such as service rails for irrepairable damage to, or incipient failures of rails.
PQRS work. For repairs and casual renewals, a During loading and unloading, ramps of un-
location-wise imprest of tested rails of various lengths serviceable rails should be made and the rails slid
(13m, 9m, 6m) shall be prescribed for each PWI by over them, intermediate supports being given to
Sr.DEN/DEN. prevent excessive sagging.
253. Action to be taken in the case of (2) When conveyed in bolster -wagons, the
Rail fractures/Weld failures – (1) It is of rails should be loaded to obtain equal over hang at
paramount importance that whenever a fracture of a each end beyond the bolsters and securely chained.
rail/welded joint is noticed, immediate action is taken (3) Carrying rails, on the head or shoulders
to restore the track, if necessary with restricted should be avoided. For handling rails, slings or tongs
speed, with the least possible delay. should be used. When hauled into position, prior to
(2) The Mate/Keyman/Gangman, as soon as linking or otherwise, rails should be so spread as to
he notices the rail fracture/weld failure should first rest evenly along their entire length or on supports
protect the track, while the repairs are being carried closely spaced. Flat footed rails should lie on the foot.
out. He should also send information to the P.W.I. Those that are found with kinks should be
and the Station Master of the nearest station. straightened.
(3) If the fracture is with a gap of less than 30 (4) When housing rails into metal sleepers or
mm. in the case of fish-plated/SWR track, the chairs, the sleepers should be properly aligned and
fractured portion should be supported on wooden levelled. Forced insertion of rails with hammer blows
block or by shifting the nearest sleepers on both should be avoided.
sides. In the case of LWR the fractured rail should
(5) During yard surveys, curve adjustments
also be clamped.
and realigning operations, chisel or punch marking
(4) When the fracture gap is more than 30 mm., of rails should be avoided.
a closure of appropriate length should be used with
a clamp and further action taken as in sub-para 256. Rail Closures – The following
(3) above. instructions regarding use of rail closures should be
observed :
(5) In cases where a small portion or piece of
rail has come off or in the case of multiple fracture,
the rail has to be changed.
79
1) (a) Permanent closure in running lines (3) Register of Rail failures – All the cases of
should not be less than 5.5 metre in length. However, rail failures have to be entered in the section register
for locations such as 500 metre length on both side by the Permanent Way Inspector as laid down in
approaches of tunnels, tunnel proper, major and Para 210. For this purpose all failures whether in
important bridges including bridge proper, deep running lines, points and crossing rails etc. and
cuttings and high embankments, the stipulations of irrespective of type and age of the rails, have to be
para 1 (b) below shall apply. entered in the section register. This recod is intended
to serve as a basic record which should be available
(b) Permanent closure in running lines, on in the office of the Permanent Way Inspectors and
locations specified in para 1 (a) above, should not will serve to furnish data, if required subsequently
be less than 11 metre in length, between two for any statistical analysis or for framing out
adjoining fish plates. proposals for track renewal works. Care should
The closure rails existing in track which are therefore be taken by the Permanent Way Inspectors
less than 11 metre, should be welded at least at one for filling up all the details as per Para 210. The
joint on either side to make the minimum rail length Assistant Engineer concerned shall call for the P.
of 11 metre between two adjoining fish plated joints. W. I.’s register once every year and initial the same
Till such time this welding is done and the length of in token of his perusal.
at least 11 metre is achieved, speed restriction of 30 (4) Reports of Rail failures – In addition to the
kmph shall be imposed. record maintained in the section register, as detailed
above, a report has to be prepared as per Annexure
(2) The use of closures should be limited and 2/10 in all cases of rail failures occurring in track
reduced to the minimum possible. with the exception of the cases noted below -
(3) Closures should not be located near each (a) Rail failures occurring in non running lines.
other in the same portion of track nor in proximity to- (b) Non standard and obsolete rails.
(a) Junctions of different types of rails and/or (c) Rails removed due to casual renewals on
sleepers. account of accidental damages to the rails such as
(b) Bridges, level crossings, ash pits, and points wheel burns and scabbings, buckling, kinking,
and crossings derailments, abnormal slipping of loco wheels,
excessive wear, loss of section by corrosion,
(4) Closures should be obtained by hacksaw
battering, elongation of holes.
cutting and not by gas cutting.
(d) Machined rails such as mitred joints, switch
(5) It is better not to use closures opposite to
expansion joints, switches and crossings.
each other but stagger the same.
For this purpose, the Permanent Way
257. Rail Failures – (1) Definition of a Rail
Inspector will prepare a ‘Rail failure’ Report in
failure– A rail is said to have failed if it has fractured quadruplicate as per pro forma at Annexure 2/10
in track or it is considered necessary to remove it
and shall forward 3 copies to the Assistant Engineer,
from track on account of defects other than those
who will transmit all the copies with his remarks to
due to accidental damages due to buckling, kinking,
the Divisional Engineer, for onward transmission of
derailments, abnormal wheel burns etc.
one copy each to the Chief Engineer and Director (
(2) Action to be taken in case of Rail failures– M&C)/RDSO/Lucknow-11. In case of failures
When a rail fails in track, action as detailed in items requiring metallurgical investigation, the report should
(i), (ii) and (iii) below is to be taken - be prepared in quaintuplicate, the extra copy being
(i) Entry in the Permanent Way Inspector’s sent to the Chemist and Metallurgist of the Zonal
section register as detailed in sub para (3) below. Railway along with the samples as detailed in the
(ii) Preparation of a detailed report of the failure sub-para (6) below. Efforts should be made by
in cases where applicable as laid down in sub-para Divisional Engineer so that the report reaches the
(4) as mentioned below. Director (M&C)/RDSO within a month of the rail
failure. The Director (M&C) will arrange to carry out
(iii) Detailed metallurgical investigation in
annual numerical analysis of rail failures from the
cases, where applicable, as per sub-paras (4) &
reports received from the Permanent Way
(5)
Inspectors and the Chemist and Metallurgist and
publish reports with suggestions for reducing failures.
80
Sketches illustrating the fractures will be (a) 100/200 - Transverse breakage with
prepared and submitted with the failure reports on apparentorigin (sudden
each case, care being taken that the running face of breakage)
the rail is indicated thereon. (b) 1212/2212 - Head, surface, shallow
It is particularly essential to record the type of surface defect(line).
failure in the failure reports against item No. 5.3 (c) 1321/2321 - Web horizontal crack at top
as per R.D.S.O. monograph “ Rail Failures - fillet radius.
Description, Classification and Reporting”. In (d) 1322/2322 - Web horizontal crack at
most cases, it is possible to determine the cause of bottom fillet radius.
the failure by visual examination/ultrasonic detection
(e) 1323/2323 - Web horizontal crack not at
without the need for metallurgical investigation.
fillet radius.
However, in cases mentioned in sub-para (5)
below, it is obligatory to take up full metallurgical (f) 238 - Web diagonal cracks not at a
examination by the Chemist and Metallurgist of the hole.
Railway concerned with a view to ascertaining the (g) 253 - Foot , vertical, longitudinal
exact cause of failure. In such cases the rail failure crack in foot half-moon break.
report should be made out in the prescribed pro forma (h) 1511/2511 - Foot transverse break at rail
inserting the most probable code of failure against seat.
item No. 5.3 and indicating whether the sample (i) 1512/2512 - Foot transverse break not at
has been sent to the Chemist and Metallurgist for rail seat.
metallurgical investigation.
(j) 111/211 - Internal flaw in head,
For the cases of rail failures detected visually, transverse breakage.
a short piece of rail approximately 2 m. long has to (k) 112/212 - Internal flaw in head, horizontal
be sent to the Zonal Railway Chemist and crack.
Metallurgist by the Permanent Way Inspector direct,
along with a copy of the rail failure report only for (l) 113/213 - Internal flaw in head, vertical
such cases which come under the category listed longitudinal split.
below. In other cases, i.e. , those detected by (m) 133/233 - Web, vertical longitudinal
ultrasonic flaw detectors, the rail pieces have to be splitting
sent for metallurgical test only from those rails which (n) 139/239 - Web, lap.
are removed from track based on the criteria for (o) 153/253 - Foot, vertical longitudinal split.
renewal of rails and falling in the category listed below.
The test pieces for metallurgical examination are to (6) Failure of imported rails within the
be sent only for rail failures which occur within 10 Guarantee period - In all cases of failure of imported
years of primary renewals and for which detailed rails, occurring within the guarantee period,
reports are to be prepared. To sum up, before irrespective of the type of fracture/flaw a 2 m. piece
sending the test pieces to the Chemist and containing the fracture/ flaw detected visually or by
Metallurgist, it should be ensured that - ultrasonic flaw detector, should be sent to the
Chemist and Metallurgist together with a rail failure
(i) The rail failure is within 10 years of primary
report for metallurgical investigation.
renewals;
(ii) The rails have been removed from track (7) Procedure for sending samples for
as a result of visual or ultrasonic detection; and metallurgical investigation— In case of fractured rail,
both the pieces containing fractured faces should be
(iii) The failures fall only in categories listed
sent to the Chemist and Metallurgist for investigation.
below:
To avoid damage in transit, the fractured faces shall
(iv) The rails where rail/weld failure is a prima be protected with mineral jelly and suitably covered
facie cause of the train accident should be sent to with hessain cloth. Cracked rails may also be
RDSO. suitably protected at the crack location to avoid
In cases of failures of imported rails occurring damage in transit. Pieces having internal defects may
within guarantee period, stipulation of sub para (6) be dispatched as such.
(5) Type of rail failures for which metallurgical

investigation is required -
81
The Chemist and Metallurgist of the Railway (2) Over tightening of fish-plates shall be
will carry out metallurgical investigation, as required, avoided. Fish bolt spanner of standard length
and forward one copy of the report each to the Chief 680 mm to 760 mm on B.G. and 530 mm to 610 mm
Engineer of the Railway and the Director (M&C)/
R.D.S.O. on M.G. and N.G. (762 mm) shall be used.
In case of failures of imported rails within the Alternatively mechanical torque wrenches with
guarantee period, attributable to manufacturing predetermined torque should be used. When
defects as revealed my metallurgical investigation, tightening bolts the two central bolts should be
the Chief Engineer should immediately lodge a tightened first.
provisional claim with the manufacturer pending
Director (M&C)’s confirmation of the findings 259. Combination Fish-Plates – Rails at
submitted by the Chemist and Metallurgist of the joints should butt against each other and fishbolts
Railway. The Director ( M&C )/ R.D.S.O. will tightened. A set of four combination fishplates is to
scrutinise the report submitted by the Chemist and be used at joints of two different rail sections.
Metallurgist and if he agrees with the findings as The 4 fishplates are different from each other and
submitted, inform the Chief Engineer accordingly.
Where the Director (M&C)/ RDSO feels the need are marked I.R., OR., I.L. or O.L. apart from their
for carrying out further investigation before giving his part numbers. On either side of combination
verdict, he will call for the sample from the Chemist fishplates, full length of rail should be used.
and Metallurgist of the Railway and carry out Combination rails prepared by welding two rail
confirmatory tests, as necessary and intimate the sections as per standard drawings should, preferably
findings to the Chief Engineer. On the basis of be used in place of combination fish-plates.
Director (M&C)’s advice, the Chief Engineer will then
finalise the claim with the manufacturer. 260. Fish-plates failures – (a) A fish-plate
In case of failures of rails other than imported, is said to have failed if it fractures or cracks in service
the Director(M&C)/RDSO will call for samples from in track for reasons other than service wear and tear,
the Chemist and Metallurgist, for confirmatory test, accidents, or excessive wheel grazing noticed on it,
where necessary. Based on the trend indicated by and it becomes necessary to remove it from track.
the numerical analysis of the rail failures for the period
under review, the Director(M&C) will bring to the (b) All cases of failure of fish-plates shall be
notice of the indigenous manufacturers and entered by the Permanent Way Inspector in the
D.G.S. & D. any predominance of failures attributable section register allotting separate pages for the
to manufacturing defects, to enable corrective action same.
being taken.
(c) Renewal of worn fish-plates should be
258. Careful usage of Fish-Plates – (1) considered when condition has reached a stage
The hammering of the fish-plates should be strictly where remedial measures like use of tapered shims
forbidden. For removing a fish-plate which has seized
are ineffective.
to the rails, the fish-plate may be tamped gently, by
a hammer by interposing a wooden piece.
82
.........................................RAILWAY
ANNEXURE-2/10 Para 257 (4)
Pro forma for Reporting Rail Failures
Broken/Cracked/Defective rail removed on ..................................................day of 19..........
1.0 General Information
1.1. Division.
1.2. Section (name of line or branch).
1.3. Between Stations ..........................................................and..................................................
1.4. Kilometrage.
1.5. Line.
1.5.1. Up/Down/Single.
1.5.2. B.G./M.G./N.G.
1.6. Alignment.
1.6.1. Straight/Curve(indicate degree of curvatures).
1.6.2. Inner/Outer in case of curve.
2.0. Charateristics of Traffic and Traction.
2.1. Traffic density in G. T. K. M./annum.
2.2. Total traffic carried in G. M. T. before failure (for realeased rails, also add previous traffic
carried).
2.3. Maximum axle load with type of vehicle on section.
2.4. Maximum permissible speed.
3.0. Characteristics of Rail.
3.1. Rail Section .........................kg./m.
3.2. Rolled marking ...................................
3.3. Total number of years in service..................
3.4. Cast No.
4.0 Characteristics of Track.
4.1. If fracture occured at or within 100mm. of weld, indicate date of welding.
4.2. Position of fracture.
4.3. Type of sleepers and density.
4.4. Depth of ballast.
5.0. Particulars of defect or fracture.
5.1. Detected–Visually/By flaw detector.
5.2. Remarks, if any.................................................
5.3. Classification of failure in code........................
.................................. ....................................... ............................

Signature of Permanent Way Signature of Asst. Engineer Signature of Divi. Engineer
Inspector
83
PART - ‘F’ (ii) Whenever primary renewals are carried out

even on ‘E’ routes, the minimum depth of ballast of
Ballast and Ballast Depots
200mm shall be provided.
261. Type of ballast in use - Stone ballast
(iii) Minimum depth of ballast under the rail seat
shall be used on all lines including points and
of the sleepers shall be 150mm except under PRC
crossings.
sleepers where it shall be 250mm.
262. Size of the Ballast – The gauge of stone
(iv) Wherever 22.1 t Axle load rolling stock is
ballast shall be as follows:
nominated to run the minimum depth of ballast shall
As per specifications issued from time be 350mm.
to time.
(b) Increase in ballast cushion to make up the
263. Ballast Profiles/Sections/Depths of recommended depth will be carried out during
Cushion – (1) Ballast Profiles/Sections to be complete track renewal, through sleeper renewal or
adopted - The following ballast profiles shall be programmed deep screening.
provided for the various groups of track in B.G., M.G.,
and N.G. :– (3) On wooden sleepered road, for a distance
LWR/CWR other than LWR/CWR of 50 m. outside of stop signals and at every place
where steam engines are likely to stop, it is a good
B.G. .. Annexure 2/11 ... Annexure 2/13
practice to cover the central portion of the sleepers
M.G. .. Annexure 2/12 ... Annexure 2/14 with ballast to reduce the risk of fire.
N.G. .. ... ... Annexure 2/15
(4) At locations where there is a change in the
In the case of conversion to CWR/LWR in both type of sleepers, special precaution should be taken
B.G. and M.G., the ballast profiles should be made and six rail lengths on either side of the junction
up as per the Manual.The approximate quantity of should be fully boxed. Similar action should be taken
ballast required per metre run of track for each of for bridge and level crossing approaches.
these standard ballast sections has been worked
out and shown in the sketch itself. 264. Assessment of Ballast Requirements–
(1) The requirement of ballast shall be assessed
(2) Minimum depths of Ballast Cushion – (a) separately for
The recommended minimum depth of the ballast
(a) making good the deficiencies as existing in track,
below the bottom of the sleepers at the rail seat
should be as under – (b) making good deficiencies arising out of
overhauling, through packing and deep screening,
Groups Recommended depth (c) for providing adequate cushions in the case of
B.G. Group ‘A’ 300 mm mechanical tamping,
B.G. Groups ‘B’ and ‘C ‘ 250 mm (d) For providing extra cushion while converting into
B.G. Group ‘D’ 200 mm LWR
B.G. Group ‘E’ 150 mm (2) The ballast required for maintenance
M.G. ‘Q’ routes 250mm (300 mm purposes shall be estimated by assessing the
when speed is quantity approximately if necessary by a survey, over
a rail length in every 1 km. Care should be taken
100 kmph)
that the cores under the sleepers are not disturbed.
‘R1’ routes 250 mm
(3) In case of deep screening, assessment of
‘R2’ and ‘R3’ routes 200 mm
ballast required for recoupment and providing
‘S’ routes 150 mm standard section should be made by deep screening
Narrow gauge 150 mm the ballast section to the full depth in a rail length for
two to three sleepers at every 1/2 to 1 km. In this
Note:- (i). In case of SWR the recommended case screening is done under the sleepers as well.
depth is 200mm.
84
(4) In new line construction, ballast (g) Measurements should be taken of complete
requirements will be assessed as per the profile (to stacks. The measured stacks should be identified
be adopted) given in para 263 (1) suitably by lime sprinkling or any other method.
(5) The quantities assessed vide sub-para in (h)Before training out of Ballast or other
(2), (3) and (4) above will be the net quantities of material is undertaken on contract, a copy of each
ballast required to recoup the deficiencies or to of the depot diagram should be kept with the
provide required profile / sections. The above net permanent Way Inspector, the Ballast Train Guard
quantities may be enhanced suitably (say 8%) to and the Contractor, the original being with the
arrive at gross quantities of ballast for the purpose Assistant Engineer. As each stack is lifted, this
of procurement action in case measurements are should be recorded on the depot diagram which
proposed to be taken in stacks or in wagons at should always be kept up-to-date. Challans should
originating station. be prepared after loading the ballast into wagons.
265. Collection and Training out of Ballast– (3) Quantity trained out – When settling
The collection of ballast can either be done- (a) by accounts for training out ballast, checks should be
resorting to alongside collection, or (b) by collecting made by comparing the quantities as per stack
at depots and training them out in ballast trains. measurements recorded in the measurement books,
with those deduced from wagon measurements as
The mode of collection will have to be decided recorded in the ballast train reports, due allowance
taking into account proximity of quarry, availability of being given for sinkage as per rules.
good stone ballast, service roads along side the line
for carrying of ballast,availability of ballast trains, the Should the wagon measurements differ from
turn round of ballast trains and availability of block the recorded measurements by more than 5 percent,
for unloading. the matter should be investigated immediately and
reported to the Divisional Engineer. In special cases
266. Depot collection of ballast – (1) Register direct measurement of ballast in wagons may be
of ballast collection and training out - The Inspector- resorted to with the approval of the Chief Engineer.
in-charge of the depot shall maintain a register
showing all transactions in respect of stone 267. Along side Collections (Cess
ballast,moorum and sand ballast. If the depot deals Collections) – In the case of along side collections
with boulders also, the same should also find a place the Inspector-in-charge should maintain separate
in a register. register showing the measurement of stacks as well
as its disposition(Between km. to km.). The stacks
(2) Loading from the Depot - At all depots the should be serially numbered between the successive
following instructions should be followed : posts. Any entry should be made in the register
(a) The space along the sides of the Railway whenever the stacks are removed and ballast put
siding, meant for stacking, should be divided into into the track. Record should show the place where
convenient number of zones and demarcated. the removed ballast has been used with the date of
(b) For each depot, a depot diagram shall be removal.
maintained, which should indicate the site details of 268. Handing over charge by Assistant
all the measured stacks. Engineer – During transfer of charge of a sub
(c) Each stack in each zone should be serially division, the Assistant Engineer taking over, should
numbered. satisfy himself by test checking some of the stacks
(d) The operations of collecting and training out at each depot and along the cess to the effect that
materials should not be carried out at the same time the quantities of materials shown in the registers are
in any one zone. correct. He should certify that this has been done by
initialling each entry so checked.
(e) The ground on which the stacks are made
should be selected and levelled.
(f) Where practicable, no stack should be less
than one metre in height.
85
269. Unloading Ballast along the line – 271. Ballasting New Formation – Banks
When unloading ballast along the line care shall be should be preferably compacted in which case
taken that the heaps at the sides and the centre are ballasting can be done straightaway. If compaction
clear of prescribed running dimensions. is not done initially, the ballast punctures the formation
and ballast pockets are formed which give rise to
Ballast shall not be unloaded upon signal wires
problems in maintaining correct track geometry. On
or point rods. Care should be taken to ensure that
banks where track has to be laid before proper
no stone is left inadvertently between the stock rail
consolidation, it is desirable to use coarse sand or
and tongue rail.
moorum for packing and boxing. Quarry grit and
270. Surplus Ballast along the line – All stone chips can be used if available. Ash, cinder,
surplus ballast left along side the line should be slag and fine and medium sand should not be used.
collected and stacked in regular heaps and not left After consolidation, the road should be opened to the
scattered on the slopes to be overgrown by grass bottom of the sleeper, all surplus material removed,
and lost. the track raised to final level on stone ballast and
packed.
86
ANNEXURE - 2/11 Para 263
87
Quantity of Ballast
Remarks
G Type of per meter in
A B C* D E* F F1 H
Gauge Sleeper Straight Curved
Track Track 1. The Minimuim Clean Stone Ballast
cushion below the bottom of sleeper
Wooden 250 350 500 2,270 2,420 6,850 5,490 540 1.682 M3
6,100 6,250 1.646 M3 i. e., A–250 mm.
" 300 " " " " " " 5 9 0 1. 7 8 2 " 1.853 " 2. For routes where increase in speeds
" ¶ " " " " " " 6 4 0 1. 9 8 2 " 2.060 " are to be more than 130 Km.p.h. A–300
mm. or 200 mm. along with 150 mm. of
350 500 2,280 2,430 6,850
6,100 6,250
5,490 550 1.762 M3 1.827 M3 sub- ballast.
Steel 3300
00 " " " " " " 6 0 0 1. 9 6 2 " 2.035 " 3. Suitable dwarf walls shall be provided
Trough ¶
{ " " " " " " 650 2.162 " 2.242 " in case of cuttings, if necessary for
1676 mm retaining ballast.
PRC 250 350 500 2,360 2 , 5 10 6,850
6,100 6,250
5,490 630 1.954 M3 2.032 M3 4. *On outer side of curves only.
" 300 " " " " " " 680 2.158 " 2.243 " 5. Cess may be widened where required
" ¶ " " " " " " 730 2.362 " 2.455 " depending on local conditions and
outside of curves.
2 Block 250 350 500 2,360 2 , 5 10 6,850
6,100 6,250
5,490 630 2.110 M3 2.193 M3 6. All dimensions are in mm.
" 300 " " " " " " 680 2.314 " 2.405 "
¶ 7. ¶ 200 over 150 Sub- Ballast.
" " " " " " " 730 2.518 " 2.616 "
ANNEXURE - 2/12 Para 263
88
Q ua ntity o f B a llast
R e m arks
pe r m e te r in
G Typ e o f
A B C* D E* F F1 H
G au ge S lee pe r Stra ig ht C u rved
Track M 3 Track M 3 1. T h e M in im u im C le an Sto ne B a lla st
cush ion be low the bo tto m of slee pe r
W o od en 25 0 35 0 50 0 1,7 60 1,9 30 5,8 50 5,2 50 51 0 1.1 79 1 .2 84 i. e., A 2 50 m m .
" 30 0 " " " " " " 56 0 1 .3 31 1 .4 07 2. F or rou te s w he re in cre ase in spe ed s
" ¶ " " " " " " 61 0 1 .4 82 1 .5 67 a re to b e m o re tha n 1 00 K m .p.h . A 3 00

m m . or 2 00 m m . a lo ng w ith 15 0 m m . of
25 0 35 0 50 0 1,7 90 1,9 40 5,8 50 5,2 50 52 0 1.2 90 1 .3 53 sub -b allast.
Ste el 30 0 " " " " " " 57 0 1 .4 43 1 .5 14 3. S uita ble dw a rf w alls sh all b e provid ed
Trou gh ¶¶
" " " " " " 62 0 1 .6 00 1 .6 74 in ca se of cutting s, if ne cessa ry fo r
10 00 m m . re tain in g ba lla st.
C S T-9 25 0 35 0 50 0 1,7 30 1,8 80 5,8 50 5,2 50 51 0 1.2 35 1 .2 95 4. *O n ou te r sid e of curve s on ly.
" 30 0 " " " " " " 56 0 1 .3 85 1 .4 53 5. C e ss m a y be w ide ne d w he re req uired
" ¶¶ " " " " " " 61 0 1 .5 35 1 .6 09 de pe nd in g on loca l con ditio ns an d
ou tsid e of curve s.
PRC 25 0 35 0 50 0 1,9 40 2,1 00 5,8 50 5,2 50 59 0 .. .. 6. A ll d im e nsio ns are in m m .
" 30 0 " " " " " " 64 0 .. .. 7. ¶ 2 00 ove r 15 0 S u b-B a lla st.
" ¶¶ " " " " " " 69 0 .. ..
ANNEXURE 2/13 – Para 263
6850
89
RECOMMENDED DEPTHS OF BALLAST AND
Note :
BALLAST REQUIREMENTS
FISH-PLATED TRACK (1) In the case of ordinary fish-plated track : * To be
Quantity of Ballast Required/Metre increased on the outside of curves to 400 mm.
in the case of curves sharper than 600 M. radius.
Recommended On Straight and Curves of

Group Depth of Ballast Curves of Radius Radius Sharper
(2) In short welded panel Track * To be increased
Cushion Flatter than 600 M than 600 M
Y
to 400 mm. on outside of all curves, flatter than
875m radius and to 450mm. In the case of
A 300 mm. 1.588 M3 1.634 M3 curves sharper than 875m. radius.
B&C 250 mm. 1.375 M3 1.416 M3 (3) *To be increased to 550 mm. on the outside of
turn in curves of turn-outs in passenger yards.
D 200 mm 1.167 M3 1.202 M3
(4) In the case of S. W. R. track, the minimum depth
E 150 mm. 0.964 M3 0.996 M3
of cushion shall be 200 mm.
5850
90
RECOMMENDED DEPTHS OF BALLAST AND
BALLAST REQUIREMENTS
Note :
FISH-PLATED TRACK
(1) In the case of fish-plated track : * To be
increased on the outside of curves to 400 mm.
R o ute s R e com - Q ua n tity o f B a lla st re q uired pe r M e tre o n in the case of curves sharper than 600 M. radius.
m e nd e d
D e pth of (2) In short welded panel : * To be increased to 330

B allast O n Straigh t a nd
C u rve s o f R ad iu s S h arpe r mm. in the case of all curves flatter than 600 M.
C u shion C u rve s o f R ad iu s
tha n 6 00 M .
Y F la tte r th an 6 0 0 M . radius, and to 380 mm. in the case of curves
Q R ou tes 1 00 K m . p . h . .. .. 300 m m . 1 .0 7 0 M3 1 .1 4 5 M3 sharper than 600 M. radius.
Q R ou tes o f le ss tha n 1 00 K m . p . h . .. 250 m m . 0 .9 6 5 M3 1 .0 3 3 M3
R -1 R o ute s .. .. .. 250 m m . 0 .9 6 5 M3 1 .0 3 3 M3 (3) *To be increased to 550 mm. on the outside of
R -2 R ou te s w h e re LW R is co n tem p la te d 250 m m . 0 .9 6 5 M3 1 .0 3 3 M3 turn in curves of turn-outs in passenger yards.
R -2 R ou te s w h e re LW R is n o t C o n tem p la te d. 2 0 0 m m . 0 .8 1 7 M3 0 .9 0 5 M3
R -3 R ou te s .. .. .. 200 m m . 0 .8 1 7 M3 0 .9 0 5 M3
S R o u te s . . .. .. ..
(4) In the case of S. W. R. track, the minimum depth
150 m m . 0 .6 7 3 M3 0 .7 2 5 M3
of cushion shall be 200 mm.
91
Q ua n tity o f B a lla st re qu ire d pe r M e tre of Note :
Track
R e com m e nd ed D e pth o f (1) *To be increased on the outside of curves, to
B allast C u shion C u rve s of Track
O n Straig h t S ha rp er th an 30 0 m 300 mm. in the case of curves sharper than 300
R a dius. M. radius.
(2) * To be increase to 450 mm in the case of turn

in curves of turn-outs in passenger yards.
1 50 m m .. .. 0 .5 4 3 M 3 0 .5 8 4 M 3
overall length is not more than 20 m. In case of
PART – ‘G’
bridges where the overall length is between 20 and
Track Structure on Bridges 43 m., LWR can be continued on B.G., in case the
track is laid with 52 kgs. and 90-R rails under certain
272. Rail and rail joints on Bridges – (1) conditions as laid down in LWR/ Manual.
Longitudinal Profile of Rails – In standard plate
girders no camber is provided. Open web girders of (b) LWR with rail free fastenings can be
span 30.5 m. and above are provided with camber. provided from pier to pier with S.E.Js. on each pier
Track on these bridges are laid correctly following over the free end in the case of rollers on one side
the camber of the girder. While retimbering is done and rockers on other side. Box anchoring for a few
it should be ensured that the longitudinal level of rails sleepers should be done at the fixed end. In case of
follows the camber of girders. roller bearings on both sides, the central portion of
the welded rails shall be box anchored on a few
(2) Rail Cant – On Bridges the rail should be sleepers.
laid with an inward cant of 1 in 20 by continuing the
(c) LWR can be continued over a girder bridge
same cant as on the approaches.
with the provision of S.E.J. at the far end of the
(3) Rail joints over the Bridge – In the case of approach of the bridge using rail free fastenings over
small bridge openings less than 6.1 m. rail joints girder bridge. The length of the girder bridge will be
should be avoided. For other spans, the preferred restricted as per the table given in LWR Manual.
position of the rail joint is at 1/3 the span from either
(6) Precautions for arresting Creep – Track on
end.
girder bridges with un-ballasted deck is always laid
(4) SWR on Bridges – SWR may be continued with rail free fastenings in all cases. Track on girder
over girder bridges with unballasted decks upto 13.3 bridges laid with standard single rails and fish-plated
m. opening if the length of SWR is symmetrical to joints be isolated from the SWR if existing, on
the centre line of bridge and upto 6.1 m. opening if approaches on either side by providing at least two
the length of SWR is unsymmetrical to the centre well anchored Standard rail lengths. Similarly the
line of the bridge. No fish-plated joint should be track on the girder bridges not laid with LWR/CWR
located on the girder or within six metres from either shall be isolated from LWR/CWR by a minimum
abutment. In all such cases rail free fastenings, such length of 36 metres of well anchored SWR on either
as rail screws, dog spikes or rail free clips shall be side.
used, so that relative movement between rail and
sleepers may take place. 273. Bridge Timbers – (1) Minimum
requirements of depth, length and spacing-
(5) LWR/CWR on Bridges – In the case of Provisions in the Schedule of dimensions, indicating
laying LWR/CWR, provisions of LWR Manual should the minimum length of sleeper, minimum depth of
be followed. sleeper and the maximum clear distance between
(a) In the case of girder bridges (unballasted the sleepers for the three gauges are summarised
deck) LWR can be continued over bridges where below (nearest to 5 mm) :
Clear distance Depth of sleepers

Gauge between consecutive (exclusive of notching) Length of sleepers
sleepers not to exceed not less than
Outside to outside of girder
B.G. 510 mm 150 mm flanges plus 305 mm. but not
less than 2440 mm.
M.G. 305 mm 125 mm flanges plus 305 mm. but not
less than 1675 mm.
N.G. 125 mm 125 mm flanges plus 305 mm. but not
less than 1525 mm
92
Note : The details are for timbers directly resting on logitudinal girders.
(2) Size of Bridge Timber to be used for different Spans( B.G. and M.G.)
(a) A table showing the minimum thickness of timber for various girder spacings for B.G. and M.G. is
given below (applies to sleepers of sal wood or similar timber with a permissible fibre stress of 140 kg./cm2 for
sleeper width of 250 mm. in B.G. and 200 mm in M.G.) :
B.G. M.G.
Centre to Centre of Depth of sleeper Centre to Centre of Depth of sleeper
Girder excluding notching girder excluding notching
Up to 1,850 150 mm. Up to 1,250 150 mm.

Up to 2,000 180 mm. Up to 1,650 200 mm.
Up to 2,300 240 mm. Up to 2,000 240 mm.
(b) A table showing the size of bridge timber required for the standard spans that are now being adopted
is appended below for guidance :–
B.G. M.G.
Spans in R.D.S.O. Drawing Size of sleeper R.D.S.O. Drawing Size of sleeper
Meters No. bxd No. bxd
Up to 12.2 BA-11073 250 x 150mm. BA-11023 200 x 150 mm.
Up to 18.3 BA-11074 250 x 150 mm. BA-11024 200 x 200 mm.
Up to 24.4 BA- 11075 250 x 180 mm. BA-11025 200 x 200 mm.
Up to 30.5 BA -11076 250 x 240 mm. BA-11026 200 x 240 mm.
(3) Clear distance between joint sleepers :– in the case of double line shall be in the direction of
The clear distance between joint sleepers should not traffic and in the case of single line, in the direction
exceed 200 mm. both for B.G. and M.G. of increasing kilometrage.
(4) Treatment, end-binding and dating :–(a) (d) Cambering :– Provision of para 272(1)
Treatment:- Bridge sleepers should initially receive shall apply. Preferably sleepers of standard
a coating of boiling coal tar before their use. thickness should be used. Where pad plates are
Underside of the sleepers resting on girders should necessary, it should be ensured that their width shall
receive two coats. To each litre of coal tar 50 gms. of cover the full sleeper seat and hook bolts shall also
quick lime should be added. In case, this treatment pass through the pad plate.
has not been given in a depot, the P.W.I. should paint (5) Use of Packing Plates :– Packing plates
the sleepers with coal tar before insertion. Retarring are used to make up for the difference in levels on
of sleepers after insertion may be done once in five the top boom of the girder due to cover plates, etc.
to seven years, as found necessary. These plates should be of mild steel, as thick as the
(b) End-Binding :– To prevent splitting at the cover plates, and of sufficient width to take the hook
ends, the sleeeper ends, after being pressed, should bolts. In case cover plates exist only for part width of
be bound firmly with wire or hoop iron, or clamped. the girder, the sleepers are to be notched to the same
End bolts may be provided only when the sleepers shape.
supplied are severely split.
(6) Preparation of Timber before laying :–
(c) Dating and Branding :– The year of laying (a)The position of sleepers should be marked on top
sleepers should be cut or branded on each sleeper flange of the girder.
at the centre or at the end omitting the first two digits
(b)Sleepers are numbered serially on every
of the year. All dates shall be in one direction which
sleeper span-wise.
93
(c) For accuracy and increased output it is be fixed in position after tightening the hook bolts.
desirable to prepare a stand by bracing two pieces Care should be taken to ensure that the rails on the
of R.S.Js. about 600 mm. long. The distance between bridge are in alignment with the approach track.
the centres of flanges of R.S.Js. should be the same
(8) Fixing up of Hook bolts – (a) there are two
as that of the centres of the girders on the bridge.
types of hook bolts (22 mm.dia) one with straight lip
(d) Annexure 2/16 describes the details of suitable for securing sleepers to plate girders and
the method of notching to be carried out in the sleeper. other with sloping lip for securing sleepers to R.S.Js.
The sleeper should be kept as shown in Fig. 1 and In both types the hook is an integral part of the bolt.
checked for rocking. Rocking should be eliminated
A 75x75x6 mm. mild steel square washer is
by planing the seats of the sleepers.
used along with each hook bolt to prevent the nut
(e) The position of sleeper seats should be from cutting into the sleeper.
marked on both faces of the sleepers. The sleeper
(b) Two hook bolts are used for each sleeper.
should now be placed with level(non-rocking) surface
These hook bolts must be on the outside of the girder
on the R.S.J stand. The required depth of sleeper
and not on the inside. The diameter of the hole
should be marked along with the length of the sleeper
augured should not be more than the diameter of
seat, as shown in Fig. 2.
the hook bolt. On the top end of each hook bolt there
(f) A notch should be made up to the depth will be an arrow mark chiselled indicating the direction
marked as shown in Fig. 3. of the hook of the bolt. The arrow grooved on the top
(g) The notched surface should be tested with end of the bolt should be perpendicular(square) to
a template. The two notched bearing surfaces will the rail and pointed towards it when the hook holds
be in one plane when the template sits evenly and the girder flange. This enables the maintenance staff
does not rock, as shown in Fig. 4. to see from above and ensure that the lips of the
hooks are in proper position.
(h) The holes for the hook bolts should be
drilled from the notched side to ensure full grip of 274. Use of Rail Free Fastening in Girder
the bolts. Bridges – Rail free fastenings such as canted mild
(i) The new cut surface of the sleeper should steel bearing plates with four rail screws may be used
be coal tarred. on wooden sleepers. No anti-creep bearing plates
should be used. If channel sleepers are used, suitably
(7) Laying of Sleepers :– (a) Creep should be
designed canted bearing plates with rubber pads and
adjusted before taking up the work of re-sleepering.
rail free clip and bolt type of fastening should be used.
Rails and old sleepers should be removed under line
block. 275. Provision of Guard Rails on Bridges –
(b) The contact surface of steel work between (1) Location- Guard rail should be provided
the sleepers and girders(top of flange under sleeper on all girder bridges (including prestressed Concrete
seat) should be painted after thorough scraping. girder bridges without deck slab) whether major or
(c) Sleepers are then placed in position and minor. Guard rails should also be provided on all
with a light mallet the sleeper is hammered major and important ballasted bridges and also on
sufficiently for the rivet head to mark their position such other minor bridges where derailment may
on the notch surface, when pad plates are not cause serious damages.
provided. On all flat top, arch and prestressed concrete
(d) The gauging or grooving is done on these girder bridges with deck slab, where guard rails are
marks to house the rivet heads. not provided the whole width of the bridge between
the parapet walls shall be filled with ballast upto the
(e) The sleepers should be prepared 3 mm. top of sleeper level.
thicker than required and finally levels adjusted by
stretching a string over the rail seats from one end
of the girder to the other. A levelling instrument may
be used, if necessary, to fix levels. Standard mild
steel canted bearing plates with 4 rail screws should
94
(2) Design of Guard rails – The typical arrangement of a guard rail, with the important dimensions for
B.G., M. G.and N.G. are shown in the sketch and table as shown below –
L2
L1
R U N N IN G R A IL
GAUGE
GAUGE
G U A R D R A IL
a
R U N N IN G R A IL
FA C E O F T H E FA C E O F T H E
B A LLA S T W A LL B A LLA S T W A LL
PARTICULARS SKETCH B.G. M.G. N.G.

No .REF.
CLEARANCE BETWEEN
GUARD RAIL AND RUNNING “a” 250+50 mm 200+25 mm 150+25 mm
RAIL
LENGTH OF GUARD RAIL
OUTSIDE BALLAST WALL AND
MAINTAINED TO L1 1825 mm 1825 mm 1825 mm
CLEARANCES MENTIONED IN
ITEM-1
LENGTH OF GUARD RAILS TO
BE BENT SO AS TO BE L2 4875 mm 3655 mm 3200 mm
BROUGHT TOGETHER AT THE
MIDDLE OF THE TRACK.
The top table of the guard rail should not be Flats/tie bars fixed through holding down bolts.
lower than that of the running rail, by more than 25
The fixing of guard rail on concrete sleepers
mm. In the case of bridges on curves with canted
shall be done as shown in drawing No. RDSO/T-
track the difference should be measured with
4088 to 4097 by proper tightening of rail screws.
reference to a straight line connecting the running
Provision of MS flats/tie bars for tying PRC sleepers
tables of inner and outer rails.
together at ends is not required.
(3) Fixing of Guard rails- The ends of guard
(4) Splaying of Guard rails- In the case of
rails should be bent vertically and buried and a block
of timber fixed at the end to prevent entanglement of through girder bridges on double lines, the guard rails
hanging loose couplings. To ensure that guard rails should be splayed on both ends on both lines. In the
case of bridges other than through bridges on double
are effective, they should be spiked down
systematically to every sleeper with two spikes lines, the splaying need be done only on the facing
direction of the particular line. However, the non-
towards the centre of the track and one spike on the
opposite site. Notching of the rail foot for spikes fixing splayed end should be bent downwards after it is
the guard rails should be done on every alternate stopped at the end of the abutment and wooden block
provided.
sleeper. Sleepers should be tied at both ends by MS
95
276. Provision of walkways – Over all Departure from line is caused by incorrect
girder bridges, footways (walkways) should be seating of girders, shifting of girders laterally or
provided in the centre of track over sleepers to help lengthwise, incorrect seating of sleepers on girders
the Engineering staff for inspection. or rails on sleepers, varying gauge or creep.
277. Inspection and maintenance of Departure from level is caused by errors in level
Track on Approaches of Bridges :– (a) For all of bed blocks or careless sleepering. The adequacy
Bridges- (1) On the bridge approaches, sleepers with of clearances of running rails over ballast walls or
arrangement for fixing guard rails should be provided ballast girders at the abutments and condition of
for provision of guard rails as per Para 275 above. timbers and fastening on the run off and skew spans
should be inspected.
(2) Full complement of track fittings at bridge
approaches up to 100 metres should be provided to (2) Sleepers - The condition of sleepers and
maintain required track geometry and effort should fastenings should be checked. The spacing of
be made to immediately recoup deficiency noticed, sleepers should not exceed the limits laid down in
if any. paras 273(1) and 273(3). Squareness of sleepers
shall be ensured. Sleepers requiring renewals should
(3) Rail level of track in approaches of bridges be marked with paint, and renewals carried out. End
should be maintained, as per provision of IRPWM bolts should be provided on sleepers which have
under respective Para and dips in rail level developed end splits.
immediately after abutments should be avoided. The
alignment and super elevation in case of curved (3) Hook Bolts – Hook bolts should be checked
track should also be maintained as per provisions for their firm grip. Position of arrows on top of the
of IRPWM under respective Para. bolts should be at right angles to the rails pointing
towards the rail. Hook bolts should be oiled
(4) Rail joints should be avoided within three periodically to prevent rusting.
metres of a bridge abutment.
(4) Creep and joint gaps should be checked
(5) In case of LWR track, full ballast section and rails pulled back wherever necessary. Rail
as specified in LWR Manual should be provided up fastenings should be tight. Defective rails should be
to 100 metres from the abutment. replaced. Where switch expansion joints are
(6) Switch expansion joints should be provided provided on the girder bridge, it should be ensured
at the bridge approaches in LWR/CWR track as per that free movement of the switch is not hindered.
provisions of LWR manual. (5) Guard rails – Adequacy of guard rail
(b) For important and major bridges - In arrangements should be checked. Correct distance
addition to Para (a) above, following should also be between the running rail and guard rail should be
provided. maintained as per the prescribed dimensions.
(6) Camber packing where provided should be
(1) In case of CST-9 or wooden sleeper track,
in sound condition.
concrete/steel trough sleepers with elastic fastenings
should be provided up to 100m/upto full breathing (7) On girder bridges adequacy of path ways
length wherever LWR is provided in approach of for inspection should be checked.
bridge. (8) Sand bins which are provided for putting
(2) On the bridge approaches, for a length of out fires should be filled with dry and loose sand.
abut 100 metres, width of cess should be 90 cm
clear of full ballast section to maintain ballast profile.
For maintaining ballast section, suitable ballast
retaining arrangement should also be provided.
278. Inspection and Maintenance of
Track on Bridge proper – (1) Condition of track
:– It should be ascertained whether it is central on
the rail bearers and the main girders and in good line
and level.
96
ANNEXTURE-2/16 PARA 273(6)
21
97
PART – ‘H’ track circuits. Hence more care has to be exercised

Maintenance of Track in Track Circuited in maintenance of insulated joints.
Area (2) Laying and Maintenance :– (a) Insulated
joints wherever provided shall be maintained as
279. Precautions to be taken while
square joints. Where staggering cannot be avoided,
working in Track Circuited Areas –
the distance between staggered joints should not
(1) The Permanent Way Inspector should exceed the minimum wheel base of the vehicles.
instruct the staff not to place across or touching two (b) Rail ends of the insulated joints shall be
rails in the track, any tool or metal object which may square and true. All rough edges and burrs should
cause short circuiting. be removed from bolt holes. Battered ends must be
(2) All gauges, levels, trollys and lorries used put right and the gap between the rails should be
on the track circuited length should be insulated. equal to the thickness of the end post.
(3) Steel or C.I. pipes used for carrying water/ (c) Fish bolts at the joints must be kept tight
gas under the track should be run sufficiently below and the sleepers well packed in the vicinity of the
the rails to prevent any short circuiting. joints.
(d) Rail ends shall be kept free from brake dust,
(4) While carrying out track maintenance, care
dirt sand, rust, other foreign materials etc. All rough
should be taken to see that no damage of track
edges and burrs at the rail ends must be removed.
circuit fittings like rail bonding wires, lead wires to
rails, boot leg, jumper wires etc., takes place. (e) The heads of dog spikes/screws should
not be allowed to touch the fish-plates.
(5) Use of steel tapes should be avoided in
track circuited section. (f) Keys of anti-creep bearing plates on
adjacent sleepers to the insulated joints should not
(6) Pulling back of rails should be done in track be allowed to touch each other, as they may cause
circuited areas in the presence of S&T staff, where short circuiting.
signaling connections are involved.
(g) Particular care should be taken to ensure
(7) Proper drainage should be ensured so as that the spikes/screws do not protrude below the
to avoid flooding of track, during rains, particularly in sleepers.
yards, where watering of coaches is done and in (h) To avoid crushing of end posts of insulated
water columns and ash pits. It would be desirable to joints, creep should be effectively arrested. At least
provide washable concrete aprons on platform lines one rail length on either side of the insulated joint
at originating stations, in track circuited areas. should be provided with anti-creep devices.
(8) Ballast must be kept clean throughout the (j) Rail screws should preferably be used in
track circuited section and care should be taken to place of dog spikes at insulated joints.
see that the ballast is kept clear of the rails and rail
fastenings. The clearance from the foot of the rail 281. Glued insulated joints – (1) General
should not be less than 50mm. During every packing - (a) Glued insulated joints have been developed
this point should be taken note of. using resin adhesives. These joints consist of web-
fitting fish-plates glued to the rails with a high polymer
280. Insulated joints – (1) Description adhesive and bolted with high tensile steel bolts. The
:– Track circuited sections are ‘insulated’ electrically insulation is provided by special type of insulating
from the track on either side by insulated joints. The side channels, bushes and end posts made of fiber
standard insulated joint in normal use, is made out glass cloth rovings.
of ordinary fish-plates duly planed on the fishing (b) In all future works of Track circuiting Glued
planes for accommodating channel type insulation insulated joints which have better insulation qualities
between rails and fish-plates with ferrules/ bushes should preferably be provided in place of standard
over the fish bolts and end posts between the rail insulated joints.
ends.
Failure of insulated joints results in failure of
98
(c) The instructions for Fabrication, installation (c) As in the case of standard insulated joints,
and Maintenance of Glued insulated rail joints as the metal burrs at the end of the rails shall be removed
given in the `Manual for Glued Insulated Rail well in time to avoid short circuiting, without
joints, 1998' issued by RDSO, should be strictly damaging end posts.
followed.
(d) In the glued joints, normally no relative
(2) Maintenance of Glued Insulated Joints: movement occurs between rails and fish-plates. In
case, failure of joints occur by separation of rail, fish-
(a) The joint normally does not need any
plate surfaces, with consequent relative movement,
special maintenance other than that required for
the damaged glued joint shall be replaced.
normal track.
(e) It shall be ensured that live cinders which
(b) The ballast used in track in the vicinity of
can cause damage to glued insulated joints are
glued insulated joints shall be clean to ensure efficient
removed from the vicinity of joints. At locations prone
packing and drainage. Care should be taken to see
to such droppings, provision of protective boxes of
that the ballast is clear of rails and rail fastenings.
asbestos or other material of suitable design may
The clearance from underside of the rail must not be
be thought of.
less than 50mm.
99
PART – ‘J’ current path is achieved by using mild steel straps

Maintenance in Electrified Areas or G.I. wire ropes.
Absence of such bonds may cause unsafe
282. General Instructions to staff – (1)
working condition and in extreme cases may
General Knowledge of Engineering Staff- (a) Every
damage the rail ends.
engineering official working in electrical traction area
shall be in possession of a copy of rules framed for (b) Cross Bonds (D.C.) :– Cross bonds are
the purpose of the operation of the Traction Power provided between adjacent tracks at regular intervals
Distribution system pertaining to Engineering to reduce resistance of the current to the minimum.
Department and ensure that staff working under him Such cross bonds are also known as transverse
are also acquainted with the rules. He will ensure bonds.
that rules pertaining to carrying out engineering works (c) Structure Bonds :– All structures supporting
are strictly observed. overhead equipment either in A.C or D.C. track
(b) All electrical equipment, every power line circuited areas are connected to the running rails for
or cable shall be regarded as being ‘live’ at all times. ensuring good earthing. Failure of insulator or leakage
No work shall be commenced adjacent to any of current switches off the supply from the sub-station
electrical equipment except on authority issued in so that men coming in contact with supporting
writing by a competent official of the Electrical structure etc. do not get electric shock. Removal or
Department to the effect that the equipment has been tampering of such bonds can, therefore, result in
made dead and earthed. unsafe conditions. Since the structures are grouted
in concrete, they are likely to become charged in
(2) Defects in a Overhead Equipment: –
case such bonds are kept disconnected. Similarly
Defects or break-downs in the overhead equipment
other steel structures such as foot-over bridges,
including track and structure bonds noticed by the
sheds, etc., in the vicinity of O.H.E. lines are also
Engineering staff shall be reported immediately to
connected to rails through similar structure bonds.
the Traction Power Controller. When defects in the
overhead equipment that are likely to cause damage 283. Special Instructions To Staff
to pantographs or trains, are noticed and it is not Working In Traction Area -
possible to convey information to Station Masters
(1) Need for Precautions – Precautions are
or signalmen to enable them to issue caution orders,
required to be taken on account of following :—
the line shall be protected by the staff noticing such
defects according to General Rule 3.62. (a) Proximity of a Live Conductor – The risk of
direct contact with live O.H.E. is ever present while
(3) Traction Bonds – In electrified areas the
working in electrified sections such as for painting of
return current fully or partially flows through the rail.
steel work of through spans of bridges and platform
To ensure a reliable electrical circuit continuity and
cover.
also to ensure proper earthing in case of leakage of
current, various types of traction bonds as described (b) Build up of potential due to return current
below are provided at suitable places and maintained in rails. - The return current in the rails may cause a
by the Electrical Traction Department.— potential difference –
(a) Longitudinal Rail Bonds – In the case of (i) Between rail and the surrounding mass
D.C. traction system, practically the whole return of earth.
current flows through the rail. Therefore, two flexible (ii) Between two ends of a fractured rail.
copper bonds offering minimum resistance to the (iii) Between the two rails at an insulated joint.
flow of current are provided at each rail joint under (iv) Between earth and any other metallic
the fish-plates. Two solid lugs at the two ends of the mass.
copper bonds are inserted in holes drilled at the two
rail ends between the fish bolt holes and are pressed (2) The following precautions should, therefore,
by using a bend press to rivet them firmly to the rail. be taken while working in traction areas :–
On points and crossings and at junction fish-plates (a) No work shall be done within a distance
where continuity bonds of the above type can not be of two metres from the live parts of the O.H.E. without
provided due to space constraint, continuity of return a ‘permit-to-work’.
100
(b) For work adjacent to overhead equipment Equipment shall not use any measuring tapes, tools
the Engineering Inspector shall apply to the proper and materials when there is a possibility of their being
authority sufficiently in advance for sanctioning the dropped or carried by wind on to the live overhead
traffic and power block required. equipment.
The Traction Power Controller through Traction (f) Earth work – For excavation work adjacent
Foreman will arrange to isolate and earth the section to tracks, the following action is taken :–
concerned on the date and at the time specified in (i) In D. C. traction areas, intimation should be
consultation with the Traffic Controller. He shall then given in writing sufficiently in advance to the
issue ‘permit-to-work’ to the Engineering Inspector. concerned Traction Distribution Officer to enable him
On completion of the work the ‘Permit-to- to depute the Traction staff to be present in order to
work’ should be cancelled and Traction Power prevent possible damage to the traction underground
Controller advised, who will then arrange to remove feeder cables witch are always located near the
the earth and restore power supply. running lines.
(c) "No part of the tree shall be nearer than 4 (ii) In A. C. traction areas, intimation should be
mts from the nearest live conductor. Any tree or given to the concerned officers of the Electrical
branches likely to fall on the live conductor should General services and also S.&T. Department, since
be cut or trimmed periodically to maintain the safety all the S. & T. and Electrical lines are cabled on
clearances. The responsibility for wholesale cutting account of Electrical Induction.
of the trees, i.e. cutting of tree trunks, will rest with
In all A. C. and D. C. traction areas, cable
the Engineering Department. In the electrified
markers showing location of cables are provided by
territories, however, the cutting of the trees shall be
the Traction Department. In addition, the cables are
done by the Engineering Department in the presence
protected by tiles and bricks, and during excavation
of authorized TRD staff to ensure safety and
if workmen come across such tiles or bricks in an
satisfactory completion of the work. The day to day
arranged manner, they should at once report the
trimming of the tree branches, wherever required, to
matter to the higher officials. Any further excavation
maintain the 4 m safety clearances from OHE shall
should be carried out only in the presence of the
be done by the authorized TRD staff and
authorised staff of Electrical Traction and or S. & T.
Supervisors.
Department as the case may be.
In case of dispute, the decision whether to cut (g) Alteration to Tracks – The relative
or trim a tree, shall be taken through a joint inspec- alignments of the centreline of the track with respect
tion of Engineering and Electrical officials. to the alignment of the contact wire must be
The modalities to be adopted for cutting / trim- maintained within the specified tolerances. This
ming of the trees i.e. contractually or departmentally, applies to both horizontal and vertical clearances.
may be decided by the respective departments Slewing or lifting of track must not be done outside
based on local conditions. Accountal and disposal the agreed maintenance limits, unless the position
of trees cut wholesale will be done by the Engg. of the contact wire is altered at the same time.
Deptt. While the disposal of the trimmed tree Adjustment of cant has a magnified effect of the
branches will be the responsibility of the TRD De- horizontal displacement of the centreline of the track
partment. The expenditure for cutting / trimming of with respect to the alignment of the contact wire.
trees to maintain safe clearance for OHE, shall be Horizontal clearances to structures within the
debited to revenue grant of TRD Department." limits laid down in the Schedule of Dimensions must
(d) No fallen wire or wires shall be touched be maintained. For Slewing or alterations to track
unless power is switched off and the wire or wires involving adjustment of contact wire (outside the
suitably earthed. In case the wires drop at a level agreed maintenance limits) sufficient notice should
crossing, the Gatekeeper shall immediately make be given to the traction staff so that they arrange to
arrangements to stop all road traffic. adjust the overhead equipment.
(e) Work on Station roofs and Signal Gantries.-

Staff working on station roofs and signal gantries and
similar structures adjacent to Live Overhead
101
(h) Alterations to Track bonding :– All bonds (2) In case of rail fracture, the two ends of the
removed by the staff of the Engineering Department fractured rail shall be first temporarily connected by
shall be replaced by the staff of the Engineering a temporary metallic jumper of approved design (as
Department and all such removals and replacements shown in the sketch below). In all cases of
shall be reported to the Assistant Electrical Engineer, discontinuity of rails, the two parts of the rail shall
Traction Distribution in-charge, concerned without not be touched with bare hands; Gloves of approved
delay. quality shall be used.
(j) Working of Cranes :– No crane shall be
worked except on the authorised ‘permit-to-work’.
In every case of working a crane, arrangement
should be made for the presence of authorised
overhead equipment staff to ensure that all safety
precautions are taken.
(k) Inspection of Tunnels :– For inspection of
roofs and sides of a tunnel, the overhead equipment
shall be rendered ‘dead’. Special insulated apparatus N A K E D C O P P E R W IR E
150 m 4 m m . D IA .
should be used if sounding the unlined portions to
locate loose rock in the roof and sides, is required to
be carried out, when the overhead equipment is ‘live’.
(l) As far as possible closed wagons shall be
used for material trains. In case open or hopper
wagons are used, loading and unloading of such
wagons in electrified tracks shall be done under the
supervision of an Engineering Official not below the
rank of a Permanent Way Mistr y, who shall
personally ensure that no tool or any part of body of
TEM PO RA RY JUM PER ING O F RA ILS
the workers comes within the ‘danger zone’ i.e., within
IN C ASE O F R AIL FR AC TUR ES
2m. of O.H.E.
(m) Steel tapes or metallic tapes with woven
metal reinforcement should not be used in electrified (3) In the case of track renewals temporary
tracks. Linen tapes are safer and, therefore, should connection shall be made as shown in annexure
be used eventhough they are not accurate. 2/17.
(n) The top foundation blocks in electrified (4) In the case of defective or broken rail bond,
structures should be kept clear of all materials. a temporary connections shall be made as shown
in sub-para [2] above.
284. Maintaining continuity of track – (1)
During maintenance or renewal of track, continuity (5) Before fish-plates are loosened or removed
of the rails serving electrified tracks shall invariably temporary connection shall be made in as in sub-
be maintained. For bridging gaps which may be para [3] above.
caused during removal of fish-plates or rails,
temporary metallic jumpers of approved design shall
be provided as under. The necessary jumper will be
provided by the Electrical Department on requisition.
102
285. Catch Sidings – Normally all catch (3) Permanent way staff are advised to keep
sidings except those which are sanded shall be kept clear of the tracks and avoid contact with the rails
alive. On sanded catch siding, the rails shall be kept when an electrically hauled train is within 250 m.
clear of sand for a length of 21.5 metres, beyond the
section insulators in the overhead lines and the 287. Fire in electrified areas – The
switches controlling the sanded catch sidings shall Permanent Way Officials noticing a fire likely to result
be kept in the neutral position. If an electric engine or in loss of life or cause damage to property shall take
single or multiple unit train runs into the sanded length all possible steps to prevent it from spreading and to
of a catch siding, it may possibly be insulated from extinguish it. In case the fire is on adjacent to any
earth except through the buffers or couplings if electrified equipment, the Permanent Way Official
connected to other vehicles, therefore these sidings shall make no attempt to extinguish the fire but shall
shall not be made alive when an electric engine or report the occurrence of fire to the nearest Station
single or multiple unit train or any vehicle coupled Master by most expeditious means.
thereto are standing in the sanded tracks until all staff 288. Permanent way Tools – Permanent
have been moved away from positions where they Way tools (insulated and uninsulated) along with
are likely to make contact between the permanent gloves shall be used in manner as approved by the
way formation and any part of the locomotive or single Chief Engineer of the railway.
or multiple unit train or coupled vehicles. No person
shall attempt to enter, or leave or in any other way 289. Treatment of persons suffering from
make contact between the permanent way formation Electric shock – When persons receive electric
and the electric engine or single or multiple unit train shock, practically in every case they can be revived
or any vehicles coupled thereto while the overhead with prompt application of First-Aid.
equipment of the sanded length of siding is alive. Method of Resuscitation.- The method of
286. Additional precautions in A. C. resuscitation resorted to should be that known as
Traction area – The following additional precautions artificial respiration.
are required to be taken in A. C. traction areas:- Continuity of Treatment – The efforts to restore
(1) Build-up of potential due to induction in breathing must be continued regularly and with
metallic bodies situated close to O.H.E. – It is perseverance, and must not be discontinued until a
important to note that dangerous voltages may be Doctor has taken charge of the case.
induced in metallic masses such as fencing posts in 290. Accident to power lines of outside
the vicinity of traction conductors. To avoid possibility bodies– The Engineering Inspector shall be in
of shock due to such voltages, the metallic structures possession of the name and address of the officer-
are bonded together and earthed. in-charge of each power line across Railway land to
(2) Unloading of rails – When unloading rails enable an immediate report of any defect or accident
along tracks, care shall be taken to ensure that rails appertaining thereto being made, under advice to the
do not touch each other to form a continuous metallic Assistant Engineer/Divisional Engineer.
mass of length greater than 300 metres.
103
ANNEXTURE-2/17 PARA 284
A A
T.C . T.C .
1) R E M O V IN G O F O N E R A IL
(B O T H T H E R A ILS IN S U LAT E D F O R T R A C K C IR C U IT IN G )
A A
T.C .
T.C .
2) R E M O V IN G B O T H T H E R A ILS , S IM U LTA N E O U S LY
O F O N E LIN E
(B O T H T H E R A ILS IN S U LAT E D F O R T R A C K C IR C U IT IN G )
IN S U LAT E D JO IN T
A A
T.C . T R A C K C IR C U IT E D R A IL T.C .
A A
N O N T R A C K C IR C U IT E D R A IL
3) R E M O V IN G O F O N E R A IL
(O N E R A IL O N LY IN S U LAT E D F O R T R A C K C IR C U IT IN G )
A A
T.C . T.C .
4) R E M O V IN G B O T H T H E R A ILS S IM U LTA N E O U S LY
O F O N E LIN E
(A LT E R N AT IV E TO N O . 2 A B O V E )
TC T E M P O R A R Y C O N N E C T IO N S .
FIG U RE - A
NOTE:
IN A D D IT IO N , P R O V IS IO N O F IN D IA N R A ILW AY P E R M A N E N T W AY
M A N U A L A R E TO B E S T R IC T LY F O LLO W E D IN C O N N E C T IO N W IT H
T R A C K C IR C U IT E D LIN E S .
104
PART – ‘K’ • Condition and proximity of borrow pits;

• Signs of movement and bulging in the
Treatment of Formation
slopes;
291. Classification of Formation • Ground water level and its position
Requiring Treatment – Formation requiring during rains.
treatment shall be categorised as under- (c) Number of attentions to track – The
(a) Very bad - Where either speed restrictions particulars of the number of attentions to track should
are imposed on this account or number of normal be obtained from gang charts for the last five years,
attentions to track in a year is more than 12. to get an idea about track maintainability. Man-days
utilised for maintenance per Km should also be
(b) Bad - Where the number of normal collected vis-à-vis men required for normal
attentions to track is between 6 to 12 in a year. maintenance.
292. Nature of Formation Problems – In such (d) Ballast penetration profiles – These profiles
stretches, the track levels get disturbed frequently should be obtained at regular intervals of one
causing problems in track maintenance. These telegraph post/O.H.E. mast, to indicate the extent of
problems are attributable to – ballast penetration and condition of ballast (loose,
caked, mixed with cinder/sand moorum etc.)
(a) Excessive or uneven settlement of
banks. (e) Exact nature of present troubles – The exact
nature of the present trouble should be identified
(b) Slope and the failure of soil leading to whether it is due to –
slips, heaving beyond the toe, creep or
• Bulging of ballast between cribs or at the
bulging of slopes.
cess;
(c) Ballast penetration and mud pumping of • Mud pumping;
poor subgrade material. • Slope movement;
(d) Swelling and shrinkage of expansive • Slope failure; etc.
soils in fills such as black cotton soil.
294. Soil investigations and testing – (1)
293. Site Investigations – The following Soil investigation – (a) Undisturbed soil samples
data should be collected for determining the type of should generally be collected at every telegraph post/
treatment to the formation :– O.H.E. mast. Undisturbed soil samples in 100mm.
sampling tubes should be collected from the following
(a) History of the affected section –
places as necessary :–
• Period when constructed;
(i) From the formation below the depth
• Method of construction; upto which the ballast has penetrated.
• Date of opening to traffic; (ii) From inside the bank along the
• Subsoil bank settlements; probable circle through which the slip
• Slips if any; and has occurred, where the bank has
• Speed restrictions on formation account. been found to be structurally unstable.
(iii) From various depths below the
(b) Site details –
ground level at the toe of the bank,
• Bank heights; where base failures/settlements have
• Depth of cutting; occurred.
• Nature of existing slopes(Turfed or not, (iv) From two sections in the slipped
with or without berms); portion and one section at the toe
adjoining the site where slip has not
• Drainage conditions;
occurred in the past (Annexure 2/18).
• Stagnation of water;
(b) Two cross sections of the bank in both the
sections should also be taken by means of precise
levelling.
105
(c) In addition to this, disturbed soil samples (c) Optimum moisture content and optimum
should also be collected at regular intervals of a dry density.
telegraph post/O.H.E. mast, to determine the index
(d) Shear property.
properties of the formation soil.
(e) Differential free swell.
(2 ) Soil Testing – Selected undisturbed/
disturbed soil samples should be tested at the soil For banks which are structurally weak/
Mechanics Laboratory, to determine the following unstable, the shear property of the soil sample is
properties :– very important and sufficient number of samples
must be tested so as to get an accurate idea of the
(a) Index properties viz., grain size analysis
shear strength of the bank soil and soil strata below
and Atterrberg limits(i.e., L.L.,P.L.,S.L.).
ground level.
(b) Natural moisture content and natural dry
For banks where settlement has occurred,
density.
consolidation test should also be carried out.
106
ANNEXTURE-2/18 PARA 294
A N N E X U R E 2/18 PA R A 294
B O R E H O LE CL O F T R A C K
O R IG IN A L B A N K S LO P E 2:1 F O R M AT IO N LE V E L
B O R E H O LE F O R M AT IO N S O IL
S LIP P E D P O R T IO N
B O R E H O LE N K
BA S O IL S A M P LE S TO B E C O L LE C T E D
P E D IL U P TO 3 M E T R E S D E P T H
IP S O B E LO W FA ILU R E P L A N E O R TO A
SL
D E P T H E Q U A L TO T H E H E IG H T
G . L. O F F IL L, W H IC H E V E R IS G R E AT E R
NE
E PLA
L UR
FA I
CROSS SECTION SHOWING SAMPLING

LOCATIONS ON SLIPS OF BANKS
T W O S E C T IO N S IN S L IP P E D
S L IP P E D B A N K BANK
O N E S E C T IO N IN
A D JO IN IN G
U N S L IP P E D B A N K S TA B L E
BANK
PLA N SH O W IN G LO C ATIO N S O F SO IL SA M PLIN G

(NO T TO SCA LE)
N O TES :-
1. D E P E N D IN G O N T H E T Y P E O F FA ILU R E , B O R E S A R E TO B E M A D E AT
T H E TO P O F E M B A N K M E N T, M ID S LO P E O F E M B A N K M E N T A N D
N E A R TO E A S S H O W N A B O V E .
2. S O IL S A M P LE S TO B E C O LLE C T E D U P TO T H E D E P T H A S IN D IC AT E D
A B O V E AT IN T E R VA LS O F 1.5 TO 3 M E T R E S .
3. O N E S E T O F B O R E S A R E R E Q U IR E D F R O M A D JO IN IN G S TA B LE B A N K
F O R C O M PA R IS O N O F S O IL B E H AV IO R .
107
295. Remedial measures suggested – Based on the site investigations and soil testing, the relevant
remedial measures should be formulated.
Some of the remedial measures suggested for the formation troubles generally encountered are listed
below :
(a) Track level variations due to — Suggested treatment (any one or in conjunction)
(i) Inadequate drainage due to high cess, dirty Improve side drainage by lowering the cess and
ballast screening of ballast.
(ii) Weakening of soil at formation top on contact (i) Cationic bituminous emulsion below ballast.
with rain water resulting in mud pumping. (ii) Provision of moorum/sand blanket of 20-30
cm. depth below ballast.
(iii) Laying of geotextiles.
(iii) Strength failure below ballast causing heaving (i) Provision of 30-60 cm. deep blanket below
of cess or between sleepers. ballast.
(ii) Provision of Sub-ballast.
(iv) Seasonal variation in moisture in formation top (i) Treatment with lime slurry pressure injection.
in expansive soils causing alternate heaving,
(ii) Moorum blanket 30-45 cm. with moorum lining.
shrinkage of formation.
(v) Gradual subsidence of the bank core under (i) Cement grouting of ballast pockets if ballast
live loads due to inadequate initial compaction/ pockets are permeable.
consolidation of embankment. (ii) Sand or boulder drains.
(vi) Gradual consolidation of earth below (i) Lime piling in sub-soil.
embankment.
(ii) Sand drains in sub-soil.
(vii) Creep of formation soil. Easing of side slopes.
(vii) Coal ash pockets due to treatment of previous (i) Sand drains below deepest level of coal ash.
slips.
(ii) Cement pressure grouting.
(b) Instability of Bank/Cutting slopes due to – Treatment
(i) Inadequate side slopes causing bank slips Flattening slopes and provision of berms,
after prolonged rains. improvement in drainage.
(ii) Consolidation/settlements of sub-soil causing
bank slips. Provision of sand drains to expedite consolidation.
(iii) Hydro-static pressure built up under live loads
in ballast pockets containing water causing (i) Draining out of ballast pockets by sand or
bank slips. boulder drains.
(ii) Cement sand pressure grouting of ballast
pockets.
(iv) Creep of soil. Reducing stresses by provision of side berms
or flattening the slopes.
(v) Swelling of over consolidated clay side slopes Flattening side slopes.
in cuttings causing loss of shear strength and
slipping.
(vi) Erosion of banks Provision of turfing, mats, etc.
R.D.S.O.’s help, wherever necessary, may be taken for formulating the remedial measures.
108
CHAPTER III
301. Classification of Renewals – (1) All track renewals can be classified generally into one of
the following categories :
(1) Complete Track Renewal (Primary) abbreviated as C.T.R.(P)
(2) Complete Track Renewal (Secondary) abbreviated as C.T.R.(S)
(3) Through Rail Renewal (Primary) abbreviated as T.R.R.(P)
(4) Through Rail Renewal (Secondary) abbreviated as T.R.R. (S)
(5) Through Sleeper Renewal (Primary) abbreviated as T.S.R. (P)
(6) Through Sleeper Renewal (Secondary) abbreviated as T.S.R. (S)
(7) Casual Renewals.
(8) Through Turn-out renewal (TTR)
(9) Through Fitting renewal (TFR)
(10) Through Weld renewal (TWR)
(11) Through Bridge timber renewal (TBTR)
(12) Scattered renewal
(2) Primary renewals are those where only • Expected service life in terms of Gross
new materials are used and secondary renewals are million tonnes carried.
those where released serviceable materials are • Plan based renewals.
used.
(a) Incidence of Rail Fractures/Failures - A
(3) Scattered Renewal- In this case, spate of rail fractures on a particular sections having
unserviceable rails, sleepers and fastenings are 5 withdrawls of rails per 10 km. in a year due to
replaced by identical sections of serviceable and fracture and/or rail flaws detected ultrasonically falling
nearly the same vintage track components. These in the category of IMR & REM will have priority while
are carried out in isolated locations and not more than deciding rail renewals. In case the rail failures at fish-
10 rails and/or 250 sleepers in a gang beat in a year. plated/welded joints are pre-dominant, end cropping
Such renewals are a part of normal maintenance with or without welding could be considered.
operations.
(b) Wear on Rails – (i) Limiting Loss of
(4) Casual Renewal- In this case, unserviceable Section– The limiting loss in rail section, as a criterion
rails, sleepers and fastenings are replaced by for recommending rail renewals shall be as under:
identical sections of serviceable and nearly the same
vintage or new track components. These are carried Gauge Rail Section Loss in
out in isolated locations of continuous but small section
stretches. Such renewals are not a part of normal in
maintenance operations and cannot be covered percentage
under scattered renewals. B.G. .. .. 52 kg./metre .. 6
302. Factors Governing Permanent 90 R .. .. 5
Way Renewal
M.G. .. .. 75 R .. .. 4.2
(1) Criteria for Rail Renewal - The following
are to be considered in connection with the criteria 60 R .. .. 3.25
of rail renewals :-
• Incidence of rail fractures/failures. Rail wear may be determined by actual
• Wear on rails. weighment, taking rail profiles at ends after unfishing
joints and taking rail profiles with special profile
• Maintainability of track to prescribed
measuring gadgets.
standards.
109
(ii) Wear due to corrosion – Corrosion beyond 1.5 mm in the web and foot may be taken as the criterion
for wear due to corrosion. Existence of the localised corrosion such as corrosion pits, specially on the underside
of the foot, acting as stress raisers from the origin of fatigue cracks and would necessitate renewals.
(iii) Vertical Wear – When the reduction of the depth of the rail head reaches a point beyond which there
is a risk of wheel flanges grazing the fish-plates, such rails should be renewed. The limits of vertical wear at
which renewals are to be planned are given as below.
Vertical wear
Gauge Rail Vertical

Section Wear
B. G. .. .. 60 Kg./ metre .. 13.00 mm.

52 Kg./ metre .. 8.00 mm.
90 R .. .. 5.00 mm.
M. G. .. .. 75 R .. .. 4.50 mm.
60 R .. .. 3.00 mm
A typical profile showing the measure of vertical wear of the rail is given below :
Vertical wear is to be measured at the centre of the rail either by measuring the height of the worn out rail
by callipers or by plotting the profile. In the first case, the wear is the difference between the height of the new
rail and the height of the worn out rails.
(iv) Lateral Wear – Limits of lateral wear from relaying considerations are as under :
Section Gauge Category of track Lateral wear
B.G. .. Group ‘A’ & ‘B’ Routes .. 8 mm.

Curves .. .. Group ‘C’ & ‘D’ Routes .. 10 mm.
M.G. .. Group ‘Q’ & ‘R’ Routes .. 9 mm.
Group ‘A’ & ‘B’ Routes .. 6 mm.
B.G. ..
Straight .. .. Group ‘C’ & ‘D’ Routes .. 8 mm.
‘Q’ Routes .. .. 6 mm.
M.G. ..
‘R’ Routes .. .. 8 mm.
110
A typical profile of the worn rail showing the measurement of lateral wear is shown as below.
LATER A L W EA R (L)
W E A R M E A S U R E D AT
A PO IN T 13 TO 15 m m . N E W P R O FILE
B E LO W R A IL TA B LE
W O R N P R O FILE
LATER AL W EAR
Lateral wear is to be measured at 13 to 15 mm. below the rail top table. Worn rail profile should be
recorded and superimposed over new rail profile to find out the lateral wear.
(c) Maintainability of track to prescribed standards –
( i ) There may be cases, where renewals may be necessary on the following considerations viz.,
(1) Poor running quality of track in spite of extra maintenance labour engaged for maintaining the same,
(2) Disproportionate cost of maintaining the portion of track in safe condition.
(ii) The condition of rails with regard to hogging/battering,scabbing and wheel burns and other conditions
such as excessive corrugation of rail as can be ascertained by visual inspections, which affects the running
quality of track, and make the track maintenance difficult and uneconomical, should be taken into account
while proposing renewals.
(iii) Renewals of rail due to hogged and battered rails ends should be considered only if other remedies
have not been found to be effective.
(d) Renewals on consideration of service life in terms of total G.M.T. of traffic carried – The rail shall be
planned for through renewal after it has carried the minimum total traffic as shown below –
Gauge Rail Section Total G.M.T. carried Total GMT carried for
for T.12 Med. Manganese rails 90 UTS rails
B.G. .. .. 60 Kg/ m .. 550 800

52 Kg/ m .. 350 525
90 R .. .. 250 375
M.G. .. .. 75 R .. .. 150 -
60 R .. .. 125 -
(e) - The service life in terms of total GMT The released P.way material shall be dealt
of traffic carried for considering through rail with in accordance with para 320 of lRPWM.
renewal on the bridge proper and in approaches (f) Plan based Renewals – Renewals to pre-
(upto 100 m on either side) for all the important determined plan with the objective of modernising
brides and such of the major bridges where the track structure on selected routes in the quickest
height of bank is in excess of 4.0 m, all tunnels possible time may be planned even if it involves
and their approaches (upto 100 m on either side) premature renewals.
shall be half of the GMT specified in para 302
(1) (d) above.
111
(2) Secondary Rail Renewals – (a) In the proposals are submitted to the Divisional Engineer
case of Secondary Renewals, if the condition of rail by the Assistant Engineer on condition basis and also
is satisfactory, it is a good practice to crop the rail on the basis of various inspections carried out during
ends and weld them into SWR and use them in lesser the year. The Divisional Engineer shall personally
important lines. The rails should be ultrasonically check the details submitted by the Assistant
tested before use. Engineers at site and compile and initiate the track
renewal programme indicating the priorities. The
(b) Building up of chipped rail ends by welding
justification for track works shall be prepared on the
will also improve the service life.
basis of factually correct data and submitted in
(c) The rails released from primary relaying and proforma given at Annexure 3/1. It shall include an
not fit for use in secondary relayings should abstract estimate of the cost of work and detailed
be used in sidings. narrative justification covering technical and financial
(3) Criteria for Renewal of Sleepers – Generally aspects. The Divisional Engineer should personally
a sleeper is serviceable if it can hold gauge, provide satisfy himself about the reasonableness of the
satisfactory rail seat and permit rail fastenings being proposal and certify that the justification furnished is
maintained in tight condition, and retain the packing factually correct. The Assistant Engineer should keep
underneath the sleepers. Such sleepers that are not a close watch on the condition of all track on their
likely to fulfil the above functions even after sub-divisions so that every length which after careful
reconditioning should be renewed. Where re- and judicious examination requires renewal, is
sleepering only is justified this should be carried out included in the proposals, bearing in mind that the
in continuous stretches, the released serviceable programme is prepared a year in advance and as
sleepers being utilised for casual renewals much as two years may elapse before renewals are
elsewhere. The conditions indicative for the need for carried out. The proposals should reach the Chief
renewal of sleepers are given in para 245(2) in case Engineer’s Office by end of March.
of wooden sleepers, and in paras246(1) and (2)Verification of proposals by the Track Cell
247(1) in the case of cast iron and steel trough in the Chief Engineer’s Office – Important items
sleepers respectively. relating to complete track renewal, through sleeper
renewal or through rail renewal shall be test checked
On girder bridges when several sleepers are
by the nominated administrative officer of the
defective, renewals should be carried out for the full
Headquarters who will –
span, the released serviceable sleepers being used
for casual renewals on the other spans. Before re- (a) Co-ordinate the proposals received from
using the sleepers, they should be reconditioned. the divisions;
(b) Frame programmes for renewal taking into
303. Planning of Renewals – Renewals account the sections planned for renewal;
may be planned in as long and continuous lengths
as practicable, within the available resources with (c) Decide priority for the works;
priorities to meet the projected traffic. Short isolated (d) Satisfy himself that the renewal is
stretches of 10 kms. and less, not due for renewal unavoidable in the case of track renewal proposals
on condition basis may be programmed along with which are justified primarily on condition basis but
the adjoining lengths, if these stretches do not are premature as far as quantum of traffic carried
confirm to the required standards. Priority in planning (G.M.T.) is concerned and;
renewals should be given to busy and important lines. (e) Finalise the track renewal programme and
Track renewal programmes shall be framed submit the same to the Chief Track Engineer/Chief
by the Chief Engineer of each Railway taking into Engineer for his approval. On receipt of Railway
consideration the proposals submitted by the Board’s sanction to the track renewal programme,
Divisional Engineers. arrangements will be made by the Headquarters for
supply of track materials to the Divisions and for co-
304. Track Renewal Programme –
ordinated execution and control over the works.
(1) Initiation of Proposals – Track renewal
112
305. Track Standards for Renewals – (3) Experienced labour shall be recruited for
(1) Rails – The recommended section of rail relaying works which should be so programmed that
to be adopted for track renewals shall be in gangs move from one work to the next. Watchman
accordance with para 248(2). for materials at site and at depots should be appointed.
Watchman should be drawn from the permanent
(2) Sleepers and Fastenings – The gangs and resultant vacancies filled by casual labour.
recommended types of sleepers and fastenings to
be adopted for track renewals should be as given (4) The Special Permanent Way Inspector shall
below. make all arrangements for the training out of
materials, selection of camp sites, housing of labour
(i) All primary renewals in future shall be car-
with requisite amenities such as water supply,
ried out with 60-kg PRC sleepers.
drainage etc. A fully equipped First Aid Box should
(ii) PRC or ST sleepers may be used on loop be kept at the site of work. Labour camp should be
lines and private sidings. so located that men are not required to walk a long
(iii) ST sleepers used on loop lines and private distance to reach the site of work.
sidings may be with elastic or rigid fastenings.
307. Traffic facilities for Renewals – (1)
(iv) All renewals on Metre Gauge shall be with In the case of big relaying works, additional sidings
concrete, steel and CST-9 sleepers (new or second as necessary should be provided at the depots for
hand). receipt and dispatch of materials.
(3) Sleeper Density and Sleeper Spacing –
(2) Arrangements for special rakes for
Sleeper density for various groups on Broad Gauge
movement of rails and sleepers should be made by
and Metre Gauge will be in accordance with para
the Divisional Engineer in consultation with the
244(4).
Operating Department. Where necessary, separate
The spacing of sleepers for Broad Gauge and power and crew should be arranged. Provision of
Metre Gauge shall be in accordance with the Engineering time allowance in the working time table
provisions in para 244(2) should be arranged with the Traffic Department.
As far as possible in metal sleepered road,
(3) Traffic blocks may be necessary depending
wooden sleepers should be provided at joints.
on the method of relaying adopted. In such cases
(4) Ballast Section – The ballast section to be the Divisional Engineer must give adequate notice
adopted should confirm to the standards laid down to the Operating Department before framing of the
in para 263. time table for the period during which the track
306. Planning for posting of staff and renewal work will be carried out. Such information is
other facilities – (1) Special Permanent Way useful to the Operating Department in framing the
Inspectors with clerical staff at the executive and time table and making the required time available by
office levels as provided in the estimates shall be regulating certain trains, as necessary. In case of
posted in good time. Provision of gazetted staff may any difficulty, the Divisional Engineer should refer the
be made in the estimate in the case of large scale matter to the Chief Engineer, who will arrange for the
permanent way renewals according to the yard required blocks in consultation with the Chief
sticks laid down. Operating Superintendent. A minimum block of 2 to
3 hours duration is necessary where renewal works
(2) The Permanent Way Inspector in-charge are carried out manually. In the case of mechanical
of track renewal will take over the maintenance of relaying, a minimum block of 4 hours is desirable.
suitable lenghts of the section to be relaid a few days
in advance of the actual commencement of the work. (4) When work is being carried out between
He will be responsible for its maintenance till the trains in a location from where the Inspectors-in-
section is handed over to the maintenance charge cannot readily communicate with the Station
Permanent Way Inspector after completion of the Master at either side of the block section, a field
work. telephone, on controlled sections may be installed,
in order to permit of every suitable interval between
trains being utilised.
113
(5) The Divisional Engineers, in consultation trains run in a direction contrary to the normal usage
with the Operating Department Officers, should of that line.
manage to carry out permanent way renewals with
(6) Arrangements should be made for –
the minimum obstruction and detention to traffic.
(a) Notification by the Operating Department,
Whenever possible, the following authorising Engineering Department to undertake the
arrangements should be made in consultation with work.
the Operating Department : (b) Imposition of blocks and protection by
(a) On double line, the traffic of both lines may temporary Engineering fixed signals.
be worked over the unaffected line under the “Single (c) Issue of caution orders to Drivers by Station
line-working” regulations. Masters on daily advice of actual kilometrages
received from the Inspector-in-charge of the work.
(b) If there are triple or more lines, two lines
308. Speed Restrictions – The speed
may be worked as the up line and the down line
restrictions to be imposed during various sequences
respectively, subject to compliance with single line
of work are given in Table I and II which are as shown
working regulations in respect of the line over which
below :
Table 1
Broad and Metre Gauge - Manual Packing
Speed in Km. p. h.
Day Sequence of events B.G. M.G.
1st Opening, relaying and initial packing 20 20
2nd 1st through packing 20 20
3rd 2nd through packing 20 20
4th to 9th Picking up of slacks as required 45 (after second 30 (after
through packing) second packing)
10th 3rd through packing 45 30
11th to 19th Picking up of slacks as required 75 (after third 60 (after third
through packing) packing)
20th 4th and final through packing 75 60
21st .....
Normal sectional Normal
speed. sectional speed.
Table II
Broad Gauge - Machine Packing
Day Sequence of events Speed in Km. p.h.
1st ..
Opening, relaying and packing .. .. .. .. 20
2nd .. 1st tamping .. .. .. .. .. 20
3rd to 5th Attention to track as required .. .. .. ... 45 (after completion of
1st tamping)
6th ..
2nd tamping .. .. .. .. .. 45
7th to 8th Attention to track as required .. .. .. .. 75 (after completion of
2nd tamping)
9th ..
3rd tamping .....
10th ..
.... Normal sectional
speed.
Note : The work of Track renewals on double line should normally proceed in the direction opposite to Traffic.
114
309 A. Project report for track renewal be measured afresh and slews worked out for
works : Systematic and meticulous planning for realignment wherever necessary, keeping the
various items of execution of track works is essential obligatory points in view.
for achieving quality, economy and timely completion (vii) Method of execution - The work should
of works. For every sanctioned track work e.g. CTR, be executed "bottom upwards" i.e. sequence of
TSR, TRR, deep screening, bridge timber renewal, execution of works will be in the following order -
etc. a detailed project report should be prepared. The
report should inter alia, cover the following aspects: Formation Ballast Sleepers Rails
(i) Details of Work - Pink book detail, scope of viii) Formation:

work, locational details, cost and estimate particulars (a) Repair and widening of cess: The
etc. project report should indicate the
requirement of and plan for widening
(ii) Existing track structure - Inventory of
of formation in both banks and
existing track structure including the rails, sleepers,
cuttings wherever necessar y.
fittings, ballast quantity/deficiency in track, type,
Provision of proper drains in cuttings
width of formation and other details should be taken
should also be planned.
as prescribed in P.Way diagram, details of level
crossings, bridges, electrical fittings, curves, height (b) Formation treatment: Areas needing
of bank/cuttings, yards, sidings, etc. formation rehabilitation should be
identified and a study for possible
(iii) Classification of track materials - During
solutions and method of execution of
inventory of the existing track structure by foot by
the rehabilitation scheme should form
foot survey, identification, classification and colour
part of the project report.
making of existing track materials as second hand
and scrap would be done as provided in Para 320 (ix) Ballast - The requirement indicating
of IRPWM. The classification should be approved bifurcation of cess supply and depot supply and the
by the competent authority. Action plan for stacking/ source and means of each should be spelt out clearly.
storage and disposal of the released materials should Mode of providing ballast cushion i.e. deep screening
be clearly indicated. Inventory of existing track or raising should be identified along with sketches of
materials would normally be prepared jointly by the cross sections present and proposed. Sleeper
PWI of the section and the PWI (Spl) for the renewal. renewal would normally not be started unless
adequate arrangements for supply of ballast have
(iv) Proposed track structure - The proposed
been made.
P.Way diagram of the affected length should be
prepared in the same format as done for the existing (x) Transportation of P. Way materials - The
track structure and incorporated in the project report. mode of transportation for various track components
and unloading of rails and sleepers in particular, at
(v) Existing/proposed gradient profile - The
the work sites should be indicated in the project
levels of existing track should be taken at every 20
report.
metres and a gradient diagram prepared.
Introduction of vertical curves should be critically (xi) Welding -The complete details of welding
examined and the proposed profile of track shown requirements, the arrangements need to be made
in red line indicating the proposed grades. Lowering for its execution whether departmentally or through
of track should be avoided. Precise lift of track at contract should be clearly indicated in the report.
girder bridges should be worked out and a separate (xii) Renewal of turnouts, bridge timbers, etc -
scheme developed for lifting of girders on each of The project report should cover the complete details
the affected bridges. Similarly, the magnitude of lifting of turnouts, bridge timbers, level crossings, etc.
at level crossing should be worked out and indicated where renewal is to be carried out. Whether turnouts
in the report. Care should be exercised to keep the are to be laid manually or by mechanized means,
road surface in one level on level crossings spanning should be clearly brought out indicating the
to across multiple tracks. This may require regrading arrangements made. The report should also include
of adjacent lines too. the mode and agency for overhauling and relaying
(vi) Realignment of curves - All curves should and making up of road surface at the level crossings.
115
(xiii) Use of machines - The requirement of in the report after obtaining the approval of DRM.
machines for renewal (if machanised renewal is Arrangements made for various types of wagons for
planned) deep screening ( if mechanized deep transportation of ballast, sleepers, etc. together with
screening is planned) and tamping/stabilizing and the requirement of locomotives should be indicated in
duration for which the machines are required should the report in consultation with Sr. DOM and with the
be indicated. The machines that would be deployed approval of DRM.
should be identified and staff nominated. The planning
for repair of machines at the works site, supply of (xix) Monitoring mechanism - The list of all
fuel and other consumables should be planned. The activities involved and the time estimation for each
requirement of additional lines in the existing yards activity should be worked out. These activities should
for making base depot and arrangements made for be sequenced and co-related in logical manner and
the same should be indicated in the report. network diagram prepared using CPM method. The
critical activities should thus be identified. These
(xiv) Contracts - The contracts that are should form part of the project report.
required to be entered into for various activities of
works and the activities, which are to be done (xx) The detailed project report covering the
departmentally, should be spelt out. The planning for various points as mentioned above should be
deployment of staff/supervisors for execution at prepared as soon as the approval of Board to include
various activities should be indicated. the works in FWP is conveyed to the Railways.
These reports should be submitted to headquarters
(xv) Material Planning - The material for scrutiny and approval.
requirement should indicate the materials to be
arranged by the headquarters and by the Divisions. 309 B. Preliminary Works – (1) Ballast
Against each material, the proper nomenclature and required for making good possible deficiency in
drawing number should be indicated. Rails nos. and cushion due to deep screening should be unloaded
sizes (including lead rails, check rails etc.), sleepers on both sides of the track opposite to the place where
(including specials), rails and sleeper fastenings, it is actually required. It should be pulled back on the
switches and crossings, level crossing and bridge cess so as not to permit its admixture with un-
sleepers and fittings, etc. should be fully covered. screened ballast. Where complete track renewal or
The consignee particulars and the destination, the through sleeper renewal is planned, deep screening
mode of transport should also be indicated. of ballast should also be planned and executed. The
progress of deep screening should match with the
(xvi) Manpower Planning - The requirement of progress of renewals and should precede complete
manpower including the officers, supervisors, artisan track renewal or through sleeper renewal by a couple
and other staff should be worked out with minute of days. In the case of LWR track, the additional
details. The arrangements made for camping of these requirement of ballast for the extra profile should also
officials and mobilization should be reflected in the be ensured.
report.
(2) Treatment of bad formation should be
(xvii) LWR/CWR plans - For welding of rails carried out in advance of the relaying.
into LWR/CWR, the LWR plan should be got (3) Centre line and level pegs made out of
approved by the competent authority in advance. scrap tie bars as also the pegs for realignment of
Such plan should form part of the project reports. curves should be fixed before hand. Where
necessar y, cur ves should be realigned and
(xviii) Requirement of speed restrictions, traffic
transitioned. Longer transitions should be provided
blocks and other material train - Planning for
to cater for future increase in speed wherever
execution of track renewal works should be such
possible. In case heavy slewing is necessary for
that the time loss on account of speed restriction is
providing longer transitions, centre line pegs
minimal and is within the permissible limits. The report
indicating revised alignments should be fixed and new
should indicate requirement of speed restrictions and
track laid accordingly. The formation should be
traffic blocks together with duration. The corridor for
suitably widened.
blocks is required to be planned in consultation with
the Operating Department and accordingly reflected
116
(4) On sections where creep is noticeable, (9) Before carrying out track renewal work in
joints should be squared and gaps rectified for short electrified areas sufficient notice should be given to
length at the point of commencement. the Electrical Traction Distribution Department so that
they can arrange for adjustment of overhead wires
(5) Where wooden sleepers are used, adzing,
to conform to the new alignment and level. They will
auguring, end binding etc. should be done sufficiently
also arrange for bonding the new track. In track
in advance of the daily requirements. In the case of
circuited sections and in yards where change in yard
CST. 9 sleepers and two block concrete sleepers,
layout is contemplated notice should be given to the
tie bars should be given a coat of coal tar before
Signalling Department for getting assistance in
laying. The underside of bearing plates should be
executing joint works. Advance Notice as laid down
treated with black oil before re-use. A few extra bolts,
by the respective railway should be given to the
nuts, keys, spikes, rail screws, etc. should be
Operating Department of the actual commencement
arranged.
of work by the Permanent Way Inspector, for sending
(6) As a preliminary measure the Permanent advice to all concerned. The safety of traffic is of
Way Inspector should actually mark out the position paramount consideration.
of the new rail joints with a tape. The lengths marked
out should be the length of the new rail together with 310. Unloading of Rails, Sleepers and
one expansion space. On a curve the rail lengths Fastenings – (1) It should be ensured that materials
should be set out along each rail, starting from a point are unloaded fairly opposite to the position where they
on the straight where the sites of the two joints have are to be laid. Care should be taken to avoid unloading
been set out opposite one another by means of of materials in excess of the actual requirement, so
square. The square should be used at each joint on as to avoid double handling.
the curve to determine the amount by which the inner
(2) Utmost care should be exercised in
rails gaining over the outer rail. As soon as the lead
unloading rails. Ramps made of unserviceable rails
of the inner rail is equal to half the distance between
should be used for unloading. Short welded panels
fish bolt holes, a length shall be sawn off the end of
as well as rail panels for laying welded rails may be
the rail equal to the full distance and a new fish bolt
unloaded by “end-off-loading” method, wherever
hole drilled. The length of cut rails varies according
possible.
to the degree of each curve, and should be
determined before hand; a cut rail will be required (3) The unloaded panels should be carefully
after every two or three or four full length rails stacked on a level base, care being taken to prevent
depending on the curvature. formation of kinks. Flat footed rails, as a rule should
rest on the foot. Any carelessness in unloading and
(7) Sufficient track gauges, gauge-cum-levels,
stacking is liable to cause irreparable damage,
spanners, keying and spiking hammers, augurs,
resulting in bad running. While carrying rails they
crow bars, tommy bars, claw bars, grip gauges,
should be supported at several places by rail tongs
cotter splitters, beaters, ballast rakes, wire claws,
or rail slings. Carrying of rails and heavy articles on
forks, wire brushes, ballast screens, mortar pans
the head or shoulder should be avoided. Kinked rails
screening baskets, shovels, powrahs, rail
must be jim-crowed and straightened. Punch marks
thermometers, expansion liners, slotted fish-plates,
on rails or marking by chisel should be prohibited as
rail closures, combination fish-plates, wooden blocks
these cause incipient failures.
and wedges and all tools and equipment necessary
for efficient execution of work including that for rail (4) New rails should be unloaded on one side
cutting and rail drilling and mechanical tampers where of the track preferably on the cess leaving the other
used, should be arranged by the Permanent Way side free for stacking released rails. Care should be
Inspector, in advance. Before starting and during the taken not to unload rails and C.I. sleepers one over
course of work, the track gauges and the gauge- the other, as this practice causes bending of rails
cum-levels should be checked periodically for their and breakage of C.I. sleepers.
accuracy. (5) New rails and sleepers for the next day’s
(8) Labour should be properly organized and work should be hauled from the place of unloading
suitably distributed to ensure maximum efficiency. to opposite to the place, where they are to be laid.
117
(6) Material new or old, lying along side the (2) Work during the Block Period –
track is always a potential source of danger and (a) Dismantling of old track – Immediately after
efforts should be made to keep the quantity down as the commencement of the block, the remaining fish
low as possible, bolts and fastenings are removed. To prevent loss,
311. Methods of carrying out renewal – care should be taken to screw the nuts of released
Complete track renewal is carried out by any one of fish bolts on to those bolts immediately after they
the following methods :– are removed from fish-plates. The old track is
dismantled and released materials are removed on
(1) With mechanical equipment. one side of the line opposite to where the new
(2) Complete dismantling of old track and materials have been unloaded, due care being taken,
relaying with new track(manual). not to disturb the centre line and level pegs. Ballast
in the sleeper bed is then levelled.
(3) Piecemeal method in which resleepering and (b) Linking New Track – (i) New sleepers are
rerailing are carried out separately. spread out to correct spacing with the help of tapes/
Detailed instructions shall be issued by the spacing rods on which the sleeper spacing is
Assistant Engineer regarding the method of relaying marked. The new rails are then linked over the
which depends on the site conditions. sleepers,using correct expansion liners, giving
correct expansion gaps.
312. Relaying with mechanical
(ii) Only two bolts per joint are put and tightened
equipment– This method should be adopted while
lightly. The rails are then straightened up and roughly
carrying out track renewals with concrete sleepers,
aligned and the sleepers adjusted to the correct
as the manual handling of concrete sleepers is
spacing as per making on the new rails. They keys
difficult and may cause damage to the sleepers. It
and spikes are then fixed to the rails. It is essential
can be used with advantage for carrying out relayings
that the base rail is aligned first and fixed in position
with other types of sleepers also.
before the other rail is linked to correct gauge.
The preliminary (preparatory) work prior to
(iii) Having reached the predetermined length
relaying at site, the actual relaying process at site
of track in the above manner, rail closures should be
and the post relaying operations are described in
inserted to connect the new track with the old track.
detail in Paras 1405 and 1406.
Combination fish-plates should be used where
313. Complete Relaying Method necessary. The track is then lifted and packed. The
(Manual) – traffic block is cleared and the traffic passed at a
restricted speed of 20 Km. p. h., after ensuring that
(1) Preparatory Work before Block Period –
all sleepers are supported by initial packing.
(a) Track should be deep screened one or two
(iv) While renewals are being carried out,
days in advance of the relaying as described in Para
advantage may be taken of the block period for
238. The ballast section should be made up, upto
loading new materials as also for picking up the
bottom of sleeper to facilitate relaying. The balance
released materials.
quantity of screened ballast should be stacked on
the section for use after relaying. (3) Work during Post Block Period. (a) During
this period new track is attended by different packing
(b) work is carried out under block protection
parties-at suitable intervals.
(c) A speed restriction of 20 Km. p.h. is imposed
These parties generally attend to the track in
at the site of work, Temporary fixed Engineering
all respects paying special attention to –
signals are erected at appropriate places.
(i) Squaring of sleepers
( d) Fish bolts are oiled and eased one day in
advance of the actual block day. (ii) Tightening of fittings,
(e) A couple of hours before the actual (iii) Gauging,
operation of the block, the outer fish bolts of each
joint and fastenings of alternate sleepers are
removed.
118
(iv) Splitting of cotters, (c) After three rounds of through packing,

(v) Packing the sleepers, through rail renewal is carried out under suitable short
block.
(vi) Correcting cross levels,
(d) The final round of through packing is
(vii) Providing correct superelevation and undertaken and the speed relaxed to normal in
providing curve boards and pillars for accordance with the time scheduled described in
each curve, Para 308.
(Viii) Aligning and surfacing, Note – If adequate blocks are available for
(ix) Boxing and providing full ballast section, carrying out the work of deep screening, both the
deep screening and sleeper renewal works are
(x) Making up cess to correct depth, and carried out in a continuous stretch. If, however, the
(xi) Clearing of side drains. work is carried out under speed restriction, as
described above, every fifth sleeper is renewed
(b) The speed restriction should be relaxed
leaving at least four sleeper space between intact.
progressively after attending to the track, as per the
schedules laid down in Para 308. The track will (4) Post Relaying Works – During this period,
always require attention for some time and additional special attention is given to the following items :–
labour should be provided to help the sectional gangs. (a) Attending to the alignment, surfacing, gauging,
Arrangements should be made to train out released
packing cross-levels and tightening of fittings.
materials.
(b) Boxing and providing full ballast section.
314. Piecemeal method of Relaying
(Manual) – (1) General–In this method Through (c) Making up cess to the required depth.
Sleeper Renewals (T.S.R.) is carried out first. (d) Providing curve boards over each curve,
Through Rail Renewal (T.R.R.) is carried out after providing correct super-elevation on curves.
the track gets consolidated by three rounds of through (e) Cleaning of side drains,
packing and also on account of passage of trains.
This method can be carried out when the section of (f) Removal of all released materials and
the new rail is the same as the existing rail or where clearing the site.
90-R rails are renewed by 52 kg. rails in B. G. 315. Essential Points to be observed
(2) Preparatory Work before Relaying – (a) The during Linking – (1) Laying of Rails –
exact position of rail joints after allowing for one (a) Correct expansion gap should be provided
expansion gap each is marked accurately with steel according to the temperature at the time of laying, in
tape on the base rail. accordance with the existing instructions as
(b) Position of new sleepers is then marked contained in Para 508 in the case of SWR. In the
on the base rail with white paint and transferred to case of free rails (single rails) the recommended
the opposite rail by means of T-square. initial laying gap for 12/13 M. rail length for various
(c) A speed restriction of 20 Km.p.h. is imposed temperature ranges is as follows :
and temporary Engineering restriction boards are
fixed at appropriate places.
Rai l t emp er at u r e Rec o mmen d ed i n i t i al
(3) Work during Block Period – (a) Deep r an g e l ay i n g g ap fo r 12/13 M.
screening is carried out under speed restriction. r ai l l en g t h
While carrying out the deep screening work, renewal
of sleepers is also carried out simultaneously. The 0 to 100 C 10mm
work is a so programmed that at the end of a day’s 10 to 250 C 8mm
work both deep screening and re-sleepering is 25 to 400 C 6mm
completed in a continuous stretch without leaving 40 to 550 C 4mm
any gap. 55 to 700 C 2mm
(b) At the end of the day’s work, the track is Above 700 C Zero
lifted and packed to the final level and suitable ramp
should be provided to meet with the levels of the
existing track.
119
The liners shall be made of steel and so shaped (3) Spacing of Sleepers – Para 244(2) lays
that the wheels of a train can pass over them. Each down the standard spacings to be adopted in the
liner must have stamped on it the corresponding case of fishplated track, SWR and LWR.
expansion space in millimeters. Details of a suitable (4) Gauge on Straights and Curves – The
pattern is given below. standards laid down for gauge as in Para 403 may
H O LE 10 m m . be followed while relaying is carried out.
(5) Provisions of Creep Posts – Provision in
Para 242(5) may be followed.
25 m m .
5m m . 316. Track Laying standards – (1) Utmost

care should be taken during linking to ensure good
quality of work, which on no account should be
65 m m . allowed to suffer.
(2) As a good practice, the laying standards of
track geometry measured in floating condition (as
SKETCH SHOWING A LINER shown on the next page) during primary renewals
for Broad Gauge and Metre Gauge should be
The expansion liners should be kept in position
achieved (Track laid with new materials). The track
at the joints for at least six rail lengths at a time and
geometry will be recorded three months after the
the rails butting against expansion pieces.
speed is raised to normal – (see on page 122)
(b) Fishing surfaces of rail and fish-plates
should be greased before putting the fish-plates in 317. Renewal of Points and Crossing -
position. (1) It may become necessary to replace points and
(c) Bent rails shall on no account be put into crossings due to the following reasons :–
the road. These should be straightened with a jim (a) Wear on the switches and crossings: The
crow, before laying. limits of wear have been specified in Para 237.
(d) The rails used at Level Crossings and (b) Sleeper renewal when the sleepers are not
Station Yards should be given a coat of coal tar before able to hold the gauge and maintain cross levels.
laying. (c) When the rail section on either side is
(e) Rails should be laid with a cant of 1 in 20 changed to a higher section in through running lines.
towards the centre of the track. (2) Any modification in the layout of passenger
(f) The shortest length of rails to be used in lines should be carried out with the sanction of the
track shall not be less than 5.5 M. except as a Commissioner of Railway Safety.
temporary measure, when cut pieces can be used, (3) The following aspects should be considered
with suitable speed restrictions. Short rails should while relaying points and crossings in station yards:–
be laid in yards except where required for
(a) When points and crossings are renewed,
approaches of Bridges and Level Crossing.
particular care should be taken to effect
(g) Rails of the same length should be used in improvements in the lay out.
pairs.
(b) The renewal should as a rule be carried
(2) Rail Joints – (a) Rail joints shall be laid out with standard rail sections, in accordance with
square to track. Provisions of Paras 424 and 425 the standard drawings and not with obsolescent
will apply while laying track on curves. sections. Non-standard crossing in main line, loops
(b) Provision of rail joints in Level Crossings and sidings should be replaced with standard
and approaches will be governed by provision in crossings.
Para 921. (c) All turn-outs negotiated by passenger trains
(c) Provision of rail joints on Bridges and should be 1 in 12 or a flatter turn out; where adequate
approaches will be governed by provisions in Paras space is not available, 1 in 8-1/2 turn-outs with curved
272 and 277. switches may be used.
120
(a) Gauge .. .. sleeper to sleeper variation .. + 2 mm.

(b) Expansion gap .. Over average gap worked out + 2mm.
by recording 20 successive gaps
(c) Joints .. .. Low joints not permitted
High joints not more than . . + 2mm
Squareness of joints on straight + 10mm
(d) Spacing of sleepers .. . With respect to theoretical spacing + 20mm
th
(e) Cross level .. .. To be recorded on every 4 sleeper. + 3mm
(f) Alignment .. .. On straight on 10M. Chord.. + 2mm
On curves of Radius more than
600 M. On 20 M. Chord.
Variation over theoretical versines: 5 mm
On curves of Radius less than
600 M. On 20 M. Chord.
Variation over theoretical versines:-. 10 mm
(g) Longitudinal level .. Variation in longitudinal level with . 50 mm
reference to approved longitudinal sections.
(d) 1 in 8-1/2 symmetrical split turn-outs (i) In case of LWR/CWR territory, three normal
should generally be used for snag dead- ends; rail lengths shall be provided between stock rail joint
special crossings 1 in 8-1/2 for snag dead ends (SRJ) and SEJ as well as between crossing and SEJ.
may be used in Broad Gauge. These normal rail lengths shall be provided with elastic
(e) Track at either end of the turn-out should rail clips/anchors to arrest creep as laid down in
be adequately anchored. At least one rail length on manual of instructions or LWR 96.
either side of the turn-out should have the same (j) Gauge tie Plates – New gauge tie plates in
section of rail as the turn-out. replacement of the unserviceable ones should be
(f) The following aspects should be fitted jointly by the Permanent Way Inspector and the
considered while relaying points and crossings in Signal Inspector. The Permanent Way Inspector will
station yards:– be responsible for the correct gauging of the switches
and the Signal Inspector for the correct fixing of the
Stock rail on turnout side of straight switches interlocking apparatus.
or curved switches having switch entry angle of
more than 0°20’00'’ (all turnouts excluding those (k) Stretcher Bars – Standard Stretcher bars
mentioned at clause 237-1 (g-i) should be bent at should be so fitted that the “throw” of the switch is as
theoretical toe of switch to such an extent that after specified in the Schedule of Dimensions and the
the switch assembly is laid in track, the guage clearance between its top edge and the bottom of the
measured between two stock rails just ahead of stock rail shall be atleast 1.5 mm, but nor more than
actual toe of switch is equal to nominal gauge + 3.0mm. The Permanent Way Inspector shall be
6mm. responsible for the correct fixing of the leading and
the following stretcher bars. These should be fixed
(g) Centre line pegs must be fixed for the new with the tongue rails opened to half the throw on both
assembly, par ticular care being taken to fix the sides. The signal inspector shall be responsible
accurately the inter-section point of the turn-out track for the correct fixing of the split stretcher bar blades,
and the main line track, from which measurements wherever these are required to be fixed.
are taken to fix other points.
(h) Joints on the SRJ and lead rail should be
welded.
121
(l) Switches – Before stretcher bars are layout is dismantled and the new layout laid in its
connected, each tongue rail should be examined to position. In this method the workmanship achieved
see that it lies properly housed against the stock rail is of a high standard and therefore it should be
for the full length of the planing of the switch without preferred to other methods.
any pressure being applied to keep it in position. If a
tongue rail does not fit properly against the stock rail, 318. Sleepers in Yards and Running
it should be carefully jim-crowed. Lines –
In case of interlocked points close co- (1) Sleeper Density –

ordination should be maintained by the Permanent (a) Passenger loops, other running lines and
Way Inspector with the Signal Inspector and in case busy lines in the yards should have a sleeper density
of electrified sections with the Electrical Inspector of M + 4.
and work should be carried out jointly.
(b) Other yard lines should have a sleeper
(4) Actual procedure of carrying out renewals– density of M + 2.
(a) Before renewing points and crossings, the ballast
in the layout should be deep screened. After deep (c) For symmetrical splits where speeds on
screening the ballast should be laid only upto the the main and loop lines will be the same, the sleeper
bottom of the sleepers and extra quantity of ballast density to be adopted on the loop line shall be the
kept ready by the side of the layout for fully ballasting same as that on the main line.
the layout, after renewal. Equipment for rail cutting (2) Types of Sleepers –
and rail drilling should be kept ready at site.
(a) At large stations the use of steel sleepers
(b) Renewals can be carried out by any of the should be avoided in running lines as far as possible
following methods : as at these locations, sleepers are prone to
(i) Building up at the site – In this method all corrosion.
the Permanent Way materials for the turn-out are (b) On lines proposed to be track circuited,
brought to the site and the turn-out assembled at site concrete or wooden sleepers should be used.
in its correct position after dismantling the old turn-
(c) On other lines, as far as possible, R.C. twin
out. This method is followed in the case of laying out
block sleepers should preferably be used. CST. 9
new yards.
sleepers may be used as an alternative. At least in
(ii) Pre-assembling and slewing in at site – The important stations CST. 9 sleepers may be used in
layout is assembled by the side of the existing layout. preference to wooden sleepers which are liable to
The ground on which the turn-out is to be assembled be damaged by fire droppings.
is leveled first. If necessary room is not available,
additional space is created by doing extra earth work 319. Rails In Station Yards – (1) Renewals
or by constructing a working platform with the old in Passenger Loops should normally be carried out
rails and sleepers. The assembly is usually built on with new or second hand serviceable rails of the same
a rail grid, the top surface of which is greased section as laid between stations, except in terminal
beforehand to facilitate easy slewing. During the block yards where all trains stop and loops where speed
period the existing layout is dismantled and removed is to be restricted to 50 Km.p.h. in which case second
and the pre-assembled layout is slewed in its correct quality rails of the same section may be used.
position, aligned and packed. (2) While carrying out through rail renewals
(iii) Pre-assembling in depots – In this method or complete track renewal in yards, short welded
the layout is assembled in a central depot on a panels of 3 rail length may be used.
specially built platform for this purpose. After
assembling the layout the corresponding parts (3) LWR may be provided in yards in terms of
should be suitably numbered indicating the matching and subject to conditions laid down in L.W.R. Manual.
rail ends of the various components when the layout
is split into components. The layout is then
dismantled and the component parts kept in proper
sequence according to their relative position. The old
122
320. Classification and use of released (a) Class I material is that which is new and of
material- (1) (a) After a section of track has been standard section. New items of obsolescent sections
renewed, the released material shall be carefully which are interchangeable with standard materials
sorted out so that greatest possible use may be and are purchased from time to time to prevent
made of them. They should then be classified by wastage of other serviceable material, should be
the Sr.Section Engineer (P.Way). Tools and plant left brought on to the stock account as Class I material.
over should also be classified and action taken on These items should be included in the price lists for
their disposal. the miscellaneous and common items.
(b) The rails should be graded according to their No other material of an obsolescent section is
weight and condition into groups suitable for re-use to be treated as Class I, even though it may never
in running lines, non-running lines and for conversion have been put in the road.
into posts or structural members for various (b) Class II material includes all new material
purposes or for sale as scrap. Where rail-ends are of obsolescent sections other than those included
worn or hogged, the feasibility of “Cropping” the ends under Class I and all standard and obsolete material
should be considered if the condition of the rail is released from the road and fit for further use on track.
otherwise satisfactory.
Class II released rails should be classified and
(c) The sleepers should be sorted into various sub-divided as under –
grades suitable for re-use in the track or as Class II (a) rails fit for use in running lines.
unserviceable material not fit for use in track works.
Class II (b) rails fit for use in non-running lines.
The possibility of converting unserviceable Broad
Gauge wooden sleepers to Metre Gauge or Narrow (c) Class III materials shall include all materials
Gauge (762 mm.) should be considered before their that has become unserviceable. This is either metal
classification as scrap. The unserviceable wooden scrap or unserviceable timber. This class will include
sleepers may be used for temporary road-ways and all rails which are neither Class I nor Class II.
other sundry purposes. Class III sleepers, wooden or steel should be
(d) Fish-plates, fish bolts, keys and dog-spikes further sub-divided as follows :–
should be sorted into those suitable for re-use and (i) Wooden sleepers – Class III-A not fit for use
the rest as scrap. in track but fit for walling of enclosures or for paving.
(e) If the switches and crossings themselves Class III-B not fit for use in track but fit for
are too badly worn to be re-used, the small fittings scantling or manufacturing keys or plugs.
such as stretcher bars, switch anchors, stud-bolts Class III-C fit for fire-wood only.
and blocks can generally be used. Crossings should (ii) Steel sleepers – Class III-A unserviceable,
be reconditioned by welding, if the wear is not too suitable for reconditioning or conversion to smaller
severe, as also the switches. gauge. Class III-B unserviceable scrap.
(f) The timbers should be carefully inspected (d)Valuation of released material – The value
to decide the best use that can be made of them. If of Class I, II and III materials should be fixed in
they are not too severely worn, the holes can be filled consultation with the Financial Adviser and Chief
with a suitable compound or plugged and the timbers Accounts Officer and shown in the price list for D. I.
re-used in less important positions. It often happens class materials.
that long timber is not decayed throughout its length
(3) Accountal of released P.Way materials:
and it is frequently possible to cut short lengths. If
cut lengths so obtained are not long enough for re- (1) The quantity of released materials from
use, two such pieces may be spliced and bolted every work included for track renewal/gauge
together to form a composite sleeper for use in conversion will be based on yardsticks for loss of
important sidings, interlaced with through sleepers. weight to be fixed on the basis of data collected during
(2) Basis for Classification – For the purpose foot by foot survey. If there is more than one work
of classification, Permanent Way materials should on the same route, near to each other and under
be divided into three classes depending upon the similar ground conditions, only one set of yardsticks
section and condition as detailed below – would suffice.
123
(2) List of materials likely to be released will sectional DEN/Sr.DEN will also carry out random
be prepared indicating the quantum of such checks to ensure that the category and weight of
materials separately as second hand (SH) and scrap releases are correct to the maximum possible extent.
following the instructions given in Para 320(2)
above. (10) The periodical returns for track renewals/
gauge conversions are to be submitted at the laid
(3) While second hand materials will be down periodicity as per rules and the existing
indicated only in length/nos. in case of scrap procedure for checking should be streamlined to
materials, the accountal will be as follows: ensure that the returns are looked into detail in the
AEN's office in nos. as also their conversion in weight.
(i) Rails - in length, then converted to weight. The returns will be specifically checked with regard
(ii) Sleepers - Nos. separately as whole and to the correctness of input/output materials having
in parts and then converted to weight. been prepared on the basis of instructions given in
(iii) Fittings & fastenings - by weight. para-2 above.
(4) During foot by foot sur vey, actual (11) As an internal check by the department,
observations will be recorded jointly by PWI and ISA/ one of the works accountants in the division with
Stock Verifier giving the percentage loss of weight engineering department or with construction
over the new component for each and every material department should be made responsible to carry out
likely to be declared as `SCRAP'. This can be done methodical checks of all MAS accounts of track
by actual weighment of few representative samples. renewals/gauge conversion works.
(5) The yardsticks will then be approved by (12) In cases where the track work is to be
the Sr.DEN/DEN personally based on the report duly done by contractor, the list of released materials shall
test checked by AEN or DEN. These will specify be jointly prepared on the basis of a field survey to
the maximum percentage loss of weight for different be conducted by the Sr.Sec. Engineer (P.Way) and
components under different ground conditions as per contractors representative after the work has been
format given in the Annexure-3/2. awarded but before the dismantling work is allowed
to commence. The contractor shall be bound to hand
(6) The conversion to weight in case of each over the materials according to the said agreed list
of the items for purpose of accountal will then be and should be responsible for any shortages.
done by the Section Engineer (P.Way) on the basis
of the specified percentage loss of weight over the 321. Marking of Permanent Way Material –
new components. In case, however, some abnormal All Permanent Way material should be distinguished
variation of weight is observed after the materials as follows or as otherwise directed :
have been released and the percentage loss is more (1) Class I - No marks.
than that specified for that category, specific
justification will have to be recorded for the same by (2) (a) For rails-
the Senior Section Engineer (P.Way) and all such (i) Class II (a) Second hand rail fit to be relaid
cases would have to be certified by DEN/Sr.DEN in running lines-Ends to be painted with a daub of
after actual sample checking at site. white.
(7) In case however, the actual loss after (ii) Class II (b) Second hand rail fit for use in
release is seen to be lower than the yardstick the non-running lines-Ends to be painted with a daub of
accountal will be done on the basis of the actual. yellow.
(iii) Unserviceable rails not fit for use – Ends
(8) After actual releases of materials, the
to be painted with a daub of red.
Section Engineer (P.Way) will take the releases on
books on the basis of summary sheet as per (b) For other track materials like sleepers etc.–
Annexure-3/3. (i) Class II i.e., Second hand fit for use in track
(9) The sectional AEN will carry out test works to be painted with a daub of white.
checks to the extent of 20% of each item and make
entries to this effect in the summary sheet. The
124
(ii) Unserviceable material not fit for use - Ends center length of the rail and at the middle of the web.
to be painted with a daub of red. a marking “I.U.” in 18 mm, size shall be stamped on
It should be ensured by the Assistant Engineer both end faces of rail. The third quality rail shall be
and Permanent Way Inspector that the materials of painted with white paint on end face of the flange
each class including fittings, are separately stacked and on both sides of flange for a distance of 500 mm,
for convenience of accounting and despatch and from each end for identification.
indication plates erected there at. 323. Works to be attended after
322. Identification of different qualities completion of relaying – (1) Classification and
of rails in the Field – loading of released materials – Materials as and
when removed during the progress of relaying should
(1) First Quality Rails (T-12) – Indian be collected and classified and despatched to the
Railways specification IRS – T – 12/96 gives destination. No released material should be left lying
the detailed specification of Flat Bottom Rails 60 kg. about at the site of the renewals. A relaying work
and 52 kg. of grade 880 MPa, 1000 MPa and 1080 shall not be considered complete until all released
MPa. 52 kg./m and 60 kg./m rails shall be classified materials are removed from site and necessary
as Class ‘A’ and Class ‘B’ rails based on tolerance in credit afforded.
End Straightness. The rails shall have rolled on it,
(2) Temporary strengthening of gangs – After
the rail section, the Grade of steel, identification
the relaying is completed it would be necessary to
marks of the manufacturer, month and last two digits
strengthen the regular maintenance gangs
of the year of the manufacture, process of steel
temporarily to maintain it to the required standard for
making and direction of rolling of rail.
the maximum permissible speed on the section.
(2) Second Quality Rails – These are rails with (3) Description Boards– Boards displaying
relaxation in sectional tolerance as provided in information in regard to track materials laid for special
Amendment to IRS – T – 12/96 but other wise or experimental purposes should be erected at each
conforming to T – 12/96 in all other respects. The end of the length over which the trial is being
identification of such rails will be one hole of 6 mm conducted & maintained only for so long as the
dia, champhered at both ends, drilled at the center materials remain under trial.
length of the rail and at the middle of the web. These
rails shall be used only on loop lines / sidings with (4) Dating of wooden sleepers – The date of
speed restriction of 50 kmph. These rails shall be laying should be cut out or branded on each wooden
painted with orange colour on both sides of the web sleeper in accordance with Para 245(8).
for a distance of 1 metre from each end, for easy (5) Revision of Permanent Way Diagrams –
identification. As soon as the re-railing /or the re-sleepering work
is completed, the Permanent Way diagrams & the
(3) Third Quality Rails – In addition to above station yard diagrams and the index section that
two qualities, third quality rails supplied by Steel embody the detailed particulars of the track in regard
Plants are arising, particularly during the inspection to the year of laying, section of rail, type of sleepers,
of rails while producing first quality rails as per IRS – fish plates & fittings should be amended up-to-date
T – 12 specification. There is no deviation in chemical in the Divisional Engineer’s office and the head-
composition or echanical property in ‘Industrial Use’ quarters advised. Copies of amended diagrams
rails from that of IRS-T-12. The deviations exist only should be issued by the Divisional Engineer to the
in tolerance in surface defects, dimensions and Assistant Engineer & Permanent Works inspector
straightness. These can be used in industrial sidings concerned for record in their offices.
where speeds are limited to 30 km p. h in B. G. and
25 km.p.h. in M.G. (6) Closing of the Accounts – The account for
relaying works should be closed within 3 months of
The identification of such rails will be one hole completion of the work & completion repor t
of 12m dia., champhered at both ends, drilled at the submitted.
125
ANNEXURE-3/1 PARA 304(1)
JUSTIFICATION FOR COMPLETE TRACK RENEWAL
DIVISION—————— SECTION——————— FROM Km. —————— TO Km.—————

1. RAILWAY —————————-
2. TOTAL SERVICE TRAFFIC CARRIED SO FAR (G. M. T.) —————————————-
3. PRESENT ANNUAL TRAFFIC DENSITY (G. M. T.) : Single line ——————————————————
4. PRESENT NATURE OF TRAFFIC:- ...(1) AVERAGE NO. OF TRAINS PER DAY——————
(2) MAXIMUM PERMISSIBLE SPEED ————————
(3) HEAVIEST LOCOMOTIVE IN USE: Type......Axle load........
(5)PRESENT TRACK STRUCTURE: RAILS ————— SLEEPERS ————— DENSITY —————-
OBSERVATION
Sl. No Items Km. from the beginning of the Designation of the
proposed renewal (excluding official recording
loops &sidings in yards) observations
0-1 1-2 3-4 5-6

1. Rails—
(a)Type
(b)Age
(c ) % wear of rails
(d) Corrosion in mm. (also give
condition regarding pitting etc.)
(e) Rail failures (During last 5 years)
(i) Rail ends (Nos.)
(ii) Manufacturing (Nos.)
(f) Rail ends
(i) hogged % / KM.
(ii) battered % / KM
(g) Scabbed rails % / KM
(h) Other defects (Corrugation etc.)
2. Sleepers
(a)Type
(b) Age
(c ) Condition
(d) Unserviceable (%)
3. Ballast Cushion (cm.)
4. Formation
(i) Soil
(ii)Condition
(iii)Treatment proposed if any
5. Casual Renewals (during last 3 yrs.)
(i) Rails (nos.)
(ii) Sleepers (nos.)
126
ANNEXURE-3/2 PARA 320(3)(5)
LOSS OF WEIGHT OF RELEASED SCRAP (P.WAY COMPONENTS)
DESCRIPTION OF WORK:
FOOT BY FOOT SURVEY CARRIED OUT BY: _________ Railway
_________Division
DATE :
S.No. Description of Material Weight of New Max. % loss of Weight of Remarks
item weight on released
release item
(1) Rails
(2) SLEEPERS :
(a) Steel
(b) CST-9
(c) Wooden
(3) FISH PLATE
(4) TIE BAR
(5) OTHER FITTINGS
(a) Bearing Plates
(b) ACP
(c) ERC
(d) Two way key, other fittings
ANNEXURE-3/3 PARA 320(3)(8)

SUMMARY OF P.WAY MATERIAL TO BE RELEASED.
NAME OF WORK___________________________________________________________
DIVISION____________________SECTION________________PWI__________________
DEN/SR.DEN______________________________________________________________
PERIOD OF EXECUTION OF WORK FROM (date)____________ to (Date)____________

Km Category Name of List of material to be released Remarks for Sign. of Test Remarks
of section material abnormality PWI check
if any by AEN
Service If scrap
able or
scrap No/ Rate WT.
Length (WT.)
127
CHAPTER IV RAIL LEVEL AND THE GAUGE
CURVED TRACK AND 402. The Reference Rail –

REALIGNMENT OF CURVES The level of inner rail of any curve is taken as
reference level. Superelevation is provided by raising
PART ‘A’ the outer rail. For reverse cur ves, however,
GENERAL stipulation as laid down in Para 408(3) shall apply.
401. Determination of Radius – (1) The 403. Gauge On Curves – The gauge on
radius of a curve is determined by measuring the curve shall be to the following standards : –
versine on a chord of known length, from the
(1) On new lines and on lines where complete
equation,
2 renewal or through sleeper renewal is carried out,
R = 125 C where R = Radius in metres; the track should be laid to the following standards –
V
C = Chord length in
metres; and Radius in metres Gauge
V = Versine in millimetres.
a) Broad Gague (1676 mm.)
(2) Curves can be designated by the radius in
metres or by its degree. The angle subtended at the i) Straight including curves of -5mm. to +3mm.
center by a chord of 30.5 metres, is the degree of radius upto 350m. and more
the curve. ii) For curves of radius less Upto +10mm.
0 360 x 30.5 than 350m.
A 1 curve is thus of =1750
0 2π b) Metre Gague (1000mm.)
metres radius; a 2 curve has a radius of
1750 = 875 metres and so on. i) On straight including curves with -2mm. to +3mm.
2 radius 290m. and more
Curves shall be described invariably by the
ii) On curves with radius less Upto +10mm.
radius in metres.
than 290m.
(3) For measuring versines of a curve, 20
c) Narrow Gague (762mm.)
metres overlapping chords should normally be used
with stations at 10 metres intervals. For checking i) Straight including curve with -3mm. to +3mm.
the radii of turn-out and turn-in curves overlapping radius upto 400m.
curve of 6 metres should be used and the versine ii) For curves with radius less Upto +10mm.
measuring stations should be located at every 1.5 than 400m. and upto 100m.
metres. (The turn-out curve can also be checked by iii) Curves with radius less Upto +15mm.
off-sets from the straight with the versine measuring than 100m.
stations 1.5 metres apart.)
(4) The versine is obtained by stretching a (2) Gauge on the wooden sleepered road
fishing/nylon chord or wire taut between the end of however, need not be disturbed, if it is likely to cause
chord length decided upon, and the measuring spike killing of sleepers. Uniformity of the gauge
distance between the cord/wire and gauge face of should be stressed in all cases to get better track
the rail at the middle point of the chord. Care should riding quality.
be taken that the cord or wire is applied to the side of (3) These limits are not applicable to curves
the head of the rail at the gauge point. laid with different gauge widening by railways as trial
measure in consultation with RDSO.
Note : For narrow Gauge sections for which
special schedules have been prescribed by the
Zonal Railways, provisions in those schedules
should be observed.
128
TRANSITIONS, SAFE SPEED AND cubic parabola at each end of the circular curve. It
SUPERELEVATION ON CURVES affords a gradual increase of curvature from zero at
404. Definitions – (1) Cant or superelevation the tangent point to the specified radius of circular
is the amount by which one rail is raised above the arc and permits a gradual increase of super
other rail. It is positive when the outer rail on a curved elevation, so that the full superelevation is attained
track is raised above inner rail and is negative when simultaneously with the curvature of the circular arc.
the inner rail on a curved track is raised above the
405. Safe Speed On Curves – (1) Fully
outer rail.
transitioned curves – The maximum permissible
(2) Equilibrium speed is the speed at which speed for transitioned curves should be determined
the centrifugal force developed during the movement from the following formulae –
of the vehicle on a curved track is exactly balanced
(a) BROAD GAUGE –
by the cant provided.
V = 0.27 √ R (Ca + Cd)
(3) Cant deficiency – Cant deficiency occurs
when a train travels around a curve at a speed higher (This is on the assumption that the centre to
than the equilibrium speed. It is the difference centre distance between railheads is 1750 mm.)
between the theoretical cant required for such higher (b) METRE GAUGE –
speed and actual cant provided. V = 0.347 √ R (Ca + Cd)
(4) Cant excess – Cant excess occurs when (This is on the assumption that the centre to centre
a train travels around a curve at a speed lower than distance between railheads is 1057 mm.)
the equilibrium speed. It is the difference between
the actual cant and the theoretical cant required for (c) NARROW GAUGE (762 mm.) –
such a lower speed. V = 3.65√ (R-6) subject to maximum of 50 km.
p. h.
(5) Maximum permissible speed of the curve– V = speed in km. p. h.
It is the highest speed which may be permitted on a
curve taking into consideration the radius of the R = radius in metres.
curvature, actual cant, cant deficiency, cant excess Ca = Actual cant in mm.
and the length of transition. When the maximum Cd = permissible cant deficiency in mm.
permissible speed on a curve is less than the Graphs showing (i) maximum permissible
maximum sectional speed of the section of a line, speed for transitioned curves of different radii and
permanent speed restriction becomes necessary. equilibrium cant are appended in Annexures 4/1
(6) Cant gradient and cant deficiency gradient and 4/2 for B G and M G respectively.
indicate the amount by which cant or deficiency of (2) (a) Non transitioned curves with cant on
cant is increased or reduced in a given length of virtual transition –
transition e.g., 1 in 1000 means that cant or deficiency
of cant of 1mm. is gained or lost in every 1000mm. The determination of the maximum
of transition length. permissible speed on curves without transition
involves the concept of the virtual transition. The
(7) Rate of change of cant or rate of change of change in the motion of a vehicle from straight to
cant deficiency is the rate at which cant or cant curve conditions takes place over the distance
deficiency is increased or reduced per second, at between the bogie centres, commencing on the
the maximum permissible speed of the vehicle straight at half the distance before the tangent point
passing over the transition curve, e.g., 35 mm. per and terminating on the curve at the same half distance
second means that a vehicle when traveling at a beyond the tangent point. Normally, the length of
maximum speed permitted will experience a change virtual transition is taken as 14.6 meter on B G, 13.7
in cant or deficiency of cant of 35mm. in each second meter on M G and 10.3 meter on N G The cant or
of travel over the transition. superelevation is gained over the virtual transition.
(8) Transition curve is an easement curve, in
which the change of radius is progressive throughout
its length and is usually provided in a shape of a
129
The cant gradient in any case should not be the cant excess for slow trains and cant deficiency
steeper than 1 in 360 ( 2.8 mm. per metre) on B.G. for fast trains is avoided. On sections where all trains
and 1 i n 7 2 0 ( 1 .4 mm. per metre ) on M. G. and run at about the same maximum permissible speeds
N. G. like suburban section, it will be preferable to provide
Graph showing the safe speeds over the non- cant for that speed.
transitioned curves in case of virtual transition, both (c) The amount of superelevation to be actually
for B. G. and M. G. is appended as Annexure 4/3. provided will be calculated by the formula given in
(b) Non-transitioned curves with no cant sub-para (a) for the equilibrium speed determined
provided – on the basis of sub-para (b) above.
In case of non-transitioned curves where no (d) Maximum cant on curved track shall be as
cant is provided, the safe speed over the curve can under –
be worked out from the graph appended as (1)(i) Broad Gauge – Group ‘A’, ‘B’ and ‘C’
Annexure 4/4. routes-165 mm.
(3) For curves laid with inadequate length of Note :– Maximum cant of 185 mm. may be
transition, the safe permissible speed should be assumed for the purpose of locating all permanent
worked out on the basis of actual cant/cant deficiency, structures etc., by the side of the curves on new
which can be provided taking into consideration the constructions and doubling on group ‘A’ routes having
limiting values of cant/cant deficiency gradient and potential for increasing the speed in future. The
the rate of change of cant and cant deficiency. transition length should also be provided on the basis
(4) The speed as determined above shall not of 185 mm. cant for the purpose of planning and
exceed the maximum permissible speed of the layout of the curve.
section. (ii) Broad gauge – Group ‘D’ and ‘E’ routes-140
mm.
406. Superelevation, Cant deficiency
(iii) Metre Gauge – 90 mm. ( can be increased to
and Cant excess – (1) Superelevation/cant
100 mm. with special permission of Chief
(a)The equilibrium superelevation/cant Engineer)
necessary for any speed is calculated from the
(iv) Narrow Gauge (762 mm.) – 65 mm. (can be
formula
increased to 75 mm. with special permission
GV2 of Chief Engineer)
C= _________
127R For Narrow gauge sections for which special
schedules are prescribed by the Zonal Railways
Where C is cant / superelevation in mm. G is provisions in these schedules should be observed.
the gauge of track + width of rail head in mm.
(e) Cant for each curve should be specified
R is the radius of the curve in metres.
and indicated on web of the inside face of the inner
(b) The equilibrium speed for determination of rail to the nearest 5 mm.
cant to be provided shall be decided by the Chief In every case, the superelevation to be
Engineer, after taking into consideration the provided should be specified when the line is
maximum speeds which can be actually attained by originally laid and thereafter altered only with the prior
fast and slow trains, the proximity of permanent approval of the Chief Engineer.
speed restriction in the route, junctions, stopping
places, gradients which may reduce the speeds of (2) Cant Deficiency – Maximum value of cant
goods trains, without appreciably affecting the speed deficiency –
of fast trains and their relative importance. For this (a) For speeds in excess of 100 ................. 100 mm.
purpose the entire section may be divided into a km.p.h. on Groups ‘A’ and ‘B’
certain number of sub sections with a nominated routes for nominated rolling
equilibrium speed for each sub section, fixed on the stocks and routes with
basis of speeds which can be actually attained by permission of the Chief Engineer.
fast or slow trains over the sub section, so that the
need for imposing any speed restrictions for limiting
130
(b) For Broad Gauge routes not second and the maximum cant gradient will be
covered by above ...............................75 mm. limited to 2.8 mm. per metre or 1 in 360. This
(c) Metre Gauge ......................................50 mm. relaxation shall apply to Broad Gauge only. For
Narrow Gauge and Metre Gauge sections, cant
(d) Narrow Gauge (762 mm.) ..................40
gradient should not be steeper than 1 in 720. For
mm.
Metre Gauge the rate of change of cant/cant
For Narrow Gauge sections for which special deficiency should not exceed 35 mm./ second.
schedules are prescribed by the Zonal Railways,
(4) At locations where length of transition curve
provisions in those schedules should be observed.
is restricted, and therefore, may be inadequate to
(3) Cant Excess-Maximum values of cant permit the same maximum speed as calculated for
excess – the circular curve, it will be necessary to select a
On Broad Gauge cant excess should not be lower cant and/or a lower cant deficiency which will
allowed to exceed 75 mm. and on Metre Gauge 65 reduce the maximum speed on the circular curve
mm. for all types of rolling stock. The cant excess but will increase the maximum speed on the transition
should be worked out taking into consideration the curve. In such cases, the cant should be so selected
booked speed of goods trains on a particular section. as to permit the highest speed on the curve as a
In the case of a section carrying predominantly whole.
goods traffic, the cant excess should be preferably An example is illustrated with
kept low to minimize wear on inner rail. calculations below –
407. Length Of Transition Curve And
A curve of 600 metres radius has a limited
Setting Out Transitions –
transition of 40 metres length. Calculation of
(1) The desirable length of transition ‘L’ shall maximum permissible speed and superelevation is
be maximum of the following three values – as follows :–
(a) L= 0.008 Ca X Vm Speed on transition Speed on circular
=
(b) L= 0.008 Cd X Vm curve curve.
(c) L= 0.72 Ca Rate of change of cant X L X 3.6 =0.27√ R (Ca + Cd)
Where : L = the length of transition in metres. Ca
Best values of speed are obtained when Ca = Cd.
V m = maximum permissible speed in km.p.h. (3.6 is a factor used for converting ‘M’ /Sec. to km./hr.)
C d = cant deficiency in millimetres.
Adopting the same units and the maximum
C a = actual superelevation on curve in value of rate of change of cant of 55 mm. per second
millimetres. for Broad Gauge –
The formula (a) and (b) are based on rate of
55 x 40 x 3.6 = 0.27√ (600 x 2Ca)
change of cant and of cant deficiency of 35 mm. per
Ca
second. The formula ( c ) is based on the maximum
cant gradient of 1 in 720 or 1.4 mm. per metre.
Solving Ca = 89.50 or 90 mm.
(2) For the purpose of designing future layouts
of curve, future higher speeds (such as 160 km./h. Limiting the value of Cd to 75 mm.
for Group ‘A’ routes and 130 km./h. for Group ‘B’
routes) may be taken into account for calculating Maximum speed ....= 0.27√ R (Ca + Cd)
the length of transitions. = 0.27 √ 600 (90 + 75)
(3) In exceptional cases where room is not = 84.95 say 85 km.p.h.
available for providing sufficiently long transitions in
90 1
accordance with the above, the length may be Cant gradient = _________ = ______
reduced to a minimum of 2/3 of the desirable length 40000 444
as worked out on the basis of formula (a ) and (b) which is within the permissible limits.
above or 0.36 Ca (in metres ) whichever is greater. The rate of change of cant at 85 km.p.h. works
This is based on the assumption that a rate of change out to 53.12 mm. / second which is also within the
of cant/cant deficiency will not exceed 55 mm. per permissible limits.
131
(5) Laying transition – (a) A transition curve is Solution –

laid out as a cubic parabola and to accommodate GV 2 1750 X 802
this, the main circular arc is moved inwards by an Equilibrium cant = _____ = _________ .= 146.98 mm.
amount called the “Shift”. 127 R 127 X 600
“Shift” is calculated from the formula : Cant for maximum = 1750 X 1102 = 277.88 mm.
L2 sectional speed 127 X 600
S = 4.2 ______
R Cant deficiency
Where S = shift in centimetres. for maximum = 277.88 — 146.98 = 130.90 mm.
L & R being in metres. sectional speed
(b) The off-set in centimetres from the straight which is more than the permitted cant
to any point on the transition curve is calculated from deficiency of 100 mm. With 100 mm. Cd, actual cant
the formula – = 277.88 - 100 = 177.88 mm. But actual cant is to be
3
limited to 165 mm.
X
Y = 16.7_____ Cant excess : Cant for a speed of 50 km.p.h. which
LR is the booked speed of a goods train (assumed).
Where Y = off-set from the straight in centimetres.
1750 X 502
X = distance from the commencement of the = ___________ = 57.41 mm
curve in metres, and L & R length of 127 X 600
transition and radius of curve ∴ Cant excess = 165 — 57.41 = 107.59 mm. which
respectively in metres. is in excess of 75 mm. permitted value.
( c) The arrangement of a transition curve is Provide actual cant = 57.41+ 75 =132.41, say 130
shown in the figure below – mm.
_________
M T O Maximum permissible speed Vm = 0.27 √R(Ca+Cd)
N ______________
= 0.27 √ 600(130+100)
Z
= 100.3 or 100 kmph
Length of transition -
R V P (a) L = 0.008 X Ca X Vm = 0.008 X 130 X 100 = 104 M.
Y C
(b) L = 0.008 X Cd X Vm = 0.008 X 100 X 100 = 80 M
The original circular curve TC is tangential to (c) L = 0.72 Ca = 0.72 X 130 = 93.6 M.
the straight at T. The curve is shifted to ZY and TZ is
The maximum value obtained is 104 M.
the amount of shift. The transition curve MNP bisects
the shift TZ at N. A typical example of working out Provide 100 M. length of transition. Cant
maximum permissible speed on a curve, calculating gradient will be 130 mm. in 100 M. which is equal to
the length of transition and detailed calculation of 1 in 769. At 100 km.p.h. maximum speed, the rate of
laying the transition are given in sub-para(6). change of cant works out to be 36 mm. per second.
(6) Example – A 600 metres radius curve is 2
L______
introduced between straight portions of a Broad Shift = 4.2 X (see figure on the next
page)
Gauge Railway line intersecting to form a total R
deviation of 70 degrees. The speed for determining 1002
the equilibrium cant is fixed at 80 km.p.h. and the = 4.2 X _________ = 70 cm.
600
maximum sectional speed is 110 km.p.h. Calculate
the equilibrium cant, the maximum permissible CF = 600 + 0.7 = 600.70 M.
0
speed, length of transition and the off-set for setting FA = 600.7 tan 35 = 420.61 M.
out the transition curve. The maximum permissible
cant and cant deficiency are 165 mm. and 100 mm.
respectively.
132
C O1 16.7 X 1003
Y5 = ________________ = 278.3 cms.
100 X 600
(7) When realigning old curves, transition
curves on approaches should invariably be provided.
It should should be ensured that there is no change
of grade over the transition.
(8) Compound curves – In case of a compound
P1 curve which is formed by two circular curves of
B different radii but curving in the same direction,
D P 70 0 common transition curve may be provided between
the circular curves. Assuming that such compound
O F T N A curve is to be traversed at uniform speed, the length
of the transition connecting the two circular curves
L 100
OF = ______ = ________ = 50 M. can be obtained from –
2 2
(i) L = 0.008 (Ca1-Ca2) x Vm
OA = 420.61 + 50 = 470.61 M.
(ii) L = 0.008 (C d1-C d2) x V m whichever is
The point ‘0’ can be fixed by measuring this greater, where C a1 and C d1 are cant and cant
distance back from the apex. deficiency for curve No.1 in mm. ,Ca2 and Cd2 are
The deviation angle for each transition is cant and cant deficiency for curve No.2 in mm., L is
L 100 length of transition in metres., Vm is the maximum
tan-1 _____ = tan-1 _____ = 4.760 permissible speed in km.p.h.
2R 1200
Cant gradient should be within the permissible
The deviation angle for limits as stated in Para 407(1).
the circular curve = 700 – (2 X 4.76) = 60.480
Common transition may be provided when the
600 X 60.48 X π length of common transition as worked out above is
Length of circular = ______________ = 633.34 M.
arc more than the length of virtual transition as specified
180
in Para 406 (1) (b).
Off-sets are required at every 20 m. interval (9) Reverse Curves – (a) In case of a reverse
on the transition. curve which is formed by two circular curves which
16.7 x X3 curve in opposite directions, common transition
Y= _______________ curve may be provided between circular curves. The
LR total length of common transition, i.e., from circular
curve to circular curve, may be obtained from –
Y=0
(i) L=0.008 (Ca1 + Ca2) X Vm
16.7 X 203
Y1 = ________________ = 2.22 cms. or
100 X 600 (ii) L = 0.008 (Cd1 + Cd2 ) X Vm whichever is
16.7 X 403 greater, where C a1 and Cd1 are cant and cant -
Y2 = ________________ = 17.8 cms. deficiency of curve No. 1 in mm., Ca2 and Cd2 are
100 X 600
cant and cant deficiency of curve No. 2 in mm..
16.7 X 603 L = is the transition in metres.
Y3 = ________________ = 60.1 cms.
100 X 600 Vm = maximum permissible speed in km.p.h.
16.7 X 803 Cant gradient should be within the permissible
Y4 = ________________ = 142.5 cms. limits as stated in Parsa 407 (1).
100 X 600
133
(b) For high speeds, in group ‘A’ and ‘B’ routes, In case no. 2, the level of the centre line of the
a straight with a minimum length of 50 M. shall be track is maintained the same throughout, and the
kept between two transitions of reverse curves. In cant is provided by raising one rail by half the amount
the case of M. G. high speed routes the distance to of cant and lowering the other rail by the equal
be kept will be 30 metres. On groups ‘A’ and ‘B’ routes amount. Cant is run out or gained over the length of
on B. G., straights less than 50 metres between the transition by raising and lowering both the rails
reverse curves and on M. G. high speed routes, by equal amount symmetrically, with respect to the
straights less than 30 metres should be eliminated level of the centre line track.
by suitably extending the transition lengths. In doing In case of no.1, the level of the centre of the
so, it should be ensured that the rate of change of track gets disturbed whereas in case of No. 2, it is
cant and versine along the two transitions so maintained the same throughout.
extended is kept the same. Whenever such straights (4) Special cases of superelevation run out
between reverse curves can neither be eliminated may be approved by the Chief Engineer.
nor the straight length increased to over 50 metres
in B. G. and 30 metres in M. G. speed in excess of 409. Indicators/Boards provided in
130 km.p.h. in B. G. and 100 km.p.h. in M.G.should curves– (1) Curve Board – Each approach of a
not be permitted. curve should be provided with a curve board at the
tangent point fixed on the outside of the curve. This
408. Running out Superelevation – (1) On Board should indicate the radius of the curve, the
transitioned curves, cant should be run up or run out length of the curve, length of transition in metres and
on the transition, not on the straight or on the circular the maximum cant provided on the circular portion
curve, increasing or decreasing uniformly throughout of curve in millimetres.
its length.
(2) Rail Posts Indicating Tangent Points – On
(2) On non-transitioned curves, cant should the inside of the curve, rail posts should be erected
be run up or run out on the ‘virtual transition’. on each approach of the curve, to indicate the
(3) Longitudinal profile of transition on the positions of the begining and end of transition curves.
reverse curve may be in one of the following two These rail posts may be painted in red and white
alternatives : colours respectively. In the case of non transitioned
LONGITUDINAL
CASE : I
PROFILE
RAIL 1
CENTRE LINE OF
CASE : II THE TRACK
RAIL 2
VERSINE OR CANT DIAGRAM
In case no. 1, the level of one of the rails is curve, similar rail post should be erected on the
maintained and the super elevation is run out on tangent track and on the circular curve over which
the other rail by lowering it over half the transition the cant is run out, indicating the begining and end of
length and raising it to the required amount of cant the virtual transition.
over the remaining half portion of the transition.
134
(3) Indication of cant on track – Superelevation Where it is not practicable to achieve the
or cant should be indicated by painting its value on radius of curvature of turn in curves as specified
the inside face of the web of the inner rail of the curve above on account of existing track centres for the
and at every versine station, begining with zero at turn-out taking off from curves, the turn in curves
the commencement of the transition curve. The value may be allowed upto a minimum radius of 220m for
of cant should be indicated on the circular curve at B.G. and 120m for M.G.subject to the following :–
its begining and at the end. In the case of long circular (a) Such turn in curves should be provided
curve the cant value should be indicated at either on PSC or steel trough sleepers only, with
intermediate stations at a distant not exceeding 250 sleeper spacing same as for the main line.
metres.
(b) Full ballast profile should be provided as
(4) Cant boards – Cant boards supplied to the for track for main line
gangs should be graduated in steps of 5 mm. The Emergency cross overs between double or
maximum height of these should be 165 mm. for multiple lines which are laid only in the trailing
B. G., 100 mm. for M. G. and 75 mm. for N. G.(762 direction may be laid with 1 in 8-1/2 crossings.
mm.)
In the case of 1 in 8-1/2 turn-outs with straight
(5) When curves are realigned, the switches laid on passenger running lines, the speed
repositioning of the curve boards and posts and shall be restricted to 10 km.p.h. However, on 1 in
repainting of values of superelevation at intermediate 8-1/2 turn-outs on non passenger running lines,
points should be done, as required. speed of 15 km.p.h. may be permitted.
410. Speed over Turn-out Curves – (1) (3) Speed over interlocked turn-outs - (a)
Provision in general rules-Relevant Para 4.10 Speed in excess of 15 Kmph may be permitted for
of General Rules,1976 Edition is reproduced straights of interlocked turnouts only under approved
below- special instructions in terms of GR 4.10/1976
(i) The speed of trains over non-interlocked (b) In the case of 1 in 8-1/2, 1 in 12 and flatter
facing points shall not exceeed 15 kilometres per turnouts provided with curved switches, higher
hour in any circumstances and the speed over turn- speeds as permitted under approved special
out and cross overs shall not exceed 15 kilometres instructions may be allowed on the turnout side,
per hour, unless otherwise prescribed by approved provided the turn-in curve is of a standard suitable
special instruction, which may permit a higher speed. for such higher speeds. Extra shoulder width of ballast
(ii) Subject to provision of sub-rules (i) a train of 150 mm should be provided on the outside of such
may run over interlocked facing points at such speed turn-in curves. When these conditions are satisfied,
as may be permitted by the standard of interlocking. the speeds indicated below may be permitted on turn-
outs provided with curved switches. While permitting
(2) Turn-outs on running lines with passenger speed beyond 15 kmph, provisions of para 410(4)
traffic – Turn-outs in running lines over which may also be kept in view.
passenger trains are received or despatched should
be laid with crossing, not sharper than 1 in 12 for S.No. Type of Turnout (B.G.) Permissible speed
straight switch. However, 1 in 8-1/2 turn-out with
cur ved switches may be laid in exceptional 1 1:8.5 curved switch 15 kmph
circumstances, where due to limitation of room, it is 52/60 Kg. On PSC
not possible to provide 1 in 12 turn-outs. Sharper sleepers
crossings may also be used when the turn-out is 2 1:8.5 symmetrical split 30 kmph
taken off from outside of a curve, keeping the radius with curved switches
of lead curve within the following limits :– 52/60Kg on PSC
Gauge Minimum radius of sleepers
lead curve 3 1:12 curved switch 30 kmph
Broad Gauge 350 M. 52/60 Kg on PSC
Metre Gauge 220 M. sleepers
Narrow Gauge(762 mm.) 165 M.
135
(c) the permissible speed on turn-outs taking Dimension and the permissible speed on the main
off on the inside of the curve should be determined line determined from the allowable cant deficiency
by taking into consideration the resultant radius of and cant on the main line. The speed so determined
lead curve which will be sharper than the lead curve shall be subject to limitations governed by the
for turnouts taking off from the straight. 1 in 8-1/2 standard of interlocking and the sectional speed.
turn-outs should not be laid on inside of curves.
414. Curves of similar flexure – (1) Not
(4) Upgradation of speeds on turn-outs should
followed by reverse curves-On a main line curve
cover a number of contiguous stations at a time.
from which a curve of similar flexure takes off, not
Before upgrading the speeds on Turn-out beyond 15
followed immediately by a reverse curve, the turn-
km/hr, the track structure of loop lines should b
out curve shall have the same cant as the main line
strengthened as prescribed.
curve.
411. Permissible Speed over curved Main
(2) Followed by reverse curves – A change of
line at Turn-outs – Subject to the permissible run
cant on the turn-out may be permitted starting behind
through speed governed by the interlocking
the crossing and being run out at a rate not steeper
standard, speed over the main line will be determined
than 2.8 mm. per metre and subject to the maximum
taking into consideration the maximum cant which
cant on the main line turn-out being limited to 65 mm.
can be provided on the main line and the permissible
on Broad Gauge, 35 mm. on Metre Gauge and 25
amount of cant deficiency. In the case of turn-out of
mm. on Narrow Gauge (762 mm.)
similar flexure, the maximum cant that can be
provided, on the main line will be the sum of The permissible speed on the main line is then
equlibrium cant for the turn-out and permissible cant determined from the allowable cant-deficiency and
excess. In the case of turn-outs of contrary flexure, subject to limitations governed by the standard of
the maximum cant on the main line (negative interlocking and the safe speed limit.
superelevation on turn-out) will be the difference
415. Curves with cross overs – On curves
between the maximum permissible cant deficiency
on double line connected by cross over road, the
and cant determined for turn-out from the formula
speed and the cant for both roads are governed by
given in Schedule of Dimensions as indicated in para
the inner road to which the cross over road is a curve
413. The permissible speed on the main line will be
of contrary flexure. On the outer road, it is a curve of
worked out by the formula as given in para 405(1)
similar flexure. The permissible speed and the
412. No change of superelevation over necessary cant on the inner road shall be calculated
turn-outs– There should be no change of cant in accordance with para 413. The same speed and
between points 20 metres on B. G.,15 metres on M. the same cant shall be allowed on the outer road.
G., and 12 metres on N. G. outside the toe of the
The outer track shall be raised so that both
switch and the nose of the crossing respectively,
roads lie in the same inclined plane in order to avoid
except in cases where points and crossings have to
change in cross-level on the cross over road. Where
be taken off from the transitioned portion of a curve.
this is not possible, both main line and the turn-out
Normally, turn-outs should not be taken off the
should be laid without cant and suitable speed
transitioned portion of a main line curve. However,
restriction imposed.
in exceptional cases, when such a course is
unavoidable a specific relaxation may be given by
the Chief Engineer of the Railway. In such cases
change of cant and/or curvature may be permitted
at the rates specified in para 407 or such lesser
rates as may be prescribed.
413. Curves of contrary flexure – On the
main line curve from which a curve of contrary flexure
takes off, the cant of the main line (which is the
negative superelevation on the turn-out) should be
calculated from the formula given in the Schedule of
136
416. Curves with diamond crossing – 417. Extra clearance on curves – On

Normally straight diamond crossings should not be curves, additional lateral clearances, in excess of
provided in curves as these produce kinks in the the fixed dimensions should be provided as laid down
curve and uniform curvature cannot be obtained. in the Schedule of Dimensions –
However, where provision of such diamonds cannot (a) between adjacent tracks and
be avoided or in case where such diamonds already (b) between curved track and fixed structure.
exists in the track, the approach curves of these
diamonds should be laid without cant for a distance 418. Compensation for curvature on
of at least 20 metres on either side of the diamond gradient– Compensation for curvature should be
crossings. Cant should be uniformly runout at the given in all cases where the existing gradient when
rate specified in para 407 beyond 20 metres. The added to the curve compensation exceeds the ruling
speed restrictions on the approach curve shall be gradient. The compensation to be allowed should
decided in each case by the Chief Engineer taking ordinarily be 70 percent.(0.04 percent per degree
R
into consideration the curvature, cant deficiency and of curvature) for Broad Gauge, 52.5R
per cent (0.03
lack of transition but shall in no case be more than percent per degree of curvature) for Metre Gauge
65 km.p.h. in the case of Broad Gauge, 50 km.p.h. and 35 per cent (0.02 per cent per degree of
R
in the case of Metre Gauge and 40 km.p.h. in the curvature) for Narrow Gauge(762 mm.) where R is
case of Narrow Gauge (762 mm.) No speed the radius of curvature in metres.
restriction shall, however be imposed on the straight Thus for a ruling gradient of 0.5 per cent or 1
track on which the diamond is located. In the case in 200, the gradient for 583 metre radius of curvature
of diamond crossings on a straight track located in on Broad Gauge should be flattened to –
the approach of a curve, a straight length of minimum
70
50 M. between the curve and the heel of acute 0.5 – _____ or 0.5 X 0.04 = 0.38 per cent or 1 in 264.
583
crossing of diamond is necessary for permitting
unrestricted speed over the diamond, subject to 419. Vertical curve :– A vertical curve shall
maximum permissible speed over the curve from be provided only at the junction of the grade when
consi-derations of cant deficiency, transition length the algebraic difference between the grades is equal
etc. to or more than 4 mm. per metre or 0.4 per cent.
The minimum radius of the vertical curve shall be kept as under –
Broad Gauge Metre Gauge
Group Minimum Radius Group Minimum Radius

A 4000 metres
B 3000 metres All Routes 2500 metres
C ,D & E 2500 metres
137
PART ‘ B’
Realignment of Curve
420. Running on curves – (1) For smooth and satisfactory running on curves –
(a) there should be no abrupt alteration of curvature and/or superelevation (cant), and
(b) the superelevation should be appropriate to the curvature, at each point.
(2) On Group ‘A’ and ‘B’ routes, gauge, versines and superelevation on each curve must be checked
once in every four months and on other routes every six months. such checks should also be carried out
whenever the running over curves is found to be unsatisfactory. The versines, superelevation and gauge
should be recorded by the Permanent Way Inspector in the curve register as per the pro forma given as
Annexure 4/5. Curve registers of groups ‘A’ and ‘B’ routes should also be provided with cumulative frequency
diagrams for each curve to get a graphic idea about the condition of geometry of curve. The A.E.N shall check
at least one curve of each Permanent way Inspector every quarter by taking its versine and superelevation as
well as gauge from end to end. The decision to realign should be taken by the Permanent Way Inspector-in-
charge or Assistant Engineer. The realignment of curve should be carried out in dry season and not during
rainy season except when this is unavoidable.
421 - Criteria for realignment of a curve:
(1) When as a result of inspection by trolley or from the foot plate of locomotive or by carriage or as a
result of Track Recording carried out, the running on a curve is found to be unsatisfactory the curve should
be realigned.
(2) The running over a curve depends not only on the difference between the actual versine and the
designed versine but also on the station-to-station variation of the actual versine values. This is because it is
the station to station variation of versine which determines the rate of change of lateral acceleration, on which
depends the riding comfort.
Service limit for station to station versine variation for 3 speed group viz. 120 Km/h and above,
below 120 Km/h and upto 80 Km/h and below 80 Km/h and upto 50 Km/h, should be considered as
tabulated below:
Speed Range Limits of station to station Variation (mm)

120 Kmph and above 10 mm or 25% of the average versine on
circular curve whichever is more
Below 120 Kmph and upto 80 Kmph 15 mm or 25% of the average versine on
Below 80 Kmph and upto 50 Kmph 40 mm or 25% of the average versine on
In case exceedence of the above limit is observed during an inspection, local adjustments may be
resorted to in cases where the variation of versines between adjacent stations is only at few isolated
locations, at the earliest possible. If more than 20% of the stations are having versine variation above the
limits prescribed, complete realignment of the curve should be planned within a month.
138
422. Stringlining operations :– (1) The point and numbered zero. From this point, half-chord
work of realigning and transitioning curves consist distances are measured with steel tape along the
of the following three main operations :– gauge face of the outer rail over the whole length of
(a) Survey of the existing curve by the curve and numbered serially 1, 2, 3, 4 and so on
measurement of versines. and carried upto about three half-chord lengths
beyond the apparent tangent point at the other end.
(b) Determination of the revised alignment and These “stations” should be marked and numbered
computation of slews, including provision of correct in white paint on the rail. With a fishing cord or wire
superelevation. stretched out over the full length of the chord,
(c) Slewing of the curve to the revised versines are measured to 1 mm. accuracy serially
alignment. at each station from one end of the curve to the other
(2) Chord Length – Chord length of 20 metres with the rule held normal to the line and recorded.
should be used for recording versine. The stations Features which restrict slewing of the track
should be at 10 metres intervals and versines should either inwards or outwards should be recorded,
be recorded at these stations with overlapping chord mentioning the maximum extent inwards and
of 20 metres. outwards to which slewing is possible (i) in existing
circumstances and (ii) if a moderate expenditure be
(3) Versine survey of curve – Operation
incurred in removing the “restriction”. The existing
No. 1 :– Versine readings shall be taken along the
superelevation should also be measured and
gauge face of the outer rail.
recorded against each “Station”.
To ensure inclusion of the point of
For purposes of check, this process should
commencement of the curve, a mark is made on
be repeated in the reverse direction with the persons
the gauge face of the outer rail at a distance of about
recording and measuring versines interchanging their
three half-chord lengths behind the apparent tangent
duties.
The record obtained would be in the following form
Curve from km.........................................................................................to km.............…….....

Between station...............................................…….....................…and station.........................
Date of survey...............................................................……......................................................
Jurisdiction of Assistant Engineer/Permanent Way Inspector……..............................................
Station at Half-chord Versine in Cant existing Remarks regarding

intervals (mm) restrictions to slewing
0 0 Zero
1 2 5 mm
2 4 10 mm
3 4 20 mm
4 10 25 mm.
5 11 .. 1.6 metres.
6 23 .. G. B. obligatory point
7 30 .. Low or high bank, moorum
etc., etc. or rock cutting etc.
139
Where there are two or more lines, track curve is worked out).
centres at intervals should be recorded. After the (iii) First and second summations of the
versine-survey, the curve alignment shall not be differences of proposed and existing versines are
disturbed until the realignment is commenced. This then worked out (Ref. Cols. 5 & 6).
interval should be the least possible.
(iv) The first summation at any station, gives
In the case of reverse curves, the versine the cumulative versine difference at each station. To
survey should be continuous, but transferred to the begin with this value for station ‘ 0 ’ is the same as
outer rail at points where the curvature changes sign. the versine difference (Col. 4). To obtain the
It is probable that the exact point will not be definite; corresponding value for station No. 1 the cumulative
it is therefore, desirable to keep the original rail face versine difference of station ‘0’ (Col. 5) is added to
as the base until the change is certain to enable plus the versine difference of station No. 1 (Col. 4)
or minus versines to be read from the same rail, it is diagonally downward as shown by the arrow
only necessary to hold the fishing cord or wire 20 indication and the resultant value is written against
mm. clear of the rail edge at each end by using Station No.1(Col. 5) Similarly the cumulative versine
special gadget and substracting 20 mm. from the difference is calculated at each station till the last
reading at the centre. station is reached. Since the sum total of the existing
(4) Determination of revised alignment and and the proposed versines is the same, the figure
computation of slews :– against the last station will be ‘0’ (Col. 5).
Operation No. 2 :– (v) The second summation at any station gives
the cumulative effect of the figures of first
(a) The basic principles of string lining are as summations upto the previous station. It can be
follows :– proved theoretically that this represents half the slew
(i) The chord length being identical, the sum required at each station to obtain the proposed
total of the existing versines should be equal to the versine. To start with, this value for station‘0’ is taken
sum total of the proposed versines. as zero.To obtain the corresponding value of Station
(ii) The slew in any direction at a station affects No.1, the second summation value of the
the versines at the adjacent stations by half the station‘0’(i.e., the previous station ) is added to the
amount in the opposite direction, when the track is first summation value of the same station ‘0’,as
not disturbed at the adjacent stations. shown by horizontal arrow. This value is shown
(iii) The second summation of versine against Station No. 1(Col. 6). Similarly the second
difference represents half the slew at any station. summation for Station No. 2 is the sum of the figures
of the first summation and second summation of
(iv) At the first and at the last station, the slews
Station No.1(Col.5 and 6). The second summation
should be zero.
is obtained against each station till the last station is
(b) Success in obtaining the most suitable reached. The slew at the last station should be zero.
alignment depends on the proper selection of Otherwise the track beyond the last station will be
versines. affected by the slew at the last station. Normally this
(c) In actual practice the calculations are figure at the last station will not be zero. To bring this
carried out in the following manner :– to zero correcting couples are applied.
(i) After recording the versines in mm., (vi) Method of applying correcting couples -
proposed versines are selected in such a way as to For correcting the half-throws to zero the procedure
obtain uniform rate of change of versines over the shall be as follows :–
transition curve and uniform versines over the
circular portion of the curves.
(ii) The difference between the proposed and
the existing versines are worked out for each station,
the positive sign being used, if the proposed versine
is greater than the existing versine and negative sign
if it is less (Ref.Col. 4 -Table 1, at the end of this
sub- para (4), wherein a solution to a realignment of
140
When the final half-throw is negative, add to not be possible to slew the curve at all .
the versines having the lower station numbers and (ix) In carrying out the calculations for the
substract an equal amount from the versines having realignment of a long curve of more than 50 stations
the higher station numbers, selecting “station” in pairs it is best to write down values of about 10 proposed
such that the sum of the products of the difference versines at a time and see that the sum is
of the “station” numbers taken in pairs and the approximately the same as that of the corresponding
amount added to the versines, equals the numerical old versines and then workout the second summation
amount of the negative half-throw to be cleared. to ensure that slews are minimum. A final adjustment
When the final half -throw is positive, substract to ensure that the sum of the existing and proposed
from the versines having the lower station numbers versines is equal and that the slew at last station is
and add an equal amount to the versiness having zero can then be made.
the higher station numbers, selecting the stations in A numerical example is given in table 1 on the
pairs such that the sum of the product of differences next page which will illustrate the method of working
of the station numbers in pairs and the amount out the solution for realignment of a curve.
substracted from the versines, equals the numerical (See Table No. 1)
amount of the positive half throw to be cleared. (5) Slewing the curve to revised alignment :–
(vii) For computing slews when realigning and/ Operation No. 3 :– The revised alignment of
or transitioning a complete curve the following the curve should be staked out with a steel tape by
procedure should be adopted :– using the pegs cut from the bars (or wooden stakes
Calculate the length of transition from Para with tack marks) which should be fixed on the cess
407(1). This determines the versine gradient on the on the inner side of the curve square to the track
transition. and at such a distance according to the value of the
Work out versine difference, first and second slews, so that the final alignment of the track is at
summations as discussed above at the initial stations one gauge distance from the face of the pegs or the
with a view to foreseeing and exercising due control tacks on wooden pegs to the outer edges of the inner
over the slews(col. 4, 5 and 6). Review the figures rail. In narrow cuttings with sharp curves or in tunnels
of proposed versines (col 8) if necessary and it may not not be possible to measure versines on
continue the process until the transition at the other the pegs driven on the inner cess of the curve due to
end on which the specific versine gradient should the face of the cutting fouling the fishing cord. In such
be observed. In the process it must be ensured that cases, the pegs may be driven on the outer cess.
difference of versines(col. 4) should sum up to zero. Their correctness should be checked by measuring
the versines on these pegs and verifying that they
Apply correcting couples to control the slew at
correspond with the final versines of the alignment.
obligatory points and to close the slew at the end to
The curve should then be correctly slewed to the
zero. The slews must be limited to the minimum
realignment of pegs.
possible.
Whether or not permanent pegs should be
Determine correct cant to be provided, points
fixed is left entirely to the discretion of Divisional
of zero and maximum cant and the cant run-off.
Engineer. In no case should these be fixed on
Curve realignment can be worked out by formation that is not firm or at locations where they
graphical method. Mechanical and electronic devices are liable to the disturbed or tampered with.
where available may be used to determine the final
Where it is considered more expedient, the
values of slew, thus avoiding the lengthy process of
staking of the realigned curve may be done by driving
first and second summation and application of
tie-bar pegs of about 750 mm. in length against each
correcting couples.
station down to rail level along the centre line of the
(viii) Maximum Slew – Maximum slew at any revised alignment and slewing the track to these
station is usually limited by practical considerations. pegs.
The distance between tracks and adequate
It is important that the slewing is done to 2 mm.
clearance to existing structures must be maintained
accuracy and actual versines again taken to ensure
and track must not be slewed too near the edge of
that they accord with the calculated versines of the
the formation. At certain locations like bridges, it may
realigned curve.
141
Along with slewing of the curve to the revised The number of cut rails for a particular curve
alignment correct superelevation should be provided is worked out by the formula –
at each station to accord with the curvature, d
particular attention being paid to the run-off on the N = ————————————————
pitch of the bolt holes in mm.
transition. Repositioning of posts on the cess to
indicate zero and maximum superelevation and It must be ensured that rail joints are square at
remarking of cant values on the inside web of the beginning and at the end of the curve.
inner rail should be done.
425. Joints on curves :– Rails joints on
423. Realigning curves on double or curves normally be laid square. On the sharp curves
multiple lines :– On double or multiple tracks each less than 400 meters on the Broad Gauge and 300
curve should be stringlined independently. No meters on the Metre Gauge the rail joints may be
attempt should be made to realign any curve by staggered, where elbows and kinks are likely to
slewing it to a uniform centre to centre distance from develop if rail joints are laid square.
the realigned curve as –
426. Check rails on curves :– Check rails
(a) The existing track centres may not be should be provided on the inside of the inner rail of
uniform and relatively small throw on one may entail the curve as stipulated in the schedule of dimensions.
a much larger (even prohibitively large) throw on the
Appropriate clearances should be provided
adjacent track
between the check rail and the running rail as
(b) It is nearly impossible to measure the stipulated in the schedule of dimensions. Check rails
centre to centre distance of curved tracks along the reduce the risk of derailment on the sharp curves.
true radial lines and a small error in angular direction
Location where check rails should be provided
of measurement would mean an appreciable error
shall be decided by the Chief Engineer taking into
in true radial distance.
considration the negotiability of the rolling stock and
(c) The transitions at the entry and exit may the curve geometry.
be of different lengths which make it impracticable
to maintain uniform centres on them even though 427. Wear on outer rail of curves :– (1)
the degree of the circular curves may be nearly the This can be reduced effectively
same. (a) by lubricating the gauge face of outer rails on
424. Cuttings of rails on curves :– Rails the curves.
are usually laid with square joints on curve. On curved (b) by maintaining correct curve geometry and
track the inner rail joints gradually lead over the outer superelevation.
rail joints. When the inner rail of the curve is ahead (c) Provision of the suitable check rail.
of the outer rail by an amount equal to half the pitch
(2) Rail flange lubricators should be provided
of bolt holes, cut rails should be provided to obtain
on curves of radius 600 meters and less on Broad
square joints. Cut rail is a rail which is shorter than
Gauge and of radius 300 meters and less at Meter
the standard length of rail by an amount equal to the
Gauge to avoid rail face wear, the first lubricator being
pitch of the bolt holes. The excess length ‘d’ by which
provided a little ahead of the curve.
the inner rail gains over the outer rail is calculated
by the formula –
428. Measurement of rail wear on sharp
LG
d = _______ curves:– The wear of rails of curves having radius
R of 600 M. or less on B. G. and 300 M. or less on
where ‘d’ is the length in mm. by which the M. G. shall be periodically recorded. Railways should
inner rail joint is ahead of the outer rail joint over the prescribe the periodicity of measurement of wear on
entire length of the curve, if cut rails are not provided. those sharp curves. The lateral, vertical and total loss
of section should be recorded. Proper record of the
L = length of the curve in meters measurements should also be maintained.
R= radius of the curve in meters
G= the gauge + width of the rail head in mm.
142
Table 1
Realignment of curve by stringlining method
Existing versines in mm on
differenece or half throw in

2 summatinon of versine
Proposed versine in mm.
Resultant full slew in mm

1 summation of versine
Resultant versine in mm
Correcting couple
Resultant half slew

col 9 +col.6 in mm
Versine difference
Station number.
col 3 +col 7
20 M chord
correcting versine
Correcting versine
correcting versine
column 3 -
1 summation of
2nd summation of
column 2
differnce
mm.
in mm
st
st
nd
1 2 3 4 5 6 7 8 9 10 11 12
→ 0 → 0
→
0 2 2 0 → -1 -1 -0 0 1
+8 → +8 → 0
→
1 0 8 → -1 -2 -1 -1 -2 7
+2→ +10 
→
2 14 16
→ +8 -1 -3 -3 +5 +10 15
→
3 28 24 -4 →+6 +18 -1 -4 -6 +12 +24 23
4 30 32 +2 +8 +24 -1 -5 -10 +14 +28 31
5 36 32 -4 +4 +32 -1 -6 -15 +17 +34 31
6 36 32 -4 0 +36 -1 -7 -21 +15 +30 31
7 24 32 +8 +8 +36 -1 -8 -28 +8 +16 31
8 32 32 0 +8 +44 -8 -36 +8 +16 32
9 28 32 +4 +12 +52 -8 -44 +8 +16 32
10 36 32 -4 +8 +64 -8 -52 +12 +24 32
11 34 32 -2 +6 +72 -8 -60 +12 +24 32
12 32 32 0 +6 +78 -8 -68 +10 +20 32
13 34 32 -2 +4 +84 +1 -7 -76 +8 +16 33
14 36 32 -4 0 +88 +1 -6 -83 +5 +10 33
15 24 32 +8 +8 +88 +1 -5 -89 -1 -2 33
16 24 24 0 +8 +96 +1 -4 -94 +2 +4 25
17 28 16 -12 -4 +104 +1 -3 -98 +6 +12 17
18 0 8 +8 +4 +100 +1 -2 -101 -1 -2 9
19 6 2 -4 0 +104 +1 -1 -103 +1 +2 3
20 0 0 0 0 +104 +1 0 -104 0 0 1
+ Slew inside. – Slew Outside
143
144
145
NO N TRANSITIO NED CURVES W ITH CANT

O N VIRTUAL TRANSITIO N
M AXIM UM SPEED AND CANT FO R ANY RADIUS O F CURVE
BROAD UAGE
B R O A D GGAUGE
120 60
V
100 C A N T L IM IT E D TO 40 m m . TO M A IN TA IN 50
C A N T G R A D IE N T O F I IN 360
80 40
146
60 30
Ca
40 20
20 10
0
C A N T IN M IL LIM E T R E S
M A X S P E E D IN K IL O M E T R E S /H O U R
20 0
40 0
60 0
80 0
'V '
1 00 0
1 20 0
1 40 0
1 60 0
1 80 0
2 00 0
2 20 0
2 40 0
2 60 0
2 80 0
3 00 0
3 20 0
3 40 0
3 60 0
R A D IU S IN M E T R E S
N O N TR A NSITIO NED CU RVES W ITH CA N T

O N VIRTUAL TR A NSITIO N
M AXIM U M SPEED A N D C AN T FO R A NY R AD IUS O F C URVE
METRE GAUGE M ETRE GAUGE
120 60
V
100 50
80 40
60 30
147
40 20
Ca
20 10
C A N T IN M ILLIM E T R E S
0
0
M A X . S P E E D IN K ILO M E T R E S /H O U R
'V '
BROAD GAUGE
148
N O N TR A N SITIO N ED C U RVE W ITH O UT C A N T

M A XIM U M SPEED FO R A N Y R A D IU S O F C U RVE
METRE GAUGE M ETR E G A U G E
12 0 60
V
10 0 50
80 40
149
60 30
40 20
20 10
C A N T IN M ILL IM E T R E S
0
0
M A X . S P E E D IN K IL O M E T R E S /H O U R
'V '
PRO FORMA OF CURVE REGISTER

ABSTRACT OF CURVES
.................................RAILWAY .....................................Section
SI. Curve Between Kilometres R.H.or Degree of
No. No. Stations From To L.H. curve
(1) (2) (3) (4) (5) (6) (7)
Radius of S.E. Length of Total Length Whether joints Whether reference

curve Transition Circular of curve are square or pillars have
curve staggered been provided
(8) (9) (10) (11) (12) (13) (14)
150
ANNEXURE4/5 Para420(2) ...contd.
PRO FORMA OF CURVE REGISTER

DETAILS OF INSPECTION
................RAILWAY
Curve No.................. Degree of curve.................
From Km. ........... To Km. ........... ....................... .Section.
Station Prescribed (Ideal) Date of check Measurements recorded
No. V SE G V SE G
(1) (2) (3) (4) (5) (6) (7) (8)
Action to be Date of string- Measurements recorded after

taken lining or local adjustment with date of check
adjustment V SE G
(9) (10) (11) (12) (13)
Note - No. of pages to be allotted for each curve.
151
WELDING OF RAILS : LAYING AND MAINTENANCE OF SHORT WELDED RAILS, LONG WELDED RAILS AND CONTINUOUS WELDED RAILS
CHAPTER V In the case of old rails welded together the

tolerances can not exceed double the above values
WELDING OF RAILS : LAYING AND stipulated for new rails, keeping the tolerances to the
MAINTENANCE OF SHORT WELDED minimum.
RAILS, LONG WELDED RAILS AND
504.Short pre-heat welding process –(1)
CONTINUOUS WELDED RAILS
General – The conventional thermit welding process
PART ‘A’ takes about 60 minutes for welding of a joint. To
Welding of rails reduce this time in view of non availability of longer
time interval between trains this method with shorter
501. General – The welding of rails is carried preheating time is used.
out in a depot by the “Flash butt welding process
The principle of this process is essentially the
and at site by the “Thermit Welding” process. The
same as thermit process except that –
length to which the rails can be welded in a depot
depends on the transport facilities available. (i) Prefabricated mould is used in place of green
sand, to reduce the time due to drying of sand.
502. Alumino thermit Welding of rails: -
(ii) Larger gap of 22 to 24 mm. is provided at the
Alumino Thermit Welding of rails may be rail ends.
carried out in accordance with the detailed procedure
(iii) Rail ends are heated only to 600o C against
laid down in the "Manual for Fusion Welding of Rails
950oC.
by Alumino Thermit Process, September 1996". A
thermit weld done in situ shall be joggle fish plated (iv)Preheatin time is reduced to 10 to 12 minutes.
with four clamps and supported on wooden blocks (v) Thermit portion is double the quantity for this
till tested as good by USFD. process .
503. Tolerances allowed in the case of (vi) A stronger burner with larger fuel flow is used.
flash butt welds —The tolerances allowed in the
In this case also, the traffic can be allowed only
case of flash butt welds are the same as allowed in
after 30 minutes have elapsed after welding of the
the case of Alumino-thermit welds (para 502). In
joint. The code of practice for welding of rail joints
addition to the tolerances mentioned for thermit weld,
Alumino thermic process issued by R. D. S. O.
the following additional item of tolerance is specified–
should be refered for complete details regarding
Web zone : + 3.0 mm
– 0.0 mm } of parent contour
selection of rails for welding, preliminary work prior
to welding, the actual details of work of execution of
welding, and inspection of welds.
152
PART B Wooden sleepers with mild steel bearing plates

and rail free fastenings may preferably be used at all
Short Welded Rails (SWR)
fish plated joints when SWR is laid on metal sleepers.
505. Definitions – (1)Short Welded Rail Concrete sleepers should be used in cases where
(SWR) is a welded rail which contracts and expands SWR is likely to be converted to LWR/CWR
throughout its length. immediately. In such cases the fish-plated joints shall
Note – Normally the length of SWR is 3X 13 M.for have wooden sleepers at the joints.
Broad gauge and 3X12 M. for Metre gauge. (4) Sleeper Density – Reference may be made
(2) Rail temperature is the temperature of the to Para 244 (4) of the Manual for the details.
rail as recorded by an approved type of rail (5) Ballast :– Only stone ballast shall be used.
thermometer at site. The recommended depth of ballast below the bottom
This differs from the ambient temperature of sleepers is as indicated in Para 263 (2), the
which is the temperature of air in shade at that place, minimum in no case being less than 200 mm. both
as reported by the meterological department. for Broad Gauge and Metre Gauge. 100 mm. extra
width of shoulder ballast over and above the standard
The Indian Railways have been divided into
ballast section on tangent track shall be provided on
four rail temperature zones. Annexure 5/1 is a map
outside of curves upto 875 metres radius in Broad
showing the four temperature zones and the annual
Gauge, 600 metres radius in Metre Gauge. In the
mean rail temperatures at all important places are
case of sharper curves, the extra width shall be
shown in the map.
150mm. On existing SWR lengths, where this width
(3) Mean annual rail temperature {tm} is the is not available, this may be provided on a
average of the maximum and minimum rail programmed basis. In the case of 60 kg. Rails LWR
temperature recorded during the year. tm. will be profile shall be adopted.
fixed locally wherever rail temperature records are
avilable for a reasonable period of five years. Where 507. Condition of laying : (1) Alignment -
rail temperature records are not avilable tm. can SWR shall not be laid on curves sharper that 500
be read from the rail temperature map meters radius in both Broad Gauge and Metre
(Annexure 5/1) Gauge. However, on PSC Sleepers, SWR may be
laid on curves with radius not less than 440 meters.
(4) Installation temperature (ti) is the average
rail temperature during the process of fastening the Existing SWR laid on sharper curves may,
rails to the sleepers at the time of installation of SWR. however, be allowed to continue if there is no difficulty
experienced in maintaining these lengths. Chief
506. Track structure for SWR – Engineer’s approval should be taken in such cases.
(1) Formation – SWR shall be laid generally (2) Junction with insulated joints and points and
on stable and efficiently drained formation. crossings – SWR shall not butt againist insulated
(2) Rails – The minimum section of rail shall joints, heel of crossing and stock rail joints. Two
be 90-R for Broad Gauge and 60-R for Metre Gauge. standard length rails (13M./12M.) shall be interposed
Only new rails and second hand rails conforming to to isolate the SWR from such locations. These
the standards laid down in relevant cause of the Code standard length rails shall be anchored effectively to
of practice for welding of Rail Joints by the Alumino arrest movement in either direction.
thermit process and the Code of Practice for Flash (3) Junction with standard length rails on
Butt Welding of rails shall be welded into SWR. wooden sleepers – When SWR track butts against
(3) Sleepers – The sleepers approved for use track laid with standard length rail (13M. for Broad
with SWR shall be as under – Gauge and 12 M. for Metre Gauge) on wooden
sleepers, the latter shall be adequately anchored for
(a) Wooden sleepers with anti-creep or elastic
at least six rail lengths to check the creep of rails.
fastenings.
These six rail lengths shall have a sleeper density of
(b) Cast iron sleepers and steel trough sleepers M+7. Additional shoulder ballast should also be
with key type or elastic fastenings. provided.
153
(4) Regarding laying of SWR in Level Crossings and Bridges, Para 921 of Chapter on Level Crossings,
Para 272(4) of Chapter on Permament Way Maintenance-Track Structure on Bridges may be referred to.
508. Laying of short welded rails (SWR) – The gaps to be provided for SWR at the time of laying
shall be in accordance with Table 1 depending on the installation temperature (ti) and the Zone in which the
rails are laid –
TABLE 1
Initial laying gaps for SWR for various installation temperatures
For Zones 1 and II

Rail temperature at the time of installation (ti) (in centigrade) –
tm-17.5 tm-12.5 tm-7.5 tm-2.5 tm+2.6 tm+7.6

to to to to to to
tm-12.6 tm-7.6 tm-2.6 tm+2.5 tm+7.5 tm+12.5
Initial laying gaps in mm –
12mm 10mm 8mm 6mm 4mm 2mm
For Zones III and IV

Rail temperature at the time of installation (ti) (in centigrade) –
tm-22.5 tm-17.5 tm-12.5 tm-7.5 tm-2.4 tm+2.6

to to to to to to
tm-17.6 tm-12.6 tm-7.6 tm-2.5 tm+2.5 tm+7.5
Initial laying gaps in mm –
12mm 10mm 8mm 6mm 4mm 2mm

Note – Values are for three rail panels.
If the laying has to be done outside the deep screening, and scattered renewal of sleepers
temperature range given in table above, or wherever may be carried out without restriction when the rail
joint gaps could not be provided as per the table, re- temperature is below tm. +25o C in the case of zone
adjustment of gap shall be carried out within two days I & II and tm + 20o C in the zone III and IV. However
of laying before the track consolidates. Along with on curves of less than 875 metres radius Broad
the gap adjustment, any respacing of sleepers, if Gauge,and less than 600 meteres radius in Metre
required, must be carried out. Gauge or yielding formation, the above temperature
limit shall be restricted to tm. +15o C in the case of
509. Maintenance of short welded rails – Zone I and II and tm. + 10oC in the case of Zone III
Regular maintenance operation – and IV.
(1) Regular track maintenance including all
operations involving packing, lifting, aligning, local
adjustment of curves, screening of ballast other than
154
(2) If the maintenance operations have to be (7) Conversion of 10 rail/5 rail panels into
undertaken at temperature higher than that shorter panels – It will be desirable to convert the
mentioned above in Para 509 (1), not more than existing 10 rail panels and 5 rail panels into 2-1/2 rail
30 sleeper spaces in one continuous stretch shall panels wherever maintenance problems cannot be
be opened, leaving at least 30 fully boxed sleeper solved otherwise. Whereever conditions permit,
spacer between adjacent lengths which are opened conversion of SWR into LWR may also be
out. Before the end of the days work it shall be considered.
ensured that the ballast is boxed up.
510. Gap survey and adjustment of gap –
(3) As an additional precaution, during summer
(1) General - Gap survey and rectification of
months, to be specified by the Chief Engineer, for
gaps is to be carried out, in stretches where track
attention to run down track, even if temperature is
develops excessive creep jammed joints, sun kinks,
less the temperature specified in Para 509 (1) not
buckling, wide gaps, battered and hogged joints,
more than 30 sleepers in one continuous stretch shall
fractures at joints and bending of bolts etc. In SWR
be opened, leaving at least 30 boxed sleeper spaces
the gap survey and adjustment should normally be
between adjacent lengths which are opened up.
done before the end of February once a year (i.e.,
Further, if joint gaps are not available at the time of
before onset of Summer).
opening of the track even when rail temperature are
less than those specified in clause Para 509 (1). not (2) Gap Survey – (a) The gap survey shall be
more than 30 sleepers in one continuous stretch conducted on a clear and sunny day in the cool hours
should be opened leaving at least 30 boxed sleeper of the day.
spaces between adjacent lenghts which are opened (b) The length over which gap survey is to be
up. done should, whereever possible, be divided into
(4) Major lifting, major alignment of track, deep suitable sub-sections, each bounded by fixed points
screening and renewal of sleepers in continuous such as level crossings, points and crossings etc.
length. - Each of these operations shall be done The survey should be completed during as short a
under suitable precautions and normally when the time as possible, by employing adequate number of
0
rail temperature is below tm. +15 C in the case of parties so that the rail temperature is not likely to
0
Zones I and II, and tm. +10 C in the case of Zones vary appreciably.
III and IV. If it becomes necessary to undertake such (c) The joint gaps shall be measured by taper
works at rail temperature exceeding the above values gauge in mm. (shown below) and the readings
adequate speed restrictions shall be imposed. entered in the pro forma as shown in
Annexure 5/2.
(5) Adequate number of joggled fish-plates with
special clamps shall be provided to the gangs for
use in emergencies. 240
10 10 10
(6) In the case of any fracture in the weld or in
the rail, the portion of rail with fracture is cut, and 24 22 20 18 16 14 12 10 8 6 1
2
25
4
removed for a length of not less than 4 M. to carry
out the rewelding duly introducing a rail piece of L E T T E R S T O B E S TA M P E D
6
equivalent length, also ensuring that no weld lies TA PER G A U G E
closer than 4M. from the fish-plated joint.
155
(3) Recommended range of value of gaps – The recommended range of value of gaps (in mm.)
during service for various ranges of rail temperature is indicated in the table given below :–
TABLE II
For Zones 1 and II

Temperature during gap survey –
tm-12.5 tm-7.5 tm-2.5 tm+2.6 tm+7.6 tm+12.6
to to to to to to
tm-7.6 tm-2.6 tm+2.5 tm+7.5 tm+12.5 tm+17.5
Permissible values of gap –
11 to14mm 9 to 13mm 7 to 11mm 5 to 9 mm 3 to 7mm 1 to 5mm
Temperature during gap survey –
tm-17.5 tm-12.5 tm-7.5 tm-2.4 tm+2.6 tm+7.6
to to to to to to
tm-12.6 tm-7.6 tm-2.5 tm+2.5 tm+7.5 tm+12.5
Permissible values of gap –
11 to14mm 9 to 13mm 7 to 11mm 5 to 9mm 3 to 7mm 1 to 5mm
Note : – (i) The values given above are for 3 rail panels.
(ii) The gaps given above are to be distinguished from the values given in Para 508 (Table I) which
are intended to be provided at the time of initial laying of SWR.
(iii) Gap survey should be carried out when rail temperature is in rising trend only.
(4) Calculations for adjustment – The average Case 3 – Average gap as well individual gaps
of the measured gaps is worked out as shown in the fall within the range.
pro forma for gap survey (Annexure 5/2). A
(5) Action to be taken – The action to be taken
comparison of the results of the gap measurements
is as follows :–
recorded and the permissible values of gap
(concerned range for gap) given above will lead to Case 1 – Rectification work should be
one of the following cases :– restricted to correcting the individual gaps, which falls
outside the recommended range. Rectification
Case 1 – Average gap is within the
should be done by pulling the minimum number of
recommended range, but some of the individual gaps
rails. Under no circumstances shall the adjustment
fall outside the range.
be done by cutting a rail or introducing a longer rail.
Case 2 – Average gap falls outside the
recommended range.
156
Case 2 – The joint gaps shall be systematically 511. Conversion of SWR into LWR – The
adjusted from one end to the other end of the sub- following additional precuations should be observed
section. The rails shall be unfastened over convenient when converting SWR into LWR :–
lenghts, the gaps adjusted to the initial laying gaps (1) The anticipated residual life shall be at least
as per Para 508 and rails fastened. In this case 10 years.
introduction of a longer or shorter rail will be involved.
Efforts should be made to see that only the minimum (2) The rails shall be tested ultrasonically and
number of joint sleepers are disturbed. all defective rails replaced before conversion into
LWR.
Case 3 – No action is to be taken.
(3) Rail ends which are hogged or battered or
As far as possible, the day chosen for have a history of cracks in bolt hole region, shall be
rectification should be a day on which the rail cropped before conversion into LWR.
temperature is not likely to vary much during
rectification period.
157
PART ‘C’
Long welded rails/Continuous welded rails
512.Referenceto LWR/CWR Manual - Detailed instructions for laying and maintenance of long welded
rails/continuous welded rails are contained in the “Manual of Instructions on long welded rails 1996”.
It is very important that instructions contained thereon are carefully studied by all Permanent Way officials
connected with the laying and maintenance of long welded rails/ continuous welded rails.
158
MAP OF INDIA SHOWING RAIL TEMPERATURE ZONES
LEGEND -
ZONE RANGE OF TEMP

I 40 TO 50OC
II 51 TO 60OC
III 61 TO 70OC
IV 71 TO 76OC
(1) The range of rail temperature obtaining

at a station and the annual mean rail
temperature have been indicated
outside and inside the brackets
respectively.
(2) The above stated values are based on
civil engineering research report,
‘‘Investigations on welded track,
progress report No. 2-Study of Rail
Temperatures in India’’, R.D.S.O.
(3) This sketch is based on R.D.S.O. Drg.
No. EDO/T-1430.
159
ANNEXURE 5/2 Para 510 (4)
PROFORMA FOR GAP SURVEY AND RECTIFICATION OF GAPS

Between stations Nawabpalem and Survey details Rail temperature — Adjustment details —
Nidadavole/Down Line. Date : 28th February 1981 Date: 2nd March 1981. Time: 4-30 hrs. –
o
Between Kms. 551/13 - 551/0. Time : 12-00 hrs. At start .. 44 C.
Rails 52 kgs. on S.T. sleeper M + 7 Rail temperature —
o o o
density. At close .. 46 C. At start .. 40 C. At close .. 45 C.
o o
Mean annual rail temperature tm. Average temperature: 42.5 C.(tm.+4.5 C.)
o
tm .= 38 C Zone II. Recommended range of gap for
o o
Average rail temperature 45 C 45 C. noted at the time of survey To be adjusted to the gap as shown in
(tm+7) during gap survey. as per Table II: 5 to 9 mm. Table I = 4 mm.
Location and descripton of Serial No. Gap in mm. Action taken with P. W. l.’s initials and date Adjusted gaps in mm.
immovable point of points
Left Right Left Right
Girder Bridge at km. 551/13 1 15 11 Gaps systematically adjusted from one end to the 4 4
(first Fixed point). 2 14 9 other end and by providing a longer rail on 2nd 4 4
3 17 14 March 1981 and gap adjusted to 4 mm. 4 4
4 14 15 4 4
5 10 15 (Sd.) 4 4
6 15 15 P. W. I. 4 4
7 17 14 4 4
8 17 12 4 4
9 15 10 4 4
10 14 9 4 4
11 11 6 4 4
12 8 10 4 4
13 11 12 4 4
14 5 9 4 4
15 13 12 4 4
16 8 13 4 4
17 15 15 4 4
18 12 14 4 4
19 14 14 4 4
20 15 14 4 4
21 13 16 4 4
22 14 14 4 4
23 15 17 4 4
Km. 551/0 Level crossing 24 18 20
(Second fixed point). 25 19 10 4 4
26 20 20 4 4
Total .. 359 340 4 4
Average 13.8 13.1 104 104
This falls in case II.
160
CHAPTER VI position of the two outer axles. The outer axles are
spaced 3.6 metres apar t and unevenness is
TRACK RECORDING , ANALYSIS
recorded to scale of 1:1 on a base of 3.6 M. for left
AND MONITORING
and right rail separately.
601. Introduction – Inspection by foot, trollies, (b) Gauge – The changes in gauge are picked
locomotives and rear vehicles enable the Permanent up by spring loaded gauge feelers which are in
Way staff to carry out assessment of the quality of contact with the gauge faces at about 18 mm. below
track. These inspections, though important, are the rail table. The recording is done to a scale of 1:1.
qualitative and enable assessment based on The feelers are so made that they can pass over the
individual experience. Objective assessment of track points and crossings and through check rails at level
is done by track recording cars, Oscillograph cars crossings without difficulty.
and portable accelerometers.
(c) Twist – Twist is measured as the relative
602. Track Recording by Mechanical / out of planeness of one of the four wheels with
Electronic Equipment – The following track respect to the plane formed by the other three
recording equipments are in use in Indian Railways wheels, of the outer axles of the measuring bogie. If,
at present :– a, b, are the movements of the axle boxes of the
(1) Track recording cars. leading axle and c, d, are the relative movements of
the axle boxes of the rear axle then (a+d) - (b+c)
(2) Hallade track recorder. gives the twist over a base of 3.6 M. The points from
(3) Oscillograph car. where these movements are picked up from the
(4) Portable accelerometers. frame connected to the outer axles are so located
as to compensate for the frame spacing being wider
603. Track Recording Car – There are two than the gauge. The twist is also recorded to full scale
types of track recording cars currently in use in Indian of 1:1.
Railways, one mechanical and the other electronic. (d) Curvature/Alignment – Curvature is
With these track recording cars, it is possible to have deduced from the angle between the tangent and a
a continuous record of the track geometry under chord of known length at any point of the rail,
loaded conditions, by running the cars at nominated assumed to be circular. Two spring loaded feelers
intervals. press against the rails from the tangents. The line
604. Mechanical Track Recording Car joining the centres of the pivots of the two bogies
(B.G.)– (1) It has two bogies one of two axles and forms the chord. By arrangement of cables attached
the other of three axles. The measuring bogie has a to these feelers, the differential movement of the
base of 3.6 metres, and is three axled with an axle feelers with respect to the chord is transmitted to the
load of 7.0 tons. It gives a continuous record of – recording table. The curvature is recorded as
versines in mm. on a 7.2 M. chord. This measurement,
(a) Unevenness - Left rail. however, is somewhat vitiated due to transverse play
(b) unevenness - Right rail. existing between the various parts of the vehicle such
(c) Gauge. as between wheels and rails, between axles and
bogie and between bogie and the vehicle. The
(d) Twist. magnitude of inaccuracy on this account is of a small
(e) Curvature/alignment - Left rail. order and the recording gives general guidance
(f) Curvature/alignment - Right rail. regarding the condition of alignment.
(g) Speed 605. Electronic Track Recording Car – (1)
(2) The manner of recording of each parameter Broad Gauge – (a) The construction features of this
is indicated below :– car are the same as those of the mechanical car
excepting that the sensing elements of various track
(a) Unevenness – The longitudinal unevenness parameters transmit impulses electrically. Electrical
of rails is measured as a deviation in the vertical plane track recorder gives out the various track parameters
(depression or rise) of the middle axle of the in analogue form on a graph paper.
measuring bogie with reference to the average
161
(b) Details of the items of measurement - With (i) Gauge.

the indigenously modified electronic track recording (ii) Twist.
cars, it is possible to get a continuous record of
(iii) Unevenness - Left rail.
alignment of each rail on a 7.2 M. chord in addition to
the parameters described in Para 604 (1) above. (iv) Unevenness - Right rail.
(v) Speed.
(c) Manner of Recording – In the electronic
car, alignment is measured by versines on a chord (c)(i) Gauge – The gauge is recorded at 14
length of 3.6 M. The mid-chord processor facilitates mm. below the rail surface to a scale of 1:1. Feelers
the conversion of the versines measured on 3.6 M are pressed against the rail surfaces by spring loaded
base to 7.2 M base, electronically. This is according arrangement. The relative movements of the feelers
to formula V = V1 + 2V2 + V3 where V = Versine on are picked up by L.V.D. Ts. (Linear Variable
7.2 M. chord. V1, V2, V3 are the versines on 3.6 M. Differential Transducer) and transferred to the
chord. recording table electrically.
(2) Metre Gauge - (a) Construction features - (ii) Twist – It is recorded to a base of 2.74
The Metre Gauge track recording car is equipped metres, the distance between the two outer axles of
with a measuring frame similar to the one provided a three axle bogie. The relative movements of the
in B.G. Track recording car. The transmission is outer wheels with respect to carriage frames is
electronic and the recording is done on a six channel picked up by L.V.D. Ts. In recording the twist some
B.N.L. recorder. The vertical and lateral acceleration amplification is made to give appreciable record on
are measured by an accelerometer fitted on the floor the chart. A record of 5 mm. on chart is equivalent to
of the coach. 1 mm. / metre.
(iii) Unevenness is recorded over a base of
(b) Items of measurements – For Metre Gauge
2.74 M. The relative movements of central axle with
an indigenous track recording car is in use for
respect to the outer axles connected by a longitudinal
recording the following parameters :
beam is picked up with the help of suitable L.V.D.
Ts.
606. Frequency of Track Recording - Track geometry monitoring of Metre Gauge routes is not to be done
by track recording car. The Broad Gauge routes should be mointored by TRC as per the following frequencies
(except for the routes where track recording is to be dispensd with):-
i) Routes with existing speeds above 130 kmph - Once in 2 months
ii) Routes with existing speeds above 110 kmph and - Once in 3 months
upto 130 kmph.
iii) Other Group ‘A’ and ‘B’ routes - Once in 4 months
iv) Group ‘C’, ‘D’ and ‘D Spl.’ routes - Once in 6 months
v) Group ‘E’ and ‘E Spl.’ routes - Once in 12 months
607. (1) Track categories for various Parameters – The track charts record - Imperfections in the form
of peaks and the magnitude of the peaks is an indication of the extent of the defect. For each track parameter,
track should be classified kilometre-wise based on the number of peaks and their magnitude occurring in that
kilometre. The specified values for different categories for various parameters are given on next page –
162
Par amet ers Cat eg o r y Ex t en t o f i r r eg u l ar i t i es

B ro ad Gau g e
(1) Unevenness (3.6 M. chord) A 0-6 mm. (inclusive)
B 6 mm. (exclusive) to 10 mm. (inclusive)
C 10 mm. (exclusive) to 15 mm. (inclusive)
D Above 15 mm.
(2) Twist (3.6 M. base) A 0-5.0 mm. on chart (upto and inclusive of 1.39
mm./M)
B 5-7.5 mm. on chart (1.39 mm./M to 2.08
mm./M. inclusive)
C 7.5-10.0 mm. on chart (2.08 mm./M to 2.78
mm./M. inclusive)
Note –1 mm./M. = 3.6 mm. on chart D Above 10.00 mm. on chart (above 2.78
mm./M.)
A Upto and + 3 mm. (inclusive)
(3) Gauge B + 3 mm. to & + 6 mm. (inclusive)
C Above + 6 mm.
A Upto 3 mm. versine (inclusive)
(4) Alignment (7.2 M. chord) B More than 3 mm. and less than 5 mm. versine.
C 5 mm. versine and above
Met r e Gau g e
(1) Unevenness (2.74 M. chord) A 0 to 3 mm. (inclusive)
B 3 mm. to 5 mm. (inclusive)
C 5 mm. to 8 mm. (inclusive)
D Above 8 mm.
A 0 to 5 mm (inclusive) on chart upto and 1

(2) Twist (2.74 M. base) mm./M. (inclusive)
B 5 to 10mm (inclusive) on chart - 1 mm. to

Note : 1 mm/M = 5 mm. on chart 2 mm./M. (inclusive)
C 10 to 15 mm. (inclusive) on chart - 2 mm. to 3
mm./M. (inclusive)
D Above 15 mm. on chart (above 3mm./M)
(3) Gauge A Upto and + 3 mm. (inclusive)

B + 3 mm. to + 6 mm.
C
Above + 6 mm.
(4) Alignment (7.2 M. base) A 0-3 mm. (inclusive)

B 3-5 mm. (inclusive)
C Above 5 mm.
163
Note : (i) 10 points exceeding the outer limit of (b) On transitions of curves - Local defects
an irregularity under each category is allowed in 1 should not exceed 1mm/metres, except that at iso-
Km. length of track. If more than 10 peaks in one lated locations** this may go upto 2.1 mm per metre.
Km. cross the outer limits of ‘A’ category the
(iv) Unevenness rail joint depressions (versine
kilometer is classified ‘B’ and so on. Based on the
measured on a chord of 3.5m) - 10mm in general
number of peaks and extent of irregularity the track
and 15mm for isolated locations**.
is classified into ‘A’, ‘B’, ‘C’, and ‘D’ categories
separately for each parameter-gauge twist, (v) Gauge variations - No special specifica-
unevenness and alignment. tions. The maximum limits for tight and slack gauge
should be as indicated in Para 224(2) (e).
(ii) The number of peaks in each kilometer
exceeding the outer limit for the ‘B’ category is (*) Suitability - Suitability refers to good riding
indicated as a suffix. quality for passenger comfort and not from stability
point of view.
607(2) The following limits of track tolerances
are prescribed for the guidance of the Engineering (**)In above `few isolated locations' has been
officials on the suitability* of standard of maintenance taken as not exceeding 10 per km.
of track for sanctioned speeds above 100 Km/hr. 608. Analysis of track recording Car
and upto 140 km/hr on BG track. Charts– Prompt analysis of Track Recording Charts
(i) Alignment defects - (versine measured on should be carried out in the track cell of Chief
a chord of 7.5 metres under floating conditions) Engineer’s Office. Analysis is done kilometre-wise
for each parameter i.e., unevenness, twist, gauge
a) On Straight Track - 5mm; values upto and alignment and is classified into categories A, B,
10mm could be tolerated at few isolated locations**. C and D for each parameter. The peaks on the points
b) On Curves- + 5mm over the average and crossings need not be counted in the number of
versine, Values up to + 7mm could be tolerated at peaks for categorisation. However, the quality of
few isolated locations**. maintenance on points and crossings is judged solely
on the basis of the peaks recorded. Statements are
Total change of versine from chord to chord
prepared, giving the results of the analysis of various
should not exceed 10mm.
parameters, P.W.I. - wise and A.E.N. - wise. Typical
(ii) Cross Level Defects - No special tolerance statements 1 to 9 as prepared for a Broad Gauge
limits. As regards cross levels, the track should be Section are enclosed as Statements 1 to 9. Similar
maintained, to standards generally superior to that statements are prepared for Metre Gauge sections
at present available on main line track on which un- with variations as necessary and the corresponding
restricted speeds upto 100 Km/hr. are permitted. peak values adopted in categorisation.
(iii) Twist- (to be measured on a base of 3.5 m)
(a) On straight and curve track, other than on
transitions - 2mm/metre except that at isolated lo-
cations**, this may go upto 3.5mm/metre.
164
STATEMENT No. 1
Analysis of Amsler Track Recording (Para 608)
Location-wise Analysis
Unevenness above 10mm.
P.W.I/PDPL. Section: BPQ-KZJ (Down)

A.E.N./RDM. Date of run : May 1982
Km. Une ve nne s s R ight R a il Une ve nne s s Le ft R a il

F r om To Pe a k s Pe a k s
11 t o 15 mm 15 mm 11 t o 15 mm 15 mm
a nd a nd
N o. of Loca t ion a nd a bove N o. of Loca t ion a bove
pe a k s va lue pe a k s a nd va lue
294 295 2 294/7- 8 ... ... ... ...
(11 mm.)
294/11- 12 ... .... .... ....

(12 mm.)
295 296 2 295/1- 2 .... 2 295/0- 1 ....
(12 mm) (12 mm.)
295/15- 296/0 .... .... 295/3- 4 .... And so

(13 mm) (11 mm) on.
165
STATEMENT No.2
Twist above 10 mm
P.W.I./PDPL Section: BPQ—KZJ (Down)
A.E.N./RDM Date of run : May 1982
Km. Tw i s t
(L o c at i o n an d No . o f p eak s ex c eed i n g 10mm w i t h val u e)
Fro m To
294 295 ----
295 296 1 295/12-13 (13 mm.)
296 297 1 296/13-14 (11 mm.)
and so on.
STATEMENT No. 3
Location-wise Analysis—Gauge + 6mm
P.W.I./PDL Section:BPQ—KZJ(Down Line)
A.E.N./RDM Date of run :May 1982
Km . G auge
Location and N o.ofpeaks exceeding + 6 m m .
F rom To
294 295 ----
295 296 1 295/8-9(+ 9 m m )
296 297 4 296/6-7 (+7 m m ),(-7 m m .)

296/13-14 (-8m m .)
296/14-15 (+8m m )
and so on.
166
STATEMENT No.4
P.W.I./PDPL. Section: BPQ—KZJ (Down Line)

A.E.N./RDM Date of run : May 1982
Km . U nevenness Tw ist G auge R em arks
F rom To LeftR ail R ightR ail
294 295 B2 B0 B5 A0
295 296 B2 B2 A2 A0
296 297 A0 A0 B3 A0
A nd so on
STATEMENT No. 5
A.E.N.-wise Comparative Statement—Category (Para 608)
Section
Sec t i o n Dat e L en g t h Un ev en n es s % Tw i s t % Gau g e %

o f A .E.N. of r ec o rd -
Tes t ed
A B C D A B C D A B C
RDM May 73 Km. 90 10 .. .. 56 38 6 .. 92 8 ..
1982
And so on
167
STATEMENT NO. 6
A.E.N-wise Comparative Statement (Para 608)
No. of peaks—Unevenness
Dow n L i n e
To t al No . o f p eak s i n cl u d i n g Po i n t s & Cro s s i n g s

Sec t i o n Dat e o f Kms .
o f A .E.N. Tes t Rec o rd ed To t al No . o f p eak s i n t h e s ec t i o n No . o f No . o f P.& .C.
P.& C. whi ch
Mo r e t h an 10 Mo r e t h an Mo r e t h an r ec o r - r ec o rd ed mo r e
mm. 15 mm. 20 mm. d ed t h an 10 mm.
RDM .. May 1982 73 Kms. 78 Nil Nil 32 32
and so on.
STATEMENT NO. 7
No. of peaks—Twist
Dow n L i n e
To t al No . o f p eak s i n cl u d i n g Po i n t s & Cro s s i n g s
Sec t i o n Dat e o f Kms . No . o f

o f A .E.N. Tes t Rec o rd ed P.& .C.
Mo r e t h an Mo r e t h an Mo r e t h an No . o f P.& C. whi ch
10 mm. 15 mm. 20 mm. r ec o rd ed r ec o rd ed
mo r e t h an
10 mm.
RDM .. May 1982 73 Kms. 96 22 1 32 32
and so on
STATEMENT NO. 8
No. of peaks—Gauge
Dow n L i n e
No . o f No . o f
Sec t i o n Dat e o f Kms . No . o f
p eak s p eak s No . p er
o f A .E.N. Tes t Rec o rd ed p eak s + 6 No . p er No . p er
6mm. ±6mm. Km.
mm. an d Km. Km.
an d an d
ab ov e
ab ov e ab ov e
A.E.N./ May 1982 73 .. .. .. .. 50 0.69
RDM. and so
on
168
STATEMENT NO. 9
Abstract of Amsler Results
Section : Ballarshah - Kazipet (Up and Down)
Date of Run : May 1982
Un ev en n es s Tw i s t Gau g e
Up Dow n Up an d Dow n Up Dow n Up an d Dow n Up Dow n Up an d Dow n

No . o f No . o f No . o f p eak s No . o f No . o f p eak s No . o f p eak s No . o f p eak s No . o f No . o f p eak s
Sec t i o n o f A .E. Ns . p eak s 10 p eak s 10 10 mm. an d p eak s 10 10 mm. an d 10 mm. an d ± 6 mm. an d p eak s ± 6 ±± 6 mm. an d
(Su b - Di v i s i o n ) mm. an d mm. an d ab ov e p er mm. an d ab ov e p er ab ov e p er k m. ab ov e p er mm. an d ab ov e p er k m.
ab ov e p er ab ov e p er k m. i n cl u d i n g ab ov e p er k m . i n cl u d i n g i n cl u d i n g k m. ab ov e p er i n cl u d i n g
k m. k m. P&C k m. P&C P&C i n cl u d i n g k m. P&C
i n cl u d i n g i n cl u d i n g i n cl u d i n g P&C i n cl u d i n g
P&C P&C P&C P&C
0.97 1.38 1.24

1.15 1.01 1.75 1.36 1.12
A.E.N./ RDM. 0.79 (0.92) (1.02) (1.79) (1.03)
(1.12) (1.22) (2.37) (0.75) (1.30)
I=4.9% I=22.9% D=20.4%
Note : Figures in brackets pertains to February, 1982.

I - Improvement. % D -Deterioration. %
609. Arrangements for running track Recording should be done during day light hours.
recording car – On receipt of track recording car Before start of any run it should be ensured that the
programme from the R.D.S.O., the Zonal Railways calibration of the car has been done satisfactorily.
should arrange for suitable power and path for the The charts should be taken out and sent to
special along with telecommunication arrangement Headquarters Office for obtaining copies after the
between the track recording car and the locomotive. run - samples of charts obtained by (i) Broad Gauge
The Headquarters should advise the Divisions Mechanical track recording car, (ii) Broad Gauge
concerned for making necessary arrangements to electronic track recording car, and (iii) Meter Gauge
ensure that the Track Recording Car has an electronic track recording car are at Annexures 6/
uninterrupted run. 1, 6/2 and 6/3 respectively.
610. Actual running of Track Recording 611. Action to be taken on Track
Car – The Divisional Engineer, Assistant Engineer Recording Charts – Spots (km.) requiring
and Permanent Way Inspector of the section and immediate attention, indicated by large peaks should
nominated officer/staff of Headquarters office should be noted down by the Assistant Engineer/Permanent
accompany the Track Recording run. The Track Way Inspector accompanying the car and immediate
Recording Car results vary appreciably with speed. attention should be given to these kms. without loss
The Divisional/Headquarters Officers accompanying of time. The charts should be analysed as detailed
the special should therefore ensure that the Track in Para 608 above and track classified into various
Recording Cars are run at the specified recording categories as detailed in Para 607. A comparison of
speed range of the particular car. The recording speed the records of each section with the previous run
range of a Broad Gauge car is 70 km. p. h. - 80 km. should be made and details of locations needing
p. h. and a Metre Gauge car 50 km. p. h. - 65 km. p. attention sent to the Division for onward transmission
h. The recording done below these speeds are taken to maintenance units. Special attention should be
as “Non-recorded”. For obtaining comparable results paid by the maintenance units to the places where
between successive recordings, it is necessary to irregularities are high and where the defects are
run the special at uniform speed. The track recording reappearing in successive recording runs.
car specials must run on through lines of all stations.
169
612. Brief explanation of recordings – (2) Gauge – The trace indicates three
Explanation of the important parameters viz., twist, conditions viz., correct gauge, tight gauge or slack
gauge, alignment and unevenness is given below – gauge as shown in Sketch ‘C’ below –
(1)Twist – When the recording car follows a

straight path where both the rails are in one plane,
the track of the twist line follows the datum line. On
curves, however, the record will be as shown in
sketch below (sketch ‘A’) Sketch ‘C’
The shift of the mean above the datum line

indicates slack gauge as at BC. If the mean follows
the datum, it indicates correct gauge as at AB. The
shift of the mean below the datum line indicates tight
gauge as at D. Uniform, tight or slack gauge is
indicted by parallel shift of the track. In such cases
Sketch ‘A’
gauge adjustment is not necessary provided the
variation is within permissible limits. Isolated peaks
indicate the necessity of spot-gauging.
The portions AB and CD indicate the
transitions and BC the circular portion. For the circular
portion the trace follows the datum line because there (3) Alignment – The trace on a truly straight
is no change of cross levels over the circular portion. portion will follow the datum line as at AB in sketch
The shift of the trace from the datum indicates the ‘D’ below. On a curve the indication will be as at
cant gradient. BCDE. The trace shows the versine diagram, BC
and DE being the transitions.
A record as shown below will indicate the
following defects (sketch ‘B’) :-
Sketch ‘D’
Sketch ‘B’
If isolated peaks are observed, local
adjustment will serve the purpose. If the cant gradient
(a) At the entry and exit of transitions there is over transition portion is non-uniform and there is
sudden change indicating shock at entry and exit; wide variation of versines between adjacent chords,
smoothening is necessary. such curves call for realignment. By calculating the
(b) In the case of transitions, particularly AB, variation of versines over the mean line of the trace,
cant gradient is not uniform. cumulative frequency can be determined to decide
the need for realigning.
(c) Peaks in the circular portion indicate
defective cross levels.
170
(4) Unevenness – Unevenness is recorded by sample section of the Hallade chart. The top line,
variation in the top level of each rail. It is normally marked Line 1, is a record of the features of the
noticed at joints either low or high. It is necessary to route, on which telegraph posts, kilometre posts
compare the records of both the rails. A peak on facing and trailing points in station yards, long bridges
one of the rails only indicates twist which should be and tunnels are recorded by the Operator who makes
verified from the trace of the twist line. the needle point producing this line move side-ways
The twist record should also be co-related to as the train passes any of the features, so making a
the cross-level record. Change in cross-levels over small ‘tick’ in the line. A suitable convention for ‘ticks’
short length will indicate twist. should be adopted to distinguish the physical
features of the section.
613. Monitoring of the riding quality of
Line 2 represents the alignment and is drawn
track– While the track recording cars can record
after the test is carried out.
the track geometry (i) the Hallade track recorders,
(ii) the Oscillograph car, and (iii) the portable Line 3 represents the fore and aft “rolling” of
accelerometers record vertical and lateral the vehicle and registers sudden sags or humps and
accelerations, on which depends, the riding quality. the acceleration of deceleration.
Line 4 represents lateral oscillations of the
614. Hallade track recorder – (1) General– vehicle. Side to side motion of the vehicle causes
The Hallade track recorder is an instrument which the style to oscillate about the “medial line”. The
produces a graphic record of defects in alignment amount the style travels from the “medial line” is a
and surface of the track over which it is carried. The comparative measure of the amount the vehicle
main parts of the instrument are – diverges from its true path. Irregularities in alignment,
(a) a drum rotated at a fixed speed by a clock uneven or incorrect superelevation on curves and
work mechanism which carries a strip of paper uneven cross-levels are indicated.
100 mm. wide covered over a carbon on which the Line 5 is a record of the vertical disturbance
chart is plotted, to the coach. Low or high joints, a bad top generally,
(b) four sets of pendulums sensitive to or “hanging sleepers” are indicated.
movement in different directions which records the (3) Frequency of testing with Hallade - On
oscillations in those directions of the vehicle and routes where Hallade track recorder is exclusively
track. used for the track monitoring the following frequencies
(2) Hallade Chart – Annexure 6/4 shows may be adopted :-
On B.G. On M.G. On N.G.
On C & D routes 6 months On Q routes 4 months

On E routes Every year On R routes 6 months Every year
On S routes Every year
171
(4) Testing of track with Hallade – (iii) Drawing line No. 2 indicating the right hand
and left hand curve with the radius of each curve.
(a) The Hallade track recorder should be (iv) Drawing the medial line on line No. 4.
placed on the leading bogie of the trailing vehicle or (v) Scrutinizing and marking track defects on
on the last but one vehicle, but the position of the the chart.
vehicle must be the same in every run on a particular
section. Blue prints of the chart should be then taken
(b) The Permanent Way Inspector should and 3 copies sent to the Assistant Engineer within a
accompany the Hallade run. week of the test.
(c) The same vehicle should be there every (5) Interpretation of the Charts – The charts
time preferably. are then analysed in the track cell of Chief Engineer’s
(d) Proper adjustment of the damping Office Kilometre-wise and the actual kilometres
mechanism (critical damping) should be done. where alignment and packing defects have been
(e) After completing the test, the chart should recorded are listed out and given to the Assistant
be completed in the following respects :- Engineer and Permanent Way Inspector for attention.
(i) Heading the chart with particulars of date of The number of defects per km. are also worked out
test, train no., from station .................. to station to enable the assessment of the track condition. The
.................., vehicle no., speed of the paper roll, and interpretation of the various types of typical defects
details of damping. noticed in a track are shown in Annexure 6/4. A
(ii) Checking up markings of kilometre posts, typical analysis of an Hallade run in a P.W.I.’s/
telegraph posts (electric masts) and filling in the A.E.N.’s section may be seen in the Statements 1
speed of the train in km. p. h., km. by km. and 2, shown below.
Result of H.T.R. Test STATEMENT No. 1 (Para 614)

Comparative Statement of Defects Sub-Division, P.W.I.-wise Analysis
Date of Test : January 1981 Division : Guntakal
A.E.N. Sub-Division : Guntakal/M.G.
Average No. of
No. of defects recorded
defects per km.
Previous Test of comparable Previous Current
Section P.W.I. Current Test January 1981
period February 1980 Test Test
Total February January
Alignment Packing Total Alignment Packing 1980 1981
GTL-DMM. GTL/M.G 1 20 21 3 13 16 0.65 0.50

Do ATP 7 31 38 7 36 43 0.54 0.61
DMM-PAK KRY 10 31 41 9 26 35 0.53 0.44
A.E.N./GTL .. 18 82 100 19 75 94 0.55 0.52
172
STATEMENT NO. 2
Detailed Notes
th
Date of Test : 12 January, 1981. Section : GTL-DMM-PAK
Train No. 86 Express Direction : Up
From : GTL Km. 279/0
To : KDT Km. 246/15 P.W.I. Section : GTL (M.G.)
Pack i n g Sp eed A l i g n men t Sp eed
249/8-9 60 250/9-10 65
257/15-14 65 270/15-16 70
258/7-8 65 277/13-14 60
258/11-12
269/4-5 70
270/3-4 70
No t e -
272/10-11 70
Alignment defects 3
273/15-16 70
Packing defects 13
274/11-11 70 ___
274/12-13 70 Total 16
___
275/7-8 65
65
276/5-6
(6) Attention to track defects recorded : – The cab floor are recorded by keeping the accelerometer
Permanent Way Inspector should verify track defects as close to bogie pivot as possible.
indicated by chart at site, take expeditious action and (2) Details of recording : – the following
report to the Assistant Engineer within a month. parameters are recorded in the oscillograph car
On receipt of the Assistant Engineer’s report runs:–
the Divisional Engineer should get the chart examined (a) Vertical acceleration of loco cab.
with previous records and issue any orders he may (b) Lateral acceleration of loco cab.
consider necessary. In addition to the above, timing marks-one for
every second-telegraph and km. marks and even
615. Oscillograph Car (1) Brief description marks such as station buildings,bridges etc., are also
of the car :– The main equipment in this car is an recorded on the chart. The primary spring deflections
accelerometer, which consists essentially of a mass left and right are also recorded.
attached to one end of thin flexible plate, the other The chart obtained in an oscillograph car run
end of the plate being fixed firmly to the casing of the can be seen at Annexure 6/5.
accelerometer. The space within the accelerometer (3) Frequency of recording – These cars are
casing is filled with a damping fluid (usually silicon used to monitor high speed routes where the
liquid). The cantilever plate is strain gauged so that sectional speed exceeds 100km./h. on B.G. and
the deflection of the mass ‘m’ is sensed. This is 75km./h. on M.G.These cars are run once in six
calibrated to indicate the acceleration to which the months to assess the riding quality of the track as
mass is subjected. This acceleration is recorded in distinct from actual track geometry recorded by the
the form of an accelerogram. Thus the vertical and Track Recording Cars. Recording is done at the
lateral acceleration on any part of the vehicle where maximum sanctioned speed of the section.
the accelerometer is installed can be recorded. In On Rajdhani routes recording is done once in 4
track monitoring runs the accelerations at the loco months.
173
616. Analysis of oscillograms and WDM-4, WDM-1, WDM-2/3 and WAG-2) with the
interpretation of results – exception of WDM-2 modified with single stage
suspension.
(1) The Oscillograms obtained from the
oscillograph car are analysed for the vertical and In case of other locos, with single stage
lateral acceleration. suspension (i.e.,WDM-2 std., WAM-1, WAM-4,
WAG-1,WAG-3,WAG-4,WCG-2, WCAM, WCM,
(2) The analysis of records is done on the WCM-2, WCM-4 and WCM-5) the threshold value
following lines :– may be taken as 0.30g.
(a) All peaks are to be measured from the base (ii) On Passenger Coach Floor :– The threshold
or zero line i.e.,no allowance is to be given when the value of acceleration for both vertical and lateral
trace shifts because of cant deficiency on curves. modes shall be taken as 0.15g.
However, for the purpose of “ride index” calculations,
(iii) The analysis is done kilometer-wise and
lateral acceleration peaks are to be measured from
results are given under the following heads, after
the shifted base line on curves.
counting the peaks above threshold value for the
(b) The vertical and lateral accelerations above particular locomotive –
the threshold values are separately counted:
Station Yards,
Threshold value of acceleration may be taken
Other than Station Yards(Isolated locations),
as follows :–
Active continuous stretches,
(i) In Loco Cab floor – The threshold value of
acceleration in vertical mode is taken as 0.20 g. for Speed grouping table is also prepared.
all locos (Diesel and Eletric). Typical Statement prepared in connection with
The threshold value of acceleration in lateral an Oscillograph run are given below (Statement
mode is taken as 0.20g. for diesel and electric locos ‘A’ to ‘C’) –
with double stage suspension (i.e., for WDM-3,
STATEMENT ‘ A ’
Oscillograph Results (Para 616)
Total length of Section : 232 Kms. Section : BBQ—KZJ.
Length recorded : 185 Kms. Loco No.......................
Date of recording : 22nd March 1982 Type of Loco................
Station Yards (Peaks above Threshold values)
SI. No. Name of Yard Speed in Vertical Lateral Remarks

and Location Km. p. h. acceleration acceleration
1 SRUR 100 .. 0.26
FP- 2
2 MCI 100 0.22 ..
TP- 1 100 0.22
TP- 2
3 PPZ 100 0.20 ..
FP- 1 105 0.20 ..
FP- 2
4 BGSF 110 .. 0.22
324/10- 11
5 O PL 100 0.26 ..
343/5- 6
6 HSP 100 0.20 ..
TP- 1
174
STATEMENT ‘ B ’
Date of recording : 22nd March 1982. Section : BPQ—KZJ (K.m. 367-K.m. 135)
Loco No............................. Length recorded: 185 Km.
Type of Loco....................... Total length: 232 Kin.
Oscillograph Results in Places other than Station Yards
Isolaled Locations (Peaks above Threshold value)
SI. No. Location Speed in K.m. Vertical Lateral Remarks

p. h. acceleration acceleration
1 146/1- 2 ... 100 .. 0.28 Curve.
2 148/15- 16 110 .. 0.28 Br.
3 149/7- 8 ... 110 0.28 ..

4 149/7- 8 ... 110 0.35 .. Br.
5 151/8- 9 ... 110 .. 0.24

6 151/8- 9 ... 110 .. 0.32
7 151/11- 12... 105 .. 0.24

8 160/7- 8 ... 110 .. 0.22 Curve
9 164/9- 10 ... 110 0.24 ..

10 168/1- 2 ... 100 and so on. 0. 30
STATEMENT ‘ C ’
Date of recording : 22nd March 1982. Section : BPQ—KZJ (Km. 135-Km. 367)
Loco No. :................................. Length recorded : 185Km.
Type of Loco :.......................... Total lenth :232Km.
OSCILLOGRAPH RESULTS
Active Continuous Stretches
No. of
Kms. Total No No. of
Speed peaks
Distance Active in of peaks Maximum peaks
SI. No. in between Remarks
in Km. mode above value above
From To Km.p.h. 0.20g.
0.20’g. 0.25g.
0.35g.
Nil
Note – If there are on an average more than 10 peaks above the threshold value per km., the length may
be included in this statement.
175
617. Use of Oscillograph Car (3) Frequency of Recording:

recordings :–
(A) Broad Gauge :
(1) Threshold values of acceleration are given
Speed above 100 Kmph Once every month.
in Para 616(2)/b. For ensuring good riding, track
should be attended to at such locations where peaks Others Once in two months
above threshold values are noticed. (B) Meter Gauge :
(2) Efforts should be made not only to check Speed above 75 Kmph Once every month
the extent of defect but also to find out whether it is Others Once in two months
occurring in an active patch; as such condition may
lead to excessive oscillations. The above schedule is only a guideline. Chief
Engineers may vary it, depending upon the
618 Portable Accelerometers-
availability of instrument and its use. For the time
(1) General- OMS-2000 equipment’s are being A, B and C routes are to be covered once a
portable accelerometers used for Oscillation month and other routes can be covered as per
monitoring using a portable accelerometer and capacity and need.
transducers converting the oscillations to electrical
(4) Recording of Defects: To assess the track
signals which can be recorded electronically and
quality, vertical and lateral acceleration peaks
processed on PC.
exceeding the values as below are to be considered:
(2) Operation- The OMS Accelerometer is kept
Broad Gauge:
in the cabin of locomotive or on the coach floor, as
close to the bogie pivot as possible. It is preferable High Speed Routes above greater than 0.15 g.
that same coach and the same vehicular position 110 Kmph On A & B routes
are used in successive runs. The accelerations Other Routes upto greater than 0.2 g
recorded are transferred to electronic recorder and 110 Kmph
are readable on the LCD display on real time basis.
The stored data can be downloaded on TMS Meter Gauge : greater than 0.2 g
Computer for maintenance planning.
(5) Classification of Track Quality - To classify a
This equipment measures the Track continuous section's (PWI's jurisdiction/sub-division/
Performance by measurement of vehicle response division) track quality, the following criteria is to be
in terms of vertical and lateral accelerations. The used (average total number of peaks per km.):
real time output of the equipment is in the form of
value of peaks exceeding the limiting value, their
location and Ride Index. These values are available
for both vertical and lateral accelerations.
Very Good Good Average
High Speed Less than 1.0 1-2 Greater than 2
Others Less than 1.5 1.5-3.0 Greater than 3
The above criteria are for judging the quality of track. However, if the average number of peaks of vertical
and lateral accelerations exceeding 0.30g is more than 0.25 per km or more than one in any particular kilometer,
the track will need attention : At locations where peaks of lateral and vertical accelerations exceed 0.35g, the
track will have to be attended to urgently.
176
ANNEXURE - 6/1 PARA 607
SAMPLE CHART OF TRC MECHANICAL/B.G.
177
15
SAMPLE CHART OF TRC ELECTRONIC/B.G.
178
SAMPLE CHART OF TRC ELECTRONIC/M.G.
179
SAMPLE HALLADE CHART
180
TYPICAL CHART OF AN OSCILLOGRAPH CAR/B.G.
181
SAMPLE CHART OF PORTABLE ACCELEROMETER
182
ACTION DURING ACCIDENTS INCLUDING BREACHES AND PRE-MONSOON PRECAUTIONARY MEASURES
CHAPTER VII shall take immediate steps, such as the

circumstances of the case may demand, to prevent
ACTION DURING ACCIDENTS accident; and where necessary, advise the nearest
INCLUDING BREACHES AND Station Master by the quickest possible means:
Provided that in the case of a train having
PRE-MONSOON PRECAUTIONARY
parted, he shall not show a stop hand signal but shall
MEASURES endeavour to attract the attention of the Driver or
Guard by shouting, gesticulating or other means.
PART ‘A’
702. Report of Accident to the Station
Action during Accidents including Breaches Master / Railway servant in-charge of Block Hut–
701. Observance of Rules – (1) Any (1) Engineering representative (if he is the first to
occurrence which does or may affect the safety of reach the site of the accident ) while reporting an
the Railways, its engines, rolling stock, permanent accident to the nearest Station Master/Railway
way, works, passengers or servants which affects servant in charge should furnish the following
the safety of others or which does or may cause information to enable the Station Master/Railway
delays to trains or loss to the Railway, is termed an servant in-charge to issue an all concerned
accident. message:
Occurrence outside the Railway limits • Station at or stations between which the
threatening the safety of the line or trains should also accident has occurred.
be reported as accidents. For instance a flood outside • Kilometrage at which the accident has
Railway limits may seriously threaten the safety of occurred.
the line and should be treated as an accident. • Number and description of the train or trains
(2) Rules for reporting and joint enquiries into involved.
the accidents are contained in the Accident Manual • Date and time of the accident.
issued by Railways and in the Railway (Notices of
• Particulars of loss of life and injuries to
and Enquiries into Accident ) Rules, 1973, issued
under Section 84 of Indian Railway Act,1890. passengers and staff.
• Nature and cause, if known, of accident.
(3) Rule 2.11 of General Rules, 1976 Edition
enjoins that – • Damage to Permanent Way, Works, Bridges,
Overhead equipment (in case of electrified
(a) Every Railway servant shall –
section), signal and interlocking gear, engines
(i) see that every exertion is made for ensuring or vehicles.
the safety of the public ;
• Probable duration the line may be blocked.
(ii) promptly repor t to his superior any
occurrence affecting the safe or proper working of • Whether transhipment is required and if so
the railway which may come to his notice; and whether it is feasible.
(iii) render on demand all possible assistance • Assistance ( if any required) such as Medical
in the case of an accident or obstruction. assistance, break-down train etc.
(b) Every Railway servant who observes – (2) Acknowledgment of the receipt of message
(i) that any signal is defective; should invariably be taken from the Station Master.
(ii) any obstruction, failure, or threatened failure
of any part of the way or works;
(iii) anything wrong with a train; or
(iv) any unusual circumstance likely to interfere
with the safe running of trains or the safety of the
public;
183
703. Accidents impairing through traffic Railway staff and rescue of trapped persons. If there
–(1) Engineers and Inspectors to proceed to site – is any Medical Practitioner on the train, his
(a) On receipt of intimation of the occurrence assistance should be obtained.
of an accident resulting in damage to any part of the (c) Advice to nearest Station Master – After a
Way/ Works /Bridges and affecting the free passage rapid survey of the position, particulars should be
of trains, the concerned Permanent Way Inspector / sent to the nearest Station Master as in (Para 702)
Works or Bridge Inspector and the Assistant above. In case of controlled sections, a field
Engineer shall proceed to the site of accident, by telephone should be got commissioned at once.
the quickest available means. On their way, they
(d) Line Clear examination - If the Engineering
should collect information about the extent of damage
official has reached the site and no traffic official is
to Permanent Way / Works / Bridges and arrange
available he should carefully secure the line clear
for movement of materials required for restoration.
token or ticket and any caution order, where
They should also collect additional staff and tools as
necessary. If the accident has occurred in a station
required; the engineering tool van should be sent to
yard, the train register book must be seized and if
the site, if so considered necessary, by the quickest
necessary, statement of staff concerned recorded;
means.
if line badges are in use, it should be recorded as to
(b) On receipt of intimation of an accident, the
in whose possession each line badge was. The
Divisional Engineer shall contact the section control
position of block instruments, signals, points, point
and the Assistant Engineer in-charge and get the
levers, indicators, keys, etc. should be noted and
information regarding the extent of damage to
recorded, jointly with the Inspectors of the other
Permanent Way and Works, check on the
concerned departments, available at site.
arrangements made for labour and materials, etc.,
(e) Preliminary clearing operation and
supplement them if necessary and proceed to the
preservation of clues –
site of the accident by the quickest available means,
if the seriousness of the accident requires his (i) In all instances in which the means taken
personal supervision and direction. for the restoration of communication are likely to
obliterate marks on the road and other evidence
(2) Accident in an adjacent division-In the event
needed at a joint enquiry, the senior official who
of an accident taking place on a division, where
arrives first on the spot should carefully examine the
assistance could be more expeditiously rendered by
track, train or vehicle and as soon as possible make
officials of an adjacent division, such officials and
notes, sketches etc. and hand over the same to his
the Assistant Engineer/ Divisional Engineer of the
superior or produce them at the enquiry. He will, when
concerned adjacent division should be advised;
the nature of the accident is such as will involve the
these officials should proceed at once to the site of
question of eye-sight of any of the staff, verify ( in
accident with their Inspectors and render every
case of those permitted to wear glasses) that they
possible assistance.
had worn glasses at the time of the accident and
704. Action at site – (1) By Permanent Way had carried a spare pair of glasses with them.
and other Engineering Inspectors – (ii) In all cases of accidents, the cause of which
(a) Protect Train – Any engineering staff might possibly due to sabotage, it is essential that
available at the site of the accident shall assist the the clearance and restoration operations are not
Guard and Driver to protect the train in accordance commenced till the Police officials arrive at the site
with the General Rules 6.03 and 9.10 (1976). The and intimate their agreement to the commencement
Inspector should ensure that protection has been of clearance and restoration work, after, making
afforded to the train in front and in the rear, in thorough investigations.
accordance with the rules. In the case of double line, A factual note of the conditions obtaining at the
if the other line is also affected by the accident, steps site prior to restoration work should be prepared and
shall be taken to protect both the lines. If no signed jointly by the senior-most Police and Railway
infringement exists, trains must be controlled and officials at the site. In the event of any difference of
passed cautiously on the unaffected track. opinion between the Police and the Railway officials,
(b) First aid and Rescue – The Inspector such difference of opinion may be recorded on the
should arrange for first aid to injured passengers and joint factual note.
184
This should not, however, be allowed to of help in the enquiry. He should send by any means
interfere with rendering of first aid to the injured, which available and relay a concise report of the accident
is the first essential in all accidents. as per (Para 702) to the nearest Station Master to
(iii) In other cases, clearance and restoration enable him to issue all concerned message.
operations can commence even before the arrival of (h) Preservation of clues – He should arrange
the Police and it is not necessary that all the rails, to preserve all clues to enable reconstruction of the
sleepers and fastenings involved in an accident scene of the accident as detailed vide (Para 704 )
should be preserved, but only those, whether
(i) Photographs showing the details of damage
serviceable or otherwise, which bear wheel marks,
to Permanent Way and Rolling Stock at the site of
etc., specially between the points of mount and drop.
accident should be taken wherever necessary; in
In all cases of serious derailments, these are
case of suspected sabotage, the photographs of the
essential for a later reconstruction of the scene and
site of the accident showing the damage and possible
should be preserved and/or recorded by the first
clues should invariably be taken.
responsible official to reach the site of the accident,
as these would be valuable evidence to ascertain (2) By Assistant Engineer –
the cause of the accident. (a) He should ensure that action specified
(iv) After the injured persons have been under sub-para 704 (1) has been taken by the
attended to and arrangements made for the onward Inspector. If he is the first to arrive at site, the
journey of the stranded passengers, the Railway Assistant Engineer should take action as specified
officers at the site of the accident should arrange to in the case of the Inspector.
record the preliminary statements of the staff (b) He should get in touch with the Divisional
concerned, as any delay in doing so, might result in Engineer and the Controller / Chief Controller and
some facts being suppressed or some evidence furnish complete information advising the details of
being fabricated during subsequent enquiries. action being taken and the probable time for restoring
(v) In case sabotage is suspected, the through running.
procedure as outlined in clause (ii) above should be (c) He should arrange to organise the measure
followed. In addition it should be ascertained promptly for expeditious restoration of through running and
from the C.R.S. if he would like to inspect the site, ensure incessant working until this is effected.
etc. before the commencement of clearance and
restoration work and then action should be taken in (d) A preliminary report should be prepared.
accordance with his wishes. Before clearance and (3) By Divisional Engineer –
restoration operations are commenced all relevant
(a) He should examine the adequacy of
clues, materials and damages and the deficiencies
measures taken for restoration of through running
on Rolling Stock, etc. must be noted and preserved.
and ensure expeditious work.
In other serious accidents, however, the same
procedure as outlined in Clause (iii) above should (b) He should assess and advise the position
be strictly followed. to the Divisional Railway Manager and Chief
Engineer, with brief particulars (over the field
(f) Contacting higher officials – The inspector
telephones on Controlled Sections) and probable
should get in touch with the Assistant Engineer or
time of restoration. The Chief Engineer / Addl. Chief
Divisional Engineer, explain the position on telephone,
Engineer may proceed to site in case of very serious
wherever possible ; if not, he should himself organise
accidents.
the restoration of through running including ordering
of ballast trains, requisitioning of required materials (c) A report should be prepared and submitted
and tools and send information to Assistant Engineer to the Chief Engineer and Divisional Railway
and Divisional Engineer of the preliminary measures Manager.
undertaken, by the quickest possible means. (d)The Divisional Engineer shall ensure that
(g) Recording of details and advice regarding the fractured pieces of rail/weld are preserved and
restoration time – He should arrange to record the sent to RDSO for detailed investigations, at the
details of the accident and prepare notes on any earliest possible, in all cases of accidents, where
special features bearing on its cause, which may be rail/weld is a prima facie cause of the train accident.
185
(4) The senior-most Railway Officer at the may observe the extent of disturbances caused to
scene of accident shall be responsible for the general the line, keeping guard over loose materials laying
appraisal of the situation and co-ordination of all about and over any evidence affecting the cause of
works. the accident and safeguard passengers’ luggage and
mail as required.
705. Report to the Chief Engineer –
(1) Report – (a) the Senior Engineer at the site of the 707. Examination of site and preparation
accident shall after initiating measures for restoring of sketches – The first Engineering representative
traffic, submit a brief report to the Chief Engineer to arrive at site shall attend to the following :–
with a copy to the Divisional Railway Manager which
will include the following particulars: (1) He should examine the entire site inclusive
of track over which the train has passed immediately
(i) Nature of the accident,
before derailing, noting down any unusual features
(ii) Cause, if known. observed, especially any parts of vehicles or other
(iii) Particulars of loss of life and injuries material lying on or near the track.
to passengers and staff.
(2) A dimensioned sketch should be prepared
(iv) Extent of damage to Way, Works and
covering the entire site of accident, showing all
Bridges.
relevant features inclusive of track leading up to point
(v) Particulars of rainfall and patrolling,
of derailment, showing position of derailed vehicles,
in the case of damage by floods.
point of mount and drop and other relevant details.
(vi) Steps taken for resumption of traffic. All the details given in Annexure 7/1 should be
(vii) Probable time, when normal working incorporated in the sketch.
is likely to be resumed.
(3) He should record the particulars as detailed
(viii) Whether transhipment is necessary
in Para 708(1).
and if so, for how long.
(ix) Whether a diversion is necessary (4) An examination of the derailed vehicle/
and if so, when it is likely to be opened. vehicles for defects not caused by the derailment
(x) Details of any assistance required, but which may have been the cause of the derailment
such as additional staff, labour, ballast should be made. He should make out notes for
trains and other Permanent Way and inclusion in the joint report.
Bridging materials. (5) He should examine the gang-charts/diary
(b) A sketch showing important dimensions, books to ascertain the date when track was last
positions of vehicles, tracks made by derailed attended.
vehicles, marks on rails, particulars of condition of
(6) Details of Engineering works in progress, if
track for an adequate distance in the rear of the point
any, at the site of accident, caution orders in force
of derailment and any other information likely to be
and nature of protection should be noted.
of use in elucidating the cause of accident should
accompany the report. 708. Recording particulars at site of
(2) Remedial measures – In the case of accident – (1) Permanent Way particulars –
damages caused by floods, the Divisional Engineer Permanent Way particulars shall be recorded jointly
should initiate necessary investigation and submit a with the Inspectors of the other concerned
technical report with drawings, to the Chief Engineer, departments as per Annexure 7/2. These records
detailing the remedial measures required, with the will inter alia include particulars of the track
past history, if any, of the kilometrage affected, within structures, the condition of the track components,
a month of the occurrence. track geometry and other relevant details.
(2) Particulars with respect to Rolling Stock
706. Attendance of Police at site –
and signalling – Engineering representative should
Arrangements should be made for the police to
associate himself with the concerned representative
attend the scene of accident in the case of derailment
of the other departments in recording measurements
of a train carrying passengers (or of any other train
of –
when it is considered necessary) in order that they
186
(a) The locomotive and tender; practicable, be conveyed to the site of accident by
(b) Carriages and Wagons; and train.
(c) Signalling and Telecommunication (2) Labour should be obtained in one or more
equipment. of the following ways :
(a)By ordering temporary gangs such as
(3) Operating particulars – The following
relaying gangs, special gangs, construction gangs,
operating particulars should also be recorded
remodelling gangs, yard gangs, within a reasonable
wherever relevant :–
distance to proceed to the site.
(a) Speed – The actual speed at the time of
(b)By ordering two or more men from each
derailment, from the speedometer graph or if the
permanent gangs to proceed to the site.
locomotive is not provided with the speedometer
(c)By obtaining labour from adjoining divisions,
graph, by referring to inter-station timings.
of considered necessary and possible.
(b) The direction of the locomotive i.e.,
(d)By calling on the Revenue authorities to
shorthood or longhood leading.
supply labour.
(c ) The brake power of the train. (e)By recruiting temporary labour locally or
(d) The marshalling of the train with reference from known sources.
to orders applicable on the section. (f)By arranging labour through reliable
(e) Whether there has been sudden application Contractors (wages should be fixed prior to their
of brakes. engagement).
(f) Whether there was sudden opening of (3) In case contractor’s labour is engaged, it is
regulators. preferable to allot work in such a way that the
(g) Condition of loading in wagons, specially departmental labour and contractor’s labour do not
unequal loading, light loading, empties between get mixed up. Settlement of claims should be prompt.
loaded vehicles, over loading, moving loads and any Labour should be organised in batches under the
infringement to standard dimensions. charge of Inspectors. Proper muster sheets should
(h) Particulars of Caution Orders issued to the be maintained.
Driver/Guard. (4) In emergencies, Assistant Engineers/
Permanent Way Inspectors may authorise Station
709. Use of Recorded Data – The object of Masters by telegram/memo to issue proceed order
recording all available data at site and of evidence is for the journey of Gangman/Labour required for the
to ascertain the cause of the accident with a view to work along with their tools and equipment from
prevent its recurrence, and where the cause is due specified station to the nearest station from the site
to negligence, to fix responsibility. of accident. As far as possible, all departmental
Restoration of Through Running labour shall move with complete tools and equipment.
(5) Adequate arrangements should be made
710. Repairs to damaged track :– Repairs to for food, shelter, water and lighting.
the track should in the first instance, be kept to the
minimum necessary to restore traffic with the least 712. Diversion – (1) General – Should a
possible delay, the required materials being diversion be decided upon, the work should be
expeditiously arranged for. Soon after, the track commenced as quickly as possible.
should be brought to its proper standard. (2) Classification of diversions – These may
711. Procurement and Arrangement of be classified as –
Labour – (1) Adequate labour is the very first (a) Temporary
essential for restoration of through running. Engineers (b) Semi-permanent
and Inspectors should acquaint themselves with all A temporary diversion is one which is not likely
possible sources from which labour could be readily to be in use, for more than 10 days. All trains must
obtainable in the event of a breach or a serious “Stop-dead” before entering a temporary diversion
derailment on their section. Labour should, as far as and proceed at 10 Km./h. speed.
187
A semi–permanent diversion, is one where

constructed for the special purpose of facilitating the AB = Portion of existing line to be diverted.
reconstruction of the line and/or bridges likely to be
in use for a period of more than ten days. On a semi- L = Length of half the diversion,
permanent diversion, trains may proceed at a non measured along the original
stop reduced speed after adequate period of alignment.
consolidation.
D = Maximum distance of diversion from
(3) Curvature and Gradients – As far as original alignment.
possible the radius of curve should not be less than
450 meter, 300 meteres and 45 meters for B.G. S = Straight portion of diversion.
,M.G., and N.G., respectively. Gradient should not
C = Length of straight between reverse
be steeper than 1 in 100, 1 in 80 and 1 in 40 on the
curves.
B.G., M.G. and N.G. respectively, compensated for
curvature. R = Radius of curves.
In difficult terrain it may be necessary to lay
curves of radius not less than 225 meters and 125 T = Length of tangent.
meters on B.G. and M.G. respectively and adopt (5) Opening for traffic – The diversion track
grades up to the ruling gradient on the section. There should be adequately consolidated and tested by
should be no superelevation, in case of temporary locomotive/ wagons before opening for traffic.
diversions. The most vulnerable portion of the diversion is
(4) Calculation for setting out diversion – at the junction of the old bank with the new bank.
While setting out diversion, the following Care should, therefore, be taken to provide benching
formula will be found handy :– of slopes at the junction. Cross levels should be
______________ checked after passage of every train and rectified till
S
L = √ C2 + 4RD – D2 + ____ the track gets stabilised.
2
(6) Issue of safety certificate – In an emergency
RD
T = _________________________ the line may be opened to traffic on the safety
S +C
L – ____ certificate issued by the Engineer-in-charge, without
2 the prior sanction of the C. R. S. However if the use
of temporary diversion is likely to be extended to
more than three days, the Commissioner of Railway
T S T Safety, may if he considers it necessary, take the
earliest opportunity of inspecting it.
C
713. Transhipment – The decision, as to
R whether transhipment is to be done, is taken by
D
Transportation/Commercial Department. If it is
A B decided to provide gangways, footpath etc., purely
T T for the purpose of transhipment, these should, as
far as possible, be laid away from the site of repairs,
L L
so that the progress of restoration is not interfered
with.
All measurements to be taken in same units,
188
714. Funds required during Emergencies 716. Flooded Causeways / Dips –

– (1) The divisional Engineer or the Assistant (1) Permissible depth of water for passage of
Engineer on his behalf may draw upon the station trains – In the case of causeways that are flooded
earnings according to the instructions prescribed by and the velocity of current is insignificant, trains may
the Administration under note to (Para 1405-G) for be permitted to pass when the depth of water above
the following purposes :– rail-level does not exceed the following values,
(a) Payment to daily labour employment at provided in each case Permanent Way Inspector has
the site of breach or accident. satisfied himself by walking over and probing that
Permanent Way is intact and in a fit condition :–
(b) Purchase of tools or materials required
in connection with accident which cannot be supplied Gauge Passenger and
Goods train
in time by the Store Department. Mixed trains
(c) To provide food to engineering labour at B.G. 300mm. 450mm.
the site of breach or accident with the assistance of M.G. 230mm. 300mm.
Station Master or Inspectors of the Commercial N.G. 230mm. 230mm.
Department. (2)(a) Indication posts – Indication posts about
(Supply of food free of charge is permitted in 1200 mm. in height shall be fixed at each dip, one at
special circumstances at the discretion of the each end of the level portion, with flat bar attached
administration to facilitate expeditious restoration of to them to indicate level mentioned in Para 716(1).
traffic.
(b) The posts should be painted black and
When food is supplied free at the site of an white in 300 mm. length so arranged that the flat
accident to engineering and other labour, the bars which shall be painted white, show up against
expenditure per head per day shall not exceed the 300 mm. length of black colour.
prescribed limit).
(c) The posts shall be fixed 3 metres from the
(2) The Accounts Officer should be advised centre of the track in the case of Broad Gauge and
immediately by telegram of each sum taken from 2.5 metres from the centre of track in the case of
station earnings. Metre and Narrow Gauge.
In all cases, Engineers obtaining advances (3) In the section where electric locos/stock
from Station earnings should do so under a clear and or diesel locos ply, special gauges may be
receipt. The purpose for which the money has been provided by the administration at the place liable to
drawn should be clearly stated on the receipt. flooding, indicating the depth at which these locos/
A complete account should be submitted at stock have to be stopped from the operation. These
the earliest possible date to the Accounts Department depths should be specified for each type of locos/
supported by pay sheets and vouchers. stock by the administration.
(3) All payment to labour should be witnessed 717. Special precautions when track is
by the Assistant Engineer at site. submerged – (1) The following precautions shall
715. Obstructions found on track – When be observed when the track is submerged :
obstructions are found on the track those should be (a) In all cases train shall be stopped dead
cleared after protecting the line and informing the and allowed to proceed at a speed not exceeding
nearest Station Master. Where sabotage is 10 km. p. h.
suspected, the Police should be advised immediately. (b) If water rises over the top of the ballast but
The Permanent Way Inspector should, if so required, is below rail level, the track should be checked before
arrange to meet the Police Official at the place of each train, by two men walking abreast one at either
occurrence. A detailed report should be submitted end of the sleepers, and only if the track has not
by Permanent Way Inspector to the Assistant/ been disturbed, should the train be allowed over the
Divisional Engineer. The Divisional Engineer should track.
in turn report such occurrences whether or not
sabotage is suspected to the Divisional Railway
Manager and Chief Engineer.
189
(c) When water overtops the rails, the (b) By Assistant Engineer – Whenever
Permanent Way Inspector shall pilot the train, after possible, the Assistant Engineer should personally
ensuring that the track is safe, by walking over the examine the track reported on for defects and make
track and checking by means of probing, subject to a detailed report to the Divisional Engineer.
depths specified in Para 716 not being exceeded.
719. Abnormal occurrences attributable to
(2) Telegraphic advise should be sent by the
Locomotives and other Rolling Stock –
Permanent Way Inspector to the Assistant and
Divisional Engineer, Divisional Railway Manager and (1) Whenever distortion of track or any other
Chief Engineer when water rises above ballast level abnormal occurrence attributable to locomotives or
and again when it subsides. This should be followed any other rolling-stock is noticed, the Permanent
up by special reports to the Assistant Engineer and Way Inspector shall –
Divisional Engineer. Records of such occurrences
should be entered in the Permanent Way Inspector’s (a) Immediately impose speed restriction as
section register. necessary and arrange protection of the line as per
rules.
718. Driver’s Report on Defects in Track
(b) Report the occurrence by wire to the Loco
– (1) Intimation of defects – (a) When a driver reports
Foreman concerned copying the message to the
to a Station Master that the track over which his train
Assistant Engineer/Divisional Engineer and
has passed is unsafe for the passage of any further
train, with particulars of location, the Station Master Divisional Mechanical Engineer, Control and Station
will block the section concerned and issue a wire to Master on either side of the block section. Whenever
the Permanent Way Inspector, copying it to the possible, the number of engine/rolling-stock
Assistant Engineer, Divisional Engineer and Control. considered to be responsible for distorting the track
No train will be admitted on the section concerned, should be given.
until the Permanent Way Inspector has inspected (c) Make a careful examination of the affected
the kilometrage and certifies to the Station Master track with a view to finding out if any inherent
that the section is safe for the passage of trains, weakness or defect in the track has contributed in
specifying the speed restriction, if necessary. bringing about the “abnormal occurrences”,
(b) When a Driver reports to a Station Master Particulars of defects should be noted in detail.
that the track over which his train has passed
(d) Attend to defects as necessary and having
requires a restriction of speed, with particulars of
location, the Station Master will impose the speed done this, remove or modify the restriction as
restriction over the section concerned and issue a necessary.
wire to the Permanent Way Inspector copying it to (e) Submit a detailed report to the Assistant
the Assistant Engineer, Divisional Engineer and Engineer and copy the same to the Divisional
Control. Caution orders will continue to be issued on Engineer.
the section concerned until the Permanent Way
Inspector has inspected the kilometrage and certifies (2) On receipt of intimation of any abnormal
to the Station Master that the section is safe for occurrence attributable to locomotive/Rolling-stock,
passage of trains specifying the revised speed Assistant Engineer should proceed to the site,
restriction, if necessary. examine the track minutely with reference to the
report made by Permanent Way Inspector and submit
(2) Action on receipt of reports of defective
a special report to the Divisional Engineer on the
track – (a) By Permanent Way Inspector –
possible cause of damage with suggestion to prevent
The Permanent Way Inspector shall – recurrence.
(i) Proceed as quickly as possible to site,
inspect the length of track reported on and record 720. Accident not affecting through traffic–
particulars in detail. Then arrange to rectify the track (1) The Permanent Way Inspector should
and remove or modify the restriction imposed, as immediately proceed to the site of the accident and
found necessary. take such measures, as necessary, to clear the
obstruction and restore the line.
(ii) Submit a detailed report to the Assistant
Engineer and copy the same to the Divisional
Engineer.
190
(2) The accident report in the prescribed form 721. Records of accidents – (1) Apart from
together with a sketch and statements of track individual files, all important accidents, breaches,
particulars taken over sufficient length should be washouts and subsidence of track should be
submitted in duplicate by the Permanent Way carefully recorded with complete particulars in the
Inspector to the Assistant Engineer who will forward section register by Permanent Way Inspector.
one copy of the report to the Divisional Engineer with
(2) In the case of damage by flood at important
remarks.
bridges, detailed particulars with remedial measures
Accident reports should be scrutinised by the adopted should be entered by Assistant Engineer in
Divisional Engineer in all respects with particular the Rivers and Floods Register and reference made
reference to the time taken in restoring the line. Such thereto in the Bridge Inspection Register.
instructions may be issued by the Divisional Engineer
(3) Records of all the accidents should be
to the Assistant Engineers and Permanent Way
maintained systematically in the offices of Permanent
Inspectors and to other departments, as may be
Way Inspectors, Assistant Engineer and Divisional
deemed necessary.
Engineer so as to facilitate supply of statistical and
The accident repor t form shall include other information as may be required.
par ticulars of date and time, kilometerage,
description of accident, cause if known, number and 722. Accident statements to the Railway
type of train, engine, vehicles involved, names of Board – (1) Returns of the accidents under specified
Drivers and Guards, extent and cost of damage to categories are compiled by the Operating
the permanent way and rolling stock, time of Departments for submission to the Railway Board.
restoration and the Permanent Way Inspector’s Relevant particulars should be promptly furnished
special remarks. Accidents such as damage to the by the Divisional Engineer and Works Manager/
gate leaves/barriers by road vehicles, cattle run over Deputy Chief Engineer of Engineering Workshops
and fire in which track is not affected, should be to the proper authority on such forms as may be
reported separately. prescribed.
(3) As far as possible the Assistant Engineer (2) Workshop accident fall under Factories Act
should proceed to the site of accident of sufficient and should be reported according to the rules in force
importance, such as derailments on running lines, and to such local authority as may be specified.
gathering lines and of locomotives.
191
PART ‘B’ locations. Motor Trollies must be overhauled and kept

in fit condition.
Pre-Monsoon Precautionary Measures
(8) Rivers in the upstream reaches should be
723. General precautions to be taken inspected for guarding against possible change in
before monsoon – It is necessary to take certain water course.
precautions, and carry out certain essential works
(9) The prescribed reserve stock of boulders,
before the commencement of monsoon, such as
empty cement bags, wire netting and sand/quarry
(1) All catch water drains and side drains must dust should be kept at specified locations for rushing
be cleared of silt, vegetation and other obstructions to site, in case of emergency and should be made
to ensure free flow and quick drainage of storm water. good, in case of deficiency.
The waterways of bridges must be cleared of (10) Action should be taken as envisaged in
vegetation and other obstructions. If silting is noticed Para 726(3) in the case of Railway affecting works.
in some spans, it should be removed to ensure that
the full waterways is available for the discharge of (11) The temporary Engineering indicators
flood water. During desilting, care should be taken must be painted and kept ready for use.
to remove the silt only upto the bed level. (12) The rain gauges should be inspected
(2) Protective and river training works must before the monsoon and it should be ensured that
be maintained in good condition and repairs carried they are in perfect working condition.
out wherever necessary. Scour holes should be filled (13) Vulnerable locations/kilometrages should
with boulders. be reviewed jointly by the Assistant Engineers and
(3) The High Flood Level (HFL), Full Supply Divisional Engineers and on the basis of past history
Level (FSL) in the case of canals, and Danger Level and pre-monsoon inspections and the register of
(DL) must be painted. The danger level mark shall vulnerable locations should be brought up-to-date.
be painted with bright red band across each pier 724. Materials for Emergencies – (1)
adjacent to the abutment so as to be clearly visible Arrangements should be made to stock sufficient
to the Patrolmen, Special Watchmen and Drivers. quantities of rails, sleepers, materials for cribs,
Flood gauges shall be painted on important bridges ballast, sand/quarry dust and boulders at suitable
as specified. points near vulnerable locations, so that the materials
(4) Water shall not be allowed to stagnate on may be rushed to site as required.
the track. For this purpose, cross drains should be (2) Before the onset of monsoon, specified
provided at regular intervals. In yards, cross drains number of wagons loaded with sand/quarry dust,
and longitudinal drains should be cleared/provided ballast and boulders should be kept at appropriate
to proper grades. stations for quick movement to vulnerable locations.”
(5) In hilly areas, where there is incidence of
(3) During monsoon, as far as possible, ballast
falling boulders, a survey should be carried out to
train should be programmed to work in the vicinity of
locate loose boulders. Such loose boulders should
the vulnerable zones so that they may be utilised
be dropped in a systematic manner.
without delay in emergency.
(6) Selection of Patrolman and Watchman
should be made in accordance with Para 1008 and (4) Locations and quantities of reserve stocks
they must be trained and tested for their knowledge should be made known to all Divisional Engineers
of rules. The duties to be performed by them should and Assistant Engineers by the Chief Engineer.
be clearly explained to them. Reserve stock should not be used except in an
emergency. When it is used, it should be recouped.
The equipment of Patrolmen and other
watchman shall be complete in all respects. Divisional Engineer should send a certificate
to the Chief Engineer to the effect that monsoon
(7) Spare trollies should be kept in readiness reserve stock is in order and to the scale laid down,
at the headquarters of the Permanent Way Inspector by the prescribed date.
and at other stations in the proximity of vulnerable
192
(5) Bridge Engineer/ Divisional Engineer should Revenue Department forwards to the Divisional
arrange to keep equipment like service spans, Engineer every year, their inspection reports on the
trestles, cribs, derricks, compressor, equipment and condition of these tanks which are classified as
materials required for blasting, pavement breakers, Railway affecting, action should be taken as follows:–
welding sets etc., ready for use in emergencies. (a) The Divisional Engineer should peruse the
These should be stocked at convenient places so reports carefully and mark those tanks which he
that they can be despatched to the site of breaches considers are not in satisfactory state of repair. He
without delay. should then forward the reports to the Assistant
725. Service Spans and Rail Clusters Engineer with instructions that the tanks so marked
should be inspected and reported on.
(1) Service spans – details of temporary
(b) The Assistant Engineer should inspect
service spans available on each railway should be
those tanks and report to the Divisional Engineer
listed and circulated for the guidance of Assistant
details of the action being taken by the Public Works
Engineers and Divisional Engineers before the
or Revenue Department. The Divisional Engineer
monsoon.
should prevail on the authorities concerned to carry
(2) Rail Clusters- It is some times necessary out all necessary repairs before the ensuing
to provide rail clusters to pass traffic in emergencies. monsoon.
Rail cluster may be used as a temporary measure in
(c) Copies of the inspection notes of ‘Railway
emergency subject to following conditions :–
Affecting’ tanks as received from the Public Works
(i) Speed restriction shall be 10 km. p. h. or Revenue Department with particulars of date of
(ii) Rails forming clusters must be clamped inspection and notes of action taken or proposed by
together with head and foot alternatively. him should be included in the Register of Railway
(iii) Rail cluster must extend over the full Affecting Works maintained by the Assistant
dimension of the sleeper crib and must Engineer.
be spiked to the top sleepers.
727. Vigilance over Railway Affecting
Drawings showing details of section of rail/ tanks during heavy rains – (1) the Divisional
No. of rails/clear span to be used under each running Engineer and the Assistant Engineer should arrange
rail, shall be issued by the Chief Engineer of the with the local authorities/village headman in whose
railway for the guidance of Permanent Way jurisdiction ‘Railway Affecting’ tanks are situated to
Inspectors and Assistant Engineers, who should be watch them during periods of heavy rain and give
in the possession of the same. timely intimation to the nearest Station Master, if there
726. Railway Affecting Works (including is likelihood of any tank failing. The Station Master
Railway Affecting Tanks) – (1) Definition – The term will telephone/ telegraph reports received from village
“Railway affecting Work” may broadly be taken to Headman to the Permanent Way Inspector,
mean any work which if not constructed and Assistant Engineer and Divisional Engineer.
maintained properly, or not operated properly may (2) When the railway line is threatened, the
result in danger to Railway Line (Bridge/ Assistant Engineer and Permanent Way Inspector
embankment). This may include tanks, storage shall take adequate steps to ensure the safety of
works, canals, bunds, etc. Railway property and staff and arrange patrolling of
(2) Register of Railway affecting works – The the line and or post watchmen with necessary
Divisional Engineer/ Assistant Engineer will maintain equipment at the place or places threatened and
an up-to-date list of Railway affecting works as jointly advise the Divisional Engineer accordingly.
approved by the Railway and the state Government. (3) All the Bridges which are likely to be
The list shall invariably show the particulars of state affected by Railway affecting tanks or other storage
Authority responsible for maintenance of each works should be provided with a tablet on top of one
railway affecting work. of the parapets, with the letters RAW engraved on it,
(3) Inspection of Railway affecting tanks – followed by an arrow mark pointing in the direction
Where as per current practice the Public Works or of the railway affecting storage work in question.
193
A typical sketch of R.A.W. tablet is shown (f) Suitable working rules should be framed
below– prescribing for each location the danger level of wind
velocity and enjoining upon the Station Master to
B R ID G E TA B LE T 45 0 m m . control (stop) the traffic on the section concerned
D IR E C T IO N
when the wind velocity exceeds the danger level and

O F FLO W
3 00 m m .
R. A. W. also to inform the Station Master on the other side
R A ILW AY L IN E 1. K m . and the Section Controller of the need to control the
traffic.
R . A . W . TA B LE T
(2) Precautions to be taken by Station Master,
R . A . W . TA B LE T
Driver and Guard – Regarding controlling of trains –
B R ID G E TA B LE T
S IM ILA R TO B R ID G E (a) When a weather warning message has been
TA B LE T
NO TE:
received forecasting heavy or cyclonic storm and
there is reasonable doubt that a severe storm and
1) R .A .W . TA B LE T TO B E PA IN T E D IN W H IT E .
2) LE T T E R S A N D A R R O W S TO B E PA IN T E D IN R E D . high winds are going to break through, that may
endanger the safety of passengers/ train, the Station
D ETA ILS O F "RA ILWAY A FFEC TIN G W O R K S" TA B LET
(R . A . W.) Master may, in consultation with the Guard and
Driver, detain the train until the storm and high winds
(4) If the bridge in whose catchment a Railway abate and it is considered safe to allow the train to
affecting tank is located is classified as a vulnerable proceed from his station.
location, stationary watchmen should be posted (b) In spite of the action outlined above should
during monsoon. If for any reason, repairs as the Driver be still caught on run in a storm and high
envisaged during the inspection, as per para 726(3) winds of an intensity which in his opinion are likely to
is not carried out, the section of the Railway line likely endanger the safety of passengers/ train, he should
to be affected should be considered as vulnerable bring his train with the least delay to a halt, avoiding
and watchman as considered necessary posted. such stoppage at places like sharp curves, high
728. Weather warnings and action to be embankments, cuttings and bridges. The train could
taken – (1) General – (a) Arrangement should be be restarted in consultation with the Guard only after
made with the concerned Meteorological Centre for the storm and high winds abate and it is considered
receipt of bad weather warnings. safe to proceed.
(b) The bad weather warnings to be received (3) Action by the P.W.I – (a) The Permanent
should cover both high velocity winds and cyclones Way Inspector on receipt of weather/cyclone warning,
as well as heavy rainfall and arrangement should be should arrange to advise monsoon patrolmen/
made for receipt of the same throughout the year. watchmen and Gang Mates to be extra vigilant.
(c) The list of Officers who should receive the During the fair season, he should introduce
bad weather warnings and their addresses should monsoon patrolling as soon as possible and also
be discussed at personal level with the post watchman as required at all vulnerable locations
Meteorological Department. The list should be and bridges by day as well as by night for a period
reviewed and updated every year. extending upto 48 hours beyond the period specified
in the weather/ cyclone warning message.
(d)Detailed instructions and full-proof
arrangement should exist for prompt communication (b) The Permanent Way Inspector should be
of bad weather warnings on receipt to the line staff. out in his section as far as possible by trolley during
the period of warning and 48 hours beyond.
(e) Anemometer should be installed at one of
the adjacent stations of specially selected bridges (4) Action by the Gang Mates – On receipt of
where very high velocity winds are experienced and advice from the Station Master the Gang Mate should
where there is a danger of vehicles capsizing. take the following action :– (a) During the fair season,
the Mate of station yard gang should depute two
reliable gangmen provided with patrolmen’s
equipment for patrolling the block sections on either
side and for alerting the intermediate Gangmates.
194
(b) During monsoon period also the Mate of patrolling should be taken on receipt of bad weather
the station yard gang should send two gangmen in warning for the duration of warning and 48 hours
opposite directions to alert intermediate Gangmates, beyond.
patrolmen and watchmen. (5) The individual Railway may issue
(c) Should there be very heavy rain or a severe instructions in the form of joint circular to suit the
storm weather during the monsoon or fair season, local requirements.
the Mate and Gangmen of all gangs on their own
(6) Inspecting officials should test the
initiative should commence monsoon patrolling by
knowledge of Gang Mates and Gangmen about
day as well as night. Similar action to carry out
these instructions issued.
195
ANNEXURE 7/1 (Para 707)
The following details are to be shown on the (9) The distance of the site of accident from a
dimensioned sketch to be prepared in the case of permanent structure to fix the site of accident
accidents : precisely should be indicated.
(1) The train number, the date and kilometerage (10) The distance should be indicated to show
of site of accident should be furnished. the extent of the disturbance caused in the Permanent
Way or train composition on account of the accident.
(2) The North point should be indicated.
(11) Any marks on sleepers or other track
(3) It should indicate prominently the direction
fittings should be clearly indicated in their exact
of movement, and also the names of stations in rear
position in relation to the track or vehicles.
and advance of the accident site.
(12) Broken parts of other extraneous material,
(4) It should a cover a length of about 300
if found on the site of accident, should be shown in
meters behind the point of mount an almost an equal
the sketch, with details giving their precise position
distance in front.
in relation to track.
(5) Each track of the Permanent Way must be
(13) If necessary, more than one sketch should
denoted by a pair of lines.
be enclosed one clarifying the yard layout and the
(6) The position of level crossings, Telegraph system of working it and the other giving details, such
posts/ Electrical posts, Bridges, Tunnels, Gradient as, position of wheels, wheel marks etc. In the former,
posts with Gradient symbols, curves, demarcating one line should be used to represent both rails of
the beginning and end, giving details of degree of track and such position of the station yard (in case
curvature, prescribed super elevation and length of of accidents within station limits) should be covered
transitions should be indicated. as may be necessary. All necessary details relevant
(7) It should also indicate the position : to the issue must be embodied in the sketch. The
terminal station on the down side should be mentioned
(a) of all derailed vehicles and the marks left on the right extremity of the sketch, the terminal
by them either on sleepers, rails or ballast, station on the up side being mentioned on the left
(b) of the point of mount with position of rail extremity. If the accidents take place within station
joint on either side, limits the shorter sketch should be based on the
(c) of the point of drop, station working diagram.
(d) of the pair of wheels of the first derailed (14) Details of track structure should be shown
vehicle, in the sketch.
(e) in which every displaced rail/ wagon or part (15) Details of damages to bridges involved,
of a rail/wagon and detachable components were spanwise should be shown.
found. (16) In the case of accidents to and near level
Note – In all cases, dimension from nearest crossings, full details of the level crossings should
kilometre post and centre line of track should be be furnished.
given.
(17) Any other details as may be considered
(8) In case of accidents within station limits, necessary to reconstruct the scene of the accident
sufficient details about the station layout should be should also be shown.
shown in order to fully explain the movement of the
affected train in relation to the topography of the place.
The signal aspects at the time of accident should be
correctly depicted.
196

PART - A
Pro forma showing the detailed particulars to be collected in the case of Permanent Way during an Accident
Ballast
Soil
Type of Depth below

Type e.g. Sandy, Rain Fall
Formation Type/stone, sleeper bottom
Sl. loamy clay, Condition - firm, Drainage
Moorum, Sand, in cms. Stating
No. Moorum, Black wet, slushy etc.
Ash etc. whether clean or
cotton etc.
caked
1 2 3 4 5 6 7 8
Sleepers
Width of shoulders in cm. from outside of
Rail
Condition - New Packing loose or
Type - Wooden CST
second hand, sound
Left Right Left Right - 9 steel trough etc. Square or not
damaged,unservic- Density
eable etc.
14
9 10 11 12 13 15 16 17
197
ANNEXURE-7/2 Contd...
Rails Rail fastenings Rail joints
Dog/screw spikes, keys, tie bars, cotters, Creep- Direction and

Condition of wear loose jaws etc. extent of creep, type of
Weight 52 Kg./ Condition: Hogged
(attach rail profile if Condition: Tight or Staggered or square creep anchors used with
90R/75 R etc. Number per battered, low etc.
wear is heavy) loose or missing (in numbers per rail in the
sleeper seat affected section
each sleeper)
24
18 19 20 21 22 23
General remarks Location of points of mount Location of points of derailment

Description of anti-
about cracks or
sabotage measures
fracture of fish- Whether on Whether on a falling Whether on a falling
like reverse jaws Whether on straight,
plates, fish bolts and straight, curve or grade, level or rising grade, level or rising
welded rails etc. curve or transition
other components transition grade and or on sag grade and or on sag
25 26 27 28 29 30
Note –
(1) Left and right are with respect to direction of Train movement.
(2) The data in Col. 2 to 25 need not be collected when the defect is obviously and indisputably on account of sabotage
and/or obstruction on track.
(3) Only broken track material which is not indisputably to be broken after the accident should be included in Col. 25 and
should be preserved.
(4) Col. 26 need be filled in only when there is a suspicion about sabotage being the cause of derailment.
(5) Sag extends 90 metres on either side of theoretical junction of the grade lines Col. 28 and 30.
198
ANNEXURE-7/2 Contd... PARA 708 (1)

PART - B
Track Measurements
Cross Level (mm.)

Gauge slack or
Grinding or
Station Distance apart in tight from the
Under load condition to be rubbing marks on
No. metres exact Marks on sleepers or
Under no load measured with a rails
(mm.) rail top
condition locomotive/fully loaded
wagon/coaching stock bogie
1 2 3 4 5 6 7
Versine in mm.
Remarks regarding
Examination of alignment On 10 M. or such shorter
On 20 M. or 10 M. chord length of transition, Longitudinal level to be
for perceptible kinds of track Subsidence of chords as considered
depending on practice degree of curve and recorded in the case of
distortion in the vicinity of track necessary for sharp
prevalent on the Railway specified M. G. and N. G. in
the point of derailment curves (less than 600 M.
for flat curves more than superelevation case of sags and
radius on B. G. and
600 M. radius general alignment curves
M. G.)
etc.
8 9 10 11 12 13
Note –
(1) The point of mount should be marked station No. 0 and the stations numbered serially as (+) for measurements ahead
of site of derailment and (—) for measurements in rear.
(2) The cross level will be measured on the left rail only as determined from the direction of movement.
(3) Normally measurement will be taken at station 3 M. apart for a distance of 45 metres on either side of 0 station if the
cause of derailment is indisputably known, otherwise they will be taken for a distance of 90 metres in rear and 45
metres ahead of zero station.
(4) Where necessary measurements for Col. 3, 4 and 5 may in addition be taken at individual sleepers.
(5) This proforma need not be filled when the cause of derailment is obviously established as due to sabotage, obstruction
on track, broken axle, and/or spring having fallen off prior to point of derailment.
(6) Longitudinal levels should be recorded for 300 metres on rear and 100 metres in front, in case of straights at the middle
of each rail and at versine recording points on curves @ 20/10 M intervals.
199
ENGINEERING RESTRICTIONS AND INDICATORS AND USE OF DETONATING AND FLARE SIGNALS
Provided further that in emergent cases the

CHAPTER VIII persons undertaking such operations shall first bring
ENGINEERING RESTRICTIONS the train to stop as stipulated in para 812 and advise
the driver of the train about the need to stop the train
AND INDICATORS through a written memo. The railway servant shall
AND USE OF DETONATING AND simultaneously arrange to send a message to the
Station Master for the need to block the track as per
FLARE SIGNALS para 810 and obtain written confirmation of the same.
801. Work involving Danger to Train or The work which may lead to obstruction to the track
Traffic– A gang shall not commence or carry on shall however be done only during the traffic block,
any work which will involve danger to trains or to the written confirmation for which shall be obtained
traffic without the previous permission of the from the concerned Station Master. On completion
Inspector of Way and Works or of some competent of the work again the authorised railway servant shall
Railway servant appointed on this behalf by special advise the driver through a written memo to proceed
instructions. The Railway servant who has given the at the prescribed speed.
permission should be himself present at the site to 805. Categories of Engineering Works –
supervise the work. Engineering works can be broadly divided into three
802. Carrying out of Works, in case of categories –
Emergency – In the case of emergency, when the (1) Category 1 – Works of routine maintenance,
requirements of safety warrant the commencement requiring no speed restriction, not necessitating
of the work by the gangmate, before the arrival of exhibition of hand signals and involving no danger
the railway servant, the gangmate shall himself to trains or traffic.
ensure that Engineering signals are exhibited at These include works of routine maintenance
specified distances according to rules and flagmen such as through packing, picking up slacks and
are posted with necessary equipment to man them, overhauling of track etc.
before commencing the work.
(2) Category 2 – Works of short duration –
803. Responsibility of the Railway
(a) Works such as casual renewals of rails and
servant in-charge of the work – The Railway
sleepers, adjustment of creep and lubrication of rail
servant in-charge of the work, who is present at the
joints which are completed by sunset of the day of
site work, shall ensure that Engineering signals are
commencement and no restriction of speed
exhibited at the specified distance according to rules
thereafter is required, are termed “works of short
and flagmen are posted with necessary equipment
duration”.
to man them. Trains shall be permitted over the track
under repair at such restricted speed as is specified, (b) Hand-signal and banner flags and fog-
only after the track is rendered safe for the traffic. signals shall be used at specified distances to afford
He should ensure that the provisions of Para 804 protection to trains.
are fulfilled before commencing the work. (3) Category 3 – Works of long duration –
804. Precautions before commencing (a) Works such as relaying, bridge
operations which would obstruct the line – No construction, diversions which extend over a few
person employed on the way, works or bridges shall days, or weeks during which period a continuous
change or turn a rail, disconnect points or signals or restriction of speed is to be in force, are termed as
commence any other operation which would obstruct “works of long duration”.
the line without obtaining the written permission of
(b) Temporary Engineering fixed signals shall
the Station Master who shall ensure that all
be used at specified distances to afford protection to
necessary signals have been placed at ‘ON’. In
trains. These works should be carried out to a
addition, the employee mentioned above shall also
programme, about which all concerned will be
ensure that the necessary stop signals like banner
advised in advance.
flags and detonators and hand signal flags have also
been placed/exhibited at the prescribed locations as
per para 806.
200
806. Works of short duration – Protection (c ) Post a intermediate flagman with hand
in block section and procedure for passing of trains signals at a distance of 600 metres for Broad Gauge
– Before commencing any work of such category and 400 metres for Metre Gauge and Narrow Gauge
the Permanent Way Inspector or authorised Railway from the place of obstruction. He will also place a
servant should issue a notice to the Station Master/ banner flag across the track. The intermediate banner
Block hut in-charge at each end of the Block section flag must be kept across the line until the speed of
and obtain their acknowledgment. Depending as to the train has been reduced, after which the banner
whether the train is to be passed through the work flag shall be removed and the train hand signalled
site, after stopping or at a restricted speed, the line forward.
should be protected in the following manner :– In Metre Gauge sections with trains running at
(1) When the train is required to stop at the a maximum speed of more than 75 km.p.h. the
site of work ( in Block section) – distance in (b) & (c) shall be increased as specified
(a) Post a flagman with hand signals at a under approved special instructions.
distance of 30 metres in rear of the place of (d) The railway servant at the site of work
obstruction, to show stop hand signals. should give proceed hand signals to indicate to the
(b) Post a flagman with hand signals and place Driver, that he may resume normal speed after the
a banner flag across the track at a distance of 600 train has been signalled past the site of work-
metres on Broad Gauge and 400 metres on Metre (Annexure 8/2).
Gauge and Narrow Gauge in rear of the work. The (3) The following points should be kept in view,
flag man will show stop hand signals while protecting the track in the cases mentioned in
(c) Post a flagman with hand signals and sub-para (1) and (2) above :–
detonators at a distance of 1200 metres in the case (a) On single line, the line must be so protected
of Broad Gauge and 800 metres in the case of Metre on both sides of the work.
and Narrow Gauge in rear of the work. The flagman (b) At places where there are curves or falling
shall fix three detonators on the line 10 metres apart gradients and at times of poor visibility the distances
and take stand at a place not less than 45 metres laid down in sub-paras (1) and (2) above may be
from the three detonators, from where he can obtain suitably increased wherever necessary and
a clear view of the approaching train. He will show intermediate flagman posted to relay hand signals.
stop hand signals.
(c ) The location of the banner flag, detonators
Note – In M.G. Sections with trains running and hand signals should be so selected as to avoid
at a maximum speed of more than 75 km.p.h. the stopping of trains, as far as possible, on continuous
distances (b) and (c ) shall be as specified under steep rising gradients.
approved special instructions.
(d) If in an emergency, it becomes necessary
(d) The man at the site of obstruction shall give to carry out such works at night, the provisions for
proceed hand signal to indicate to the Driver, when protection of line as detailed in sub-pares (1) and (2)
he may resume normal speed after the train has must be complied with except that red light must be
been hand signalled past the obstruction (Annexure exhibited in the direction of approaching trains in
8/1). place of red hand signaling flags and banner flags.
(2) When the train can pass over the workspot (e) In an Emergency, when it is necessary on
at restricted speed in Block section – Keeping in view considerations of safety, the Permanent Way
the provisions in para 1501.1(C) /GR.1976 the Inspector, or authorised railway servant may
following protections should be adopted in the above commence such work after protecting the line before
cases :– issuing notice to the Signalman. If the work is likely
(a) Post a flagman exhibiting caution hand to be prolonged he should notify the Signalman as
signals at a distance of 30 metres from the place of soon as possible.
obstruction. (4) Works to be carried out in station limits –
(b) Post a flagman exhibiting caution hand (a) No work should be commenced on running
signals at a distance of 1200 metres for Broad line at a station without the written permission of the
Gauge and 800 metres for Metre Gauge and Narrow Station Master and until the relevant signals have
Gauge from the place of obstruction. been placed at ‘ON’.
201
(b) Before commencing a work on a line which (2) Protection of line in block section –
can be isolated from the other running lines, the (a) In case where stop dead restriction is to be
Permanent Way Inspector should ensure that the line imposed when restriction is to last for more than a
has been isolated and retain the keys of locking day, the following temporary Engineering indicators
device in his possession. Where isolation is effected should be exhibited at the appropriate distance :–
by the setting of points, they must be locked by
means of clamps or bolts and cotters. (i) Caution indicator.
(c ) Before commencing work on a line which (ii) Stop indicator.
cannot be isolated from other running lines the (iii) Termination indicators.
Permanent Way Inspector should provide the (b) In case where the train is not required to
prescribed hand signals, detonators and banner flags stop ( non-stop restriction) and the restriction is likely
as detailed in para 806. to last for more than a day the following temporary
(5) Works in Automatic Territory – In automatic Engineering indicators should be exhibited at the
territory, if the distance from the place of works/ appropriate distances :–
obstruction to the automatic signal controlling entry (i) Caution indicator.
of a train into the signalling section is less than 1200 (ii) Speed indicator.
metres on Broad Gauge and 800 metres on Metre
(iii) Termination indicators.
Gauge/Narrow Gauge and the automatic signal is
secured at ‘ON’ the banner flag and three detonators Note — (i) Annexure 8/3 and 8/3 A indicate
may be provided at 90 and 180 metres respectively. the distances at which these are to be fixed.
807. Works of long duration – (ii) When during the course of the work, on
consideration of safety it is not desirable to pass trains
(1) Preliminary arrangements –
over the site of work for the time being, the track
(a) For doing such works the Engineering should be further protected by hand signals and
Department will arrange with the Operating
banner flags, by the authorised Railway servant.
Department for the issue of the circular notice as
per extant instructions. (3) Protection of line in station limits – Special
instructions will be issued by the Divisional Railway
(b)The concerned Divisional Engineer will be
responsible for obtaining the sanction of Manager (Operating) after consultations with
Commissioner of Railway Safety wherever Divisional Engineer and Divisional Signal and
necessary and sending Safety Certificate on Telecommunication Engineer in regard to the use of
completion of such works. temporary Engineering signals in conjunction with
station fixed signals. In urgent cases these will be
(c ) The Permanent Way Inspector should
obtain permission to commence work from D.E.N./ issued by the Station Master at the request of
A.E.N. and should arrange to block the line when Permanent Way Inspector.
work is proposed to be done under block with the 808. Temporary Engineering Fixed
permission of the Controller/Chief Controller on the Signals-Location and details – (1) These consists
day of block and issue a notice to the Station Master of :
on either side. (a) Caution indicator.
(d) Caution orders will be issued by the Station (b) Speed indicator.
Masters concerned as necessary. (c ) Stop indicator.
(e) The necessary temporary Engineering (d) Termination indicators ( T/P & T/G).
fixed signals as prescribed should be provided. (2)(a) Multi Speed Restriction (i.e. existence
(f) In an emergency, when it is necessary on of two or more than two speed restrictions in
considerations of safety, the Permanent Way continuation): When work of deep screening or
Inspector, or Authorised Railway servant may sleeper renewal is in progress, there is situation of
commence such work before issuing the notice, having two or more than two speed restrictions in
under the protection of hand signals and banner flags. continuation. In such situation, placement of speed
As soon as possible, he should issue the notice and boards for following speed restriction shall be as
replace the hand signals and banner flags by under:
temporary engineering fixed signals.
202
(i) In case of following speed restriction being 809. Procedure for Passing Trains at
more restrictive, a minimum of 200m track should stop dead Restrictions – The flagman at the stop
be under earlier speed restriction zone. If not, then indicators shall present his restriction book to the
only one SR board should be provided, considering Driver who should stop in the rear of the stop
that the previous speed restriction is at par with the indicator.
following SR, which is more restrictive.
The “restriction book” should be to the following form:
(ii) In case of following speed restriction being
less restrictive, corresponding speed indicator board Engineering indicator at km…………………
for following speed restriction shall be placed at a
distance equal to the length of the longest goods train Date Train No. Time
Signature of
the Driver
operating on the section after termination point of
previous speed restriction zone.
(2) (b)The details and position of fixing each
indicator are detailed in Annexures 8/4, 8/3 and
After the flagman has obtained the signature
8/3 A. of the Driver at the indicator, he should exhibit
(3) During the hours of night, the lamps of the proceed with caution signal to the Driver. The Driver
temporary indicators which are not reflective type will then be authorised to pass the stop indicator and
should be lit at sunset and kept burning till sunrise, continue at this speed until his train has cleared the
where trains run at night. Reflective type temporary restricted length, after which he will resume normal
indicators need not be lit. speed.
(4) For intermediate tracks on triple or multiple
810. Procedure for blocking line for
lines, Engineering indicators should be fixed between
Engineering purposes – (1) Arrangements for
tracks to within 300 mm. from rail-level, to avoid
infringements of standard dimensions. block–
(5) All indicators should be placed on the left (a) Except in very urgent cases arrangements
hand side as seen by the Drivers except on CTC for Blocking the lines between stations shall be made
sections (single line) where they should be placed by the Divisional Engineer in consultation with the
on Right hand side. Divisional Operating Manager, sometime before the
(6) Each Permanent Way Inspector should block is imposed.
have in his possession at least one complete set of (b) The Divisional Operating Manager will issue
signals consisting of 2 caution indicators, 2 speed instructions to the Station Masters on either side of
indicators, 2 stop indicators and two sets of the section to be blocked and Station Masters/Yard
termination indicators (2 Nos T/P & T/G indicators). Masters of train ordering stations concerned about
(7) One termination indicator bearing letters T/ the last train to pass over the section before the block
G should be located at a distance equal to the length is imposed, the trains to be cancelled because of
of the longest goods trains operating on the section the block and any other particulars and will conclude
from the place of work. Another Termination indicator by stating which official of the Engineering
bearing the letters T/P should be located at a Department will impose and remove the block. The
distance equal to the length of the longest passenger instructions will be acknowledged by those to whom
train operating on the section from the place of work issued.
which will help the passenger trains to pick up speed
after reaching T/P indicator, without losing time. The (c ) In an emergency when there is no time to
Guard of a passenger train shorter than the longest refer to Divisional Operating Manager or where block
passenger train will exhibit an “all-clear” signal to his will not interfere appreciably with the traffic the Station
Driver when the rearmost vehicle has cleared the Master ( after consulting control on controlled section)
restricted length and the Driver will resume normal will arrange directly with the Engineering Official
speed. In the case of light-engines or single unit rail requiring the block.
cars, the Drivers will resume normal speed after
clearing the restricted length.
203
(2) Imposition of Engineering Block – (a)The (4) Issue of Caution Orders to Drivers –
Inspector or authorised railway servant who blocks Caution order to Drivers of all trains will be issued
the line should transmit a message to the Station by the Station Masters for temporary engineering
Master on either side of the block section to be restrictions. Caution order will indicate the exact
blocked, copy to the Divisional Engineer, Assistant kilometrage, speed restrictions, stops, as the case
Engineer, Loco Foreman, Controller on controlled may be, but will not include permanent restrictions
sections and Divisional Operating Manager, advising that are notified in the working time-table.
them of the time from which the block is to be
imposed and the kilometrage and asking for 811. Works at times of poor visibility –
acknowledgement from the concerned Station In thick foggy or tempestuous weather impairing
Masters. visibility, no rail shall be displaced and no other work
(b) The Station Master receiving the message which is likely to cause obstruction to the passage
for transmission will sign for it, noting the time of of trains shall be performed except in case of
receipt and shall transmit the message to the Station emergency.
Master on the other side of the block section, which When such work has to be undertaken and
is to be blocked, and to the Controller.The Station the site is protected by temporary engineering fixed
Master on the other side will acknowledge receipt signals, 2 detonators on the line 10 metres apart
by a message addressed to Permanent Way should be fixed not less than 270 metres in rear of
Inspector or authorised railway servant and the the caution indicator and a caution hand signal
Station Master of the transmitting station. exhibited to approaching trains.
(c ) On receipt of this message the Station
812. Temporary Signals in Emergency –
Master of the station from which the message was
transmitted will block the line in the manner (1) Whenever in consequence of an
prescribed and hand over a signed copy to the obstruction of a line or for any other reason it is
Inspector. necessary for a railway servant to stop approaching
(d) Field telephone should be used for liaison train he shall plant a danger signal at the spot and
with the Control during the block. proceed with all haste in the direction of an
(3) Removal of Engineering Block – (a) When approaching train with a danger signal (red flag by
removing a block the Inspector or authorised railway day and red light by night) to a point 600 metres for
servant responsible will transmit a message to the Broad Gauge and 400 metres for Metre Gauge and
Station Master on either side of the block section Narrow Gauge from the obstruction and place one
blocked, copy to the Divisional Engineer, Assistant detonator on the line after which he shall proceed
Engineer, Loco Foreman, Controller, Divisional further for not less than 1200 metres for Broad
Operating Manager etc., advising them that the block Gauge and 800 metres for Metre Gauge and Narrow
has been removed and asking for acknowledgement Gauge from the obstruction and place three
from Station Masters. Particulars of kilometrage, detonators on the line 10 metres apart. He should
restriction of speed and position of Engineering then take a stand at a place not less than 45 metres
Indicators should be given in the telegram. from there from where he can obtain a good view of
(b) The Station Master who receives the an approaching train and continue to exhibit the
message for transmission will sign for it, noting the danger signal, until recalled. If recalled, he shall leave
time of receipt and transmit the message to the on the line three detonators and on his way back
Station Master of the other station. The message pick up the intermediate detonator continuing to show
must be acknowledged by the latter, addressed to the danger signal. In case of those Metre Gauge
the Inspector and Station Master of the transmitting sections where the maximum speed is more than
station.
75 km.p.h. these distances will be as per approved
On receipt of this acknowledgement the Station
special instructions.
Master who originally imposed the block, will remove
it in the manner prescribed. The Control or the (2) On single line the line must be protected
Divisional Operating Manager, will advise the Station on each side of obstruction.
Masters on the train ordering stations when a block
is finally removed.
204
(3) Where there are adjacent lines and it is indicator and the ‘S’ board need not be provided
necessary to protect such lines, action should be except where the speed over the points is less than
taken on each such line in a similar manner. sanctioned speed of the section. ‘S’ marker should
be so fixed that the centre of the board is 2 metres
813. Periodical notice of Engineering above the rail level.
Restrictions – For works involving restriction of
speeds of trains the Divisional Engineer will arrange (3) Board indicating speed over points – Where
publication in the periodical gazette of the railway the speed over the points at a station is less than the
furnishing following details :– speed sanctioned at other stations on the same
section, a permanent speed indicator should be fixed
(1) The names of the block stations on either on the first approach signal of the station.
side of the site where the engineering work will be
undertaken in order that caution orders may be (4)The posts of permanent speed indicator
issued. marker boards should be painted with 300 mm. high
bands in white and black.
(2) Kilometrage of site of work.
(5) Where a permanent speed restriction is in
(3) Restricted speed and stop dead restriction force on any intermediate track on triple or multiple
to be observed by the Driver. lines, the engineering indicators should be fixed
(4) Nature of work being undertaken or reasons between tracks to within 300 mm. from rail-level to
for restriction. avoid infringement of standard dimensions.
(5) Probable duration. 815. Indicators (General) – (1) Where
indicators are provided under special instructions to
814. Permanent speed restriction
furnish information to Drivers, these should be in
indicators– (1) Permanent speed restriction
black letters or figures on yellow back ground.
boards–
(2) Whistle indicator – (a) Whistle boards
(a) Permanent speed restrictions in force are
should be provided in rear of all places where the
notified in working time-tables. The speed indicators
view of the Drivers is obstructed by cuttings or tunnels
are erected to indicate to the Drivers the speed
or curves and where it is necessary to give audible
restrictions to be observed e.g., between stations,
warnings of the approach of a train to those working
and at stations due to weaker/non standard track/
on the track. The whistle boards are fixed at a
bridges, restrictions on curves, grades and points
distance of 600 metres.
and crossings etc.
(b) Whistle indicator for level crossings –
(b) The indicators to be used are similar to
Whistle boards are also provided on the approach
those used for temporary restrictions, namely,
of all unmanned level crossings and in case of
caution indicator, speed/stop indicators and
manned level crossings, where a clear view is not
termination indicators (T/P&T/G). The details of the
obtained. These bear the letters W/L. The details of
indicators and the distance at which they are to be
these whistle boards are described in Para 916(1)/
fixed are the same in both the cases (Annexure 8/3
Chapter on Level Crossings and Gateman.
& 8/4 ).
(c) The permanent indicators need not be flood (3) Shunting limit Boards – They are provided
lit at night as in the case of temporary indicators/ at an adequate distance in advance of the trailing
signals. points. This shall consist of 600 mm. x 1000 mm.
rectangular board painted yellow with a black cross
(2) Siding Boards.- When speed restriction has on the top and words “shunting limit” written in black
been imposed on account of facing points of an below it. Its height should be 2 metres from the rail
outlying siding an ‘S’ marker (a circular board of 1 level to the underside of the portion containing the
metre dia. painted yellow, with 300 mm. letter ‘S’ cross and the post on which it is fixed, painted with
painted in black on it ) should be fixed at the points in 300 mm. high bands in white and black. It should be
addition to the speed and caution boards fixed in rear fitted with a lamp showing white light in both
of the points. Where however, the sanctioned speed directions.
of the section does not exceed 50 km.p.h. the speed
205
816. Detonating signals – Detonating (2) A detonator when required to be used shall
signals otherwise known as detonators or fog signals be placed on the rail with the label or brand facing
are appliances which are fixed on the rails, and when upwards and shall be fixed to the rail by bending the
an Engine (or vehicle) passes over them, they clasps around the head of the rail.
explode with a loud report so as to attract the
(3)In the case of a mixed gauge, detonators
attention of the Driver.
shall be placed on the common rail or on the rail of
817. Care and Custody – (1) Detonators each gauge.
should be protected against damp. They should be
820. Testing – (1) Once a year, one detonator
stored in tin cases with papers wrapped over them,
shall be taken by the Permanent Way Inspector from
a layer of waste cotton must be kept at bottom and
his own stock and from Gangmate, Keyman,
top of the tin cases to avoid contact with the metal.
Gateman, Patrolman and Watchman for testing, one
(2) In one tin case not more than twelve also from each of the lots in the personal custody of
detonators should be kept. Divisional Engineer, Bridge Engineer, Assistant
Engineer, works and relieving Permanent Way
(3) The tin cases should be stored in wooden
Inspector where the headquarters of these officials
boxes which should be kept in dry places and not
falls within the P.W.I.’s jurisdiction. The oldest
left in contact with the brick walls, damp wood,
detonators should be selected for the test.
chloride of lime or other disinfectants; these should
not be exposed to steam or other vapours. (2) The testing of detonators should be done
under an empty 4-wheeled B.G./M.G./N.G. wagon
(4) Unexploded detonators should not be as
propelled by an engine and moving at walking speed
far as possible sent from place to place by
under the direct supervision of the Permanent Way
consignment; they should be conveyed personally
Inspector, who shall ensure safety range during
or by a messenger.
testing. Results of tests should be entered in a
818. Stock with Engineering Staff – (1) Each Register.
way, Works and Bridge Inspector shall have a stock (3) The P.W.I. shall submit by the end of the
of detonators sufficient to recoup the number year (31st December) a certificate in duplicate to the
annually tested and any which may be exploded for Assistant Engineer to the effect. “I certify that I have
works and emergency. The Permanent Way Inspector tested the detonators from stocks mentioned below
shall ensure that all Gangs, Gatemen, Keymen, in accordance with standing orders for the year
Patrolmen and Watchmen are equipped with the ending ….. and append a list of those that failed to
specified number of detonators. explode.” The Assistant Engineer shall countersign
(2) Every Assistant Engineer, Gangmate, and forward one copy of the certificate to the
Keyman, Gateman, Patrolman and Watchman, Divisional Engineer with remarks, if any. Orders
whose duties include protection of track shall carry regarding the return or destruction of those lots, the
the specified stock of detonators with him on duty, samples from which failed to explode, shall be issued
for use during an emergency. by the Divisional Engineer.
(3) The month and year of manufacture are 821. Life of detonators – The normal life of
shown on the label outside each case and also detonators is seven years. The life of the detonators
stamped on each detonator. Detonators should be can be extended to ten years on an yearly basis
used in the order of the dates stamped on them, the subject to the condition that two detonators from each
oldest being used first. To facilitate ready withdrawal lot of over 7 year old ones are tested for the explosive
in this sequence, they should be stored also content and the results being found satisfactory. Such
accordingly. time extended detonators can be used on all sections
after satisfactory testing. In case the results are not
819. Use of Detonators – (1) The staff in
satisfactory, they should be destroyed as envisaged
possession of detonators shall not make any
in Para 822. In any case no detonator should be
improper use of them. Engineers and Inspectors are
kept in use after ten years.
responsible to ensure that the staff working under
them know how and when to use detonators.
206
822. Disposal of time-barred Detonators under rules; besides fusees detonators should also
– No detonator that bears any sign of rust and is be placed on the line. Fusees are effective only in
time-barred shall be held in stock. Such detonators night time. In day time it can be used in foggy weather.
shall be destroyed by one of the following methods
826. Safeworking of contractors - A large
(1) By soaking them in light mineral oil for 48 number of men and machinery are deployed by the
hours and then throwing them one by one into fire contractors for track renewals, gauge conversions,
with due precautions. doublings, bridge rebuilding etc. It is therefore
(2) By burning them in incinerator. essential that adequate safety measures are taken
for safety of the trains as well as the work force. The
(3) By detonating them under wagon during following measures should invariably be adopted:
shunting operations.
(i) The contractor shall not start any work
(4) By throwing them in deep sea. without the presence of railway supervisor at site.
The destruction of time-barred detonators (ii) Wherever the road vehicles and/or
should be done in the presence of a Permanent Way machinery are required to work in the close vicinity
Inspector who should ensure that every care is taken of railway line, the work shall be so carried out that
to see that splinters of detonators do not cause any there is no infringement to the railway’s schedule of
injury to life and property. They should not be buried dimensions. For this purpose the area where road
or thrown in places from where they could be vehicles and/or machinery are required to ply, shall
recovered. be demarcated and acknowledged by the contractor.
823. Safety Range – When detonators are Special care shall be taken for turning/reversal of road
being tested, no person should be allowed within a vehicles/machinery without infringing the running
radius of 50 metres from the detonators to be track. Barricading shall be provided wherever justified
exploded; the engine crew shall remain well within and feasible as per site conditions.
the cab. In practice, splinters from detonators when (iii) The look out and whistle caution orders shall
exploded seldom fly in a direction to the rear of the be issued to the trains and speed restrictions
wheel which detonates them. Staff should therefore, imposed where considered necessary. Suitable
when observing the safety radius, place themselves, flagmen/detonators shall be provided where
as far as possible on the rear side. necessary for protection of trains.
824. Flare Signals- Descriptions – A flare (iv) The supervisor/workmen should be
signal which includes a fusee emits a bright red counselled about safety measures. A competency
flame, when lighted and is used for warning the Driver certificate to the contractor’s supervisor as per
of an approaching train of any obstruction. The fusee proforma annexed shall be issued by AEN which will
normally used burns for about seven minutes. be valid only for the work for which it has been issued.
(Annexure 8/5).
825. Use of flare signals – When it becomes
necessary to protect an obstruction in a Block (v) The unloaded ballast/rails/sleepers/other
section, a flare signal may be used, while the railway P.Way materials after unloading along track should
servant proceeds to place detonators. A fusee is to be kept clear off moving dimensions and stacked as
be lit to give timely warning to the Driver of an per the specified heights and distance from the
approaching train of any obstruction such as derailed running track.
train obstructing adjacent lines, breaches, wash away (vi) Supplementary site specific instructions,
floods, landslides etc., when the Railway servant wherever considered necessary, shall be issued by
does not have adequate time to do the protection in the Engineer in Charge.
the normal manner with detonators as envisaged
207
ANNEXURE 8/1 - PARA 806(1)
NOTE:
208
ANNEXURE 8/2 - PARA 806(2)
NOTE:
(1)
(2)
209
ANNEXURE 8/3 - PARA 807 & 808
T
G
P
T
T
10
G
P
210
ANNEXURE 8/3A-PARA 807 & 808
POSITION OF ENGINEERING INDICATORS

IN CASE OF MULTI SPEED RESTRICTIONS
CASE-I: S2 < 2S<S
CASE-I:S 1 1
LINE UNDER
REPAIRS. BE TO BE LOCATED AT A DISTANCE
PREPARED TO SPEED TO SPEED TO EQUAL TO THE LENGTH OF THE
REDUCE THE BE BE LONGEST PASSENGER TRAIN
SPEED. REDUCED REDUCED OPERATING ON THE SECTION
TO S1 TO S2 CONCERNED
KMPH KMPH
T G
T P
T P
sS1
sS22
TRACK
30M 30M
1200M
TO BE LOCATED AT A DISTANCE
SPEED EQUAL TO THE LENGTH OF THE
SPEED RESTRICTION ZONE LONGEST GOODS TRAIN OPERATING
RESTRICTION ZONE OF S2 KMPH ON THE SECTION CONCERNED
OF S1 KMPH
NOTE : MIN LENGTH OF SPEED RESTRICTION ZONE OF S1 KMPH SHOULD BE 200M.

OTHERWISE SPEED INDICATOR BOARD S2 SHALL BE PROVIDED AT THE PLACE OF S1
CASE-II:
CASE-II:SS22>S
> 1S1
LINE UNDER
REPAIRS. BE SPEED TO
PREPARED TO BE TO BE LOCATED AT A DISTANCE
REDUCE THE REDUCED SPEED TO EQUAL TO THE LENGTH OF THE
SPEED. TO S1 BE LONGEST PASSENGER TRAIN
KMPH INCREASED OPERATING ON THE SECTION
TO S2 KMPH CONCERNED
T G
T P
s2
T P
sS1
TRACK
30M
800M
TO BE LOCATED AT A DISTANCE
SPEED EQUAL TO THE LENGTH OF THE
SPEED RESTRICTION ZONE LONGEST GOODS TRAIN OPERATING
RESTRICTION ZONE OF S2 KMPH ON THE SECTION CONCERNED
OF S1 KMPH
211
ANNEXURE 8/4 - PARA 807 & 808
ENG INEERING INDICATO RS

FO R TEM PO RA RY RESTR ICTIO NS
F IG U R E S
140 0 140 0 30 0 m m . H IG H 1 m.
40 m m . T H IC K .
700 700 470 E Q U ILAT E R AL
4 00
4 00
10
400 LIT UP AT
700 N IG H T.
A BO V E R .L.
A BO V E R .L.
S T E E L F L AT
400 m m . x 10 m m .
2 .0 m .
2 .0 m .
U /S R A IL P O S T T O B E
PA IN T E D W IT H 3 0 0 m m .
H IG H B A N D S O F
W H IT E A N D B L A C K .
R. L.
R. L.
C A U T IO N S TO P SPEED
IN D IC ATO R IN D IC ATO R IN D IC ATO R
LE TT E R
250 m m . H IG H 1.0 m . D IA . 1.0 m . D IA .
40 m m . TH IC K LE TT E R
LIT U P 250 m m . H IG H
LIT U P AT N IG H T 40 m m . TH IC K
AT N IG H T
T T 25 m m .
P G B LA C K
BAND
1 65 0 m m . A B O V E R . L .
1 65 0 m m . A B O V E R . L .
25 m m .
U /S R A IL PO S T TO B LA C K U /S R A IL PO S T TO
B E PA IN T E D W IT H BAND B E PA IN T E D W IT H
300 m m . H IG H B A N D S 300 m m . H IG H B A N D S
O F W H IT E & BL AC K O F W H IT E & BL AC K
R. L. R. L.
TERM INATION TERM INATION

INDICATO R FOR INDICATO R FOR
PASSENG ER TRAINS GO ODS TRAINS
212
ANNEXURE 8/5 - PARA 826 (iv)
COMPETENCY CERTIFICATE
Certified that shri......................................................................................................... P.way supervisor of M/s.

.................................................................................................................. has been examined regarding P.Way
working on .......................................... work. His knowledge has been found satisfactory and he is capable of
supervising the work safely.
Assistant Engineer
213
CHAPTER IX (iii) Important roads within municipal towns, and

(iv) Roads in and around towns where road
LEVEL CROSSING AND and rail traffic is heavy.
GATEMAN
(b) Class II roads –
901 General Location : As far as possible, (i) Major and other District roads,
new Level Crossings may not be located in busy (ii) Unimportant roads within municipal towns,
station yards where heavy detention to the road traffic
(iii) Roads within non-Municipal towns including
and other operational problems are likely to be
those within shunting limits of Railway stations, and
encountered. If provision of Level Crossing is
inescapable, it may be located outside the outermost (iv) Other surfaced roads.
facing points. For Level Crossings already located (c) Class III roads –
within busy station yards affecting Railway operations (i) Earth roads, and
and causing heavy detention to the road traffic, efforts (ii) Cart tracks.
should be made to replace them by Road Over/
Under Bridges as per extant rules or shift them (d) Class IV roads –
outside the outer most facing points, especially Cattle crossings and foot-path.
during planning of gauge conversions, yard re- 904. Standards for different classes of
modeling and doublings and its operation from the level crossings – The standards to be follow2ed
cabin should be possible. (within the Railway limits ) for the various parameters
902. Classification of Level Crossings – in respect of different classes of level crossings will
be as shown in Annexure 9/1. These standards
(1) The classification of level crossings should are applicable to all new constructions and also in
be settled in consultation with the Road authorities the case of upgradation of the existing level crossings.
concerned keeping in view the class of the road, The existing level crossings which are of a lower
visibility conditions, the volume of the road traffic and standards than those prescribed in Annexure 9/1
the number of trains passing over the level crossing. need not be altered or modified merely to suit these
(2) The classification of level crossings shall standards.
be as under- 905. Gates and Locking Arrangements –
(a) Special ..............: for roads. (1) Gates –
(b) ‘A’ Class.............. : for roads. (a) The gates may be in the form of chains,
lifting barriers or movable gates of approved design.
(c) ‘B’ Class ..............: for roads.
(b) At new manned level crossings or when
(d) ‘C’ Class ..............: for roads existing unmanned level crossings are upgraded to
(e) ‘D’ Class for cattle crossings. manned level crossings, lifting barriers should
(3) Level crossings over colliery, factory and normally be provided which should be coupled so
other similar sidings where Railway traffic is light may as to operate simultaneously. Chains or swing gates
however be dealt with according to local conditions, at existing manned level crossings should be
subject to the approval of the Commissioner of replaced by lifting barriers on a programmed basis,
Railway Safety concerned being obtained in each giving priority to the important and busy level
case to the measures adopted for the safe working crossings.
of trains over the crossing. (2) Locking arrangements –
(a) Lifting type barriers, swing gates or chains
903. Categories of Roads – (1) For the
when closed against road traffic shall be securely
purpose of this standard, Roads shall be categorised
locked.
as under –
When the locking arrangement is of the hasp
(a) Class I roads – and staple type with padlocks, two spare chains with
(i) National Highways, loops at both ends should be provided for locking
(ii) State Highways, the gates when the locking arrangement goes out of
order.
214
(b) Stops should be provided to prevent level (ii) The signals must be interlocked with the
crossing gates from swinging towards the track and gates.
causing infringement. Catches should be provided (b) Level crossings provided with gates and
to secure gates when in the open position to avoid not protected by signals – The gates must normally
obstruction to road traffic. be kept closed and securely fastened against road
(c) In the case of all manned level crossings, traffic and may only be opened for the passage of
two long spare chains with loops at both ends, should road traffic when it is necessary and safe to do so.
be kept as reserve for use as an alternate to the The Railway Administration may under special
barrier/gate, in case of damage to them. Two discs instructions permit gates of level crossings not
painted red with the words “stop” with arrangements protected by signals to be normally kept open to road
for fixing them on the ground should also form part traffic prescribing the conditions under which they
of the spare equipment. Separate rail posts should may be kept closed against road traffic for passage
be erected near the gate, so that the chains can be of trains or any other railway operation.
fixed on them ( Annexure 9/2). (c) The normal position of gates at level
906. Skew Level Crossings – crossings between station limits shall be as sub-para
(a) and (b) above, fixed station signals not being
(1) All roads should preferably cross the regarded as affording any protection unless the gates
railway line at right angles. In special cases, when are interlocked with signals.
modification is required to suit the road approaches
(d) Level crossings having heavy seasonal
the angle of crossing should not be less than 450.
traffic – In case of level crossings having heavy
(2) At all level crossings the gate posts shall seasonal road traffic with normal position of gates
be fixed square to the road. closed to road traffic, the Railway Administration may
permit gates of such level crossings, to be kept open
907. Normal Position of Gates –
to the road traffic during the busy season, when road
(1) General – Subject to such Special traffic is heavy, by issuing special instructions and
Instructions in that behalf as are permitted by these prescribing the conditions, under which they may be
rules, all gates at level crossings shall be kept kept closed to road traffic for passage of trains or
constantly closed and securely fastened across the any other railway operation. The special instructions
through fare on both sides of the railway and shall should be incorporated in the working rules for the
only be opened when it is necessary and safe to gates and stations concerned.
open them for the passage of road traffic; provided
(3) Gateman, where provided, shall at all level
that any Railway Administration may from time to
crossings other than those controlled by gates
time issue special instructions for any particular level
designed to close across the line, be prepared,
crossing or class of level crossing and may by such
wherever such level crossings be open to road traffic,
special instructions permit the gates at any level
to show a danger signal to any approaching train and
crossing or class of level crossings to be normally
for this purpose invariably keep a hand signal lit
kept open to road traffic and may therein prescribe
during night to show Red throughout the period the
the conditions under which gates are to be kept
level crossing is open to Road traffic.
closed against road traffic for the passage of a train
or trains or for the purposes of any other railway 908.Gate Lamps and Blinders –
operation.
(1) Fixture of gate lamps and indicators to road
(2) At all level crossings over which trains are users – Gate lamp should be mounted preferably in
required to pass, the normal position of gates may rectangular sockets over gates so as to give correct
be as under – indication to road users vide item 6 of
(a) Level crossings provided with gates and Annexure 9/1. The lamp should be lighted by the
protected by signals – Gateman at sunset and remain lighted till sunrise.
(i) The gates must normally be kept open to (2) Provision of Blinders to Gate lamps –
road traffic and may only be closed against the road (a) All gate lamps should be provided with
traffic for the passage of trains or for any other railway blinders to conform with item 6 of Annexure 9/1.
operation by taking off the signals.
215
(b) Drivers of trains shall get no light indication 910. Equipment At Level Crossings – (1)
from the gate lamp except at “Special Class” level The equipment for a manned level crossing shall be
crossings where they will observe red lights when as follows; in addition to such others as may be
the gates are closed across the railway line and are prescribed by special instructions :–
open for road traffic. (a) 2 hand signal lamps, tri-colour provided
909. Traffic and Engineering Gates – with bright reflectors,
(1) Traffic Gates – (b) 1 hand signal flag, green.
(a) The manning and operation of the gates at (c) 2 hand signal flags, red.
level crossings located between the outermost stop (d) 1 staff suitable for exhibition of red lamp
signals shall be under the control of Operating or red flag.
Department. The level crossings and structures
(e) 2 long spare chains with “stop” marked
pertaining thereto shall be maintained by the
disc attachment at the center to cover the
Engineering Department.
full width of the gate, for use in case the
(b) When protected by signals the equipment gates/barriers are damaged (Annexure
shall be governed by the signals of the station/block 9/2).
hut and the operation as per the station working rules.
(f) 2 spare small chains and padlocks for
(2) Engineering Gates – locking gates, in case locking
(a) Level crossings beyond the outermost stop arrangements of gates become
signals shall be under the control of the Permanent defective.
Pay Inspectors both as regards to their operation (g) 12 detonators.
and maintenance. (h) 1 tin case for flags.
(b) Where the level crossing is protected by (i) 1 tin case for detonators.
Signals, fixed signals shall be provided in each (j) 1 canister for muster sheet.
direction in accordance with the relevant general
(k) 1 can for oil.
rules(G.R.3.34 New Rules)/approved special
instructions. (l) 1 tommy bar.
(m)1 water pot or bucket.
(3) The maintenance of signals, interlocking
and communication equipment will rest with the (n) 1 mortar pan.
Signal Department in the case of all level crossing (o) 1 powrah.
gates, whether located within or outside the (p) 1 rammer.
outermost stop signals.
(q) 1 pick-axe.
(4) (a) The working instructions including the
(r) 1 tool list (with columns drawn for
signalling diagram of level crossings equipped with
checking of tools).
gate signals and situated beyond the outermost stop
signals in either direction of a block station and/or (s) 1 book of safety rules in Hindi or regional
provided with telephone connections with the nearest language.
adjacent station on either side, shall be kept at the (t) Duty roster.
gate-lodge. A copy of the working instructions shall (u) Complaint book for road users.
also be kept at the station concerned. (v) Inspection register.
(b) The working instructions in English and local (w) Level crossing working instructions (in
language of every level crossing within outermost local language) where applicable.
stop signals of a block station, and also of level
(x) Two gate lamps.
crossing beyond the outermost stop signals which
are provided with telephone connections and whose (y) Gatemen working on double line/multiple
operation is governed by the system of exchange of lines, ghats, suburban and automatic
private numbers under special instructions, should block territories shall be provided with
be incorporated as an appendix to the Station three fusees. Gatemen working on single
Working Rules of the station concerned and kept at line sections shall be supplied with one
the gate-lodge. fusee.
216
(z) Diagram indicating the method of not permit, Chief Engineer can give exemption in
protection to be adopted, in case of these standards subject to a minimum of 8 metre
obstruction in the level crossing. distance from the centre line of the track. Road
z(i) Wall clocks in gate-lodges at all manned surface upto this point may be at the same level as
level crossings to enable the gateman to the road surface inside the gate posts.
correctly record the time of exchange of (d) Vehicles and moving structures, which
private number, expected and actual time can not pass under the height gauge without striking
of passage of train, time for opening and or touching it, shall not be permitted to pass the
closing of level crossing, etc overhead equipment or other equipment except in
Note : In the case of level crossings in accordance with special instructions.
multiple lines the hand signal flags/lamps, detonators 911. Siting of Gate-Lodges –
shall be increased suitably.
(1) Gate-Lodges shall be so sited that a clear
(2) There should be sufficient supply of and unobstructed view is obtained of all approaching
kerosene oil, wicks and matches at the gate-lodge. trains and road vehicles, care being taken that
The Gateman should always keep their hand signal allowance is made for all future extensions, e.g.,
lamps trimmed and ready for lighting and use at a doubling of line or widening of roadway.
moment’s notice. During night, one of the hand signal
lamps should be kept lit throughout to show danger (2) Where the level crossing is on a curve, the
stop signal to an approaching train. When the level gate-lodge should be built on the outside of the curve.
crossing is closed to road traffic, the hand signal (3) Level crossing at cuttings or near cuttings
lamps should be kept lit dimly only. should be avoided as far as possible.
(3) At every manned level crossing there
912. Appointment of Gatemen, Rosters
should be distinct indication at 600 meters and 1200
and Medical fitness Certificates –
meters on Broad Gauge and 400 meters and 800
meters on Meter Gauge and Narrow Gauge and at (1) Before appointment, the Permanent Way
specified distances suitably increased on M. G. high Inspector should ensure that competent men
speed routes where trains run at speeds above 75 selected as gatemen have obtained Certificates of
km.p.h.,on either side to guide the Gateman for fitness for class A3 from the Medical Department
placing the detonators in case of obstruction at the and that they are examined thereafter at periods
level crossing. Indicator posts should be provided stipulated by the rules in force. In all level crossings
with one dot and three dots at these distances to provided with telephone connections literate Gateman
indicate the number of detonators to be placed. capable of exchanging private numbers, should be
Arrangements for exhibiting the danger signal at a posted.
distance of 5 meters during emergency should be (2) The hours of duty for the Gateman should
made at each level crossing. be laid down and must confirm to the regulations in
(4) Height Gauges on Electrified Sections.- force. The rosters detailing the hours of duty and rest
(a) Adequate arrangements shall be made to erect for each Gateman shall be maintained at the gate-
height gauges on either side of the overhead lodge. The roster should indicate clearly as to which
equipment or other equipment at every level crossing gateman is required to be on duty at any particular
so as to ensure that all vehicles and moving time. No Gateman shall change his hours of duty
structures passing under the height gauge also pass without the order of the Permanent Way Inspector.
under the overhead equipment or other equipment (3) Full particulars regarding the periodical
with adequate clearance. medical examination and vision test of each Gateman
(b) The adequate clearance referred to in sub- shall be maintained at the gate-lodge.
rule (a) shall be sanctioned under approved special (4) When handing or taking over charge, the
instructions. Gateman and their relievers should jointly check all
(c) Height Gauges should be located at a the equipment and test all the gears to see that they
minimum distance of 8 metre from gate posts. In are in order.
exceptional circumstances where site condition do
217
(5) Every Gateman shall be fully conversant direction from which a train is expected to arrive first,
with the use of hand signals, detonators, fusees and then plant another banner flag towards the opposite
protection rules. direction at the site of obstruction. He shall then pick
up red hand signal and as in sub-para (a) above,
913. Duties of Gateman – protect the line in the direction from which a train is
(1) Alertness – The Gateman should be on the expected to approach first, return to the site of
alert and be prepared to take immediate action, obstruction, and proceed with all haste in the other
should danger be apprehended. The keys of the gates direction to protect the line. Having protected the
shall be on his person. line on both sides, he should station himself at the
(2) Position during passage of trains – The place of obstruction to warn the Driver of an
Gatemen should stand facing the track on the gate- approaching train (Annexure 9/3).
lodge side of the approaching train. He should (c) At night the Gateman should light the two
observe all passing trains and be prepared to take hand signal lamps and take action to exhibit red light
such action as may be necessary to ensure safety and protect the lines as in sub-paras (a) and (b)
of trains. above.
(3) Action in emergency – In case of an (d) Gateman should take immediate action to
obstruction at the level crossing the Gateman should inform the Mate, P.W.I. and the nearest Station
maintain the gate signals, if any, in the “ON” position Master about the obstruction at the level crossing
and if unable to remove it, protect the line as under- through messenger or other means available.
(a) On double line, if both lines are obstructed (4) Parting of a Train -If a Gateman notices
during day, he shall plant a red banner flag at a that a train has parted he shall not show a stop hand
distance of 5 metres from the end of check rails on signal to the Driver, but shall endeavour to attract
the line on which a train is expected to arrive first, the attention of the Driver and the Guard by shouting,
then plant another red banner flag on the other line at gesticulating or other means.
the site of obstruction. He shall then pick up red
hand signal and showing it, proceed on that line (5) The Gateman should ensure that the gate
towards the direction of an approaching train to a lamps and lamps of all gate signals are lighted and
point 600 metres on Broad Gauge and 400 metres kept burning continuously from sunset to sunrise.
on Metre Gauge and Narrow Gauge from the level (6) No Gateman shall leave his gate unless
crossing and place one detonator on the line, after other Gateman has taken charge of it. If it is
which proceed further to not less than 1200 metres necessary to leave his gate in an emergency, before
from the level crossing on Broad Gauge and 800 doing so, he should close and lock the gates against
metres on Metre Gauge and Narrow Gauge and the public road.
place 3 detonators on the line about 10 metres apart.
(7) The Gateman should see that the channel
Having thus protected the line on which a train is
for the flange of the wheel is kept clear.
expected to approach first, he should return to the
level crossing, picking up the intermediate detonators (8) The Gateman should keep the road surface
on his way back. He shall then proceed on the other well watered and rammed.
line showing red hand signal, place detonators (9) At level crossings, if any gate or barrier gets
similarly and return to the site of obstruction to warn damaged / out of order the Gateman should use the
the Driver of an approaching train. spare chain and disc, for closing against the road
Provided that on those Metre Gauge sections traffic.
where trains run at more than 75 Km/h, the (10) As soon as possible, the Gateman should
detonators shall be placed at distance to be specified report to the nearest Station Master, Gang Mate or
under special instructions by the Administration Permanent Way Inspector any defect in his gate or
(Annexure 9/3). the apparatus pertaining to it.
(b) On single line, if the line is obstructed during
day, he shall plant a red banner flag at a distance of
5 metres from the end of check rails towards the
218
(11) At gates the signal or signals of which (iv) The Permanent Way Inspector will be
have become defective, the Gateman should close responsible for the proper upkeep and maintenance
and lock the gates on sighting of train and hand signal of whistle boards and ‘STOP’ boards provided on
or pilot the train past the defective signal. In such the approaches to level crossings.
case he should inform the Driver to report about the
(v) Check rails of level crossing are required to
defective signal or signals to the Station Master at
be removed for tamping operations, overhauling of
the next station.
level crossings, distressing of LWR or track renewals
(12) In the event of a gate signal becoming etc. Check rails should be re-fixed as quickly as
defective the Gateman should maintain the signal in possible and preferably before leaving site.
the ‘ON’ position by disconnecting the signal or the
wire if necessary. Should a situation arise where check rails
cannot be re-fixed for any reason and trains have to
(13) The Gateman should ensure that the
be passed, a speed restriction of 30 kmph should
equipment supplied to the gate is in good order and
be imposed besides ensuring that road traffic is
ready for immediate use.
diverted till the check rails are put in place. In case
(14) Every Gateman shall as for as possible such diversion is not possible, temporary
prevent trespassing by persons or cattle. arrangements should be made for passage of road
914. Maintenance of Level Crossing, traffic till the check rails areput in place. However, in
Examination of Gate equipment and Gateman both these cases, the check rails should necessarily
in Rules – (1) By Permanent Way Inspectors – be provided latest by close of next day. In such
(a) Obstruction of view – All trees, bushes or cases, a stationary watchman shall be posted to
undergrowth that interfere or tend to interfere with ensure safety.
the view from the Railway or road way when
(c) Checking equipment and examination of
approaching level crossings, should be cut down
Gateman in rules – (i) The equipment with the
taking care to comply with the procedure laid down
Gateman shall be checked by Permanent Way
in para 222.
Inspector once in a month.
(b) Inspection and Maintenance – (i) Each level
crossing except those laid with PSC sleepers must (ii) The Permanent Way Inspector shall ensure that
be opened out and the condition of sleepers and the Gateman have a correct knowledge of rules by
fittings, rails and fastenings inspected at least once examining them periodically during his trolly
a year or more frequently, as warranted by inspection and on appointment, promotion or transfer.
conditions. However, level crossings laid with PSC He should not only educate them in rules, but also
sleepers should be overhauled with each cycle of conduct practical demonstration of protection of level
machine packing or more frequently as warranted crossing in case of emergency.
by conditions and in no case shall opening be delayed (d) Surprise day/night inspection of level
by more than two years. In all cases, rails and crossing should be carried out to ensure presence
fastenings in contact with the road shall be thoroughly and alertness of Gateman.
cleaned with wire brush and a coat of coaltar/anti-
(2) By Assistant Engineer –
corrosive paint applied. Flange way clearances,
cross level, gauge and alignment should be checked The Assistant Engineer should inspect the
and corrected as necessary, and the track packed equipment at every manned level crossing on the
thoroughly before reopening the level crossing for sub-division once in six months, and examine the
road traffic. Gateman in rules during his inspection.
(ii) The painting of gates and discs should be The Assistant Engineer should scrutinise the
done at regular intervals. manuscript register of level crossings maintained by
(iii) The Permanent Way Inspector should keep the Permanent Way Inspectors and inspect as many
a manuscript register of repairs for all level crossings level crossings as possible, when they are completely
on his section. This register should show the date of opened out during the year.
opening, the condition of sleepers with their age and
time, the date and type of each sleeper changed and
other requisite particulars.
219
915. Level Crossing Registers – In the 917. Visibility Requirements for unmanned
office of the Divisional Engineer, Assistant Engineer Level Crossings – For new unmanned level
and Permanent Way Inspector, complete particulars crossings the visibility requirements for road users
of level crossings in serial order should be maintained along the track shall be 600 M. with single or double
in a register as shown in Annexure 9/4. line track. Where this is not feasible, the distance
Whenever additions and alterations or may be reduced suitably with the approval of the Chief
improvement to level crossings are made, the level Engineer provided the maximum permissible speed
crossing registers should be amended and where is less than 100 km.p.h. and/or there is only a single
necessary a copy of the new or revised working track to be crossed on the level crossing. Visibility
instructions with the revised signal and interlocking of trains for road users at unmanned level crossing
diagram posted at the gate-lodge. may be assessed, from a distance of 5 meters from
the centre of the track.
916. Level Crossing indicators –
918. Provision of speed breakers on the
(1) Whistle indicator – (i) At the approaches to approaches of level crossing –
all unmanned ‘C’ class level crossings or manned
level crossings where the view is not clear on either Provision of rumble strips on approaches of
side for a distance of 600 meters and those which level crossings as per the standard design is the
have normal position open to road traffic, without responsibility of Road authorities. Matter may be
interlocking and protection by signals, under special persued with all State Governments/Road
conditions, bilingual whistle boards as per design authorities to ensure that rumble strips are provided
(Annexure 9/5) should be erected at 600 meters on all level crossings as per standard design over
along the track from the level crossing to enjoin the the total width of the road i.e. edge of the berm to
Drivers of approaching trains to give audible warning edge of berm with proper road warning signs as per
of the approach of a train to the road users. The the standard design. However, it is incumbent upon
Drivers of approaching trains should whistle Railways to provide speed breakers as per the
continuously from the time they pass whistle boards standard design on both manned as well as
to the time they cross the level crossing. unmanned level crossing irrespective of whether the
approach road are metalled or un-metalled, as a
(ii) The whistle indicator shall consist of two
600 mm. square boards painted yellow and bearing temporary safety measure, till such time these are
letter W/L in black. Its height shall be 2100 mm. from replaced with rumble strips of proper design by the
the rail level to the underside and the post on which Road authorities. While providing speed breakers,
it is fixed, painted with 300 mm. high bands in white following guidelines may be observed:-
and black. It shall not be lighted at night. (1) One speed breaker should be provided on
(2) ‘Stop’ Boards – (a) On the road approaches either approach of level crossings located within the
to all unmanned ‘C’ class level crossings ‘Stop’ Railway land boundary at a distance maximum
boards should be provided on the road at either side feasible but not exceeding 20m covering full width of
of the level crossings at suitable points, within the the road including berms as per Annexure - 9/6.
railway boundary. For safety reasons, the paint marking should be
provided and their maintenance ensured.
(b) This shall consist of a board 675 mm.X525
mm. on a suitable post bearing the indication of an (2) Standard warning signs for speed breakers
engine and the legend “Stop, look out for trains as per Annexure - 9/7 should be invariably provided
before crossing” in English, Hindi and Regional at a prescribed distance as indicated in item 19 of
language. The paint used shall preferably be of Annexure 9/1 to Para 904.
luminous variety. The distance of the “Stop” board (3) Speed breakers should be constructed with
from the track on the approaches of the unmanned hot pre-mix bituminous material, well compacted
level crossings shall be 5 meters from centre line of after laying on well prepared surface. Enough time
the nearest track, within the Railway boundary. is to be allowed for the bituminous material to harden
(c) The vertical post shall be painted black and before opening it to the traffic. On berms and
white, each strip to be 300 mm. in height starting unmetalled roads, the speed breakers should be
with black paint at the bottom. supported on proper base of compacted road metal.
220
919. Census of Traffic at Level Crossings, (5) In the case of S.W.R., the short welded panel
Unmanned/Manned – (1) Periodical census of may be continued through the level crossing, avoiding
traffic at all level crossings, unmanned/manned fish plated joint on the level crossing and within six
should be taken at least once in five years to review meters from the end of level crossing.
the classification, in the case of manned level (6) The level crossing should not fall within the
crossings and need for manning in the case of breathing length of L.W.R., as per the provisions
unmanned level crossing. However, for manned level contained in L.W.R. Manual.
crossings with traffic density 75000 TVUs or more
922. Manning of the unmanned Level
but less than 1 lakh TVUs, the census should be
crossings through Member of Parliament
taken up once in a 2.5 years to determine their
Local Area Development Scheme (MPLADS) :
eligibility and priority for replacement with ROBs/
RUBs on cost sharing basis. The total train vehicle (1) The manning of unmanned Level Crossings
units/day (train units x vehicle units) are worked out has been included in the list of works covered under
taking the census for a week. Train motor vehicle, Member of Parliament Local Area Development
Bullock carts and Tongas being considered as one Scheme (MPLADS). The funds for capital cost of
unit, Cycle rickshaw/Auto rickshaw being considered construction covering the cost of road, provision of
as half unit. lifting barrier, arrangement of water and electricity,
quarters for the gatemen, duty hut etc. will be
(2) In the case of unmanned level crossing
provided by Member of Parliament from MPLADS
involved in an accident, census should be conducted
Fund and recurring maintenance and operation cost
immediately, to determine whether manning is
will be borne by the Railways.
required.
(2) Unmanned level crossings equal to number
(3) In the case of manned level crossings, the
of level crossings manned through Member of
quinquennial census should be substituted by a
Parliament Local Area Development Scheme, will
census-cum-job analysis so as to avail of the
be converted into manned level crossing at
opportunity of checking up the adequacy of men on
consideration of Hours of Employment Regulations. Railway's cost as selected in consultation with
Member of Parliament concerned.
920. Unmanned ‘C’ class Level
Crossings – The upkeep of all unmanned ‘C’ class (3) Preferably, selected unmanned Level
level crossings should be to the same standard of Crossings, should fall in the category I-V with priority
maintenance as that of manned level crossings. The given to Level Crossings falling in Category-I followed
posts at such unmanned level crossings may be by Category-II, III, IV, V. For Level crossings falling
either of unserviceable steel sleepers or in the same category on different routes, priority shall
unserviceable rail pieces, painted white. be given to A route followed by B, C, D-Spl., E-Spl,
D and E-routes.
The keyman during his daily beat should pay
requisite attention to the general condition of such (4) Divisional Railway Managers will liaison
level crossings and keep the flange ways clear and with the District Authorities and the Hon'ble Member
free from obstruction. of Parliaments in selecting the Level Crossings for
manning. On identification of the Level Crossings,
921. Track Structure in Level Crossings Member of Parliament will send his
(1) In level crossings ‘U’ category sleepers recommendations to the District Magistrate/ Dy.
(durable) should preferably be used. Commissioner for releasing the funds. Railway will
provide an estimate for the work and any other details
(2) All sleepers used in level crossings should
to the District Administration as required.
be provided with suitable bearing plates.
Departmental charges shall not be levied on these
(3) Rail joints should be avoided in check rails works and supervision and establishment charges
and on the running rails, within the level crossings will be kept to the minimum as provided in the case
and three meters on either side. of similar Railway works. Separate accounts shall
(4) In each rail seat, four spikes should be be maintained for each work and `Utilisation
provided. Certificate' will be submitted to the District
Administration on completion of the work.
221
923. Level Crossings on National (c) De-Manning/Elimination of the Level

Highways/State Highways and Other Crossing: The existing manned level crossings
Important roads. should not be demanned. However, the detailed
(1) In case of National Highway/State review/survey of the existing level crossings both
Highways or their bypasses and important city manned and unmanned to be carried out with a view
roads, no new Level Crossing to be provided and to eliminate them by either passing the road through
only grade separators agreed to be provided. an existing bridge or by constructing link roads to
combine two or more level crossings etc.
(2) In case of other important roads, it is
preferable to provide grade separators. However, 925. Criteria for replacement of existing
depending upon the traffic density envisaged, level crossings (other than those provided on
manned Level Crossings can also be considered. deposit terms') with Road Over/Under Bridges
(3) Relaxation of the above (1) will require on cost sharing basis:
Board's prior approval. (1) Minimum Train Vehicle Units on a Level
924. Provision of New Level Crossings/ Crossing should be 1 lakh per day to become eligible
Manning/Demanning/Elimination:- for replacement with Road Over/Under Bridges on
`Cost Sharing' basis. However, this could be relaxed
(a) Provision of the new level crossings: If,
in the following cases:-
provision of new level crossing is inescapable, then
only manned level crossing is to be provided. This (a) Suburban sections having high frequency
is applicable to all existing lines, new constructions of train services; and
and gauge conversions. However, these instructions
(b) Near stations where detentions to road
are not applicable in case of private sidings.
traffic are very high on account of either shunting
(b) Manning of Unmanned Level Crossing : operations or multi-directional receipt/despatch of
(i) Based on traffic density, visibility and regular trains or stabling of trains etc.
plying of buses etc., unmanned level crossings have (2) Preference should be given to the Level
been categorized into I-V categorized for manning Crossings located on trunk routes vis-à-vis those
at Railway's cost in a phased manner on a
located on branch lines. In any case, minimum
programmed basis as per following priority.
number of times the level crossing is required to be
Category-I Level Crossings where the closed against the road traffic should at least be 12
Train Vehicle Units (TVUs) exceed 10000. times per day.
Category-II Level Crossings where TVUs
(3) Subject to (1) and (2) above, priority should
exceed 6000 and where visibility is restricted.
generally be accorded by the concerned State
Category-III Level Crossings where TVUs Government giving preference to Level crossings
is less than 6000 and visibility is restricted but on National Highways.
buses, motor vehicles ply regularly.
Category-IV Level Crossings where TVU
is less than 6000 and visibility is restricted but motor
vehicles do not ply.
Category-V Level crossings where
visibility is adequate but traffic density exceeds 6000
TVUs.
(ii) All unmanned level crossings on Rajdhani
and Shatabdi routes where maximum permissible
speed is 120 Kmph or more should be manned on
priority.
(iii) For manning of unmanned level crossings
with traffic density more than 10000 TVUs, Board's
approval is not required. However, in all other cases
Board's sanction is required.
222
(4) In case of Road Over/Under Bridges way should be examined critically and should be
constructed in replacement of busy level crossings provided for only in the case of genuine hardships and
situated in Municipal/ Corporation/ Metropolitan areas not as a matter of course. The cost of these ramps/
where Light Vehicular traffic is considerable and subway will be shared equally with the Sponsoring
where the Railways are satisfied that closure of the Authority on 50:50 basis.
level crossings would cause hardship, additional
(5) Closure of the Level Crossings should be
provision may be made for construction of the sub-
ensured before commissioning of the Road Over/
way or a light Over Bridge with ramps for the use of
Under Bridges. All such cases where State/Local
light vehicular traffic at the time of framing the
Authorities do not agree to abide by this should be
proposal for the construction of Road Over/Under
reported to the Railway Board promptly.
Bridges. The proposals for providing the ramps/sub-
223
LEVEL CROSSING AND GATE MAN
ANNEXURE-9/1 Para 904
GOVERNMENT OF INDIA – RAILWAY DEPARTMENT (RAILWAY BOARD)

CLASSIFICATlON AND STANDARD SPECIFICATION FOR LEVEL CROSSINGS
(Within Railway Limits)
(No. IRS (M) 2 of May 28 Revised June, 31 and corrected upto September 1982)
Note – (1) The revised specification apply only when any new level crossings constructed or old one altered.
(2) Wherever the new standards differ from the old standards, the old standards have been given below the new standards for reference.
ln other cases the old standards and new standards are the same.
Item Details Dimensions and details for Various classes of crossings

Remarks
Special ‘A’ Class ‘B’ Class 'C' Class 'D' class
1 2 3 4 5 6 7 8
1 Minimum width of gates at The minimum width of gates will be governed by the class of roads on which the level Where X = width of Carriage way. Gates shall be
right angles to the centre line crossing is situated and will be as under— provided at special 'A' and 'B' class crossings.
of the road. Across Class I roads – 9 metres or X+2.5M. whichever is more. Gates or chains shall be provided at 'C' and 'D' class
Across Class II roads –7.5 metres or X+2 M, whichever is more. level crossings only in the following cases :–
Across Class III roads – 5.0 metres or X+ 1.25 M. whichever is more. (i) When the line is on curve and the road and rail
Across Class IV roads – suitable width subject to 2 M. being the minimum. view is not clear.
224
(ii) When speed of trains and volume of traffic are great.

(iii)When the level crossing is within those limits at
Old Standards : – 7.5 metres (24') 5.5 metres (18') . . 5.5 metres (18') . . 3.0 m. (9') if un- 2.0m. (6') a station between which shunting is normally
or 9.0 metre (30'). manned likely to be carried out.
5.5m (18') if (iv) On portions of the line which are fenced through
manned. out on one or both sides, except when efficient
cattle guards are provided.
2 Minimum length of guard rail 2 metres more than 2 metres more than 2 metres more than 2 metres more than Not to be provided .. In the case of skew crossing the length of the guard
(for a square crossing) width of gate. width of gate. width of gate. width of gate. rail must be increased in accordance with the
L
formula : = X = ——— where
sin A
X = required length,
L = Minimum length measured
at right angles to the centre line of the road,
A = Angle between the centre line of the
Road and Railway.
3 Angle of crossing between gates. Not less than 45° Not less than 45° Not less than 45° Not less than 45° At right angle to
between centre line between centre line between centre line between centre line the centre line of ....................................
of road and Railway, of road and Railway, of road and Railway, of road and Railway, the Railway.

Remarks
1 2 3 4 5 6 7 8
4 Provision of Wicket gates To be provided To be provided To be provided Not to be provided . . Not to be Design of Wicket gate should be such that trespassing
for foot passengers. except where foot except where foot except where foot provided . . by cattle is prevented.
over bridges are over bridges are over bridges are
provided. provided. provided.
5 Position of gates when Across or towards Away from or Away from or Away from or towards Same as ‘ C ‘ (i) At new manned level crossing or when existing
open to road traffic. the line. towards but not towards but not but not across the line class but stakes unmanned level crossings are upgraded to manned
across the line. across the line. if gates are provided. shall be fixed level crossings, lifting barriers should normally be
between the gate provided, which should be coupled, so as to
posts to prevent operate simultaneously Chain and Swing gates at
passage of Road existing manned level crossings should be replaced
by lifting barriers on a programmed baste, giving
priority to the important and busy level crossings.
(ii) Where lifting barriers are provided, the beams will

be in vertical position.
6 Provision of lights on Red when either Red when either Red when either Red when either gate Not to be (iii) At all important level crossing gates where
gates at nights. gate is closed to the gate is closed to the gate is closed to the is closed to the road, provided . . electric power supply is available flashing lights to
225
(a) Light as observed Road, white when Road, white when Road, white when white when both gates give indication to the road users about lowering or
by road users. both gates open to both gates open to both gates open to are open to the Road. raising of lifting barriers should be provided.
the Road. the Road. the Road. But provision of gate An economical arrangement would be to fit the
lamps is not obligatory gate lamp to the revolving hinge post and to fit the
and should normally fixed gate post a cowl to mask the lamp in both
be provided at only directions along the track. If local conditions make it
those level crossings expedient to fit the lamp in the centre of the gate,
where there is Motor a suitable rod operated cowl must be provided.
Traffic. Where there is
no Motor Traffic the
gate should be painted
white and red disc
provided. If posts and
chains are provided the
posts should be painted
white with red disc
provided on the chains
at the centre and
reflectors, luminous

Remarks
1 2 3 4 5 6 7 8
paint or scotchlite tape

may be provided on
the red disc as an
alternative to lamps.
(b) Light as observed Red when gates Nil. Nil. Nil. Nil.
by Drivers of approaching trains. are closed across
track.
7 Minimum distance of gate For B.G. 3 metres 3 metres 3 metres 3 metres 3 metres
posts from centre line of track. For M.G. } 2.5 M. 2.5 metres 2.5 metres 2.5 metres 2.5 metres
and N.G. }
8 Minimum distance of gate

logde from –
(a) Centre line of nearest track. 6 metres 6 metres 6 metres 6 metres 6 metres If the line of approach road is on a curve at or near a
level crossing, the gate lodge must be built on the out
side of curve.
(b) Edge of Road metalling. 6 metres 6 metres 6 metres 6 metres 6 metres
226
Old Standards – 6 metres 4.5 metres 4.5 metres 3 metres 3 metres
9 Interlocking and Communication

Devices to be provided
(a) Normal Position of gate Open to road traffic Open to road traffic Closed to road traffic. Closed to road traffic.
Can be kept open to Can be kept open to
road traffic provided road traffic provided
either gates are either gates are
interlocked with signals interlocked with
and provided telephone signalsand provided
communication with telephone communication
adjacent stations/ with adjacent stations/
cabins or when the cabins or when the
following conditions are following conditions are
satisfied: satisfied:

Remarks
1 2 3 4 5 6 7 8
(i) L.C. should not be (i) L.C. should not be

located in a Suburban located in a Suburban
Section. Section.
(ii) L.C. should not be (ii) L.C. should not be
in Automatic Block in Automatic Block
Signallling or Automatic Signallling or Automatic
permissible block permissible block
signallling territories. signallling territories.
(iii) Should have a (iii) Should have a
telephone connection telephone connection
with the nearest station with the nearest station
with exchange of with exchange of
private numbers. private numbers.
(iv) Visibility at the (iv) Visibility at the
level crossing level crossing
should be good. should be good.
(v) Should be provided (v) Should be provided
with whistle boards on with whistle boards on
either side at adequate either side at adequate
227
distance to enjoin the distance to enjoin the

Drivers of approaching Drivers of approaching
trains to give audible trains to give audible
warning of the warning of the
approach of a train approach of a train
to the road users. to the road users.
(vi) As long as the (vi) As long as the
level crossing gate is level crossing gate is
kept open to road kept open to road
traffic a red flag by day traffic a red flag by day
time and red light (by time and red light (by
using hand signal using hand signal
lamp) during night, lamp) during night,
should be displayed should be displayed
towards the towards the
approaching trains on approaching trains on
either side of level either side of level
crossing. crossing.
Note*: The above decision should be taken

Personally by D. R. Ms. approved by C. E.
and C. T. S. S. and position reviewed every
two years.

Remarks
1 2 3 4 5 6 7 8
(b) Interlocking of gates with Should be Should be Should be interlocked Should be interlocked (i) The level crossing inside station limits should be
signals – interlocked with interlocked with with signals. with signals. beyond the limits upto which shunting is normally
station signals. station signals. (i) In Suburban (i) Within station limits carried out or at an adequate distance of at least
(i) If within station limits. Sections. where operated from 250 metres ahead of the starters and trailing points of
(ii) In non-Suburban cabin, (ii) in automatic the station where Advanced Starters/Shunting
sections where signalling and Limit Boards are not provided.
operated from cabins. Automatic permissive
(iii) In Automatic block terriories. (ii) In case of level crossings falling on Suburban
Signalling and Sections they may be considered for upgradation
automatic permissive to 'B' class in the event of their not qualifying
block territories. for upgradation to "Special" or 'A' class and when
so upgraded to ' B ' class the facilities as indicated
in column 5 should be provided.
(ii) If outside station limits. Should be Should be To be interlocked To be interlocked in (i) In the case of level crossings protected by
interlocked with interlocked with (1) In luburban automatic signalling signals where the sighting of the signal by an engine
gate signals, gote signals, sections and automatic Driver is inadequate a warning board should be placed
(2) In autoinatic permi-ssive block at not less than the emergency braking distance in
signalling and territories. rear of the gate stop signal. The board should be
228
automatic permissive vertical 2000 mm. by 450 mm. with alternate black
block territories. and yellow strips 125 mm. wide painted on it at an
angle of 45°. The top of the board should be 4 M.
above Rail level. The board need not be lit at night
but should as far as possible be provided with
scotchlite or other effective light reflectors.
(ii) Where level crossing is situated outside station
limits but in close proximity thereof, the clear
distance between the level crossing and an outer
signal should not be less than a full train length.
(c) Telephone Communication

from gate-lodge –
(i) Within station limits. Telecommunication Telecommunication Telecommunication Telecommunication In cases where communication with A. S. M. is
with A. S. M.’s Office with A. S. M.’s Office with A. S. M.’s Office with A. S. M.’s Office stipulated, the connection may be given to the
to be provided. to be provided. to be provided. to be provided in case Switchman in the Cabin as per the local condition.
of manned level
crossings.
(ii) Outside station limits. Telecommunication Telecommunication Telecommunication Telecommunication

with A. S. M.’s Office with A. S. M.’s Office with adjoining station with adjoining station
of adjoining station of adjoining station to be provided on— to be provided –
should be provided. should be provided.

Remarks
1 2 3 4 5 6 7 8
(a) All level crossings (a) On all level

on Rajdhani route; croissings on
Rajdhani route;
(b) On suburban (b) On Suburban

sections; and sections; and
(c) On curves (c) On curves

obstructing the view obstructing the view
of the level crossing of the level crossing
from approaching from approaching
train and vice versa. train* and vice versa.
(d) warning bell operated by Should be provided Should be provided Shall be provided Shall be provided Provision of warning bells operated by approaching
approaching train. where L.C. is outside where L.C. is outside where L.C. is outside where L.C. is outside trains should be confined to interlocked level
station limits. station limits in all a station limits. In all station limits in all crossings only,
suburban sections suburban sections Suburban sections
and on non-suburban and on non-suburban and non-Suburban
229
sections provided sections provided with sections provided

with automatic automatic signalling with automatic
signalling and in and in APB territories. signalling and in
APB territories. APB territories.
10 Minimum no. of Gate Keepers. Three Two Two Two if manned (one if Two if manned (one if Note.—
the gate is closed and the gate is closed and (1) Gate Keepers will not be provided at 'C' and 'D'
locked at night in locked at night in class level. crossings where gates/chains are not
accordance with the accordance with the provided.
provision of provision of (2) Gate Keepers may be dispensed with at gates
GR.16.03). GR.16.03). within station limits when operated by station staff
in accordance with special instructions.
(3) Gate Keepers may be dispensed with at 'C' class
level crossings on canal roads which are provided
with gates if the following conditons are fulfilled :—
(a) The gates are generally closed to the road and locked.
(b) The roads are the private property of the Irrigation,
Public Works Department and are not public thorough
fares.

Remarks
1 2 3 4 5 6 7 8
(c) The keys of the gates are issued to a few

responsible Government Officials.
(d) The traffic over the level crossing is very light.
(4) One Gate Keeper may be dispensed with if there is
no traffic in the night in accordance with GR. 16.03.
11 Fencing on lines which are not Minimum length of Minimum length of Minimum length of Minimum length of Fencing should be
fenced throughout • their length. 15 m. from each 15 m. from each 15 m. from each 15 M. for manned provided for level
gate post parallel gate post parallel gate post parallel level crossing outside crossings if manned
to track to track to track station limits and level with gates/chains
crossing within station within station limits
limits provided with for 15 M. length.
gates/chains.
12 Width of metalling—
(a) Between gates ... Same as that of the Same as that of the Same as that of the same as that of the same as that of the
width of gates. width of gates. width of gates. width of gates or the width of gates or the
width between gate width between gate
posts where gate posts where gate
leaves are not provided. leaves are not
230
provided.
(b) Outside gates ... Minimum width of metalling immediately outside gates (but tapering
off to the existing carriage way width within a distance of 30 M from
the gate) shall be as follows depending on the class of road over
which the L. C. is situated :—
Class I road : 7 M Class II Road: 5.5 M Class III road: 3.78 M Class IV road, suitable
or the width of or the width of or the width existing width subject to 2M
existing carriage existing carriage of carriage way being the minimum.
way whichever is way whichever whichever is greater.
greater. is greater.
Old Strands - Same width as metalling outside the Railway Boundry. If the surface outside is cement concrete, black
top surface may be provided.
13 (a) Type of pavement between Same standard as that of the road surface outside the Railway Boundary. For class I and II roads, it is desirable to have
gates. black topped surface for a distance of at least
(b) Outside gates ... Same standard as that of the road surface outside the Railway Boundary. 30 M beyond each gate.
14 Minimum width of road formation Depending on the class of road ove rwhich level crossing is situated the minimum width
outside the gates for a distance of road formation will be as under –
of 30 M beyond the gate.
Class I roads:C+5M. Class II roads:C+5M. Class III roads:C+5M. Class IV roads,
suitable width 3 metres
being the minimum.
Note.—C = width of metalling just outside the gate.

Remarks
1 2 3 4 5 6 7 8
Old Standards – ‘Special class' — 'A' Class— ‘B’ Class— C' Class— 'D' Class—
Same as rest of the 4 metres 3 metres ' 2 metres 3m.
road outside wider than metalling. wider than metalling. wider than metalling.
Railway Boundary
15 Level length and gradients –
(a) Between gates... Level Level Level Level Level
(b) Outside gates ... Depending upon the class of road over which the level crossing is situated the level length
and gradient will be as follows:—
Class I roads— Class II roads— Class III roads— Class IV roads— Vertical curves should be-provided at change
Level upto ... 15 metres beyond. 8 metres beyond. 8 metres beyond. of grades within Railway Boundary according to
Indian Road Congress Standard, beyond the
Not steeper than 1 in 40 beyond. ... 1 in 30 beyond. ... 1 in 20 beyond. ... 1 in 15 beyond. ... level portion.
Old Standards — Special — ‘A' Class — ‘B' Class — ‘C' Class — ‘D' Class —
Level for ,... 8 metres beyond. 6 metres beyond. 6 metres beyond. 6 metres beyond.
231
Not steeper than 1 in 40 beyond. 1 in 30 beyond. 1 in 30 beyond. 1 in 20 beyond. 1 in 10 beyond.
16 Minimum radius of centre line of (i) In the case of Level crossings situated on National or State Highways,
road on curved approaches. the following minimum radius may be adopted ;— i Plain or rolling country ... 250 metres.
Hilly country ... ... 90 metres.
(ii) In difficult terrain, the radius may he reduced with the concurrence of road authorities.
(iii) The aim should be to provide the greatest possible radius.
(iv) In the case of other roads the best possible radius, having regard to safety of Road
traffic may be adopted.
60 M. (200 ft.) 45 M. (150 ft.) 30 M. (100 ft.) 21 M. (70 ft.) 8 M. (25 ft.)

Remarks
1 2 3 4 5 6 7 8
17 Minimum and desirable straight Depending on the class of road over which the level crossing is
length of Road outside the gate. situated the following minimum and desirable length may be adopted:-
Class I — Class II — Class III —
(i) Desirable 30 M. 22.5 M 15 • M.
(ii) Minimum 15 M. 9 M. 4.5 M.
12 M. 9 M. 6 M. 3 M. Nil.
18 Minimum sight distance of level Depending on the class of road over which the level crossing is
crossing gate from road in the situated the following sight distances may he adopted :—
vicinity of level crossing
Class I — Class II — Class III — At unmanned level crossings sight triangle may he
demarcated in the four corners on the basis of
speeds of trains and the road vehicles, clear of any
(i) Plain or rolling country. 120 M. 60 to 90 M. 40 M. obstruction to sight.
232
(ii) Hilly country ... 60 M. 40 to 50 M. 30 M.
19 Warning to road traffic of The distance of road sign posts from level crossing :— 1) Road signs conforming to the standards
proximity of level crossing— prescribed must be erected by the Road Authority
in advance of the level crossing at the specified
distances.
Class I — Class II — Class III —
2) 'Stop' boards bearing the prescribed legend to

(a) Plain country ... 120 M. 60 to 90 M. 40 M. be provided on the road on either side at suitable
points within the Railway Boundary at the
approaches to all unmanned level crossings.
3) Gate posts should be provided invariably. Even

(b) Hillycountry ... 60 M. 40 to 50 M. 30 M. in cases where no gates are provided posts should
be painted white. Gates should be painted white
with a red disc not less than 600 mm. dia. in the
centre of gate.
A R R A N G E M E N TS TO B E
M A D E F O R H A N G IN G T H E
C H A IN TO B E FIXE D C H A IN IN TH E R A IL PO S T
S TO P BO A R D
O N T H IS S ID E BY A HOOK
40 m m
1 m.
8 m m . D IA
1 m.
S E PA R ATE R A IL PO S T
IN D E PE N D E N T O F T H E
G AT E P O S T
H O O K (B E N T P LATE ) FIX ED
C H A IN H U N G O N A TO D IS C FO R H AN G IN G TH E C H A IN
S U ITA B LE H O O K AT M .S . P LATE R E D BA C K G R O U N D
TH E C E N TR E 15m m . T H IC K W ITH W H IT E LE TT E R S
10 cm .
1 5 cm
6 0 cm
H E IG H T
ROD
N O T LE S S T H A N
15 m m .
1 M ET R E
P IP E EM B E D D E D
IN TO TH E
CENTRE
OF ROAD
cm .
15
REAR S ID E FR O N T
E LE VAT IO N E LE VAT IO N E LE VAT IO N
DETAILS O F STO P DISC TO BE PRO V IDED

ALO NG W ITH SAFETY C HAIN
AT M ANN ED LEVEL CRO SSING S
233
ANNEXURE 9/3 PARA 913 (3)
BANNER
BANNER
END OF CHECK RAIL
PROTECTION FOR THE DIRECTION OPPOSITE TO THAT OF

APPROACHING TRAIN TO BE REPEATED ON THE OTHER SIDE ALSO.
BANNER
5 m. 5 m.

END OF CHECK RAILS
234

.................. RAILWAY
LEVEL CROSSING REGISTER
Division ............................... Sub Division ................................ P. W. I’s Section .............................................
General Details of Level Crossings

Level Crossing No. ....................... Kilometrage ................. Between Stations......................... Inside sta-
tion Limits of Station ...............................................................................................................................................
Class of Level Crossing ............................................ Manned / Unmanned / ...............................................
If manned No. of Gate keepers .................................................. Roster Classification .......................................
Type of Barrier : Movable/lifting/gates/chains/.................................................. whether located in subur-
ban/A. P. B. territory/Automatic block signalling ...................................................................................................
Whether interlocked or not ...................................... Whether Provided with telephone .............................
1. Particulars of Road Across which the Level Crossing is Situated –
a) Name of Road ... ... ... ...........................................................
b) Road connecting village/town ... ... ...........................................................
c) Class of Road (whether Class I, II, III or IV) ... ...........................................................
d) Road authority in-charge of maintenance of road ...........................................................
(National Highway/State Highway/Municipality
/Panchayat/P. W. D./Others.)
e) Civil District where located ... ... ... ...........................................................
f) State in which located ... ... ... ...........................................................
g) Type of road surface (Kutcha/Moorum/Water ...........................................................
Bound Macadam/Bituminous surface/concrete etc.)
2. Width of gates at right angles to centre line of road...........................................................
3. Length of check rails/check flats ... ... ...........................................................
4. Angle of crossing of road way, if skew ... ... ...........................................................
5. Whether wicket gates or stiles have been provided ...........................................................
for pedestrians.
6. Position of gates when open to Road traffic Across/ ...........................................................
Away from tracks.
7. a) Whether lamps have been provided on the gate ...........................................................
on both sides for the road users.
b) In the absence of lamps, whether the gate has ...........................................................
been painted white and red disc provided.
c) Whether reflectors have been provided on the ...........................................................
stop disc on both sides of the gate.
235
8. Whether the red light meant for road users has ...........................................................
been blanked off towards the approaching train
except for special class level crossing where
gates are closed across the track.
9. Distance of gate posts from centre line of track ... ...........................................................
10. a) Whether gate-lodge/bunk has been provided ... ...........................................................
b) Distance of gate-lodge from centre line of nearest ...........................................................
track.
c) Distance of gate-lodge from edge of metalling ... ...........................................................
d) If on a curve, whether gate-lodge is located on ...........................................................
outside of the curves.
e) Whether quarters have been provided for ...........................................................
Gateman ? If so, How many.
11. Type of fencing and length ... ... ... Left side ............. Right side ..............
Prior. Prior.
Left side ............ Right side ..............
after. after.
12. Interlocking and Communication Devices Provided –
a) Normal position of gate (whether closed to road ...........................................................
traffic or open to road traffic).
b) Whether barriers/gates are interlocked with ...........................................................
separate signals or with the station signals.
c) Distance of gate signals and warning boards from Up Direction ......................................
level crossing.
Dn. Direction .....................................
d) Whether there is a telephone (Magneto), ...........................................................
connection and facility for exchange of private
Nos. and the station to which connected.
e) Whether there is warning bell-operated by ...........................................................
approaching train.
f) Whether the gate/barriers can be operated ...........................................................
simultaneously.
13. Details of Road and Approaches –
a) Width of road-way at right angle to centre line of ...........................................................
Road outside gate.
b) Width of metalling between gates... ... ...........................................................
c) Width of metalling outside gates ... ... ...........................................................
d) Minimum width of road formation outside gates ...........................................................
for a distance of 30 M. beyond gate.
e) Whether it is level between gates ... ... ...........................................................
236
f) Level length outside the gates. Details of L H side ...........................................

gradient on approaches
R H side ..........................................
g) Length of straight outside gates. L H side ...........................................
R H side ..........................................
h) Whether rumble strip has been provided. ...........................................................
(Manned Level Crossing only).
i) Whether speed breaker/bumps has been provided ...........................................................
on either approach (unmanned level crossing only).
14. Visibility, Road, Signs, Whistle Boards etc. –
a) Has Whistle boards (W/L.) been provided on the Up Direction ......................................
approach of Level Crossing. If so distance of
whistle boards from the Level Crossing. Down Direction ..................................
b) Distance of clear view of approaching trains from Up Direction ......................................
Level Crossing (gate lodge) at manned level
crossing. Down Direction ..................................
c) Visibility of trains for road users at unmanned Up Direction ......................................
level crossings at a distance of 5 metres.
Down Direction ..................................
d) Whether warning boards for road users have L H side ...........................................
been provided. If so, the type and the distance
at which it is provided. R H side ...........................................
e) Whether stop boards have been provided on both ...........................................................
the approaches at the gate in the case of
unmanned level crossings.
15. a) Dates of taking last Census (for seven days) ... ...........................................................
b) No. of trains per day ... ... ... ...........................................................
c) No. of Trains/Vehicle Units per day ... ... ...........................................................
d) Whether there is motor traffic and No. of motor
vehicles per day.
16. Track structure at Level Crossing –
a) Type of Track - Free rail/S W R/L W R/C W R. ...........................................................
................... lbs./kgs. Rails on .......... sleepers.
b) Date of last overhauling ... ... ... ...........................................................
c) Date of painting gate ... ... ... ...........................................................
237
17. Safety Items –

a) Whether locking arrngements have been provided ...........................................................
for both gates.
b) Whether stops have been provided to prevent gates
from swinging towards track.
c) Whether spare chains have been provided for ...........................................................
emergencies.
d) Whether working instructions of level crossing in ...........................................................
English and Local language are available at the
gate.
e) Whether distinct indications are provided for ...........................................................
guiding the gateman to place the detonators
and also the staff/lamp near the gate, to warn
the approaching train in case of emergency.
f) Whether height gauge have been provided on ...........................................................
both sides of level crossing, in the case of
electrical terriory.
g) Whether protection diagram has been exhibited ...........................................................
at gate.
238
239
SPEED BREAKER DESIGN
R=4M
12.5 CM ROAD SURFACE
200 CM
SPEED BREAKER – SECTION –‘AA’
30 CM 30 CM
YELLOW
WHITE
50 CM
50 CM
ROAD C/LINE
A A
30 CM X 50 CM
200 CM
NOTE - THE HUMP SHOULD EXTEND TO THE FULL ROADWAY WIDTH. APPROPRIATE BASE
COURSEMATERIAL SHOULD BE EXTENDED OVER THE SHOULDERS FOR PLACING THE HUMPS
OVER THESE.
240
WARNING SIGN
WARNING SIGN
(DIMENSIONS IN mm)
DIMENSIONS IN mm
RED REFLECTIVE
70 PAINT OR STRIP
900
0
R35 R25
20
105
350
150
SPEED 200
BREAKER
T-Iron (8cmx8cmx0.8cm)
MOUNTING HEIGHT: Painted white and black in
2.0m on kerbed roads alternate 25cm bands
600
1.5m on unkerbed roads
Ref: Figure 6 of IRC 99-1988 0
LOCATION- TO BE SO PLACED ON ROAD FORMATION THAT

NO PART OF THE SIGN COMES OF THE VEHICLES
241
PATROLLING OF THE RAILWAY LINES
CHAPTER X scours and immediate action taken to protect trains,

when so warranted.
(5) Security Patrolling during Civil Disturbance
1001. Types of Patrolling : (1) The following and on Special occasions –
are the types of patrolling in vogue : (a) On apprehension of a Civil disturbance, the
( a) Keyman’s daily patrol. Divisional authorities should contact the local Civil
authority and arrange, as circumstances may
(b) Gang patrol during abnormal rainfall or
warrant for security patrolling of the railway line. This
storm.
may be arranged on the pattern of the monsoon
( c) Night patrolling during monsoon. patrolling with modifications, as deemed necessary,
(d) Security patrolling during civil disturbances in consultation with Civil authorities.
and for movement of VIP specials. b) Security patrolling on special occasions
(e) Hot weather patrolling for long welded rails/ should be carried out according to the special
continuous welded rails. instructions issued by the administration.
(f ) Watchmen at vulnerable locations. (c )The primary duty of the patrolman
employed on Security patrolling shall be to protect
(2) Keyman’s Daily Patrol - Every portion of trains against any condition of danger, such as
the permanent way shall be inspected daily on foot tampering with track or obstruction placed on line.
by the keyman of the beat in which the portion of the
(6) Hot weather Patrolling for LWR/CWR –
track falls. Provided that the interval between such
Hot weather patrol is carried out when the rail
inspections may, under special instructions, issued
temperature reaches td + 20 degree or above.
by Chief Engineer be increased to once in two days
in the case of specified section of lines with light and The patrolling should be done in accordance
infrequent traffic. with the provisions of Manual of Long Welded Rails.
(3) Gang Patrol during Abnormal Rainfall or (7) Watchmen at vulnerable locations . In
Storm – In the event of abnormal rainfall or storm addition to patrolmen, stationary watchmen are
during day or night, the Mate should, on his own posted at known or likely locations of danger or
initiative organise patrolling over the length affected, trouble.
independently of other patrolling, if any being done. 1002. Protection of line in case of
This patrol should, in case of heavy rainfall, confine Emergency – Should any patrolman/stationary
its inspection to known points of danger, such as Watchman/Gangman/Keyman deputed for the
cutting or culverts likely to scour, banks affected by purpose of patrolling notice any condition likely to
tanks likely to breach and bridge approaches. In case affect the safety of trains, he shall at once protect
of high winds, the patrolman should inspect the length the line and report the damage to the nearest Station
of track likely to be fouled by falling of tree etc. Master as laid down in Para 1011.
Arrangements exist with the Meteorological Monsoon Patrolling
Department of the Government of India for issuing
telegrams of warning, wherever storms, gales, or 1003. Comencement and Termination – The
heavy rainfall are expected. On receipt of such sections, which are normally to be patrolled during
information from the Control, the Permanent way monsoon will be identified and notified by the
Inspector will arrange to advise monsoon patrolmen, Divisional Engineer. For every such section, the
watchmen and gangmates to be extra vigilant and Divisional Engineer shall prescribe the period of year,
be prepared to introduce patrolling, as necessary (for when normal monsoon patrolling is to be done;
detailed instructions Para 728 of IRPWM may be patrolling should be started on these notified sections
referred to). on the dates specified. If the local conditions warrant,
the Permanent Way Inspector of the section
(4) Night Patrolling during Monsoon – During concerned may introduce or continue night patrolling
the monsoon, certain section of the railway line, as outside the stipulated dates, duly advising all
may be specified, shall be patrolled to detect damage concerned.
by flood, such as breaches, settlements, slips and
242
1004. Preparation of Patrol Charts – (1) number of copies of patrol charts should be supplied
The Divisional Engineer will prepare patrol charts for by the Divisional Engineer to the Assistant Engineers,
each of the sections where monsoon patrolling is Permanent Way Inspectors, the Divisional Operating
required to be done, taking into consideration the train Superintendent (for distribution to the Control staff),
timings of the time table in force during this period. Station Masters and Foremen of running sheds. The
The principles governing the preparation of patrol Foremen will acquaint Drivers of passenger trains,
charts shall be - when they may expect to pass patrolmen, if running
to time. By inviting drivers to lookout for patrolling,
(a) Ordinarily patrolling will be carried out by a
an immediate and practical means of supervising
single patrolman, but in regions where danger from
the patrolmen is introduced. The task of dispatching
wild animals, dacoits and other risks as in ghat
patrolmen at the right time and signing their patrol
sections exist, patrolling in pairs may be introduced
book when they arrive at or depart from a station
with the approval of the Chief Engineer.
devolves upon the Station Master/Block Hut-in-
(b) All trains carrying passengers between charge.
sunset and sunrise get the maximum protection
possible. 1006. Patrol books and Systematic
Patrolling – A patrol book containing sufficient
(c ) As far as possible, each block section will number of pages should be supplied to each patrol
be treated as a unit and the length will be divided with a tin case.
into equal beats. The length of each patrol beat
should not normally exceed 5 km. Where the block The books shall be serially numbered to
section is more than 10 km. an intermediate flag correspond with the number of patrol on each section.
station, if any, or any other suitable point may be The first page of the book shall contain the name of
fixed as intermediate station, to keep the length of patrolman, kilometrage of patrol section and its
beat at about 5 km. number. The remaining pages will contain columns
for date, station, time of arrival and departure and
(d) The walking speed of a patrolman may be signature of Station Master.
taken as 3 km. per hour.
Patrolmen shall be on duty at the time specified
(e) The maximum distance covered by a for each in the patrol chart.
patrolman should not normally exceed 20 km. in a
day. The patrolman whose beat commences/
terminates at a station shall present the patrol-book
(f) A period of at least half an hour rest is in his possession to the Station Master/Block hut-in-
desirable between consecutive beats. charge who will enter therein the time of arrival and
(g) If the frequency of train services is high, departure and sign the book. The Station Master/
and one set of patrolmen is not able to cover all the Block hut-in-charge will also record the time of arrival
trains in the section, a second set of patrolmen may and departure in his Diary/Train Register Book. The
be introduced to reduce the interval. patrolman shall then patrol his length at the end of
which, he will exchange his patrol book with that of
(h) For giving better protection to all passenger
the next patrolman and retrace his beat. The
trains, between sun-set and sun-rise it would be
intermediate patrols do likewise. In this way each
advantageous to plot the scheduled paths of all
patrol-book will be conveyed from one station to the
passenger trains and then plot the patrol movement
other and back again. Owing to close proximity of
in such a way, so as to minimise the time interval
stations, patrolbooks may be passed through one or
between patrolling of the beat and passage of train.
more intermediate stations, before it is returned to
(i) Patrol charts should show all vulnerable the original station.
locations where stationary watchmen are posted.
If a patrolman on arrival at the end of his beat
(2) Sample patrol charts are appended for does not find the next patrolman to take over the
guidance, as Annexure 10/1, 10/2, 10/3. book, he must proceed ahead, until he meets him.
The patrolman should report the absence of any man
1005. Distribution of Patrol Charts –
from his beat to the Mate the next day.
Before commencement of the monsoon, requisite
243
Station Maters will see that the men come on preferably those who can read bridge and telegraph
duty sober and fully equipped, that their lamps are post numbers. Temporary substitutes should be
trimmed and filled with oil and that they leave for their appointed in their places to work for the gangs. Twice
patrol duty in time. the number required should be selected to serve as
If a patrolman who is due to arrive at a station relief, in case of illness, to provide for rest giver
does not turn in time or does not turn up at all, the patrolman etc. The men selected from each gang
Station Master/Block hut-in-charge will advise should be sent to the Divisional Medical Officer for
Station Master/Block hut-in-charge at the other end vision test and shall not be employed as patrolmen
of the block section of the absence of the patrolman unless they have passed the requisite medical test.
and both Station Masters/Block hut-in-charges will 1009. Certificate to be submitted by
issue caution orders to all trains entering the section Permanent Way Inspector – The Permanent Way
until the patrolman from the other end of the “patrol- Inspector shall submit a certificate to the Divisional
section” arrives at the station and reports that all is Engineer through Assistant Engineer a month in
well. advance before the commencement of the monsoon
1007. Equipment of Patrolmen – (1) Each that he has made all arrangements for monsoon
patrolman shall be provided with the following patrolling and for watching vulnerable locations/
equipment and such other, as may be prescribed by bridges and that the patrolmen and the watchmen
special instructions: have been made conversant with their duties, rules
(a) One staff. for the protections of the line and vulnerable locations
in their beats. He will also submit to the Assistant
(b) Number plate 15 cm. Square ( to be
Engineer a list of names of patrolmen and watchmen
numbered consecutively from the beginning of each
with their duties/locations assigned during the
Permanent Way Inspector’s length in white letters
patrolling season.
on black background).
( c ) 12 fog signals in a tin case. 1010. Duties of Patrolmen – (1) The duties of
a patrolman shall be as follows :
(d) Two tricolour hand signal lamps.
(e) Protective clothing according to local dress (a) Walk to and fro over the beat in accordance
regulations. with the chart pertaining to his “patrol-section” looking
out for subsidence, slips, signs of erosion, trees blown
(f) One match box.
across the track during storms or any other causes
(g) Two red flags and one green flag (day patrol likely to endanger the safety of line. Bridges and their
only). approaches should be especially watched.
(h) Patrol book in a tin case.
(b) Apprehend damage to line when
(i) One three cell Electric torch.
(i) the flood exceeds danger level at any of the
(j) Whistle thunderer.
bridges.
(k) One haversack.
(ii) when there is damage to the protection work
(l) Three flare signals (fusees) on double/
or on approaches even before danger level is
multiple lines, ghats, suburban and automatic block
reached.
territories and one fusee on single line sections.
(iii) the water on one side of the embankment
(2) Where patrolling is undertaken in pairs or
is at a much higher level than on the other side.
stationary patrol consists of two men, the equipment
need not be duplicated but the additional patrolman (iv) when any obstruction such as a fallen tree
will be provided with an extra hand signal lamp, is blocking the water-way of a bridge.
whistle thunderer and protective clothing. (v) the track shows signs of a settlement.
1008. Selection of Patrolman – Intelligent, (c) Take immediate steps in accordance with
experienced and trustworthy men should be selected Para 1011 to stop trains when any portion of the
from the Permanent Gangs by Permanent Way line is likely to be rendered unsafe due to abnormal
Inspectors to work as Patrolmen and Watchmen, rain or flood or any other cause.
244
(d) When no danger is apprehended, stand on trains run at maximum permissible speed of more
the cess on the left hand side facing the train and than 75 km.p.h. the distances at which the detonators
exhibit his number plate, turning the light of his lamp are to be placed shall be specified by the
on to it, so that the number can be seen from the administration.
passing train. He should also blow the whistle, when (c) Should the nature of obstruction be such
the engine and the brake-van of the train pass him. as to render it impossible for either of patrolmen to
(e) Obtain the signature of the Station Master/ get across the gap, as for instance a wash away
Block Hut-in-charge on duty at the Station/ Block Hut with strong flood, one of the men should show the
concerned for his arrival and departure and exchange danger signal and endeavour to stop trains
patrol books with adjacent patrolmen. approaching the gap from the other side while the
(f) Exchange the reports as to the conditions other man should proceed towards the station on
on their beats with adjacent patrol men and stationary his side of the gap, fix the detonators and act as in(b).
watchmen on the way. (2) Reporting the damage to Station Master
(g) Heed instructions from drivers who may and Gangmate – (a) After protecting the track one of
report a condition of danger at a kilometrage and the two patrolmen who is nearest to the station and
proceed to the place indicated and take necessary in case mentioned in (c) the patrolmen who has
measures. protected the track will proceed in all haste, showing
the danger signal, to the station and inform the station
(2) It is of supreme importance that patrolmen
master of the danger. On his way back, if he meets
and watchmen thoroughly understand what they
with any gang quarter, he should inform the Mate of
have to do in the event of emergency. Every effort
the occurrence and the gang must immediately
should be made to instruct and drill the men in their proceed to the affected kilometrege and take
duties. In the event of an emergency the patrolmen necessary action to attend to the repairs.
should devote their whole time and energy to the
protection of the line and summoning of assistance. b) After protecting the track the other patrolman
Having protected the line and summoned assistance, will proceed to the site of obstruction, and remain
they should resume their patrolling. there showing the danger signal, until the first
patrolmen joins him. In case the other patrolman has
1011. Action When Damage is Observed not been able to locate the gang hut on his way back
– In the event of any portion of the line being breached from the station, one of them should proceed to the
or otherwise rendered unsafe for traffic the following gang hut and inform the gangmate.
procedure shall be observed B. In case where one patrol man is
(A) In the case where two patrolmen are employed–
employed : (1) Protection of line – (a)When damage is
(1) Protecting the line – a) The second lamp detected on single line –
should be lit and danger signals shown at once in
both the directions. (i) Place a red lamp during the night and a red
flag during the day in a prominent position to warn a
(b) The two patrolmen shall then proceed in train which may approach from one direction. Then
opposite directions showing the danger signals(red run in the opposite direction from which direction train
flag by day and red light by night) and when at 600M. is likely to come, with a danger signal (red flag by
on Broad Gauge and 400 M. on Metre Gauge and day and red light by night) and place one detonator
Narrow Gauge from the point of danger, each should at 600 M. on Broad Gauge and 400 M. on Metre
place one detonator on to the rail; they shall then Gauge and Narrow Gauge and three detonators at
proceed to a distance of 1200 M. on Broad Gauge 10 metres apart at 1200 M. on Broad Gauge and
and 800 M. on Metre Gauge/Narrow Gauge from 800 M. on Metre Gauge/ Narrow Gauge from the
the point of danger where they should place three site of obstruction/damage.
detonators on the rail about 10 metres apart.
Provided that on those Metre Gauge Sections
On the double line the detonators must be where trains run at maximum speed of more than
placed on the line, in the direction on which the trains 75km.p.h., the distances at which the detonators are
will approach. On Metre Gauge sections where to be placed shall be specified by the administration.
245
(ii) Return to the site of obstruction/ damage duties, in the rules for the protection of the lines and
and protect the other side with detonators similarly. in acquainting them with all vulnerable points on their
beats. In addition to oral instructions, the Permanent
(iii) In the event of it being impossible to get
Way Inspector shall by practical demonstrations, drill
the other side of the obstruction/damage (as in a
the patrolmen in their detailed duties and
washaway) place the red lamp so that it can be seen
responsibilities.
from as great distance as possible by a train
approaching from that direction and protect the other (4) Inspection Of Equipment- The permanent
side with the detonators etc. as detailed in subway Inspector should check the equipment of all
para(a) (i). patrolmen and watchmen once a month, record the
(b) When damage is detected on double line – results in patrolbook and take steps to recoup
(i) Place the red flag/ lamp in prominent position deficiencies.
so as to warn an approaching train on one track. Then (5) Check over Patrolling at Nights – (a) By
run along the other track on which train is expected Permanent Way Inspectors- The following are the
first and place the detonators as in sub-para(a) (i) schedule of inspection of night patrolling for the
(ii) Run back and protect with detonators the inspector Grade III/ II and the Permanent Way
line on which the lamp/flag was prominently placed Inspectors- in - charge; by train/trolly :
earlier.
Official By train By trolly
P.W.I. Gr. III/II Once a fortnight Frequency to be prescribed by the Chief
P.W.I. in- charge Once a month Engineer depending on the local condition
(b) The Assistant Engineer shall cover his
(2) Reporting the damage to the Station entire sub-division once in a month by train/push
Master– The patrolman will return to the site of trolly/ Motor trolley in the night and check the
obstruction after protecting the line in both the patrolmen.
directions and shall remain at the place of obstruction
and send word about the danger through the first 1013. Action by Assistant Engineer and
railway employee or other persons he is able to Permanent Way Inspectors On Receipt of
contact at the spot itself. Information Regarding Damage to the line –
On the receipt of information of any damage to the
1012. Responsibility of Engineering line, the Assistant Engineer and the Permanent Way
Officials in the Matter of Patrolling – Inspector -in-charge and Permanent Way Inspector
(1) Inspection of Patrol Books – The Permanent (Grade III/II) concerned should proceed to site by
Way Inspector must examine the patrol books, initial the quickest possible means and take necessary
the entries each time he trollies and take up action for restoration.
irregularities. The Assistant Engineer should examine
1014 Vulnerable locations (points)–
the patrol books during his inspection.
(1)Definition – Vulnerable locations (points) are those,
(2) Supply of Equipment to Patrolmen and where conditions unsafe for the passage of trains
Watchmen – The Permanent Way Inspectors will are apprehended and there is need for stopping of
be responsible for seeing that each (patrolman) is trains in time in case such conditions develop e.g.-
provided with the equipment specified, and for
(a) Bridges, having inadequate water-way,
periodical distribution of consumable stores like
liable to scour in foundations, oblique/ parallel flow of
kerosene oil, match box etc. The Mate will be
water to the approaches, rise of flood above danger
responsible for seeing that the patrolman and
level frequently.
stationary watchman posses the correct equipment
specified. (b) Bad banks liable to slips and subsidence.
(3) The Permanent way Inspector will be (c) Bridges located across river courses fed
responsible for instructing the patrolmen in their by Railway affecting tanks.
246
(d) Cuttings and Hill slopes frequently affected (b)He should keep a watch on vulnerable
by the landslides and boulder-falls. location and in case he apprehends danger he should
take action to protect the line in accordance with
(e) Water over flowing over the track.
Para 1011.
(f) And any other condition likely to affect the
( c ) The equipment for the watchman should
safety of the track.
be on the same scale as patrolman except that a
(2) List of Vulnerable locations – A list of watch man will not be provided with –
vulnerable locations should be maintained by each (i) Number plate.
Assistant Engineer/Divisional Engineer in a register
form and should be reviewed and brought up-to-date. (ii) Haversack.
(3) Guarding of vulnerable locations – (a) (iii) Patrol book in tin case.
Stationary watchman should be posted round the A notebook should however be provided to the
clock at every nominated location during the watch man.
monsoon period.
247
HOURS HOURS
17 17
18 BK 18
1 8 .23 No 1 8 .22
.1
1 .2 2
19 No 19
BK
1 9 .41 B K N
20 o .1 20
.2
4 0 4 D N . 2 0 .1 8 (a )
K No 1 2 2 0 .2 8 (a )
B
2 1 .00
2 1 .00 2 1 .0 2 (D ) T R A IN 2 4 1 U P
2 1 .1 8 (a )
22 BK 1 22
2 2 .25 No. No. 2 2 .25
2 BK
1 2
23 23
2 3 .5 0 (a ) 2 3 .44 2 3 .3 9 (d ) T R A IN 4 0 5 U P
24 24
1 1
2 2
3 3
3 .5 1
4 1 1 BK 4
N o. No.
2
5 BK 5
5 .1 0 5 .1 0
4 0 6 D N . 5 .1 3 (d ) 5 .23 (a )
0 1 2 3 4 5 6 7 8 8 .4 5
8 .45 K m .
HANWANT S A L AW A S
REFERENCE :
1. 2 IN D IC AT E S P E T R O L M E N .
2. 18.22 IN D IC AT E S T IM E O F A R R IVA L & D E PA R T U R E O F

P E T R O L M E N ..
SPECIM EN PATRO LLING CHART
M AIN LINE & BRANCH LINE DENSITY TRAFFIC
2 BEATS LENG TH 8.45 Km s.

JO DHPUR - M ARWAR SECTIO N
248
HOURS HOURS
17 BK 17
17.11 No .2 17.11
.1 No
BK
18 1 18 18.07 (d) T R A IN 15 U P
2
18.20 (a) 18.32 (d) T R A IN 73 U P
18.38 (a) 18.30
19 19
19.17 B
20 No
.2 1 2 K N o .1 20
BK
2 0.3 6 BK
No
20.36
20.51 (d) 21 .3 20.43 (d) T R A IN 317 U P
o .4
352 D N 4 BK N 21
3 21.55
21.49 (d)
22 22
22.02 (d)
BK
.4 3 4 No
No .3
23 BK 23
2 3.1 4 23.14 23.17 (d) T R A IN 75 U P
23.23 (d) BK o .1
No 2 BK N
24 .2 1 24
0.33
0.37 (a) 0.31 (d) T R A IN 303 U P
1 1
2 BK 2
2 .13 No
.4 2.13
3 2.59 4
3 BK 3
No
304 D N .1 .2 3.35 (a)
No 1 2
3.29 (d) BK 3 3.32 4 BK 4
.3 No
4 No .4 4.18
76 D N 4.18 (d) BK 4.56 (d) T R A IN 351 U P
318 D N 4.52 (d) 5 5.02 (d)
5.07 (d) 0 1 2 3 4 5 6 7 8 8.4 5
8.45 K m s.
P ITA M B E R P U R T E IS U E
REFERENCE:
1) 2 IN D IC AT E S P E T R O L M E N
2) 2.13 IN D IC AT E S T IM E O F A R R IVA L A N D D E PA R T U R E O F
PETROL M EN.
SPEC IM EN PATR O LLIN G C H A R T
M A IN LIN E H EAVY D EN SITY TR A FFIC

2 B EATS LEN G TH 8.45 K m s.
R O SA - B A R EILLY SEC TIO N

( D O U B LE LIN E)
249
HOURS 3 .49 K m . 3 .49 K m . 3 .49 K m . HOURS

16
16 .2
No 1 6.25
BK
17 BK 5 17
1 7.30 No
.1 1 7.30
.2
1 No 3 18
18 BK
18 .35 18 .35 .41 8.3 2 (d) 315 U P
8 .46 (a ) BK No
19 No BK 1 8.35
2 .3 3 19
19 .40 19 .40 6
4 50 D N 1 9.3 7 (d) 1 9.5 2 (d)
20 19 .56 4 19 .56 BK 20
.2 5 N o .1
No 1 o. 4 2 1.01
21 .01 BK KN
21 .01 B B K N 2 1.0 6
21 .06 BK o .3
N o .1 2 1.0 1 (d ) ID S U - U P
21 .26 (d ) 1 o .2 4 21 .06 5 BK N
22
22 .14 (d ) 2 2 22 .11
2 2.0 4 (d ) 3 49 - U P
22 .11
2 S R M D N 22 .19 (d ) 2 2.3 4(a )
23 23
23 .43 B K
23 .43 .1 No
No .3
24 4 BK 24
No. 2 3 6 0 .48
BK 0.4 8
0.4 8 0.5 3
3 12 D N 0 .56 (d ) 0.5 3 B K 0 .53
BK No. 1 .1 6 (a)
.3 6
7 4 D N 1.3 2 (d) N o. 2
2
2 No 1 .4 7 (a)
1.5 8 BK 1 .5 4 (d) 3 1 U P
3 34 D N 1 .52 (d ) 2 1.5 8 2 2 .1 0 (a)
2 .08 (a ) 2.0 7 2 .1 8 (d) 7 3 U P
3
3 2 D N 2.1 0 (d) 3.0 0 B K No. 4 2.4 6 2 .3 2 (a)
3 BK 3
2 .29 (d ) .1 3.1 2 BK 5 N o.
No 3 4 N o .4
2 3 .50
4.0 5 BK 4.0 0 3.54 (d) IS R N U P
4 4.1 7 4 4.05 (a) 31 IS R N U P
6 BK 4.19 (d) IS R N U P
2 N o.
5.0 5 4 ( A .L.T.)
3 50 D N 5 .06 (d ) 5 .22
6 5 .22 (d)
0 1 2 3 4 5 6 7 8 9 10
3 .49 6 .98 1 0.47
1 0.47 K m s.
K A LA N D U R S A R S AW A
REFERENCE :
1. & 55
P E T R O L M E N 11 33 & E X C H A N G E B O O K N o. 1 & 2.
2. & 66
P E T R O L M E N 22 44 & E X C H A N G E B O O K N o. 3 & 4.
SPECIM EN PATRO LLING CHART
M AIN LINE HEAVY DENSITY TRAFFIC

3 BEATS LENG TH 10.47 Km s.
SAHARANPUR - LUDHIANA SECTION

( D O U B LE LIN E )
250
CHAPTER XI (i) Trollies/Lorries –
THE WORKING OF TROLLIES, (a) All officers and inspectors of Engineering

Department.
MOTOR TROLLIES AND LORRIES
(b) Permanent way Mistries and Section Mates,
1101. General instructions – The Rules Head Trollymen as may be authorised.
for working trollies, motor trollies and lorries are
(ii) Motor Trollies – All officers of Engineering
contained in Paras 15(18) to 15(27) of chapter
Department - motor trolly Drivers and such Inspectors
XV-B of General Rules (1976), supplemented
as may be authorised.
by the subsidiary rules issued by individual railways.
The instructions contained in this chapter are in 1105. Responsibility for safe working –
amplification of these rules and will not supersede (1) The official-in-charge of trolly/ motor trolly/
the general and subsidiary rules of Railways. lorry is responsible at all times for its safe working.
1102. Distinction between Trolly, Motor When more than one person holding competency
Trolly and Lorry – certificate travels in a trolly, the official working the
(i) A vehicle which can be lifted bodily off the trolly is responsible for its safe working.
line by four men shall be deemed to be a trolly. Any (2) It shall be clearly understood by officers
similar but heavier vehicle (which includes Dip Lorry) and staff that they are to take every possible
shall be deemed to be a lorry. precaution and protection against accidents. When
(ii) Any trolly which is self-propelled, by means entering a tunnel or cutting or proceeding over a long
of a motor, is a motor trolly. bridge or curve, the official-in-charge will make sure
(iii) A trolly shall not, except in cases of that no train is likely to be met. While approaching a
emergency, be used for the carriage of permanent level crossing the official-in-charge, should look out
way or other heavy material, and when a trolly is so for road traffic and ensure safe passage of his vehicle
loaded, it shall be deemed, to be a lorry. over the level crossing.
1103. Certificate of Competency – 1106. Efficient Brakes – No lorry, trolly or
(i) No trolly, motor trolly or lorry shall be placed motor trolly shall be placed on the line unless, it is
on the line except by a qualified person appointed in fitted with efficient brakes. The brakes should be
this behalf by special instructions. tested before the commencement of each journey. It
(ii) Such qualified person shall accompany the is desirable that trollies and lorries working on ghat
trolly, motor trolly or lorry and shall be responsible section are fitted with screw down brakes in addition
for its proper protection and for its being used in to ordinar y hand/foot brakes. It will be the
accordance with special instructions. responsibility of the official-in-charge to ensure the
adequacy of braking.
(iii) The qualified person shall hold a certificate
of competency which shall be issued according to 1107. Attachment to Trains Prohibited – No
prescribed instructions. trolly / motor trolly/ lorry shall be attached to a train.
(iv) Staff in whose favour a certificate is issued
1108. Working on Track Circuited Sections
should be literate, having knowledge of Hindi or other
and Sections Provided with Treadles – Each
local languages, should have passed the prescribed
Railway shall issue subsidiary rules for the working
Medical test and should be conversant with the rules
of trollies/ motor trollies/ lorries in sections where
for working of trollies, motor trollies and lorries, as
treadles or track circuits form part of the Block
the case may be. The certificate of competency will
instruments or where automatic signalling has been
be issued for a specified period by an officer
provided.
authorised to do so and renewed periodically.
1104. Officials Permitted to use Trollies, 1109. Numbering of Trollies/ Motor Trollies/
Motor Trollies and Lorries – Subject to their being Lorries – Each trolly/ motor trolly and lorry shall be
certified competent, the following officials of the marked with its number, code initials of the
Engineering Department are permitted to use trollies/ department, the designation and headquarters of the
lorries : official-in-charge.
251
1110. Conveyance of Trollies/ Motor Assistant Engineer or above), after a bond on form
Trollies/ Lorries by Trains – in Annexure 11/1 is signed indemnifying the
(1) No trolly, motor trolly/ lorry should be loaded Railways against all liabilities and risks.
in a train without the consent of the Guard in-charge
of the train, who will direct where it is to be placed. Contractors and their Agents may be
conveyed on trolly in connection with works, provided
(2) In the case of an accident/emergency, they have executed a general indemnity bond similar
trollies/ motor trollies may be carried by Mail /Express to Form Annexure 11/1.
trains on which there are restrictions normally for
loading of trolly/ motor trolly. 1113. Trolly-Permits for Private Sidings
– A non-railway official is permitted to use a trolly on
(3) When loading a motor trolly with petrol in
private sidings when he is in possession of a permit
the tank , the following rule extracted from Para 1106
signed by the competent authority. Such permits are
of the I.R.C.A. Coaching Tariff No. 21, Part I
granted for use of the trolly on sidings where there is
/ 1972 as applicable to carriages, motor-cars, boats
no passenger traffic. The party shall execute a bond
etc., should be adhered to –
on Form Annexure 11/2 indemnifying the Railways
“ ………………. a quantity of petrol not against all liabilities and risks. The issue of trolly
exceeding 9.00 litres may be left in the tank provided permits will be subject to such rules as may be
that, prescribed. In such cases, the Head trollyman shall
hold a certificate of competency issued by the
(a) The flow of petrol in the carburettor has
authorised Railway Official.
been cut off;
(b) Any pressure has been released from the 1114. Military officers using trollies in
tanks; Ordnance Depots – The Military authorities are
aware that the Railway Board are not prepared to
(c ) The tank is in sound condition and closed accept any liability whatsoever for damage or
by a well fitting cap; compensation arising out of accidents caused in the
(d) The engine has been run by the official-in- working of trollies used by Military Officers on duty
charge until the carburettor has become exhausted in Ordnance Factories in respect of claims of Officers
and the engine stops automatically.” themselves or third persons.
1111. Trollies, Motor Trollies and Lorries not 1115. Trolly Refuges and Observation
in use – Posts–
(1) A trolly, motor trolly or lorry, when not in (1) Trolly Refuges – Trolly refuges over long
use shall be placed clear of the line, and wheels Bridges should be provided at such intervals, as
thereof secured with a chain and padlock. prescribed in the Schedule of Dimensions. In cuttings
(2) When a trolly / motor trolly is placed on a and high banks trolly refuges should be provided at
platform to be loaded into a train, it should be under suitable intervals.
the charge of a trollyman and placed where it will (2) Observation Posts – Where, owing to
not be in the way of passengers or working staff. curves in cuttings or other causes view of the line is
(3) Whenever possible, motor trollies, should restricted, “observation posts” should be established
be placed in a shed, the key of which, shall be in the at such sites as command the best view in both
possession of the official-in-charge. directions for the use of Flagmen, thus enabling hand
signals being conveyed to the trolly on line.
1112. Conveyance of Non-Railway
officials– 1116. Equipment for Trolly/ Motor Trolly /
Trollies shall not be used for the conveyance Lorry – Each trolly/ motor trolly/ lorry shall have the
of persons other than railway officials. In special following equipment :
cases, Magistrates, Police, Civil, Telegraph, Military,
(a) Two hand signal lamps;
Medical and Forest Department Personnel or a
person requiring medical aid, may be conveyed by (b) Two red and two green hand signal flags;
trolly by order of the competent authority (The (c ) Detonators 12 nos;
252
(d) A chain and a padlock; (3) Working under Block protection –

(e) A copy of the Working Time Table and all (a) Trolly may be worked under Block
correction slips and appendices, if any, in force on protection wherever it is possible to do so without
that section of the railway over which the trolly, lorry interference to train service.
or motor trolly is to run; (b) Trollies should be worked under Block
(f) A motor horn and a search light (for motor protection in the night.
trolly only); (c ) During day time in foggy weather and
during dust storm, when the visibility is poor, a Trolly
(g) Two banner flags and additional detonators
should be worked under Block protection.
(for lorry only); and
(d) Sections with restricted visibility due to
(h) Such other articles as may be prescribed
curves, cuttings or due to other local conditions
by the Railway Administration in this behalf.
specified by Railway Administration, wherever
Note – The official-in-charge of the trolly/ motor practicable, should be traversed under Block
trolly / lorry shall also be in possesion of a watch in protection.
addition to the prescribed equipment. (e) When working under Block protection
1117. Signals for Trolly/ Motor Trolly / Trollies will be worked in the same manner as trains.
Lorry– (4) Working without Block protection –
(1) Day Signal - Every trolly, Motor trolly or (a) During day time in sections with normal
Lorry when on the line shall show a red flag by day, visibility the official-in-charge shall before leaving a
fixed to a staff which will be placed on a socket and station/ Block post, ascertain the whereabouts of the
conspicuously visible in both directions. trains likely to be met and set off on trolly.
(2) Night Signal – On a double line the night (b) In sections with restricted visibility [specified
signal shall be red light in the direction from which sections, Ref-Para 1118(3) (d) ] when the official-
trains are expected and white in the other direction in-charge, is not able to block the section and work
and on a single line, red in both directions. Where under Block protection, he will follow the following
on double line, single line working is introduced, the procedure :
night signal should be as per a single line. When
working within the station limits, the light displayed (i) The Station Master/ Signalman will on receipt
at night shall be red in both directions. of advice from official-in-charge (in triplicate on Form
Annexure 11/3 ) giving his trolly programme
(3) Signals within long tunnels – On sections ascertain and fill in particulars of trains running on
where there are long and dark tunnels, the night the section, retain one copy and return the other two
signals prescribed must be displayed during the day to the official-in-charge of the trolly.
in addition to the red flag, in the case of Trollies, Motor
trollies and Lorries. In the case of thick foggy or (ii) As a reminder that the block section is
tempestuous weather impairing visibility, light signals occupied by the trolly and caution orders must be
must be displayed in addition to the red flag. issued, a small placard with words “ Trolly on line”,
will be hung in front of the block instrument, until
(4) Removal of Trolly/ Motor trolly/ Lorry – As advice of the removal of the trolly is received.
soon as a Trolly/ Motor trolly/ Lorry is removed from
the track and placed clear of it, the red flag or light (iii) If telegraph and telephone communications
signal shall be removed, but care should be taken to are interrupted and the Station Master/ Signalman is
see that this signal is not taken off before the lines unable to communicate with the station at the other
have been cleared of all the obstructions. end of the block section, the official-in-charge of the
trolly will be advised of this fact and form Annexure
1118. Working Of Trollies – 11/3 endorsed accordingly. When communication
(1) Manning of trollies – Trollies in all cases between the two stations is restored, the messages
shall be manned by four men. referred to above will be exchanged, if the trolly has
not cleared the section or removal report has not
(2) Mode of working of trolly – Trollies in all been received.
cases should be pushed and not pulled.
253
(iv) From the time of exchange of the Gauge / Narrow Gauge in the direction from which
messages, until intimation has been received that trains may approach.
the trolly has cleared the block section, the Station
(ii) On single line, depute a Flagman with
Master/ Signalman at both ends of the block section
detonators to precede and another to follow the trolly
shall issue caution orders to Drivers of all trains
and to exhibit hand danger signals at a distance of
entering the block section. On the double line, caution
not less than 1200 M. on Broad Gauge and 800 M.
order should be issued for both up and down trains.
on Metre Gauge and Narrow Gauge.
(v) The issue of caution orders in no way
(iii) Where necessary, intermediate Flagman
relieves the official-in-charge of the duty of complying
should be posted to relay signals.
strictly with the rules for protecting the trolly.
(b) The distance at which the signals are to be
(vi) On arrival of the trolly at the other end of
exhibited may be suitably increased in the case of
the block section, the person-in-charge of the trolly
Metre Gauge High speed routes where the speeds
shall fill in the removal report and send it to the Station
are more than 75 km.p.h., under special instructions
Master/Signalman who will return the third copy
by the Railway Administration.
signed. The Station Master/Signalman will then
advise the Station Master/Signal man at the other (c) The flagman should only be withdrawn
end of the block section of the trolly having cleared when a clear view of at least 1200 M. on Broad Gauge
the section. and 800 M. on Metre Gauge and Narrow Gauge can
be obtained in the direction from which trains may
(vii) If the trolly is removed from the track at
approach.
the station not provided with telegraph or telephone
instruments or in the block section and if it is not (d) When a train is sighted, the Flagman should
intended to place it on the track again, the official-in- wave the red flag vigorously to warn the official-in-
charge of the trolly shall fill in the removal report and charge of the trolly of the approach of the train, and
send it to the Station Master / Signalman at the at the same time place three detonators 10 M. apart
nearest block station. In the former case, the Station on the line to protect the trolly. The detonators should
Master will send written advice by the first train in be removed only on receipts of hand signals from
either direction to the next block station. The Station the official-in-charge by waving of a green flag to
Master / Signalman at the latter station should then withdraw the danger signal indicating that the trolly
advise the Station Master / Signalman at the other has been removed.
end of the removal of the trolly. When conditions are such that the Flagman
(viii) Station Masters/Signalmen at the both can not be seen by the official-in-charge of trolly, the
ends, of the block section will enter remarks in the latter must arrange before entering the section to
train registers pertaining to the block section take with him sufficient men with hand signals who
concerned showing the times at which the trolly will be placed in suitable positions between the trolly
entered and cleared the block section and the and the Flagman so that the signals from the
number of the trolly. Flagman can be repeated to the person-in-charge
of the trolly and vice versa.
(5) Protection In Block Section -
(a) When a trolly is worked other than under (e) On sighting an approaching train or the
the rules for working of trains i.e., without block Flagman’s signal, the trolly must be removed clear
protection and when a clear view is not obtainable of the line and kept in such a manner that it can not
for an adequate distance of 1200 M. on Broad Gauge roll towards the line.
and 800 M. on Metre Gauge / Narrow Gauge, the (6) Trollies travelling together – When two or
following precautions should be taken (Annexure more trollies are running together in the same
11/4) :– direction in the same line, care should be taken to
(i) On a double line, he must depute a Flagman ensure that they are kept at least 100 M. apart to
with detonators to precede or follow the trolly, and to safeguard the trolly in rear from colliding with the front
exhibit a hand danger signal at a distance of not less one, in case the front trolly has to be stopped
than 1200 M. on Broad Gauge, and 800 M. on Metre suddenly for any reason.
254
1119. Working of Motor trollies – (1) A pushed and never pulled. Riding of persons on the
motor trolly shall only be run in accordance with same is prohibited.
special instructions .
(2) Manning of Lorries – When running under
(2) A motor trolly may be worked under block block, a lorry must be accompanied on foot by not
protection or without block protection, as may be less than four men in addition to the number of men
prescribed by the Railway Administration. required for expeditiously loading and unloading
(3) Working under block protection – (a) A materials being conveyed on the lorry.
motor trolly should be run only under block protection When running without block protection a lorry
(i) during night; (ii) during day time, when the visibility should be accompanied on foot by an adequate
is poor due to fog or dust storm. number of men required to remove the lorry and its
(b) Sections of restricted visibility should contents readily off the line in addition to Flagman
invariably be traversed under block protection. A list for its protection. The Duties of Flagman should
of “sections of restricted visibility” may be specified invariably be entrusted to trained men experienced
for the guidance of all concerned, either in the in the working of lorries and who have passed the
subsidiary rules or in the working time table. vision test.
(c ) When a motor trolly that is worked under (3) Working under block protection – (a)
block protection breaks down in the block section, Whenever it is possible to block the line without
the official-in-charge should remove it clear of the interference to trains, the lorry shall be worked under
line and send a written advice to the nearest Station block protection, after blocking the line.
Master / Block Hut -in-charge returning the line clear
(b) A lorry shall be worked only under block
ticket or token or in the case of a motor trolly when
protection when –
the token has been clamped for a preceding train
the key of the padlock. He should not replace the (i) It is necessary during an emergency to run
motor trolly on the line without the written permission it at night.
of either Station Master / Block Hut-in-charge at the
(ii) The visibility is restricted due to sharp
end of the block section concerned. On arrival at the
curves/cuttings etc., as on certain specified sections.
other end, the official-in-charge will deliver the
authority to the Station Master after the trolly has (iii) It is loaded with rails, girders or specially
arrived complete. heavy materials which will cause delay in unloading.
(4) Following a Train /Motor trolly – Motor trolly (c ) Actual working of lorry – (i) Before obtaining
may follow a fully vacuum brake train or another motor line clear, the offiicial-in-charge of a lorry should
trolly in the same block section during day light hours advise the Station Master / Block Hut-in-charge,
and in clear weather under special instructions issued whether it is his intention to return to that station, to
by the Railway Administration. run to the other end of block section, or to remove
(5) Working without block protection – (a) the lorry in mid-section.
When a motor trolly is worked without block (ii) The official-in-charge, after getting the
protection, it should be manned by at least four men. authority to proceed in the form of line clear ticket /
(b) In case a motor trolly is worked without token, double line certificate or shunting key, as the
block protection, the procedure outlined in Para case may be, should work his lorry.
1118(4)(b) for trollies shall be followed for working (iii) He should, after completion of his work,
of the motor trollies. hand over the authority to proceed to the concerned
(c ) When a motor trolly is worked without Station Master / Block Hut-in-charge and remove
block protection, as per special instructions, the his lorry.
procedure outlined in Para 1118 (5) should be (iv) In case the lorry is off loaded in the mid
followed for the protection of trolly in block section. section, the authority to proceed should be returned
1120. Working of Lorries – (1) Mode of by a special messenger to the nearest station after
working of lorry – Lorries in all cases should be ensuring that the lorry is kept clear off the line.
255
(v) On the double line the official-in-charge Gauge and 400 metres on the Metre Gauge and the
should run the lorry on the proper road. The lorry Narrow Gauge, carrying a Banner Flag across the
should be taken along the line in the direction in which track and another man plainly showing a stop hand
the trains will run; except when returning to the signal at a distance of not less than 1200 metres on
original starting station/Block Hut. the Broad Gauge and 800 metres on the Metre Gauge
and the Narrow Gauge from the lorry in the direction
(4) Working without Block protection – (a) A
from which trains may approach, or
lorry shall ordinarily be run only by day and when
the weather is sufficiently clear for a signal to be (ii) On single line, by one or two men as
distinctly seen from an adequate distance, which required, following and preceding the lorry at a
shall never be less than 1200 metres on Broad distance of 600 metres on the Broad Gauge and 400
Gauge and 800 metres on Metre Gauge and Narrow metres on the Metre Gauge and Narrow Gauge
Gauge. Distance may be specified by administration carrying a banner flag across the track and another
in Metre Gauge high speed routes where the man plainly showing stop hand signal at a distance
maximum speed is more than 75 km.p.h. In such of not less than 1200 metres on Broad Gauge and
cases the lorry can be worked without block 800 metres on Metre Gauge and Narrow Gauge from
protection when it is not possible to block the line the lorry on either side.
without interference to train service.
(iii) Each man so following or preceding the
(b) Procedure for working – (i) When a lorry is lorry at a distance of 1200 metres on Broad Gauge
to enter a block section without line clear, Form and 800 metres on Metre Gauge and Narrow Gauge
Annexure 11/3 should be prepared by the official- shall be provided with detonators and place three on
in-charge in triplicate and necessary particulars filled the line 10 metres apart, immediately the lorry comes
in by the Station Master / Signalman who will retain to a stand for the purpose of either loading or
one copy and return the other two to the official-in- unloading and continue to display the Stop hand
charge. signal.
(ii) Until the “lorry removed from section” (iv) The man or men carrying the banner flag
signal has been despatched and received, both shall immediatly fix the banner flag across the track
Station Masters / Signalman shall issue caution immediatly the lorry comes to a halt or a train is seen
orders to the Drivers of all trains entering the section approaching, and continue to display the Stop hand
on which the lorry is working. All trains booked to signal.
run through and extra, special and other out of
schedule trains should be stopped at the station in (v) In all cases, where the Flagman in advance
order that this advice may be given. or in rear can not be kept in view from the lorry,
additional intermediate signalman as required should
(iii) Lorries should be removed clear of the main
be posted to relay the signals.
line or if within station limits, of the line on which a
train is to run, at least 15 minutes before the train is (vi) The Stop Signals and detonators shall not
due. be removed until the Flagman, receives the orders
to withdraw them from the official-in-charge of lorry.
(iv) On completion of work, the lorry removal
report in Form Annexure 11/3 should be completed Note : In M.G. section High speed routes
and handed over to the Station Master / Signalman where the maximum speed is more than 75 km.p.h.
concerned and his acknowledgement obtained. the distances should be specified by the
(c) Protection of lorry in Block Section – When administration.
the line has not been blocked and a lorry whether (5) (a) Working in Station limits – When a lorry
loaded or empty is placed on the line without block is required to work within Station limits, the
protection the lorry shall be protected as detailed in permission of the Station Master shall be obtained
sub-para below (Annexure 11/5) – in writing before working the lorry and the lorry should
(i) On double line, by one or two men as be worked as per the approved special instructions.
required at a distance of 600 metres on the Broad
256
(b) Protection in Station limits – When a lorry (3) Working of Rail Dolleys
works in a station yard the Flagman must exhibit
(i) The railway servant in-charge of rail dolleys
danger signals at such a distance on both sides as
must inspect the section in advance particularly in
will ensure safety. When the lorry is required to remain
reference to heaping of ballast, girder bridges and
stationary for more than 15 minutes, it must be
any other special features which make it difficult to
protected by banner flags placed at an adequate
drop the material and remove the rail dolley in the
distance supplemented by three detonators on both
event of an approaching train. He shall get the ballast
sides.
heaps cleared and work the dolley(s) only when the
(c) When a lorry has to work on a section with visibility is clear for at least 1200 metre on Broad
a steep down gradient (gradients steeper than 1/ gauge and 800 metre on MG/NG and the rails/
100), the same should not only be controlled by hand sleepers can be dropped off safely without affecting
brakes, but by a rope tied in the rear and held in the safety of trains and workers both.
tension by men following a lorry.
(ii) Rail dolley shall not be worked on sections
1121. Working of Cycle Trollies and Moped having gradients steeper than 1 in 200.
Trollies :– (1) Cycle Trollies – Cycle trollies are those (iii) Not more than 6 rail dolleys should be
trollies which are propelled, by pedalling instead of worked in a group in any one block section.
pushing. It may be pushed when necessary but not
pulled. A cycle trolly shall be manned by at least four (iv) Normally, not longer than 3 rail welded
men, including the persons pedalling or driving. They panels should be carried by rail dolleys. The rail
may be worked as per rules pertaining to a “Trolly” dolleys must not be worked after sunset and before
(Para 1118). sunrise and in bad weather when the visibility is poor.
Rail dolleys should not be worked in deep cuttings,
(2) Moped Trollies – These are light motor steep grades, sharp curves and heavily built up areas
trollies, which can be lifted off the track normally by where the visibility is not clear for 1200 metres on
three men. They should be manned by at least three BG and 800 metre on MG/NG. In such locations,
men including the Driver. These may be worked as the rail dolleys should be worked under block
per the rules pertaining to a Trolly, for which the protection.
Railway Administration may issue special
instructions, as necessary. (v) In case, a rail dolley is to carry rails longer
than 3 rail panel or it is required to move over x overs
1122. Rail Dolleys in yard crossing more than one line in deep cuttings
(1) Rail dolley is a device with two or more and curves then it should work under block protection.
wheels which in balanced condition can be moved (4) Working of Rail Dolleys
manually on one rail of track and can carry one rail/
sleeper in suspended condition. When necessary, (i) No traffic block or caution order is normally
the suspended material can be dropped and rail necessary for working of rail dolleys except as
dolley cleared off the track. indicated in para 3(iv) and (v) above.
(2) Manning of Rail Dolley (ii) Every rail dolley/group of rail dolley when
on line shall exhibit a red flag.
Every rail dolley shall be manned by not less
than two able bodied persons. The person-in-charge (iii) The rail dolley shall be protected by a
for the working of rail dolleys shall be a railway servant flagman at a distance of 1200 metre on Broad Gauge
not lower in rank than a keyman. The official in- and 800 metre on MG/NG from the rail dolley, on a
charge should have passed in medical category A-3 double line in the direction from which trains may
and must hold a valid certificate of competency for approach, and by two flagmen one on either direction
working rail dolleys. Certificate of competency shall on single line. The flagmen shall also carry three
be issued by a PWI of the section who must satisfy detonators for use in any emergency.
himself that the person to whom competency (iv) Where necessary intermediate Flagman
certificate is being issued is fully aware of the rules should be posted to relay signals.
for the working of rail dolleys and is also well
acquainted with the concerned section.
257
(v) When a train is sighted, the Flagman should (vi) The official-in-charge of the rail dolley shall
wave the red flag vigorously to warn the official- keep a look out for approaching trains and will get
incharge of the dolley of the train and at the same the rail dolley(s) and materials cleared off the track
time place three detonators 10M apart on the line to as soon as an approaching train is sighted.
protect the rail dolley(s). The detonators should be
(vii) While approaching level crossings, the
removed only on receipt of hand signals from the
official in-charge shall look out for road vehicles and
official-in-charge by waving of a green signal to
ensure safe passage of rail dolleys.
withdraw the danger signals from indicating that rail
dolleys have been removed. (viii) The official in-charge shall be fully
responsible for the safe working of rail dolleys.
258
Indemnity Bond in Connection with the Permission Granted to Travel on a Railway
.........................Trolly/Motor Trolly
In consideration of my being granted permission to travel between ................................................... and

.......................................on .................................. Railway ......................................Trolly/Motor Trolly I
.................................................... hereby undertake and agree that the Railway shall be free from all responsibility
or liability for any delay or detention or for any injury or loss to me or to any property of whatsoever kind
accompanying me occasioned during the journey for which the permission is granted or whilst I am or the said
property is within Railway limits.
I further undertake that I shall not interfere with or obstruct ......................................................... on his
duties and shall obey all reasonable directions he shall give me to be subject to the bye-laws and other general
regulations of the Railway.
I further undertake to indemnify and keep indemnified and save harmless the Railway Administration for and
against any loss or damage done to the property of the Railway through any act or omission on my part or on
the part of my agent or servants while so travelling on the Trolly/Motor Trolly.
Dated ................................. Name .........................................................
Witness – Designation ...............................................
1. .................................................................................... Address ......................................... ........
........................................................................................... ..................................................................
2. ....................................................................................... ..................................................................
........................................................................................... ...................................................................
(To be executed on stamp paper)
259
THIS INDENTURE made the .............................................................. day of .................................. between

................................................... of the one part and the President of India as owner of and administering
the ...............................................Railway (hereinafter called “the Administration”) of the other part
WHEREAS by an Agreement dated the .......................................... day of ............................and made
between the Administration of the one part and the said ...................................of the other part, the President
of India agreed to allow the said ......................................................................................................................
to use and work a private trolly on the railway line of the said .........................................................................
............................................................ Railway between ................................................... and whereas prior
to the execution of the agreement the said ............................................... agreed to execute these presented.
NOW THIS INDENTURE WITNESSETH AS follows :

The said ...............................................................................shall henceforth at all times perform and
observe the stipulations, provisions and conditions on his part to be performed and observed and contained in
the aforesaid agreement.
The said ........................................................................................ shall observe and perform the bye-

laws, rules and regulations of the ............................................................................................Railways for the
time-being in force.
The said ...................................................................................... shall not in any way interfere with or

hamper the working of the ........................................................................................... Railway.
The said ............................................................................................... shall from time-to-time and at

all times hereafter indemnify and keep indemnified the Administration from and against all actions,
claims, demands, costs, losses, damages and expenses including claims by 3rd parties Workmen’s
Compensation and Employees’ liability which may be brought against or made upon the Administration or
which the Administration may, pay, incur, sustain or be put to by reason of any loss of life or injury or damage
to any person or property caused by or arising out of or from the user and for working of a private trolly by the
said ......................................................................... on the said railway line and the user of permanent way in
pursuance of the said agreement.
IN WITNESS where of the said ...................................................................................................... has

hereunto set his hand and seal the ................................................. day and
...........................................................................year first herein/above written.
Signed, Sealed and Delivered by
the said .........................................
In the presence of :
260
ANNEXURE-11/3 PARA 1118 (4)/1120 (4)

Trolly/Motor Trolly/Lorry Notice
(Working without line clear)
Notice No. .............................................. Station ..................................

Dated ....................................
To
The Station Master/Signalman ....................................................... Station.
Trolly / Motor Trolly / lorry No................................................................................ is required to work between
........................................................................... and ........................................ It will leave
....................................................................................... station at .............................. hours
Kilometre ................................................................ at ................................................... hours } this day for
.................................................................... Station.
Kilometre .........................................................
.............................................
Official - in - charge
To
The Official-in-charge
Daily and extra trains due to arrive at or pass this station upto ............................... hours have actually
done so except.
No .......................................................... minutes late
......................................................
......................................................
The following extra trains, special trains and light engines will enter ........................ section as shown.
......................................................
......................................................
I have exchanged advice with .................................... station/block post and shall issue caution orders to
all Drivers until I receive advice of removal of the trolly/motor trolly/lorry.
..........................................
Station Master/Signalman
Removal Report
Reference trolly/motor trolly/lorry Notice No. ................................................... dated .............................
trolly/motor trolly/lorry No. .......................................................... arrived at .....................................................
................................................................................................................... at ..................... hours.
was removed from the track at kilometre.
Removal report received at ................................................................. hours.
Station Master/Signalman, ................................................................ Station.
Official - in - charge.
261
PROTECTION OF TROLLY ON LINE
M A N S H O W IN G M A N S H O W IN G
R E D H A N D S IG N A L R E D H A N D S IG N A L
45 m . 45 m .
T R O LLY
TR AC K
D E T O N AT O R S D E T O N AT O R S
1 0 m . A PA R T 120 0 m . (B . G.) 120 0 m . (B . G.) 1 0 m . A PA R T
O N S E E IN G A O N S E E IN G A
T R A IN T R A IN
A P P R O A C H IN G A P P R O A C H IN G
SING LE LINE
N ote:
1. In m etre gaug e section s, w here sanctioned spee d is

m ore th an 75 km . p . h., the distance of protection
w ill be increased as specified by the ad m inistra tion.
2. In ca se of double line, the flag-m an is to be de puted

eithe r to follow or to precede the trolly, as the case m ay be .
PRO TECTIO N O F TR O LLY O N LINE
262
ANNEXURE-11/5 PARA 1120 (4)(C)
PROTECTION OF LORRY ON LINE
M A N S H O W IN G M A N S H O W IN G
R E D H A N D S IG N A L R E D H A N D S IG N A L
45 m . BAN N ER FLA G 45 m .
BAN N ER FLA G
TO B E FIX ED TO B E FIX ED
600 m .(B.G.) 600 m .(B.G.)

LO RRY
400 m .(M .G./N .G.) 400 m .(M .G./N .G.)
D E T O N AT O R S D E T O N AT O R S
1 0 m . A PA R T 120 0 m . (B . G.) 120 0 m . (B . G.) TR AC K
1 0 m . A PA R T
800 m .(M .G./N .G.)
SING LE LINE
Note:
1. In m etre gaug e sections, w here m a xim u m speed is

m o re tha n 75 km . p. h., the dista nce of prote ction
w ill be in creased as specifie d b y the adm inistration.
2. In d ouble line, p ro tection is to be don e in direction of

A pproaching train .
3. D etona tors should be placed on the line w hen th e

lo rry com es to a stop.
PRO TECTIO N O F LORRY O N LINE
263
CHAPTER XII one brake- van in the rear. When running through
between stations the engine should be marshalled
WORKING OF MATERIAL TRAINS at one end of the train, and the brake-van at the other
AND TRACK MACHINES end.
1201. Rules for Working – The rules for (2) Vehicles with vacuum brakes should be
the working of material trains are outlined in : attached next to the engine when practicable and
(1) Appendix IX of the Indian Railway Code vacuum brake connected up with the engine.
for the Engineering Department, and Paras 4.62 (3) Covered wagons to afford shelter to the
to 4.65 of General Rules for Indian Railways labour may be coupled to the material train as
(1976) and Subsidiary Rules thereto – required.
When the quantity of material is such as could
1206. Ordering of Material Trains –
be conveniently trained out in stages, wagon-loads
Authority Ordering – Operating Department is the
may be attached to goods trains by arrangement with
authority for ordering a material train. On receipt of
the Operating Department.
requisition from the Assistant Engineer/Divisional
1202. Material Train – Material Train means a Engineer, the Divisional Operating Superintendent
departmental train intended solely or mainly for shall advise the staff concerned by letter, detailing
carriage of railway material when picked or put down the composition of train, the loading kilometrages,
for execution of works, either between stations or the sections over which the train will work, the date
within station limits. The railway material may include of commencement of work, the station at which the
stone boulders, ballast, sand, cinder, moorum, rails, rake will be stabled and the engineering official who
sleepers and fittings etc. will be deputed to be in-charge of the train. The notice
to be given by the Engineering department should
1203.Economical Working – Material train not normally be less than a week.
should be expeditiously and economically worked.
The Assistant Engineer should arrange to form a train 1207. Issue of “Fit-to- Run” Certificate –
of maximum capacity consistent with the haulage Before a material train is allowed to work, the
capacity of the engine and tonnage approved for the complete rake should be examined by the carriage
section. In consultation with the Operating and wagon staff and a “fit-to-run” certificate issued
Department, the running of goods trains should be to the Guard. The rake may also be examined by
suitably regulated so as to provide as long a working the carriage and wagon staff each time it arrives at
time for material train as possible. Delays in working the train examining station and whenever possible,
should be traced to their source and remedies applied once a week .
as circumstances demand.
1208. Official -in -charge of Material Train
1204. Restrictions in Running – (1) Except –Whenever a material train is worked it shall be
with the permission of the Assistant Engineer or accompanied by a Guard. As the Guard is not
Divisional Engineer, a Material Train should not be qualified to carry out such duties as working of
permitted to work during periods of poor visibility due hoppers, distribution of ballast/materials, supervising
to fog, storm or any other cause. loading and unloading, maintaining muster rolls and
(2) Except in an emergency such as, an daily reports of labour and preparation of daily reports
accident or breach of the railway line, working of on material train working, a qualified engineering
material trains carrying labour should not be permitted official should be deputed on the train to ensure
between sunset and sunrise. If due to certain working of material train to the programme specified
circumstances it is necessary to work Material by Assistant Engineer.
Trains during night, permission to do so should be 1209. Equipment – Every material train
obtained from the Divisional Operating Guard must have with him while on duty:
Superintendent.
(a) A copy of General and Subsidiary Rules or
1205. Brake-vans and Shelter wagons –
such of them as relate to his duties.
(1) A Material train must be equipped with at least
264
(b) An up-to-date copy of Working Time Table (3) The Guard/Engineering official-in charge
with correction slips and appendices, relating to the shall ensure efficient and proper working and adhere
section of the Railway over which the material train to sanctioned time and occupation of block section.
is to be worked. Materials should not be left fouling the track, signal
(c) A watch. wires and interlocking gears. If it is necessary for
(d) Hand signal lamps. the train to leave the site of work before this is done,
it should be ensured that sufficient labour is left to do
(e) Two red flags and a green flag .
so, in-charge of a competent railway servant and
(f) A whistle. that the site is protected until the work is completed.
(g) Not less than 12 detonators in a tin case.
(4) When a material train enters a block section
(h) A carriage key. to work under instructions of other than under the
(i) Padlocks as prescribed by special normal system of working, the Guard and the Driver
instructions. of the train shall ensure that the train is protected
(j) A set of clamp for point locking and/or other from the direction a train is approaching on double
locking devices. line and in both directions on a single line in
(k) A spare pair of glasses if he is required to accordance with General Rules.
wear glasses. If for any reason, it becomes necessary to
(l) First aid box. detach the engine of a material train in the block
(m) Sprags and chains. section to run to the station in advance, the Guard
(n) A tail lamp/L.V. Board. should ensure that the train is protected both in front
(o) Portable telephone ( on controlled and rear.
sections),and any other equipment and stores (5) On stopping a material train on a grade
prescribed by special instructions. the Driver should give a long blast of the whistle to
1210. Testing of Brake Power – (1) Before call the attention of the Guard and thereafter three
starting from a station, the Guard should ensure that sharp blasts, the signal for application of hand brakes.
the train is equipped with requisite brake power The brakes must not be released until the Driver has
prescribed for the load. signalled for this by giving two sharp blasts.
(2) Each vehicle of material train whether or Before entering a section on which a ballast
not provided with vacuum brake, must be provided train is required to stand on a grade of 1 in 50 or
with an efficient hand brake capable of being fastened steeper, the engine should be so attached that when
down. the train is standing the engine is at the down-hill
end of the train.
1211. Working in Block section – (1)A
material train shall be worked with the permission of (6) A material train should not be divided
the Station Master on either side and in accordance outside station limits except in an emergency. Before
with the provisions and system of working in force the train is divided the Guard should put the hand
on the section. Before a Material Train enters a block brake in the brake-van hard on, and pin down the
section for work, the Station Master should advise hand brakes of sufficient number of vehicles and if
the Driver and the Guard in writing of the time by necessary, lock by means of safety chains or sprags
which the train must clear the block and whether it is a sufficient number of wheels, in each portion of the
to proceed to the block station in advance or return train. He should further ensure that the workers/
to the same station. labour are detrained before dividing the train.. Vehicles
(2) On double line, a material train must not should not be detached from a material train on a
push back to the Station in rear but should run grade of 1 in 100 and steeper. The engine itself may
through to the station in advance and return on proper be detached with the Guard’s permission after he
running line except when otherwise directed. has ensured that hand brakes on each vehicle are
properly applied and the wheels spragged against
Where provided, lever collars or other visual
any movement.
indicators must be used to remind Station Master
that the material train is working in the block section.
265
1212. Pushing of Material Trains – On (6) On the double line, when the train is required
down gradient steeper than 1 in 100, pushing is not to be pushed back into a station, the train must come
permitted. On gradient easier than 1 in 100 ascending to a stand outside the advance starting signal and
or descending pushing may be permitted at a speed the Driver shall whistle, when, if a line is clear for its
not exceeding 25 Km./h. provided the brake-van reception, it must be piloted into the station. If there
occupied by Guard is the leading vehicle. The is no advance starting signal, the train must be
speed will be restricted to 10 Km./h., if the brought to a stand opposite the outer signal pertaining
brake van is not leading. to the opposite direction and then be piloted into the
station.
1213. Procedure to be followed while
pushing back – When it is necessary for a material (7) On the single line, when a train is required
train to push back into the station from which it started to be pushed back into an interlocked station, it must
to work in the block section, the following procedure come to a stand outside the outer signal and whistle,
should be observed :– when, if a line is clear the home and the outer signals
may be taken “off ” for its reception. At a non-
(1) No train must be allowed to push back
interlocked station, the train must also come to a
without a written authority from the Station Master of
the station from which it entered the section. Where stand outside the outer signal whence it must be
line clear tickets are in use, the Station Master shall piloted into the station on signals being lowered.
endorse the line clear ticket as follows “ to push back (8) Except in an emergency, material trains
to this station”. may push back during day-light only. If in case of an
(2) The Station Master of a station where the accident or for any other unavoidable reason, a train
train starts from and pushes back to, must advise has to push back during the night, it must do so at a
the station in advance on the telephone or telegraph walking pace and the Guard or a competent railway
instrument and also the Controller on controlled servant must walk at least 600 metres on B.G. and
sections that the train will push back to the station. 400 metres on M.G. and N. G. in advance, exhibiting
He will then obtain the acceptance of the “is line clear a danger signal until the train comes to a stand as
for a train stopping in the section” signal on the block detailed in sub-paras 6 & 7.
instruments or on the Morse instrument, where block 1214. Running on Ghat Section and
instruments are not provided from the station in
Descending Grade – (1) On Ghat sections, it may
advance and then give the “train entering section”
be necessary to attach an engine to bank the load in
signal in the usual way.
addition to the engine in front.
(3) On the return of the train, the Guard will
(2) When a material train is descending a long
intimate that the whole of the train has returned to
and continuous steep grade, the brake levers of as
the station complete, from the section and sign in
many wagons as may be necessary to assist in
the trains register book to the effect and return the
controlling the speed, should be notched down by
“authority to push back” to the Station Master which
the Guard under arrangements with the Driver.
must be cancelled by the latter. The Station Master
will then give “cancel last signal ” signal on the block 1215. Passage over Points – The Driver of a
or on the Morse instrument, as the case may be, material train should stop the train short of all catch,
and endorse the remarks that “ train pushed back” loop or spring points which are facing for his train
in the trains register book or the line clear enquiry and which are not protected by signals. The Guard
book against the entry of the train. should ensure that these are correctly set and locked
(4) When it has been arranged for a train to and then hand signal the Driver past the points.
push back from the section, it must always do so 1216. Speed of Material Trains – (1) When
and not go through to the station in advance. running between block stations with the engine
(5) Before starting, a green flag must be tied to leading, the speed of material train shall not exceed
a convenient fixture in front ( or on the tender if running that prescribed for a goods train with a similar load.
tender- foremost ) of the engine and also at the back
of the rear brake-van to indicate to men working on
the line that the train will push back.
266
(2) When the engine is pushing the train and In every case, the Assistant Engineer on
when as in the case of emergencies the brake-van receipt of such reports should arrange for the train-
is not leading - examining staff to attend to the damages and
(a) The speed must not exceed 10 km. p.h. deficiencies expeditiously.
(b) The Guard must travel on the leading 1219. Warning to workers on Material Trains
vehicle and exhibit hand signals to the Driver. –(1) The Guard of a material train shall before giving
(c) When passing over points, the Guard should the signal to start, see that all the workers are on the
take action as in Para 1215 above. train, and warn them to sit down.
1217. Stabling of a material train – (1) (2) Before moving his trains, the Driver must
Material train shall not be stabled on running lines at sound the whistle, according to the prescribed code,
a station, except in unavoidable circumstances. as a warning to the labourers that the train is about
(2) When a material train is stabled at a station to move.
it shall be protected in the following manner and (3) Before commencing any shunting with his
Station Master shall ensure that – train, the Guard must ensure personally that all
(a) The vehicles of the material train have been labourers have been detrained.
properly secured and are not fouling any points and (4) In the event of it being necessary to part a
crossings, material train, the Guard must ensure personally that
(b) All necessary points have been set against all labourers have been detrained before doing so.
the line on which the material train is stabled and
1220. Engine Crew’s Hours of Duty –
such points have been secured with clamps or bolts
Drivers, Assistant Drivers and Fireman employed on
and cotters and padlocks, and
material train should be relieved according to their
(c) The keys of such padlocks are kept in his duty rosters. Only in exceptional and emergent cases
personal custody until the material train is ready to such as breaches on the line, may the engine crew
leave the siding or line. be kept on duty, for long hours, in which case, a
special certificate should be given to the Engine Crew
(3) The Guard shall not relinquish charge until
by the Engineering Official-in-charge.
he has satisfied himself that the material train has
been protected as prescribed in this rule. LOADING AND UNLOADING FROM
HOPPER BALLAST WAGONS
(4) When the train is ready to leave, the Guard
must advise the Station Master in writing. The Station 1221. Loading at Ballast Depots – The staff
Master must then arrange for correct setting of the at the ballast depots are responsible to ensure that
points. the wagons are loaded to the correct level.
(5) When a material train is stabled in an 1222. Working Trip – (1) The train Guard or
outlying siding, the Guard must ensure that it is inside Engineering official-in-charge shall be responsible
the trap, clear of fouling marks and clear of running for working the train to the instructions issued by the
line. He must pin down sufficient number of brakes Assistant Engineer. The Permanent Way Inspector
and if necessary, lock by means of safety chains or shall arrange for the inspection and clearing of track
sprag the wheels. behind the train.
1218. Reporting Deficiencies and (2) A “ Working Trip ” is a trip when one or
Damages– The Guard of the material train should more wagons are to be unloaded between two
at once bring to the notice of the Train Examiner stations. A “Running Trip” is a trip from one station
under advice to the Assistant Engineer, any to the other when no wagons have to be unloaded
deficiency or damage which may have escaped the on the way. Before departing on a ‘Working Trip’ the
attention of the train examining staff. The Guard will Permanent Way Inspector shall supply the Material
also keep a record of all damages caused to the Train Guard/Official-in-charge with a memo
vehicles during the work and report to the Assistant furnishing the kilometrage at which the wagons shall
Engineer the circumstances in which they occurred. be unloaded and the quantity to be unloaded.
267
1223. Operation of Hoppers – The hopper the daily reports and take such action as considered
valves shall be operated according to the prescribed necessary to avoid or minimise detentions in the
instructions under the direct supervision of the train working of the material train, before forwarding the
guard or official-in-charge. As far as possible one same to the Divisional Engineer for allocation, initials
hopper may be unloaded at a time moving at walking and record.
speed. The official-in-charge should walk on the side
and instruct the labour as to when to open or close 1225. Charges for Material Train
the hopper valves. The train should not be stopped, Working– For purposes of debiting the charges on
while ballast is being discharged ; labour should not account of Material train working to the heads of
be moved from the platform without first stopping revenue working expenses concerned a monthly or
the train. fortnightly “Material Train Return” on the form given
in Para 1466-E will be prepared by Operating
1224. Training out material and daily Department and sent to the Divisional Engineer for
reports of working – (1) Training out of material completion and submission to the Accounts
and ballast should be done to a programme Department, for necessary action. On this return,
sanctioned by the Divisional or Assistant Engineer. the hire charges for wagons and engine will be
separately shown.
(2) The Guard/Engineering official-in-charge
should adhere to the sanctioned programme and 1226. Register of Engineering Vehicles
submit daily report on prescribed form Annexure – (1) When Engineering wagons are not in use, these
12/1 (Material Train Journal) to the Assistant should be stabled in the siding allotted for this
Engineer through the concerned Inspector. Where purpose in specific station yards.
the contract for the working of the material train
provides for the employment of a minimum number (2) The Divisional Engineer and Assistant
of labourers and the contractor is paid for the actual Engineer should maintain subdivision-wise a
labour so supplied for loading and unloading of complete inventory in the form of a register of all
ballast, permanent way or other materials the daily closed wagons, open wagons, hoppers, etc., on the
report should show the correct number of labourers division. The register should contain :
of each class employed and the nature and Vehicle numbers;
approximate quantity of work done. Muster rolls
Type of vehicle;
should be maintained by the Guard or Engineering
Official-in-charge and checked and initialled Capacity;
frequently by the Inspector concerned when the Condition of vehicle;
training out is done by departmental labour. Locations and particulars of periodical overhaul,
(3) In cases where the material is not loaded when carried out and due.
in bulk e.g., rail girders and bricks, the actual weight The register should be kept current to facilitate
and number loaded should be given in the daily report. issue of instructions when ordering a material train.
(4) Sufficient number of copies of daily reports (3) A monthly return of engineering vehicles
should be prepared by the Guard/Engineering Official- on the sub-division should be submitted by the
in-charge and submitted to the concerned officers Assistant Engineer to the Divisional Engineer with
e.g., Engineering, Operating, Mechanical etc. complete particulars of each vehicle for record in his
(5) The number of wagons on the train with office. It should be the Assistant Engineer’s
their capacity and painted numbers should be responsibility to keep track of all Engineering
indicated on the form of daily report. Particulars of vehicles allotted to his sub-division and see that
detention to the train other than for Engineering work those that are sent to workshops for periodical
should also be indicated. overhaul are returned expeditiously.
(6) Before forwarding the daily reports of 1227. Working of Track Maintenance
material train working to the Assistant Engineer, the Machines – (1) All ‘on track’ machines shall be
Inspector may add relevant remarks as considered worked only under traffic block with the permission
necessary. The Assistant Engineer should scrutinise of the concerned Station Masters and in accordance
with the special instructions issued in this regard.
268
(2) (a) Each machine shall be in direct charge (3) Each unit shall carry all safety equipments
of a nominated track machine operator. The operator as specified under Para 1209.
shall be responsible for the working of the machine
(4) When more than one track machine is
under his charge. He shall be fully conversant with
running in a block section, there should be a minimum
the rules of working of trains and of protection in case
distance of 120 metres between two units.
of emergency. He shall also ensure that the other
staff deployed on the machine are fully conversant (5) While working on double/multiple lines, the
with the protection rules. He shall hold a valid engineering officials supervising the work of track
certificate of competency for driving and working of machine shall ensure that no part of the machine
the machine. fouls the adjacent track. In case infringement to
adjacent track is inherent to the machine working
(b) The track machine shall work under the
which can be cleared at a short notice, the work
direct supervision of an engineering official not below
should be carried out by protecting the infringed line
the rank of PWI who will be responsible for taking
by Engineering signals by Permanent Way Inspector
the traffic block, for protection of the line while the
as envisaged in Para 806.
work is in progress and clearing of the block after
completion of the work when the last machine clears (6) Each unit will run within the maximum
the block section and certifying that the track is fit for permissible speed sanctioned for that type of
train movement. machine on that section.
(c) When the track machine is required to
move from one block station to another block station,
the operator shall run the machine with the proper
authority to proceed as defined in GR 1.02/6.
269
DAILY REPORT OF MATERIAL TRAIN WORKING
Material Train Report of ....................................................... train, ordered vide Divisional Engineer’s/Assistant

Engineer’s No. ................................................... working from kilometre ...................................................... to
kilometre ........................................ Engine No. .............................. Class ............................. composition of
train ............................... labour ........................ Mistries/Mates ................................. Men .....................................
Women ..............................................................................................................................................................
Name of the Contractor .....................................................................................................................................
Station Time Hours Trip No. Work done Trains Allcation

occupied crossed
From To From To Name of work Head of Account
At Trip No. Contents At Trip Contents

No.
Kilometre T. P. Wagon Description of Quantity Kilometre T. P. Wagon Description Quantity

material of material
Contractor or Inspector Material Train Assistant Divisional

his authorised No. ................. Guard/ Engineer. Engineer.
agent Section Official. Sub-Division Division
................ 198...... ................ 198...... ................ 198...... ................ 198...... ................ 198......
Note – On reverse of this form the class, capacity and number of each wagon should be shown; also,
particulars of detentions to train other than for Engineering Work.
270
PROCEDURE FOR OBTAINING SANCTION AND CARRYING OUT WORKS AFFECTING SAFETY OF
THE RUNNING LINE AND FOR OPENING NEW WORKS
CHAPTER XIII (b) Alterations to points and crossings in

running lines.
PROCEDURE FOR OBTAINING
SANCTION AND CARRYING OUT (c ) New signalling and interlocking installations
or alterations to existing installations.
WORKS AFFECTING SAFETY OF
THE RUNNING LINE AND FOR (d) New stations, temporary or permanent.
OPENING NEW WORKS (e) The construction (but not the removal) of
an ash pit on a running line.
GENERAL
(f) Heavy regrading of running lines involving
1301. References to Rules – lowering/ raising of track in excess of 500mm.
(1) The safety of travelling public is governed (g) New bridges including road over and under
(ensured) by the rules laid down in : bridges, foot overbridges, strengthening, raising,
(a) Indian Railways Act of 1890(as amended reconstruction or extension of existing bridges,
from time-to-time), addition or replacement of existing girders, including
(b)The General Rules of Indian Railways, provision of temporary girders.
(c) The rules for opening of a Railway or a (h) Provision of new level crossing, shifting of
section of a Railway for the public carriage of existing level crossing on running lines, demanning
passangers,1933(as amended from time-to-time), and downgrading of level crossing, manning of
and unmanned level crossings, upgrading of level
crossing involving changes in the method of working
(d) The Indian Railway Schedule of
or operation (such as interlocking, provision of lifting
Dimensions.
barriers in place of gates etc.) and closing down of
(2) These rules specify the authority competent level crossings.
to sanction and the procedure for obtaining sanction
(i) Permanent diversion (deviation) more than
for any work which affects a running line, before the
2 kms. in length without any station in between and
work is started or brought into use and before a new
irrespective of length, when a new station is involved.
section of line is opened for public traffic.
Note :– Permanent diversions more than 2
1302. Works requiring the sanction of kms. in length, and irrespective of length when a new
Commissioner of Railway Safety and Notice station is involved, are to be treated as new lines
therefor – covered by the provisions of section 17 to 19 of Indian
(1) Under section 20 of Indian Railways Act Railway Act.
and chapter VI of the “Rules for opening of a Railway (k) Temporary diversion irrespective of length,
or Section of a Railway for the public carriage of except those laid for restoration of through
passengers,1933”, the sanction of Commissioner of communication after accident.
Railway Safety is required for the execution of any
work on the open line, which will affect the running (l) Addition or alterations to the electrical
of trains carrying passengers and any temporary installations of tracks equipped for electrical traction.
arrangement necessary for carrying it out, except in (3) Application for any alterations,
cases of emergency. reconstruction or additions that require the sanction
(2) For the commencement and opening of the of Commissioner of Railway Safety should ordinarily
following works, when they are connected with or be made 30 days in advance of the expected
form part of Railway already opened, the sanction of commencement of such work.
the Commissioner of Railway Safety shall be If for any reason a sanctioned work is not taken
obtained : in hand within 12 months from the date of sanction,
the Commissioner of Railway Safety should be
(a) Additions, extensions or alternations to
approached for renewal of the sanction.
running lines.
271
1303. Application for sanction of Works – (3) For a major bridge, or when non standard
girders or designs are used, a certificate on Form
(1) Application to the Commissioner of (Annexure 13/3) issued by Deputy Chief Engineer
Railway Safety, for sanction for carrying out works
(Bridges) to the effect that the bridge or bridges are
affecting the running lines should be submitted in the
designed to carry the axle loads proposed to be run,
manner specified below :
should accompany the application. The bridge
(a) In the case of the Divisional Works the certificate will be countersigned by the Chief Bridge
application should be made by Senior Divisional Engineer/Chief Engineer.
Engineer and/or Senior Divisional Signal and
(4) For purpose of Forms (Annexure 13/2 and
Telecommunication Engineer, for track, bridges and
13/3) the Chief Operating Superintendent should be
signalling and interlocking works as the case may
be. When a Junior Administrative Grade Officer does consulted in regard to the types of locomotives and
not exist on the division in any department the rolling stock to be used, their axle loads and speeds.
Divisional Railway Manager / Additional Divisional The rules for traffic working obtained from the
Railway Manager should sign the application. In Operating Department and particulars of electric
case of works executed by Construction block-signalling work, if any from the Signal and
Organisation whether for Civil Engineering or Signal Telecommunication Department should accompany
and Interlocking, applications will be signed by the the application.
Junior Administrative Grade Officers for Chief 1305. Submission of Safety Certificate –
Engineer(Construction), or Chief Signal and
Telecommunication Engineer (Construction) as the (1) The Commissioner of Railway Safety in
case may be. according his sanction may or may not propose to
inspect the works.
(b) For Divisional works which involve both
Civil Engineering and Signal and Interlocking, (2) If the Commissioner of Railway Safety
application shall be signed jointly by the Junior decide to inspect the work prior to opening, he will,
Administrative Grade Officers of both Civil after inspection in the company of the officers
Engineering and Signal and Telecommunication concerned, communicate in writing his sanction to
Departments of the division. In the absence of a Junior open the work.
Administrative Grade Officer, the application will be
(3) Should the Commissioner of Railway Safety
signed by Divisional Railway Manager/ Additional
decide not to inspect the work prior to opening, the
Divisional Railway Manager. In the case of works
Safety Certificate in Form (Annexure 13/5), together
executed by Construction Organisation, application
with the certificates referred to therein shall be
shall be signed by Junior Administrative Grade
officers representing chief engineer (Construction) completed and submitted before the work is opened,
and Chief Signal and Telecommunication Engineer by the Engineer(s)-in-charge and a telegram
(Construction). despatched to Commissioner of Railway Safety.
Copies of Safety Certificate should be send to the
(2) In all cases, the name and designation of Divisional Railway Manager and Chief Engineer and/
the signatory should invariably be given. or Chief Signal and Telecommunication Engineer.
1304. Documents to accompany (4) The Safety Certificate for engineering
Applications – (1) Documents to accompany the works should be signed by the Assistant Engineer
application are detailed in Form (Annexure 13/1) concerned and countersigned by the Divisional
and they should be complete in every respect. Engineer. If any conditional sanction is given, it should
(2) The officer should furnish along with his be specifically certified that the conditions as
application a Track Certificate where applicable, on stipulated are fulfilled. If the signalling/interlocking
Form (Annexure 13/2) signed by Deputy Chief work is involved, the Safety Certificate should be
Engineer (Track) and in his absence by Additional signed jointly by the officers of Signal and Tele-
Chief Engineer (Track) to the effect that the track is communication department.
suitable for the maximum axle loads stated therein.
The certificate will be countersigned by the Chief
Track Engineer/Chief Engineer.
272
(5) Safety Certificate shall be despatched to dimensions involved in the running of the locomotive
the Commissioner of Railway Safety expeditiously. or rolling stock.
(6) When phase working is involved, separate (2) On receipt of such an application, the
Safety Certificate should be issued, whenever each Commissioner of Railway Safety will, if he so desires
phase of work is completed. inspect and/or try out the new locomotive and/or
rolling stock and the Railway Administration will afford
1306. Deviations from Plans approved by
him the necessary assistance to do so.
Commissioner of Railway Safety –
If any deviations from the plans approved by 1308. Notification to Railway Officials when
the Commissioner of Railway Safety which affects opening works –
the layout of lines or the arrangement of signals or Except as described in (para 1309), no new
the working rules, are found necessary, his prior work affecting the running of trains or the traffic
approval to such deviations should be obtained with working at stations should be brought into use until
reference to his sanction. staff of all departments have been notified by means
of a circular notice issued by the Divisional Safety
1307. Applications for running of new types
Officer/Divisional Operating Superintendent. Timely
of locomotives and/or rolling stock for increase
intimation of the date of opening of works should be
in speed –
sent to the Divisional Operating Superintendent /
(1) Application to the Commissioner of Railway Divisional Safety Officer, wherever any new or revised
Safety for sanctioning the running of new types of working rules are to be brought into operation, to
locomotives or rolling stock or increasing the enable him to give the running staff due notice.
maximum permissible speed on a specified section
or sections, or for Double Heading/Multiple Heading 1309. Works arising out of accidents
should ordinarily be made by the Chief Engineer one including breaches –
month in advance and accompanied by the following (1) An abbreviated procedure to be adopted in
documents : the case of accidents as laid down in Section 21 of
(a) Load diagram. the Indian Railways Act, is reproduced below :
“When an accident has occurred resulting in a
(b) Certificates for track-strength.
temporary suspension of traffic, and either the
(c )Certificates for the strength of girders. original line and work has been rapidly restored to
(d) Speed clearance certificate issued by the their original standard, or a temporary diversion has
R. D. S. O. been laid for the purpose of restoring communication,
the original line and works so restored, or the
(e) Reports of test runs/oscillation trials (to be temporary Diversion, as the case may be, in the
obtained from RDSO if required by C. R. S.) absence of Commissioner of Railway Safety, be
(f) Certificate on Form (Annexure 13/4) signed opened for the public carriage of passengers, subject
jointly by Chief Mechanical Engineer and Chief to the following conditions, namely :
Engineer for steam and Diesel Locos and Chief (a)That the Railway servant in-charge of the
Electrical Engineer and Chief Engineer in the case works undertaken by reason of the accident has
of straight electric locos and E. M. U. rolling stock. certified in writing that the opening of the restored
The certificate should also be signed by the Chief line and work or of the temporary diversion, will not,
Operating Superintendent and Chief Signal and in his opinion be attended with danger to the public
Telecommunication Engineer of the Railway, where using the line and works or the diversion; and
maximum permissible speed for any class or classes
of trains or rolling stock is proposed to be raised. (b) That notice by the Telegraph of the opening
of line and works or the diversion shall be sent, as
(g) A statement in the Form XI of the “Rules soon as may be, to the Commissioner of Railway
for the opening of a Railway or section of a Safety.
Railway for the public carriage of passengers”
detailing any infringement of maximum and minimum
273
(2) The certificate on Form (Annexure 13/6) (4) The Certificate and Telegraph advice to
which is worded in accordance with Section 21(a) Commissioner of Railway Safety need not be sent
must be written out and signed by representative of when the line is restored for through communication
Engineering Department in-charge of the work within 24 hours.
before opening it. This certificate shall be despatched
(5) Where the use of temporary diversion is
by Telegram to the Officers concerned followed by
likely to be extended for more than three days, the
confirmatory copies by letter. The Engineering
Commissioner of Railway Safety may if, he considers
representative should hand over a copy of the
necessary take the earliest opportunity of inspecting it.
certificate to the representative of the Operating
Department at the site of accident; the latter will not 1310. Opening of New Lines –
permit the passage of traffic over the restored road Whenever it is proposed to open a new line for
or the diversion until he is in possession of the traffic, or to initiate the use of Electic Motive Power
certificate. on a line already opened, or to commission a line
(3) Diversions should, wherever possible, be where guage conversion has been done - Rules and
tested by running a Material train, or light engine over procedure contained in the relevant Chapters of
them, before opening for public traffic. “Rules for opening of the Railway or a section of the
Railway for the public carriage of passengers” shall
be strictly followed.
274
ANNEXURE 13/1 (Sheet 1) Para 1304

............................. RAILWAY
Application for Sanction
No. ............................................. Dated ................................................ 198

From : ........................................
To
The Commissioner of Railway Safety,
............................................... Circle.
Sir,
I hereby apply for your sanction to ...................................................................................................................
.............................................................................................................................................................................
............................................................................................................................................................................. being
commenced and opened for the public carriage of passengers, when ready.
(2) With reference to Chapter VI of the Rules for the Opening of a Railway, I beg to enquire
whether you wish to inspect the work prior to its opening for the public carriage of passengers, in which case
intimation will be given of the date of completion.
(3) In the event of your deciding not to inspect the work prior to opening, the Engineer-in-charge will, on
completion of the work, submit the Safety Certificate duly signed by him, prior to the opening of the work for
public carriage of passengers and when required, also despatch a telegram ** to your address intimating that
the work has been opened and the Safety Certificate has been signed by him.
(4) The application for the use of locomotives and rolling-stock to be drawn or propelled thereby on the
proposed line, in accordance with Section 16(1) of the Indian Railways Act, 1890 (IX of 1890), in sent
herewith/not required.
(5) The following documents are appended :–
Temporary works –
(a) Description of proposed works.
(b) Drawing of temporary works.
(c) List of infringements to Schedule of Dimensions.
(d) List of deviations from the Manuals of Instructions for Signalling and Interlocking and Block Signalling.
(e) List of deviations from General and Subsidiary Rules.
(f) Restrictions.
(g) Rules for Traffic Working.
(h) Documents for bridges as per Chapter VII of the Rules for the Opening of a Railway.
(2) Permanent works –
(b) Drawing of permanent works.
(c) List of infringments to Schedule of Dimensions.
(d) List of deviations from the Manuals of Instructions for Signalling and Interlocking and Block Signalling.
(e) List of deviations from General and Subsidary Rules.
275
ANNEXURE 13/1 (Sheet 2) Para 1304 Cont.

(f) Restrictions.
(h) Documents for bridges as per Chapter VII of the Rules for opening of a Railway.
(6) Certified that a detailed examination of the strength and arrangement of the materials to be used in
the temporary/permanent works in above connection, have been made and that the design and the materials
to be used are upto the loads, which will be required to carry and that their opening for public carriage of
passengers will not be attended with any danger.
(Delete temporary or permanent work, as the case may be).
Yours faithfully,
No. ..............................................................
Dated ..........................................................
From
................................................. Circle.
To,
The ............................................................
................................................. Railway.
Sir,
Your No. .............................................................................
Sanction is accorded to the above work being carried out.
* I do not propose to inspect the work prior to its opening for the carriage of passengers. When ready, it
may be opened on a Safety Certificate (vide Paragraph 3 of your letter), which should be submitted to me
direct without any delay.
* I propose to inspect the work prior to its opening for the public carriage of passengers. Advice of the
date when the work will be ready for inspection should be intimated at least 14 days before it is proposed to
open it.
Commissioner of Railway Safety.
Note : * Strike out paragraph not applicable.
* Here enter name of work and mention whether permanent or temporary.
** Form telegram – “Reference sanction No. .......................................... dated ............................. Work
opened for public traffic on ..................................... First train to pass ...................................... No danger to
Public. Certificate signed”.
+ If any of the documents are not sent, “ NIL” to be written against such items.
Working rules for extensive remodelling schemes may be sent in not later than one month before the
date on which the work is to be brought into use and in such cases ‘will follow’ should be written instead of ‘NIL’.
276
ANNEXURE 13/2 (Para 1304)
Track Certificate
(To accompany application)
I do hereby certify that the track on section................................(station..................to

station................................................) from.........................................km. to...........................km, the * weakest
portion of which consists of................................kg. rails .................................................metres long each with
a maximum wear of......................................% on..................................sleepers of density.............................and
minimum depth of........................................ballast cushion below sleepers out of
which.............................minimum of clean ballast exists under sleepers on consolidated and stable formation
is to the required strength which can safely take...................................rolling stock (brief description) **
upto..............................tonnes axle load at a minimum speed of..............................km.p.h. subject of the local
speed restrictions noted below –
Sl.No. From To KM..........to Nature of restriction Brief reason for restriction

KM............
Countersigned by................................................ .....................................................

Additional Chief Engineer (Track)/ Deputy
Chief Engineer (Track)
......................................................
Chief Track Engineer/Chief Engineer
Note – * The weakest portion on which no speed restriction has been imposed only need to be given.
** The maximum number of locomotives proposed to be coupled together for multiple operation
shall be specifically mentioned.
277
Annexure 13/3 (Para 1304)
Bridge Certificate
(To accompany application)
1. Certified that the bridges on Section (station)..................................to..........................

(station) from............................Km. to..............................K.m. the minimum strength of superstructure
being..........................% of RBG/M. G., M. L. standard as per Bridge Rules 1941/1964 Revised corrected upto
and inclusive of...............................Correction slip No..............................dated..................................are safe
to carry ........................................................................... (Rolling stock) not exceeding....................................units
(in the case of locomotive) coupled together, at a maximum speed of ..........................km.p.h.subject to the
following restriction :
Sl.No. Bridge No. Location Km. Spans and description Nature of restriction Brief reasons
2. Sub-structures of all the bridges are in satisfactory condition and safe to carry the above rolling
stock at the speed proposed, conforming to the provisions of the I. R. S. Sub-structure
(Code...................)corrected upto Correction Slip No............................except those that are weak and distressed
which will be kept under observation with adequate speed restrictions on the same as follows :–
Sl.No. Bridge No. Location Km. Spans and description Nature of restriction Brief reasons
Countersigned.
.................................
Dy.Chief Engineer
(Bridge Design)
Chief Engineer/Chief Bridge Engineer
278
ANNEXURE 13/4 Para 1307
Joint Safety Certificate for the use of New types of

Locomotive and/or Rolling Stock
Certified that it is safe to run..................................................................................... .........................(Particulars

of locomotives and rolling stock proposed to run) not exceeding............................
..................................................units (in the case of locomotives) coupled together on the section
(station)....................................to..........................(station) from.......................Km. to.......................................Km.
of the.......................................Railway at a maximum speed of.....................................km.p.h. against a maximum
speed of............................................. km.p.h. certified by R.D.S.O. subject to the following speed restrictions
and conditions :
(a) Speed Restrictions
Sl.No. From Km.................. Nature of speed Brief reasons for restrictions

To Km...................... restriction
......................................... ................................
C.M.E. C.E.
................................... .................................... ................................

C.E.E. C.S.T.E. C. O. P. S.
Note —
(1) When the speed of a loco/rolling stock is to be increased or increase in speed is contemplated over the
maximum sanctioned speed for that category of train (Passenger or Goods) over a particular section, the
C. O. P. S. and C.S.T.E. should be associated.
279
(2) C.E.E. should also sign wherever electric traction is involved.
ANNEXURE 13/5 (Sheet 1) Para 1305

Safety Certificate
(When the Commissioner of Railway Safety does not inspect the work prior to opening, this certificate
must be signed before opening temporary or new works).
From
The Divisional Railway Manager / Divisional Engineer/
Divisional Signal & Telecommunication Engineer,
................................................................Division.
To
..........................................................Circle.
Description of work ..............................................................................................................................
.........................................................................................................................................................................
Reference : Chief Engineer/Divisional Railway Manager................................................................
Application No........................................................................................dated........................... sanctioned under
Commissioner of Railway Safety No.......................................dated................... to commence and open the
above work.
Following Permanent / Temporary work has been done...........................................................................

....................................................................................................................................................
....................................................................................................................................................
.....................................................................................................................................................
(1) I do hereby certify that, in the work abovementioned –
(i) The Schedule of Dimensions has not been infringed* except in regard to the items sanctioned
under.................................letter No............................................dated............................................................
(ii) Engineering work has been carried out in accordance with Plan No...........................................
*except in regard to the alterations sanctioned under.................................letter no................. dated.................
(iii) *The weight of rails, strength of bridges and general structural character of the works are such
as have been prescribed under the rules.
(iv) The*Signalling/*Interlocking/*Block-signalling has been carried out in accordance with Signalling

Plan No...........................and the requirements laid down in the Manuals of Instructions for the installation and
maintenance of Signalling, Interlocking and *Block-signalling apparatus have been fully complied with *except
in regard to the items sanctioned under letter No............................................dated...........................................
280
ANNEXURE 13/5 — (Sheet 2) Para 1305 Contd.

(b) The work has been carried out in accordance with the documents already supplied.
(2) A certificate from the Divisional Operating Superintendent/Divisional Safety Officer stating that the
necessary working rules have been issued and giving reference in regard to sanction to deviation (if any) from
General and Subsidiary Rules is attached/not required.
(3) I hereby certify that on the................................................19...., I have carefully inspected (and tested
+) the above work and that I have satisfied myself that it has been properly completed (and is in good working
order +) and that the work can be opened for public carriage of passengers without endangering the safety of
the travelling public or of the employees of the Railway, *subject to the following speed restrictions :–
Temporary..................................................Km.p.h..........................................................due
To.......................................................................................................................................................
Permanent........................................................Km.p.h...................................................due
To.......................................................................................................................................................
(4) The work is being opened on............................................................................................
..................................................................
Assistant Engineer Countersigned by ..........................................
Dated ................................ Dated....................................
................................................................ Countersigned by .........................................

Assistant Signal & Telecommunication Engineer
..............................................................
Assistant Bridge Engineer
Dated .........................
..............................................................................................................................................................................
No.................................................. Dated.................................
Copy forwarded to ................................................................for information.
Note – * To be scored out if not applicable.

+ Necessary in case of Signalling and Interlocking works only.
281
Telegraphic Advice in connection with Restoration of through

Running after Accidents
Commissioner of Railway Safety,..................................

Copy—Chief Engineer, Chief signal and Telecommunication Engineer, Chief Operating Superintendent,
Divisional Railway Manager, Divisional Engineer, Divisional Operating Superintendent, Divisional Signal and
Telecommunication Engineer, Station Masters.
Station Master’s....................................................................................All concerned Message

No.....................................................................dated......................................Line and works restored to working
order/temporary Diversion laid. Certificate signed. Work being opened to traffic without danger to public or
goods, subject to a speed restriction of.............................................................................................................
................................km. p. h.
....................................................
Engineer-in-charge.
282
CHAPTER XIV 1406. Operations connected with

Relaying– (1) Preparatory work at site of relaying-
LAYING AND MAINTENANCE OF
(a) Since concrete sleepers are laid with LWR/CWR
CONCRETE SLEEPERS
all preparatory works as listed in LWR Manual should
GENERAL be carried out before laying concrete sleepers. In
addition, longitudinal section showing the existing rail
1401. Types of concrete sleepers – Two levels should be plotted and proposed rail level
types of concrete sleepers are in use, on the Indian determined taking into consideration the following
Railways– points :–
(a) Monoblock prestressed concrete sleepers (i) 300mm. ballast cushion is available below
consisting of two types, post-tensioned and pre- the concrete sleepers.
tensioned.
(ii) Clearances to structures are maintained
(b) Two block reinforced concrete sleepers.
within the accepted limits.
1402. Identification of Sleepers at Site – (iii ) The track and the road surface are
Concrete sleepers can be identified by the type- suitably raised and approaches regraded.
lettering showing the name of the manufacturer, the
year of manufacture, and code letter of the sleeper (iv) Where lifting of track is not possible at
type engraved on the top surface of sleepers. places like-below over line structures, on girder
Permanent Way staff should take care to see that bridges and in yards, etc., suitable ramping out
they are not obliterated during maintenance. should be done.
(b) The proposed predetermined rail level
1403. Fittings to be used - Only approved
should be indicated at suitable intervals along the
types of fittings and fastenings shall be used with
tracks.
concrete sleepers.
(c ) Auxiliary track should be laid at 3.4 M.
1404. Locations where Concrete gauge keeping its centre line same as that of the
Sleepers are used-Concrete sleepers should existing track.
normally be used only with LWR/CWR track. Hence
(d) The existing welded rails should be
the condition for laying LWR/CWR should equally
converted into panels of suitable lengths such that
apply for laying concrete sleepers.
the capacity of the portal crane is not exceeded by
Use of concrete sleepers on long lengths of handling the old panel.
track where provisions of check rails or guard rails
(2) Pre-assembly of Panels – Sleepers
is necessar y, is prohibited unless special
received from the Concrete Sleeper plant are
arrangements are made to provide the necessary
unloaded and stacked at the base depot. Handling
flange way clearance.
of Concrete Sleepers is done by portal cranes or
Where concrete sleepers are used in yards separate cranes provided for the purpose. These
with fish - plated track, provision of wooden sleepers sleepers are assembled into panels making use of
at the joints and first shoulder is desirable. service rails. While assembling the panels, elastic
fastenings complete in all respects should be
Laying of Concrete Sleepers provided and correct uniform spacings of sleepers
1405. Laying of Concrete Sleepers – should be ensured.
Concrete sleepers are heavy and manual handling The assembled panels are stacked and are
is not only difficult but may even cause damage to later loaded in BFRs in three to four tiers.
the sleepers. Mechanical handling of concrete
sleepers, therefore, becomes necessary. For this
purpose, the Mechanical Relaying Systems
consisting of portal cranes are used. Normally a set
will consist of two portal cranes. For laying of
concrete sleepers for fan shaped turnout, the
instructions given in Para 1413 be followed.
283
(3) Formation of relaying train – The relaying train shall consists of two empty BFRs for loading released
track panels, adequate number of BFRs loaded with pre assembled panels, BFRs loaded with portal cranes,
one equipment and tool van, one crew rest van, one brake van and an engine. A typical marshalling order of
the relaying train is indicated in the figure below :
M EC H A N ISED R ELAYIN G O F CO N CR ETE SLEEPER S

M A C H IN E B .F.R . E M P T Y B .F.R s
TO C A R R Y P O R TA LS F O R LO A D IN G
C R E W R E S T VA N R E LE A S E D PA N E LS
B R A K E VA N B .F.R s LO A D E D W IT H
N E W A S S E M B LE D PA N E LS P O R TA LS C A R R Y IN G
E N G IN E (F O U R PA N E LS IN E A C H ) N E W PA N E LS
NEW TRACK M E N L E V E L IN G B A LLA S T
(4) Actual Relaying – At speed restriction of (2) Loading and Unloading –

20 km. p. h. is imposed at the place of relaying and (a) Concrete sleepers shall be placed
preliminary works such as loosening of fastenings, perpendicular to the length of the BFR.
removal of ballast etc. are carried out in advance.
On the day of relaying, traffic block is imposed and (b) Manual unloading shall be done sleeper by
the relaying train enters the block section. After the sleeper. Wooden sleepers provided with hooks at
relaying train is positioned, the portal cranes unload the top ends for gripping the side of the BFR shall be
by themselves on the auxiliary track. The old track used as ramps for sliding the sleepers down to the
is dismantled and loaded by the portal cranes on the cess level. Damage by over-running shall be
empty BFRs. The ballast is then levelled and the pre- prevented by placing the lower ends of the ramps
assembled panels are laid in position. The new and either inside an old motor truck tyre or between gunny
existing tracks are joined by closure rails. After the bags filled with wood shavings and the sleeper
last panel is laid, a ramp is made in two rail lengths allowed to move down the ramp. Two men shall stand
between the existing track and the new track, to run on the cess with crowbars planted into the cess and
out the difference in levels. The relaying train returns control the downward sliding of the concrete sleepers
to the base depot where the old track panels are (c) After unloading, the sleepers shall be placed
unloaded. on the cess approximately alongside the final
position. Where the width of the cess is sufficient,
(5) Post relaying works – In subsequent blocks
the concrete sleeper should be kept supported by
the service rails should be replaced by welded
wooden blocks so as to be approximately at the
panels.
same level as in its final position in track. Individual
The newly laid track is tamped and speed concrete sleepers may be transported conveniently
restrictions relaxed in stages as per schedules on a rail dolly to R.D.S.O. Drawing No.MA.3031.
mentioned in Para 308. Before relaxing the speed
to normal, provisions of proper L.W.R. ballast profile (3) Laying Procedure – The following procedure
should be ensured. shall be adopted for manual laying of concrete
sleepers in place of existing fish-plate track :
1407. Procedure for Manual Laying – (1)
Manual Laying will not normally be adopted except
under exceptional circumstances.
284
(a) Just prior to the line block, a speed (ii) Points and Crossing areas,
restriction of 25 km./h. shall be imposed on the portion (iii)Approaches to bridges and level
to be re-laid during the block and rail sleeper crossings,
fastenings shall be removed from the alternate
(iv) Buffer rail joints/glued joints in LWR
sleepers. Ballast cribs between sleepers shall be
section,
exposed upto bottom level of sleepers. It shall be
ensured that the number of sleepers taken up for (v) Block insulated joints/glued joints in
replacement during the line block period shall not be track circuited stretches.
more than that which can be given at least one For Off-track tampers, the working instructions,
mechanical tamping with ‘on track’ tamper before issued by Railway Board/RDSO as
the first train is allowed after the replacement of the amended from time to time, should be
sleepers. followed.
(b) After taking the line block, the rails over As an interium measure, where Off-track
the length to be dealt with during the line block period tampers are not available, the packing
shall be disconnected and removed. The sleepers may be done with the help of Crowbar/
shall then be taken out, taking care to disturb the Beater, duly taking care that the concrete
ballast bed only to the minimum extent. sleepers are not damaged.
(c ) The new concrete sleepers shall then be (d) Pre-tamping, during tamping and post-
laid in position by means of sleeper slings taking care tamping attentions should be given to
to ensure the correct longitudinal and lateral track as indicated in Para 226. (For
alignment. When the sleepers are being placed in further details, Chapter 3 of Indian
position, the prepared ballast bed should be disturbed Railways Track Machine Manual
only as little as possible. Care should be taken not may be referred to).
to damage the edges of the sleepers or to chip the (2) Annual Systematic Attention on PRC track
concrete. After the sleepers are placed, rubber pads
shall be placed at the rail seats. Elastic clips shall be In addition to machine tamping, the gangs will
loosely fastened at this stage. If the original rails are carry out annual systematic attention to track
to be continued after relaying, the track rails shall be from one end of gang beat to the other during
laid and connected on either side. work season. This will include -
(d) After the sleepers are packed, the rails shall (a) Examination of rails, sleepers and
be secured in position by inserting the insulators and fastenings including measurement of toe
elastic fastenings and firmly fastened. load of ERCs.
1408. Maintenance of concrete sleeper (b) Inspection of and attention to insulated
track – joints, switch expansion joints etc.
(1) General (c) Packing of approaches of bridges, level
(a) Concrete sleeper track should be crossings, breathing lengths of LWRs
maintained by heavy on-duty track and bad formation areas etc.
tampers. (d) Shallow screening of track.
(b) An annual machine deployment (e) Through packing of track not maintained
programme shall be drawn by zonal by machine, e.g. tracks not on PSC
railway and be circulated to the divisions sleepers including all running lines of the
before the beginning of the year. yards and points and crossings in such
(c) For spot attention/slack picking, multi- running lines.
purpose Tampers adn Off-track Tampers (f) Minor repairs to cess of bank.
shall be used as a regular measure on
Concrete Sleeper Track, in the following (g) Boxing and dressing of ballast.
areas of application : (h) Replacement of damage/missing rubber
(i) Picking up slacks in isolated pads, liners and ERCs.
stretches.
285
(3) Annual Programme of maintenance of PRC track

The annual maintenance programme for machine maintained concrete sleeper track would be as under:-
Period Work
(a) Post monsoon attention : Immediately after end of monsoon, attend to run down stretches in
the entire gang length. Thereafter, the following schedule of work
shall be followed :
( For six-seven months after (i) Picking of slack 1-2 days in a week
end of monsoon) (ii) Remaining days shall be allotted to :
(a) Annual systematic attention.
(b) Overhauling of level crossings.
(c) Destressing of LWRs.
(d) Spot renewals of rails, sleepers etc.
(e) De-weeding.
(f) Cold weather patrolling, etc.
(b) Pre-monsoon attention : (i) Picking of slacks 1-2 days in a week.
(ii) Remaining days shall be allotted to :
(For two months prior to onset (a) Cleaning and repairs to side and catch water drains and
of monsoon) cleaning of waterways.
(b) Attention to yard drainage.
(c) Spot renewals of rails, sleepers etc.
(d) Shallow screening of specified lengths.
(e) Hot weather patrolling.
(c) Attention during monsoon : (a) Picking of slacks as required.
(b) Normal track maintenance of yard lines.
(For three-four months) (c) Cleaning, removal of loose boulders from cuttings and tunnels
to ensure free flow of water.
(d) Monsoon patrolling.
(e) Maintenance of side and catch water drains.
(f) Repairs to cess and bank.
Note : (i) For maintenance schedule on to be prepared by the PWI, as per

LWR track, special instructions in provisions of LWR Manual.
the LWR Manual should, in
(iv) Main tamping, pre and post
addition, be followed.
tamping works shall be done as
(ii) Spot renewal of rails and sleepers per schedule of working of the
shall be done as per requirement tamper. PWI and AEN should be
any time of the year. advised at least one month in
advance of the programme of the
(iii) Destressing of LWRs shall be done
machine to enable them to
as per requirement and schedule
complete pre-tamping operations.
286
(v) Lubrication of ERCs shall be done ones. Such examinations can be done at the time of
by Keyman throughout the year as destressing. Loss of toe load can also be due to
per Para 1411(5) (b) of the ineffective pads. The load should be occasionally
Manual. checked particularly, if any creep is noticed resulting
in excessive movements of the SEJs.
(vi) Oiling and greasing and visual
inspection of fish plated joints shall (3) Insulating liners – Nylon/composite
be done as per Para 241 of the insulating liners used with pandrol clip shall be
Manual. examined periodically for sign of cracking and
breakage. Adequate care should be exercised while
1409. Casual Renewal of Concrete
driving the clip at the time of installation to prevent
Sleepers– While carrying out casual renewal of
damage. On first laying a small indentation on the
Concrete sleepers, manual handling becomes
nylon insulating liner will be formed due to the toe-
necessary and precautions indicated in Para 1407
load of the clip. This is not objectionable so long as
should be observed.
the insulating liner does not crack up. All cracked
In addition, the provisions of L.W.R. Manual
insulating liners should be replaced with fresh ones.
regarding the precautions to be taken for casual
renewal of sleepers shall be followed. Special care (4)(a) Renewal of fastenings – Renewal of
shall be taken to consolidate the shoulders of the fastenings shall be done in accordance with the
ballast section after renewal of the sleepers. provisions of the L.W.R./C.W.R. Manual and large
scale replacement of fastenings must be done under
1410. Corrosion of Steel In Concrete
the supervision of a P.W.I. The cause for large scale
Sleepers – Both the ends of concrete sleepers
development of defects must be investigated by the
should be painted with an approved type of anti-
Assistant Engineer.
corrosive paint periodically to prevent corrosion of
the exposed ends of prestressing wires. In case of (b) Periodicity of Measurement of Performance
two-block sleepers, tie bars should be examined of Elastic Fastening Components.
every year and if any sign of corrosion is noticed,
(1) SAMPLES, SIZE AND TESTING
the affected portion should be painted with an
FREQUENCY:
approved type of paint.
1411. Maintenance of Concrete Sleeper (i) SAMPLE SIZE :
Fastenings – (1) Pandrol clips/Elastic Rail clips – Toe load of elastic rail clip should be measured
The essential feature of the pandrol clip/elastic rail on 1% of ERCs randomly on every 100 sleepers (all
clip is the correct driving of the clip which should be 4 ERCs to be measured on one sleeper).
checked by the keyman during his daily round. The (ii) TESTING FREQUENCY:
clip should be driven so that the leg of the clip is
flush with the end face of the insert. Over driving Initial testing of ERCs is to be done after four
and under driving shall be guarded against by years or passage of 200 GMT of traffic, whichever
observations of the clips in position. Clips should be is earlier. In corrosion prone area, the initial testing
driven/taken out with clip applicator/extractor. of ERC is to be done after two years or passage of
100 GMT, whichever is earlier.
Over driving/under driving of the clip causes
eccentric load on the insulators and results in their (iii) Subsequent testing will be done every four
displacement and variation of toe load. A vigilant years or 200 GMT in normal areas and two years or
watch should be kept to ascertain that no creep is 100 GMT in corrosion prone areas, whichever is
taking place in any of the portion of the concrete earlier. However, if 20% or more of sample size
sleepered track or excessive movement near SEJs. records toe load below 600 Kg. both frequency of
The elastic fastenings should be checked for inspection and sample size are to be doubled.
corrosion and corroded fastenings should be (2) REPLACEMENT OF ERC:
replaced.
(i) If 20% or more of sample size records toe
(2) Rubber Pads – It must be ensured that load below 400 Kg which is to be confirmed by 5%
the rubber pads are in correct position. Whenever it sample size, proposal of through fastening renewal
is found that the rubber pads have developed a should be initiated.
permanent set, these should be replaced by new
287
(ii) The provisions given above are only for section should then be converted to long welded
guidance of Railways. The Railways on the basis of Rails by using concrete sleepers taking usual
the overall condition of track, pattern of traffic and precautions as laid down in L.W.R. Manual.
the required level of maintenance should undertake
the large-scale replacement of the fastening. (2) When the damage is not extensive and it
is possible to pass traffic at a restricted speed,
(iii) Further, as the loss of toe load is reflective suitable speed restriction should be imposed after
of conditions of other elastic fastening components assessing the damage to track. Sleepers should be
like groove rubber sole plate, GFN/metal liners etc. replaced as in the case of casual renewals taking
as well, the railways may also record condition of precautions as laid down in L.W.R. Manual. After all
these components along with measuring toe loads the damaged sleepers are replaced, the affected
for elastic rail clips. portion and 100 metres on either side adjacent to it
(5) Measures to prevent corrosion and seizure should be destressed, and normal speed should be
of E.R.Cs with M.C.I. inserts – (a) Initial treatment – restored after consolidation.
At the base depot, all the elastic rail clips and M.C.I.
1413 Laying of fan shaped turnout
Inserts should be thoroughly cleaned. Grease to
sleepers –
IS:408-1981(Specification for Grease No. ‘O’
Graphited) should then be applied on the central (1) Loading of PSC turnout sleepers in BFRs.
leg of the E.R.C. and eye of the M.C.I. insert and (a) Sleeper of the approach and sleepers
then the clip should be driven at the time of assembly meant for lock bar crank will be loaded at right angles
of the service panel. to the track.
(b) Lubrication of ERCs : Grease Graphite to (b) The remaining sleepers will be loaded
the specification IS-408-1981 Gr. O should be parallel to the track on the BFRs.
used for this purpose. This work should not be carried
out during extreme of summer and heavy rainfall. At (c) Suitable nos. of wooden battens to support
a time ERCs should not be removed form more than the sleepers in between layers of turnout sleepers
one sleeper. If for any reasons mass lubrication of will be used as in case of main line sleepers to
ERCs is taken up, at least 15 sleepers shall be kept prevent damage.
intact between any two sleepers taken up for
(2) Unloading :
lubrication of ERCs at the same time. The ERCs
should be cleaned by wire brush and emery paper. (a) Depending upon the process of laying of
The eye of the insert shall also be cleaned by suitable the turnout adopted, the sleepers shall be unloaded
brush. After cleaning, grease graphite shall be either near the proposed location on firm & level
applied to the inside surface of eye of insert and leg ground or adjacent to a nearby siding or on a goods
of ERC. Inside/Outside ERCs should be platform by means of a crane.
interchanged and fixed again. (b) While unloading due care shall be taken
(c) The lubrication of ERCs and insert at the that the sleepers or the inserts are not damaged.
time of initial laying should be done 100% and (3) Site preparation for laying:
thereafter should be done once in a year in corrosion (a) Ensure that a clean ballast cushion of 30
prone areas & platform lines and once in two years cm below the bottom of sleeper is available.
in other areas.
(b) These turnout sleepers are to be laid where
1412. Action in case of Derailments – the approach track is also laid with PRC sleepers.
(1) When the damage is extensive and track is Thus there would be no need to lower the formation
distorted in such a way that it is not possible to pass to provide adequate ballast cushion.
traffic even at a restricted speed, the affected portion
should be isolated by introducing buffer rails on either (c) The ballast bed has to be perfectly level.
end of the affected portion. The distorted track should Any variation in level may affect the gauge adversely.
be removed and replaced by track laid on single rail (d) Enough ballast shall be stacked along the
panels with available type of rails and sleepers. The cess to enable the filling of ballast in the cribs on the
traffic should be restored at a restricted speed. The same day.
288
(e) Longitudinal and cross drains may be (h) The spacing of the sleepers in the lead
provided in turnout area to avoid accumulation of portion should be as per layout drawing to make a
water. radial or fan shaped layout. The spacing has been
worked out separately for both the rails. This
(f) The site preparation to be completed well
separate spacing on two rails make the layout fan
before laying turnout ensuring deep screening of
shaped in lead portion.
ballast in turnout length and 30m on either side along
the track. (i) The sleepers in the crossing portion shall
be perpendicular to bisecting line of crossing.
(4) Assembling:
(j) Sleeper no. 3 & 4 may be placed for housing
(a) Ensure the availability of all fittings at site motor with the extended portion of sleeper in reverse
strictly as per requirement of latest drawings for direction only in circumstances where it cannot be
switch portion, lead and crossing portion. avoided.
(b) The complete turnout will be assembled (k) The approach sleeper in advance of switch
on a level ground adjacent to the site of laying or on portion should be provided without fail, they are for
the loop line connected to turnout. gradual elimination of slope of rail top (1:20).
(c) Red/blue rounded marking on the sleepers (l) The exit sleepers behind the crossing portion
should invariably be kept on the right hand side should also be provided for gradual introduction of
irrespective of left hand or right hand turnout. rail slope (1:20).
(d) Spacing of sleepers should be strictly as
(5) Insertion of pre-assembled turnout :
per layout drawing.
The complete assembled turnout shall be
(e) The sleepers shall be perpendicular to the
inserted in position after breaking it into three panels
straight track in switch portion only.
viz. Switch, lead and crossing portions by means of
(f) In lead portion, the sleepers will be inclined cranes or rollers.
at half the angle between the normals to straight and
curved track at that point. Proposed disposition is (6) Manual insertion - In case the PSC turnout
appended as Annexure-14/1. sleepers are to be manually inserted, then the same
must be done sleeper by sleeper ensuring that at no
(g) To ensure correct layout, laying of sleeper time the alignment and level is beyond permissible
falling at transition from switch to lead and lead to limits. This work may be done under a suitable speed
crossing portion should be paid special attention. restriction if necessary and adequate mechanical
Sleepers in the switch portion, lead portion and means for packing the sleepers must also be
crossing portion are as under:- available.
Turnout Switch Lead Crossing

1:8.5 1-13 14-41 42-54
1:12 1-20 21-64 65-83
289
ANNEXURE 14/1-PARA 1413
PROPOSED DISPOSITION
PROPOSED DISPOSITION
F
D
B X
LH
T/OUT
Ø
A C
E
SWITCH SLEEPER CURVED LEAD SLEEPERS CROSSING PORTION

ARE SHALL BE EXACTLY AT SLEEPERS SHALL BE
PERPENDICULAR HALF ANGLE (Ø/2) AT EACH PERPENDICULAR TO
TO MAIN LINE LOCATION BISECTOR OF CROSSING
E
A C
RH
T/OUT
B
D
290
CHAPTER XV (3) Initial/Induction Course for Permanent Way

Mistries – (a) Initial/Induction Course for Permanent
TRAINING FOR PERMANENT Way Mistries should be held at the Zonal Railway
WAY STAFF Training Schools. The duration of the course should
be six months. The course content should include
1501. Types of Training Courses – class room lectures as well as training in the field.
Permanent way staff need to be trained for their jobs
both through theoretical class room training and (b) The Class Room lectures should include
practical work at site using the tools and equipments the following items :
of the particular trade. Training is a continuous (i) General – General working of the various
process right from the time of recruitment. Following departments of the Railways.
four types of training courses should be organized Labour relations, Personnel rules pertaining to
in the Training Institutes run by the Railway Salary, Leave, Discipline and Appeal Rules, Payment
Administration : of Wages Act, Muster Roll maintenance and
(1) Initial/Induction Courses. Channels of Promotion etc.
(2) Promotional Courses. (ii) Permanent Way – Organization of
(3) Refresher Courses. Permanent Way, Maintenance and Incidental works
connected with Permanent Way including renewals.
(4) Special Courses.
(iii) The lectures should cover – The Systems
1502. Initial / Induction Courses – and Methods of maintenance Ballast, Sleepers and
fastenings, Rails and fastenings, Points and
(1) General – The Initial Courses is for new Crossings, Curves, Monsoon protection and
entrants and should include induction course as well. Patrolling, Level Crossings, Track on Bridges,
It is meant for directly recruited categories such as working of push/material trolly, Schedule of
Gangmen, Permanent Way Mistries and Apprentice dimensions, Accidents and Breaches, Re-timbering
Permanent Way Inspectors. The syllabi and the of girder bridges, Maintenance of welded track,
training programme for the initial course should be Speed restrictions and Re-conditioning of Permanent
drawn up by the Railway Administration, keeping in way materials. It should also include instructions
mind the guidelines given in the subsequent paras contained in G. and S.R. pertaining to protection of
below. Permanent Way, the duties of various Permanent
(2) Induction Course for Gangmen/Gatemen– Way Officials and Safety in Permanent Way works.
This course is intended to be held at the Divisional (c) Practical training – Practical training in the
Training Centre under the direction of a Permanent field should receive high priority and should include
Way Inspector. The course should be of about two the following items :
weeks duration. The course content should, in (i) Identification of various permanent way
addition to field training, include class room lectures materials and tools and their use.
during which time the new entrant is first introduced
to the working of the Departments in general and to (ii) Rails and fastenings, Sleepers and
the gang work, in particular. It should include fastenings, Ballast, Points and crossings, Bridges,
introduction to the subject of permanent way in a Curves, Level Crossings, Annual maintenance
clear and simple manner. programme, Different systems and methods of
maintenance, Maintenance of welded track,
The Class room lectures should broadly cover
Lubrication of rail joints, Diversions, Track renewals
the following topics: - Personal safety and safe
and Re-conditioning of Permanent Way Materials.
working methods, Railway traffic movements, Basic
signalling, and action in case of emergencies. (4) Initial Course for Apprentice Permanent
Emphasis should be more on the job-training in the Way Inspectors – (a) This course should be held at
field, which should include the following items :– the Zonal Training School and the period of training
Maintenance of track, Protection of track in should be one year. The course content should
emergencies, Track renewals, Level crossings and include class room lectures, field demonstrations and
patrolling. practical training.
291
(b) The Class Room lectures should include – and lowering of track and relaying and remodelling
(i) General working of the railways and works. Training should also include exposure to
organisation of various departments. working at breach and accident sites, attending to
yard derailments, practical training in stores, working
(ii) All establishment matters including extant in an Engineering Stores depot, Engineering
rules and various Acts viz., Workmen’s workshop, Bridge workshop and welding depots.
Compensation Act, Factories Act, Industrial Disputes Safety in Engineering works should also receive
Act, Payment of Wages Act, Hours of Employment special attention.
Regulations, Discipline and Appeal Rules, Labour
Relations, and Permanent Negotiating Machinery, 1503. Promotional Courses – (1) General
Rules regarding leave, salary and passes. – The course for promotional training will be
(iii) Permanent Way – Organisation and necessary in the case of staff promoted from a lower
distribution of permanent way staff. Maintenance of to a higher status by a process of selection and is
Permanent Way consisting of the following : applicable in the following cases :
(a) Promotion from Gangmen/Gatemen/
Methods and systems, works incidental to
Keymen to Mates.
maintenance, Rails and fastenings, Rail joints,
Sleepers and fastenings, Ballast, Formation, (b) Promotion from Keymen/Mates to
Maintenance in Electrified and Track circuited areas, Permanent Way Mistries.
Permanent Way renewals, Maintenance and laying (c) Promotion from Permanent Way Mistries
of curved track, Inspection systems and speed to Permanent Way Inspector Grade III.
indicators, Patrolling during monsoon and
(2) Promotion from Gangmen/Gatemen/
emergency, Pre-monsoon precautions, Action to be
Keymen to Mates – (a) The Promotional Training for
taken during accidents and breaches, Level
the above should be held at the Divisional Training
crossings, working of Trollies, Motor Trollies and
Centres. The promotional training courses should be
Lorries, Laying and Maintenance of concrete
undergone by the employees immediately after the
sleepers, S.W.R. and L.W.R./C.W.R., Maintenance
promotion at the first available opportunity. The
of High speed routes, Reclamation and
duration of training will be two weeks in this case.
reconditioning of permanent Way fittings, points and
crossings and Layouts-Maintenance and laying, (b) The course content will include class room
Maintenance of tools and other common equipment lectures as well as practical training/demonstrations
in use and Details of Track Structure. in the field. The subject to be covered shall be the
same as for initial course but to a reduced scale.
(iv) Transportation – General Rules, fixed and
detonating signals, various systems of train working (3) Promotion from Keymen/Mates to
and signalling, Failure of communication on single, Permanent Way Mistries – (a) The promotional
double and Multiple lines. training will be imparted in the Zonal Training School
and the duration of the course will be four weeks.
(v) Office work – Correspondence,
The course shall include class room lectures, in
Recruitment of Casual Labour, Submission of
association with practical working of the various items
returns, Accountal of stores and Permanent Way
of work connected with Permanent way.
Materials, Imprest, Tools and Plants, Stock
Verification, Classification and disposal of surplus (b) Class room lectures shall include the
material and Materials at site Account. following items :
(c) Practical Training – Practical training shall (i) Drafting of memos and maintenance of
include visits to various sites where Permanent Way registers,
maintenance/Construction work is being done. It (ii) General working of the various
should inter-alia include working with the gangs, departments,
linking of turn-outs, general maintenance of track, (iii) Permanent way – The lectures will cover
works incidental to maintenance such as deep the same subjects as dealt with in the Initial Course
screening pulling back rails, lubrication of rail joints, for Permanent Way Mistries but with a reduced scale.
re-timbering of bridges, realignment of curves, lifting
292
(c) Practical training – Practical training shall Engineering Workshops, Engineering Stores Depots,
include working of material trains, push trollies/ offices of PWI & AEN, Control office, Loco Sheds,
material lorries, works connected with maintenance, TXR Depots and S & T Workshop. Special emphasis
measurement of versines on curves and local should also be made on safe working methods.
adjustments, linking of turn-outs, assembling of
various types of sleepers, fixing of creep anchors, 1504. Refresher Courses – It will be
deep screening, pulling back rails, renewals of rails, necessary to conduct Refresher Courses to enable
sleepers and points and crossings, checking of the staff to keep themselves abreast with the latest
monsoon patrolling and inspections of level rules and techniques. Keymen, Mates, Permanent
crossings, bridges and gang working. Way Mistries, and Permanent Way Inspectors should
be sent for Refresher Courses once in five years. In
(4) Promotion from Permanent Way Mistries the Refresher Courses, all subjects pertaining to the
to PWI Grade III – concerned categories shall be dealt with as
(a) General – The object of training Permanent enumerated under promotional courses but the
Way Mistries for promotion to Permanent Way extent of coverage will be on a limited scale. The
Inspectors Gr. III is to train them for effective working duration of the Refresher Courses shall be two
in a Supervisory category. The training should be weeks.
imparted in the Zonal Training School for a period of
1505. Special Courses – In addition to the
six week. The course content should include class
regular courses mentioned above, special courses
room lectures, field demonstrations, study tours and
on any of the following subjects should also be
screening of instructional films. It should also include
arranged periodically to increase a sense of
an assessment by an examination at the end of the
awareness of the staff on these subjects :–
course.
Points and Crossings, Maintenance of SWR
(b) The class room lectures shall be on the
and LWR, Welding techniques, Track renewals,
same subjects as prescribed for Initial Course for
Ultrasonic Testing of rails, High Speed Track, Track
Permanent Way Inspectors Gr. III, but the extent of
recording, Curves and Reclamations of Permanent
coverage shall be at a reduced scale, since the
way materials.
serving Permanent Way Mistries would be having
adequate experience in all spheres of practical All the above subjects should be for Permanent
working. In addition, the lectures shall include Way Inspectors Gr. III and for other categories of
procedure for obtaining traffic blocks including staff. It is desirable that the staff posted for the
messages to be exchanged with the SMs, maintenance of welded track and on sections
submission of requisitions for obtaining green notices, maintained by Machines, should be given a special
routine correspondence with superiors and officials training on the relevant subjects pertaining to their
of the other departments etc. duties in a short course arranged for the purpose
before they are posted on these areas.
(c) The Instructional Tours should include visit
to Relaying sites, Flash Butt welding plants,
293
BOOKS OF REFERENCE
CHAPTER XVI
BOOKS OF REFERENCE
1601. Books of Reference – Books of reference listed in Annexure 16/1 and

other publications from R.D.S.O. and IRICEN/Pune including Technical monograms
considered essential should be supplied to the officers and the Permanent Way Inspectors
of each Division.
The Chief Engineers’ and the Divisional Engineers’ Offices should be equipped with
adequate number of copies of each publication. The publications should be accounted in
the Dead Stock Register. Officials for whose personal use publications are supplied shall
be responsible for their custody and handing them over prior to retirement from service.
1602. Circulation of Technical Papers – The Chief Engineer may arrange to circulate
sufficient number of copies of the following publications and such other journals relating to
Permanent Way as deemed necessary to the Headquarters Officers and Divisional
Engineers who in turn should circulate them to their Assistant Engineers :–
(a) Reports of the Track Standards Committee.
(b) Journal of the Institution of Permanent Way Engineers (India).
(c) Permanent Way Bulletins issued by IRICEN/Pune.
(d) Technical papers pertaining to Civil Engineering as and when published by the
Railway Board.
(e) Permanent Way and Structures Digest.
294
BOOKS OF REFERENCE

List of Books of Reference
Offices which should be equipped with a copy of the publication
Item Publications For the personal Divisional Assistant Permanent Way

No. use of such officers Engineer’s Engineer’s Inspector’s
and inspectors as office office office
may be prescribed
1 Act, Indian Electricity and Rules issued .. 1 .. ..
and State Government Publications.
2 Act , I ndi an Expl osi ves and St at e . 1

Government Publications.
3 A c t , I n d i a n Fa c t o r i e s and State .. 1 .. ..
Government Publicalioos.
4 Act, Indian Mines and State .. 1 1 ..

5 A c t , I n d i a n Pe t r o l e u m a n d S t a t e .. 1 1 1
Government Publications and Petroleum
Rules.
6 Act, Indian Railways ... .. 1 .1 1
7 Act, Land Acquisition and State .. 1 1 1
8 Act , Payment of Wages, wi t h .. 1 1 1
Notifications as issued.
9 Act, Workmen s Compensation... ... 1 1 1
10 Alphabetical List of Railway Stations .. 1 1 1
11 C i r c u l a r s S t a t e G ove r n m e n t - R e : .. 1 1 ..
Constr uctions near Railway limits and
Taxations
12 Circulars State Gover nment or Joint .. 1 1 1
regarding Tanks affecting Railway lines.
13 Code, Indian Railway for the Engineering .. 1 1 1
Department.
14 C o d e , I n d i a n R a i l w ay f o r t h e S t o r e s .. 1 1 1
Department.
15 Code, Indian Railway for the, Mechanical .. 1 .. ..
Department.
16 Code, Indian Railway for the Accounts .. 1 .. ..

Department.
17 Code, Indian Railway Establishment ... 1 1 1
I8 Code, Indian Railway General ... 1 1 ..
19 Conference Regulations. Part III .. 1 1 1
295
BOOKS OF REFERENCE
ANNEXURE 16/1 Para 1601 Contd.


For the personal Divisional Assistant Permanent Way
Item Publications use of such Engineer’s Engineers Inspector’s
No. officers and office office office
inspectors as
may be
prescribed
20 Engineering Formulae Pocket Book .. 1 1 ..
21 Indian Railway Permanent Way Manual ... 1 1 1 1
22 Indian Railway Works Manual 1 1 1 1

23 Indian Railway Bridge Manual 1 1 1 1
24 Manual, Signalling and Interlocking .. 1 1 1
25 Manual, Block .. 1 1 1
26 Manual, Indian Railway Standard Track, .. 1 1 1
and concerned Drawings.
27 Manual, - Accident, or Circulars pertaining 1 1 1 1
to Accidents.
28 Permanent Way Drawings or Hand Book of .. 1 1 1
the Railway.
29 Price lists of Stores or Stores nomenclature .. 1 1 1
and circulars as applicable.
30 R e d Ta r i f f N o . 1 6 , I n d i a n R a i l w a y .. 1 1 ...
Conference Association.
31 Regulations, Hours of Employment, with .. 1 1 1
Notifications as issued.
32 R e g u l a t i o n s g ove r n i n g t h e p l a c i n g o f .. 1 1 ..
el ect r i c t ransmi ssi on l i nes acr oss and
underground cables under Railway track.
33 Rules for the opening of a Railway for the .. 1 .. ..
public carriage of passengers.
34 Rules, General and Subsidiary, Parts I & II 1 1 1 1
35 Rules, Re : Leave, Passes and P. T. 0s. ... ... 1 1 1
36 Safety First" Rules ... 1 1 1 1
37 Schedule of Dimensions 1 1 1 1
38 S c h e d u l e o f Po w e r s o f D i v i s i o n a l a n d ..... 1 1 1
Assistant Engineers.
39 Speci al Or der s on mat t er s of general 1 1 1 1
importance concerning the staff as issued.
296
BOOKS OF REFERENCE
ANNEXURE 16/1 Para 1601 Contd.


For the personal Divisional Assistant Permanent Way
Item Publications use of such Engineer’s Engineer’s Inspector’s
No. officers and office office office
inspectors as
may be
prescribed
40 Standing Orders Engineering 1 1 1 1
Department
41 Standing Orders Operating --- 1 1 ---
Department ...
42 Telegraph Code 1 1 1 1
43 wooden Sleepers Specifications --- 1 1 1
44 Wo r k s Ha n d Bo o k o f Ge n e ra l 1 1 1 1
Conditions of Contract and
Sp e c i f i c a t i o n s fo r Ma t e r i a l s a n d
Works .
45 Wo r k i n g Ti me Ta bl e a n d Ap p e n d i x 1 1 1 1
thereto
46 Wo r k i n g o f C r a n e s a n d H o i s t s , a s --- 1 1 ---
issued ...
47 M a n u a l o f i n s t r u c t i o n s fo r l ay i n g --- 1 1 1
concrete sleepers with machines.
48 Manual of instructions for fabrication, --- 1 1 1
installation aftd maintenance of glued
insulated rail joints.
49 Indian Railway Standard Specification --- 1 1 ---
for pre-stressed concrete Sleepers.
50 Code of pract i ce for Fl ash But t --- 1 1 1
Welding of rails.
51 Code of Practice for Welding of Rail --- 1 1 1
joints by Alumino Thermit process.
52 Chief Eagineers Circulars on --- 1 1 1
’Permanent Way’.
53 River Training and Protection Work for --- 1 1 1
Railway - Br idges M o n o g r a m by
I. R. I. A. T.T., Pune.
54 Monsoon instr uctions issued by the --- 1 1 1
Railway
297
Annexure M/6
CONCORDANCE TABLE (NEW)

Concordance showing the Paragraphs in this Book and the corresponding paragraphs in the
Indian Railway Permanent Way Manual – 1986 edition (First reprint 1999)
(wherever changes have occurred)
The following paras (listed in the first coloum below )have been added/deleted/ modified/revised.
Paragraph Paragraph in Indian Railways Remarks

in this book Permanent Way Manual 1986 Added/Deleted/ Advance CorrectionSlip No. & Date
Edition (First Reprint 1999) Revised
127(3) … Added No. 36 Dated 24.08.99
167 167 Revised No. 58 Dated 1.8.2000
168 168 Revised No. 58 Dated 1.8.2000
169 169 Revised No. 58 Dated 1.8.2000
170 170 Revised No. 58 Dated 1.8.2000
170 (6) 170 (6) Revised No. 73 Dated 2.11.2001
170(6) … Revised No. 84 Dated 8.5.2003
170 (6) … Revised No. 87 Dated 25.7.2003
171 … Added No. 58 Dated 1.8.2000
202 (1)(xvi) … Added No. 30 Dated 7.7.99
202(1) Group ‘C’ route 202(1) Group ‘C’ route Revised No. 30 Dated 7.7.99
202(1) Group ‘D spl.’ Added No. 30 Dated 7.7.99
& Group ‘E spl.’ route
202(1) (xvii) & (xviii) … Added No. 57 Dated 25.7.2000
202(2)(a)(xi) & (xii) … Added No. 46 Dated 6.3.2000
203(1) 203(1) Revised No. 53 Dated 24.4.2000
204 Note - 1 204 Note - 1 Revised No. 70 Dated 24.5.2001
205(2) … Added No. 53 Dated 24.4.2000
206(4) (5) (6) … Added No. 68 Dated 25.4.2001
Annexure 2/3 Para (206) Annexure 2/3 Para (206) Revised No. 68 Dated 25.4.2001
211 211 Revised No. 52 Dated 24.4.2000
211(1)(v) 211(1)(v) Revised No. 89 Dated 19.9.2003
… 225 Deleted No. 53 Dated 24.4.2000
228 228 Revised No. 53 Dated 24.4.2000
237(1) (l) … Revised No. 60 Dated 07.08.2000
242(3)( c ) … Added No. 60 Dated 07.08.2000
243(4) 243(4) Revised No. 47 Dated 15.3.2000
244(4)(a) 244(4)(a) Revised No. 39 Dated 27.9.1999
245 ( e ) 245 ( e ) Revised No. 70 Dated 24.5.2001
248(2)(a) 248(2)(a) Revised No. 39 Dated 27.9.1999
248(2) (a) & (b) 248(2) (a) & (b) Revised No. 61 Dated 22.8.2000
248 (2) (a) 248 (2) (a) Revised No. 77 Dated 12.8.2002
250(2) (a) 250(2) (a) Revised No. 88 Dated 15.9.2003
251(5) … Added No. 51 Dated 21.4.2000
Annexure 2/9 Para 252(3) Revised No. 28 Dated 7.7.99
252(2) …. Added No. 70 Dated 24.5.2001
252(3) 252(3) Revised No. 28 Dated 7.7.99
252(3) 252(3) Revised No. 56 Dated 13.7.2000
252(3) 252(3) Revised No. 91 Dated 20.01.2004
Annexure 2/9 Para 252(3) Deleted No. 91 Dated 20.01.2004
252(4) … Added No. 34 Dated 6.8.99
Annexure M/6...(Contd.)
256 (1) 256 (1) Revised No. 85 Dated 13.5.2003
257(iv)(d) Added No. 43 Dated 7.1.2000
261 261 Revised No. 31 Dated 26.7.99
262 262 Revised No. 31 Dated 26.7.99
263 (2)(a) Notes 263 (2)(a) Notes Revised No. 31 Dated 26.7.99
Annexure 2/11, 2/12, 2/13, Annexure 2/11, 2/12, 2/13, Revised No. 49 Dated 11.4.2000
2/14 Para 263 2/14 Para 263
264(4) & (5) … Added No. 80 Dated 2.12.2002
275(3) 275(3) Revised No. 59 Dated 1.8.2000
275(3) 275(3) Revised No. 63 Dated 27.11.2000
277 277 Revised No. 54 Dated 29.5.2000
277 277 Revised No. 74 Dated 26.11.2001
281 ( c ) 281 ( c ) Revised No. 38 Dated 8.9.99
283 (2) ( c ) 283 (2) ( c ) Revised No. 71 Dated 17.7.2001
283(2) (c ) 283(2) (c ) Revised No. 79 Dated 10.10.2002
301(8), (9), (10), (11) … Added No. 42 Dated 5.11.99
301 (1), (8) ... Added No. 70 Dated 24.5.2001
301(3) … Added No. 70 Dated 24.5.2001
301(4) 301(3) Revised No. 70 Dated 24.5.2001
302 (2)(a) 302 (2)(a) Revised No. 41 Dated 2.11.99
302 (1) e Added No. 92 Dated 04.02.2004
302 (1) f 302 (1) e Revised No. 92 Dated 04.02.2004
305(2)(i),(ii),(iii), Table A of para 305(2) Revised No. 39 Dated 27.09.1999
305(2) 305(2) Revised No 61 Dated 22.8.2000
Table B of para 305(2) Deleted No 61 Dated 22.8.2000
309 (b) 309 Revised No. 65 Dated 1.3.2001
309 (A) … Added No. 65 Dated 1.3.2001
320 (1) (a) 320 (1) (a) Revised No. 32 Dated 4.8.99
320 (3) … Added No. 32 Dated 4.8.99
Annexur 3/1,3/2 para 320(3) … Added No. 32 Dated 4.8.99
Annexur 3/2,3/3 Para320(3) Annexure 3/1, 3/2 Para 320 (3) Revised No. 93 Dated 05.03.2004
322 322 Revised No. 77 Dated 12.8.2002
410 (3) 410 (3) Revised No. 76 Dated 16.5.2002
410 (4) … Added No. 766 Dated 16.5.2003
421 421 Revised No. 90 Dated 23.12.2003
502(5) … Added No. 34 Dated 6.8.99
502 502 Revised No. 36 Dated 24.8.99
507(1) 507(1) Revised No 86 Dated 7.7.2003
606 606 Revised No 83 Dated 25.2.2003
607 (1) 607 Revised No. 45 dated 17.2.2000
607(2) … Added No. 45 dated 17.2.2000
618 618 Revised No. 29 Dated 7.7.99
704(3) (d) … Added No 43 Dated 7.1.2000
723 (9) 723 (9) Revised No 59 Dated 1.8.2000
724 (1)& (2) 724 (1)& (2) Revised No 59 Dated 1.8.2000
807 (2) (b) Note 1 807 (2) (b) Note 1 Revised No 37 Dated 1..9.99
Annexure 8/3 A
Para 807 & 808 ... Added No 37 Dated 1..9.99
808 2 (b) 808 (2) Revised No 37 Dated 1.9.99
808 2 (a) ... Added No 37 Dated 1.9.99
Annexure M/6...(Contd.)
826 … Added No 69 Dated 23.5.2001
901 901 Revised No. 35 Dated 19.9.99
901 901 Revised No. 64 Dated 5.1.2001
Annexure 9/1 Sub item (iii) under col. (5) & Deleted No. 35 Dated 19.9.99
Para 904 (6) of item 9 (a) of
Annexure 9/1 Para 904
910 (4)(c) 910 (4) (c) Revised No. 35 Dated 19.9.99
Annexure 9/6 & 9/7 Added No. 50 Dated 13.4.2000
Para 910
910 Notes 910 Notes Revised No. 55 Dated 29.5.2000
910 (1) (y) 910 (1) (y) Revised No. 55 Dated 29.5.2000
913 (3) (a) & (b) 913 (3) (a) & (b) Revised No. 40 Dated 27.9.99
Annexure 9/3 Annexure 9/3 Revised No. 40 Dated 27.9.99
Para 913 (a) & (b) Para 913 (a) & (b)
913 (a) (b) 913 (a) (b) Revised No. 75 Dated 5.3.2002
Annexure 9/3 Para 913 Annexure 9/3 Para 913 Revised No. 75 Dated 27.9.99
914 (b)(v) … Added No. 66 Dated 30.3.2001
914 (b)(v) 914 (b)(v) Revised No. 81 Dated 3.12.2002
918 918 Revised No. 50 Dated 14.4.2000
919 919 Revised No. 44 Dated 10.02.2000
919(1) 919 Revised No. 93 Dated 05.03.2004
… 919 (2) & (5) Deleted No. 35 Dated 19.9.99
922 … Added No. 33 Dated 6.8.99
923 … Added No. 33 Dated 6.8.99
924 … Added No. 35 Dated 19.9.99
925 … Added No. 35 Dated 19.9.99
1007 (1)(1) 1007 (1)(1) Revised No. 55 Dated 29.5.2000
1122 (4)(iii) 1122 (4)(iii) Revised No. 82 Dated 29.5.2000
1208 1208 Revised No. 48 Dated 11.4.2000
1405 1405 Revised No. 62 Dated 13.9.2000
1408 1408 Revised No. 67 Dated24.4.2001
1408 (1) (c) …. (cs 67) Revised No. 78 Dated24.4.2001
1411(4)(a) 1411(4) Revised No. 42 Dated 5.11.1999
1411(4)(b) ... Added No. 42 Dated 5.11.1999
1411(5)(b) 1411(5)(b) Revised No. 72 Dated 7.8.2001
1411 (5) (b) 1411 (5) (b) Revised No. 84 Dated 8.5.2003
1411 (5) (c) ... Added No. 84 Dated 8.5.2003
1413 … Added No. 62 Dated 13.9.2000
... Note 1 of Annexure DTM/1 Deleted No. 93 Dated 5.3.2004
***
ERRATA
INDIAN RAILWAYS PERMANENT WAY MANUAL 1986
(SECOND REPRINT 2004)
Pg. No. Para / Line Existing Read as
1 2 3 4
CORRECTION SLIPS (C. S.)
S. No. C. S. No. & Date Reference
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2004/CE-II/CS/1 New Delhi, dt. 01 .06.2004.
Principal Chief Engineers/Chief Engineers
CR, ER, ECR, ECoR, NR, NCR, NER, NFR, NWR, SR, SCR, SER, SECR, SWR, WR, WCR and
Metro Railway/Kolkata.
The General Manager (Const.), N.F.Railway, Guwahati.

The CAO/Const. All Indian Railways.
The CAO/Const., Metro Railway, Mumbai & Chennai.
Managing Director, Konkan Railway Corporation Ltd, Rail Bhawan, New Delhi.
Managing Director, IRCON, New Delhi.
Managing Director, RITES, New Delhi.
Managing Director, DMRC, N.B.C.C. Building, Pragati Vihar, New Delhi.
Managing Director, CONCOR, New Delhi.
The Chief Project Officer, DMRC, Pragati Vihar, Nwq Delhi.

Director, IRICEN, Pune.
Director, IRIEEN, Nasik.
Director, , IRISET, Secunderabad.
Director, IRIMEE, Jamalpur.
Director, IRITM, Vill. Kanausi, Hardoi, Manik Nagar, Lucknow.
Director General, Railway Staff College, Vadodara.
FA & CAO, All Indian Railways.

The Director General (Track), RDSO/Alambagh, Lucknow.
Chief Commissioner of Railway Safety, Lucknow.
Genl. Secy., AIRF, Rail Bhavan.

Genl. Secy., NFIR, Rail Bhavan.
Genl. Secy., IRPOF, Rail Bhavan.
Genl. Secy., FROA, Rail Bhavan.
Genl. Secy., AIRPFA, Rail Bhavan.
Genl. Secy., DAI (Railways) Rail Bhawan, New Delhi.
Sub: Advance Correction Slip No.94 to the Indian Railways Permanent Way Manual -1986
para–410.
-----
Ministry of Railways (Railway Board) have decided that correction/addition as
indicated in the enclosed Advance Correction Slip No. 94 dated 01.06.2004, to relevant para
of the IRPWM, be made.
Receipt of this letter may please be acknowledged.
(H.L. SUTHAR)
Director Civil Engg.(P),
Railway Board.
-2-
Copy to : CRB, ME, ML, MS, MM, MT, FC, Secretary.
AM(CE), AM(W), AM(Budget), AM(Elect.), AM(Fin.), AM(Sig.), AM(Plg.), AM(MS),

AM(Mech.), AM(PU.), AM(Tele.), AM(Traffic), Adv.(Vig.), Ad.(L&A).
EDF(X)-II, ED(Safety), EDCE(P), ED(Works), EDV(E), ED(Proj.), ED(DMRC), EDTK(M),

EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), ED/L&A.
OSD(ME), DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), DVE-I & DVE-II,
IPWE(I).
------
INDIAN RAILWAYS PERMANENT WAY MANUAL 1986 - ( EDITION)
ADVANCE CORRECTION SLIP NO. 94 DATED_01.06.04
The existing para 410 (3) and 410 (4) of Indian Railways Permanent Way Manual may
be modified to read as under :-
410(3) Speed over interlocked turnouts - Speed in excess of 15 kmph may be permitted for
straights of interlocked turnouts only under approved special instructions in terms of GR
4.10.
In the case of 1 in 8.5, 1 in 12 and flatter turnouts provided with curved switches,
higher speeds as permitted under approved special instructions may be allowed on the turn-
out side, provided the turn-in curve is of a standard suitable for such higher speeds. While
permitting speed beyond 15 kmph, provisions of Para 410 (4) may be kept in view.
The permissible speed on turnouts taking off on the inside of the curve should be
determined by taking into consideration the resultant radius of lead curve which will be
sharper than the lead curve for turn outs taking off from the straight. 1 in 8.5 turnouts
should not be laid on inside of curves.
410(4) Upgradation of speeds on Turnouts and Loops to 30 kmph
(a) Length of Section - Upgradation of speeds on turnout should cover a number of

contiguous stations at a time so as to derive a perceptible advantage of the higher speed in
train operation. The works described below, should cover all the running loops on the
stretch of line taken up.
(i) Turnouts – Speed, in excess of 15 kmph, should be permitted on turnouts laid with
ST or PRC sleepers only. All turnouts on the running loops shall be laid with curved
switches, with minimum rail section being 52 Kg. All rail joints on these turnouts should
also be welded to the extent possible.
For different type of curved switches permissible speed are as under :-
S.No. Type of Turnout (BG) Permissible speed
1. 1 in 8.5 curved switch 15 kmph

2. 1 in 8.5 symmetrical 30 kmph
split with curved switches
3. 1 in 12 curved switch 30 kmph
(ii) Track on running loops - Speed in excess of 15 kmph, should not be permitted on
running loops laid with wooden sleepers. The minimum track structure on the running
loops should be 90R rails laid as Short Welded Panels, M+4 density on PRC, ST, CST-9
sleepers and 150 mm ballast cushion. Out of 150 mm total cushion, clean cushion of 75
mm at least should be available. Proper drainage of the area should also be ensured.
……2/-
-2-
(iii) Turn-in curves - Speed in excess of 15 kmph, should not be permitted on Turn-in
curves laid with wooden sleepers. Turn-in curves should be laid with the same rail section
as on the turn-out with PRC, ST or CST-9 sleepers with sleeper spacing being 65 cm centre
to center ( maximum).
Turn-in curve should conform to Para 410 (2) of IRPWM and especially so in
respect of curvature of the lead curve.
Extra shoulder ballast of 150 mm should be provided on outside of the turn-in curve.
The frequency of inspection of turn-in curves should be same as that for main line
turn-outs.
(b) The following should be ensured, if CST-9 sleepers are used in running loops or turn
in curves :-
(i) There is no cracks or fracture at rail seat in two consecutive sleepers.

(ii) There is no excessive wear of lug and rail seat.
(iii) All the fittings keys, cotters and tie bars are fitted properly. Rail is held
firmly with sleepers.
(iv) Tie bars should not be broken or damaged by falling brake gear, wagon
parts etc. and they should not have excessive corrosion or elongated
holes. The corrosion of tie-bars inside the CST-9 plate should be
especially checked as this results in their removal and adjustment
becoming difficult.
(c) The following should be ensured, if ST sleepers are used in Turnouts, Turn-in curves
or running loops :-
(i) There is no crack or fracture at rail seat in two consecutive sleepers.

(ii) There is no excessive wear of lug, MLJ and rail seat
(iii) All the fittings are effective and rail is held with sleepers properly.
(iv) The sleepers and fittings do not have excessive corrosion, elongated holes
etc.
******
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2003/CE-II/PRA/17 (CRS) New Delhi, dt. 30.06.2004.




para–826.
-----
(H.L. SUTHAR)
Railway Board.
-2-
No. 2003/CE-II/PRA/17 (CRS) New Delhi, dt. 30.06.2004.


IPWE(I).
------
The existing para 826 (i) of Indian Railways Permanent Way Manual may be
modified to read as under:-
826 (i) - The contractor shall not start any work without the presence of railway
supervisor or his representative and contractors supervisor at site.
A new para 826 (vii) may be added to Indian Railway Permanent Way Manual
as under:-
826 (vii) – The Engineer in-charge shall approve the methodology proposed to
be adopted by the contractor, with a view to ensure safety of trains, passengers
and workers and he shall also ensure that the methods and arrangements are
actually available at site before start of the work and the contractor’s
supervisors and the workers have clearly understood the safety aspects and
requirements to be adopted/followed while executing the work.
There shall be an assurance register kept at each site, which will have to be
signed by both, i.e. Railway Supervisor or his representative as will as the
contractor’s supervisor as a token of their having understood the safety
precautions to be observed at site.
******
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****




para–607.
-----
(H.L. SUTHAR)
Railway Board.
-2-


IPWE(I).
------
A new para 607(3) may be added of Indian Railways Permanent Way Manual - 1986 to
read as under:-
Para 607(3) - The stability of trains against derailment, depends upon several factors such
as track geometry, vehicle characteristics & state of their maintenance and speed of the
particular vehicle at relevant point of time etc. Rail wheel interaction is thus, a complex
phenomenon and therefore, safety tolerances for track alone cannot be prescribed in isolation.
With this in view, safety tolerances for maintenance of track, have not been prescribed on
Indian Railways. Each derailment case, therefore, needs careful examination of all available
evidence, in respect of Track, Rolling Stock, speed and other factors considered relevant, to
arrive at the cause.
The provision and tolerances mentioned in Para 607(2) and elsewhere in this Manual
are with a view to maintain track geometry for good riding comfort.
******
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
CR, ER, ECR, ECoR, NR, NCR, NER, NFR, NWR, SR, SCR, SER, SECR, SWR, WR, WCR and Metro
Railway/Kolkata.




Sub: Advance Correction Slip No.97 to the Indian Railways Permanent Way Manual -1986..
-----
Ministry of Railways (Railway Board) have decided that correction/addition as indicated in
the enclosed Advance Correction Slip No. 97 dated 19.10.2004, to relevant para of the IRPWM,
be made.
(H.L. SUTHAR)
Railway Board.
-2-
No. 2004/CE-II/CS/1 New Delhi, dt. 19.10.2004.


IPWE(I).
------
The existing Note of Annexure 8/3 (Para 807 & 808) of Indian Railways
Permanent Way Manual (IRPWM) may be modified to read as under:-
Note: When, during the course of the work, on consideration of safety, it is not desirable to
pass trains over the site of work for the time being, the track should be further protected by
hand signals and banner flags, by the authorized Railway servant.
******
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2004/CE-II/CS/1 New Delhi, dt. .05.2005.




Sub: Advance Correction Slip No 98 to the Indian Railways Permanent Way Manual -1986
para–202.
-----
indicated in the enclosed Advance Correction Slip No.98 dated 17.05.2005, to relevant para of
the IRPWM, be made.
(H.L. SUTHAR)
Railway Board.
D:\IRPWM with cs\ACS to IRPWM\ACS 98.DOC 1
-2-


IPWE(I).
------

INDIAN RAILWAYS PERMANENT WAY MANUAL 1986 - ( Second Reprint 2004)
The existing para 202 (1) of Indian Railways Permanent Way Manual may be
Para 202. Classification of Lines -
(1) Broad Gauge - The BG lines have been classified into seven groups ‘A’ to ‘E’ on
the basis of the future maximum permissible speeds as under-
Group ‘A’ - Speeds upto 160km./hour:
(i) New Delhi to Howrah – Rajdhani Route (via the Grand Chord and Howrah-
Burdhwan Chord).
(ii) New Delhi to Mumbai Central (Frontier Mail Route).
(iii) New Delhi to Chennai Central (Grand Trunk Route).
(iv) Howrah – Nagpur-Mumbai CST.
Group ‘B’ - Speeds upto 130 km./hour:
(i) Allahabad-Katni-Jabalpur-Itarsi-Bhusaval.
(ii) Kalyan-Pune-Daund-Wadi-Secunderabad-Kazipet.
(iii) Kharagpur-Waltair-Vijayawada.
(iv) Wadi-Raichur-Arakkonam-Chennai Central.
(vi) Khanna-Barharwa-Farakka Bridge-Malda Town.
(vii) Sitarampur-Madhupur-Kiul-Patna-Mughal Sarai.
(viii) Kiul-Bhagalpur-Sahibganj-Barharwa.
(ix) Delhi-Panipet-Ambala Cantt. Kalka.
(x) Ambala Cantt.-Ludhiana-Pathankot.
(xi) Ambala Cantt.- Moradabad-Lucknow-Pratapgarh-Mughul Sarai.
(xii) Arakkonam-Jolarpettai-Salem-Erode-Coimbatore-Ernakulam.
(xiii) Vadodara-Ahmedabad.
(xiv) Jolarpettai-Bangalore.
(xv) Ahmedabad-Ajmer-Jaipur-Bandikui-Rewari-Delhi.
(xvi) Malda Town-Barsoi-New Jalpaiguri.
(xvii) Chennai Beach-Dindigul.
(xviii) Bangalore-Dharmavaram-Gooty.
(xix) Ghaziabad-Saharanpur.
(xx) Chennai Beach-Chennai Egmore 3rd line
Annexure 2/1 shows, Group ‘A’ and ‘B’ Routes.
Group ‘C’ - Suburban Sections of Mumbai, Delhi, Chennai and Kolkatta as listed below:
(i) CSTM-Kalyan-Kasara
(ii) CSTM-Kalyan-Karjat
(iii) CSTM-Kurla-Panvel
(iv) CSTM-Ravali-Mahim-Andheri
(v) CSTM-Ravali-Kurla
(vi) Churchgate-Mumbai Central-Borivali-Virar
……2/-

-2-
(vii) Chennai Central-Basin Bridge-Veysarpadi-Arakonam

(viii) Chennai Central-Basin Bridge-Washermanpet-Chennai beach-Tambaram
(ix) Chennai Central-Basin Bridge – Korukkupet – Tondiarpet – Tiruvottiyar -
Gummidipundi
(x) Chennai Beach-Thirumayilai
(xi) Sealdah-Dumdum-Naihati-Kalyani-Ranaghat-Krishnanagar
(xii) Sealdah-Sonarpur-Baruipur
(xiii) Ballygunj-Budge Budge
(xiv) Howrah-Dankuni-Saktigarh-Bardhaman
(xv) Howrah-Bandel-Saktigarh
(xvi) Seoraphuli-Tarakeshwar
(xvii) Dumdum-Barasat
(xviii) Howrah-Panskura-Kharagpur
Group ‘D’ Spl.- Sections where the traffic density is very high or likely to grow
substantially in future and the sanctioned speed is 100 km/h at present. The following
routes will fall under this category:-
(i) Kharagpur-Midnapur-Adra
(ii) Barkakana-Barwadih-Garwa Road
(iii) Tundla-Yamuna Bridge
(iv) Bolangir-Titlagarh
(v) Gudur-Renigunta
(vi) Anara-Chandil-Kandra-Sini
(vii) Anuppur-Shahdol-Katni-Bina
(viii) Ahmedabad-Viramgam
(ix) Nagda-Ujjain-Maksi-Bhopal
(x) Lucknow-Sultanpur-Zaffarabad-Banaras
(xi) Delhi-Ghaziabad-Hapur-Moradabad
(xii) Lucknow-Kanpur
(xiii) Chapra-Hajipur-Barauni
(xiv) Raipur – Titlagarh - Vizianagram
(xv) Guntakal-Tornagallu-Hospet
(xvi) Udhna-Nandurbar-Jalgaon
(xvii) Gomoh-Chandrapura
(xviii) Garva Road-Chopan
(xix) Garva Road-Sone Nagar
(xx) Barauni-Katihar
(xxi) Sambalpur-Talcher-Nergundi
(xxii) Jharsuguda-Bolangir
(xxiii) Barabanki-Gonda-Gorakhpur-Chhapra
(xxiv) Champa-Gewra Road
(xxv) Bilaspur-Anuppur
Group’D’ - Sections where the sanctioned speed is 100km./hr. at present.
(i) Salem-Byappanhalli
(ii) Guntur-Donakonda-Guntakal
(iii) Vikarabad-Parli-Parbhani
(iv) Vijayawada-Bhimavaram-Nidadavolu
(v) Secunderabad-Dronachalam
……3/-

-3-
(vi) Jodhpur-Marwar
(vii) Diva-Vasai Road
(viii) Pen-Roha
(ix) Kumedpur-Katihar Jn
(x) Rewari-Hissar
(xi) Kalumna-Nagpur (via Itwari)
(xii) Kota-Ruthiyai
(xiii) Bina-Guna-Ruthiyai
Group‘E’ Spl. - Sections where traffic density is very high or likely to grow substantially
in future and present sanctioned speed is less than 100 km/h, the following routes will fall
under this category:
(i) Panskura-Haldia
(ii) Talcher-Rajatgarh-Salegaon-Nergundi
(iii) Cuttack-Paradeep
(iv) Radhakishorepur-Rajathgarh-Barang
(v) Kapilas Road-Salegaon
(vi) Radhakishorepur-Machapur
(vii) Kirandul-Koraput
(viii) Rajakharshwan-Dongaposi-Padapahar Barajamda-Gua
(ix) Bondamunda-Bimlagarh-Barsuan-Kiriburu
(x) Kandra-Gamharria
(xi) Marauda-Dallirajhara
(xii) Urkura-Sarona
(xiii) Bhojudih-Mohuda G-C
(xiv) Chandil-Muri-Bokaro-Rajbera
(xv) Padapahar-Banspani
(xvi) Barajamda-Bolanikhandan
(xvii) Muri-Barkakana
(xviii) Talgoria-Bokaro City
(xix) Andal-Sainthia
(xx) Hatia-Muri
(xxi) Mohuda-Gomoh
(xxii) Koraput - Kottavalasa
(xxiii) Koraput-Singapuram Road
(xxiv) Sambalpur-Angul
(xxv) Anuppur-Bijuri-Boridand
(xxvi) Boridand-Bisrampur
(xxvii) Durg-Marauda
(xxviii) Londa-Vasco
(xxix) Dewas-Maksi
(xxx) Gandhidham-Bhuj
(xxxi) Dornakal-Bhadrachalam Road-Manuguni and Kerapalli-Singereni Collieries
(xxxii) Sanathnagar-Maul Ali (by pass line)
Group’E’ - All other Sections and branch lines where the present sanctioned speed shall be
less than 100 kmph.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
The General Managers (Engg.)
Railway/Kolkata.
The Chief Project Officer, DMRC, Pragati Vihar, New Delhi.



Sub: Advance Correction Slip No.99 to the Indian Railways Permanent Way Manual.
-----
(H.L. SUTHAR)
Railway Board.
-2-


EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S),
IPWE(I).
------
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



Ref: Board’s letter of even no dt.14.12.05.
-----
Enclosed please find herewith a corrected copy of Advance Correction Slip No.99
which was circulated vide Board’s letter of even no. dated 14.12.05.
(H.L. SUTHAR)
Railway Board.
INDIAN RAILWAYS PERMANENT WAY MANUAL
ADVANCE CORRECTION SLIP No. 99 dated 14 .12.2005
1. The existing para 107 (1) of Indian Railways Permanent Way Manual shall be replaced by
the following:
Para 107 (1) – Trolly Inspection: The entire Sub-division, should be inspected by trolly once
a month, as much inspection as possible being done by push trolly. The entire Sub-division, in
case of double and multiple lines shall mean all individual lines. The inspection by trolly should
be intensive, which should include checking of attendance of gang, gang work and equipment and
examination of gang charts/diary books with reference to the prescribed schedule of track
maintenance. During his inspection, he should check the work done by one or two gangs in each
P.W.I’s jurisdiction and record the results of his inspection.
2. The existing para 212 of Indian Railways Permanent Way Manual shall be replaced by the
following:
Para 212 – Records of material under trial: (1) CTEs of Zonal Railways may order
limited trials of simple items which do not infringe with existing provisions of standard
specification or instructions laid down in Manuals/Codes. Before undertaking the trial, complete
scheme of trial should be well chalked out including the parameters to be periodically
measured/checked, official to measure/check, periodicity of measurement/checking and proforma
in which measurements/ observations to be recorded. CRS shall also be kept informed about such
trials.
(2) The Zonal Railways should periodically inform RDSO about such trials to maximize
advantage.
(3) Registers – Registers of materials under trial duly indexed shall be maintained by the
Assistant Engineer; sufficient number of pages being allotted for each item.
(4) Particulars of entries – Particulars regarding each item should be completed in regard to:
(i) Name of material.
(ii) Kilometerage where laid.
(iii) Date of laying.
(iv) Object of trial.
(v) Nature and condition of ballast.
(vi) Nature and type of formation.
(vii) Track details.
(viii) Behavior.
(ix) Any other relevant information.
In the case of items designed for improved track performance, notes should be made
about the extent to which such appliances are producing the desired results, particulars being
quoted, whenever possible.
(5) Trial Lengths – Material under trial should, where practicable be laid near Assistant
Engineer’s headquarters. In the case of sleepers under trial, a special kilometer or kilometer
should be utilized for the purpose.
(6) Indication Plates - Materials under trial should be indicated by plates of suitable
dimensions fixed on the cess at either end of the trial length, the description and number of
item, date laid and kilometerage, being shown thus
Reconditioned sleepers
Nos. 1000, January 1980
Km. 72/0 – km. 72/12
(7) Removal of materials under trial – In every case where sleepers or other materials under
trial have to be removed because of relaying or alterations, the Asstt. Engineer concerned
should report to the Divisional Engineer and ask for disposal instructions. When material is
removed for any reason, a full note should be made by the Assistant Engineer on its condition
after through examination. When material under trial is removed and re-laid in another
Assistant Engineer’s length, the previous history of the material shall be copied in the register
of the sub-division where it is now laid.
(8) Submission of Assistant Engineer’s Register to Divisional Engineer – The ‘Materials

under trial’ register should be submitted by the Assistant Engineer to the Divisional Engineer
as often as required. The Divisional Engineer will submit reports on trials carried out to the
Chief Engineer, as may be required.
(9) Permanent Way Inspector’s Records – The Permanent Way Inspector shall maintain in
manuscript form record of all materials under trial on his length with necessary particulars.
Notes should be made therein at regular intervals. The Assistant Engineer shall scrutinize the
records during his inspections.
(10) The Divisional Engineer should take interest in the trials in progress in his jurisdiction
and ensure that the stretch where such material is laid, is maintained to the desired standard.
following:
Para 502 – Alumino Thermit Welding of rails: Alumino Thermit Welding of rails may
be carried out in accordance with the detailed procedure laid down in the “Manual for Fusion
Welding of Rails by Alumino Thermit Process, September, 1996”. A thermit weld done in situ
shall be joggle fish plated with two clamps till tested as good by USFD.
4. The existing para 125 (1) of Indian Railways Permanent Way Manual shall be replaced by
the following:
Para 125 – Safety of Track:- (1) The Permanent Way Inspector is directly responsible
for the safety of the track. He shall be vigilant to locate faults in the Permanent Way and promptly
remedy them.
The defects which are beyond his powers to remedy should be immediately brought to the
Assistant Engineer’s notice by the Permanent Way Inspector and mention of the same made in the
half-yearly report on the condition of Permanent Way of the section”.
following:
Para 209 – Half-yearly report on the condition of Permanent Way:- (a) The Permanent
Way Inspector shall submit half-yearly Reports on the state of track in his charge, to the
Divisional Engineer through the Assistant Engineer in the format placed at Annexure-2/19.
(b) In this Report the Permanent way inspector shall make candid statement of the defects
in the track, reasons for defects and proposals for rectifying them.
(c) The Assistant Engineer should check the track during his trolley inspections and verify
the conditions mentioned by the Permanent Way Inspector, and also study the proposed remedial
actions. Remedial actions as necessary should be ordered within his power or referred to the
Divisional Engineer for further orders.
(d) The Divisional Engineer should scrutinize the half-yearly reports of the Permanent
Way Inspector and the comments forwarded by the Assistant Engineer, and give his orders thereon
to the permanent Way Inspector through the Assistant Engineer. The Assistant Engineer and
Permanent Way Inspector should promptly attend to orders issued by the Divisional Engineer.
(e) Submission of half-year reports does not absolve the Permanent Way Inspector of this
basic responsibility of maintaining the track in fit condition for the load and speed sanctioned for
the section”.
6. Enclosed Annexure 2/19 may be added to chapter 2 of IRPWM Manual, after Annexure
2/18.
……
Annexure-2/19
HALF-YEARLY PERMANENT WAY REPORT
Report for the half-year ending

31st March }…….. regarding the section of track under Permanent way inspector
30th September }
Name……………………………………. Section………………………………..
Hd.Qrs……………………………………Km……………..to Km………………
Item Particulars of PWI’s remarks AEN’s DEN’s Details to be entered

No. Item Major Problem Assistance remarks remarks under column
Important areas required Problem areas by PWI
work done
in last 6
months
1 2 3 4 5 6 7 8
1 Track Rails, fastenings,
sleepers, ballast,
formation and
drainage.
2 Points and Details of turnouts
crossing requiring frequent
attention
3 Bridges & Details of bridges
approaches having problem of
creep, condition of
sleepers and fittings
4 Level crossings Details of level
crossings having road
surface and approach
road requiring
attention, slope of
approach road,
visibility, overdue
overhauling.
5 Fencing and
Boundary Post
6 Imprest Complete or not, any
(Store/Cash) delay in supply/
recoupment
7 Man power Adequate or not,
absence for sickness,
seasonal absence, low
output due to
overage/higher
average age, man
says lost due to
special features (such
as patrolling etc.),
vacancies.
8 Infrastructure Availability of traffic
block, working of
material
trains/ballast trains,
machines for,
maintenance and
renewal works (their
workings and
shortfalls in schedule
and problems, if any)
Item Particulars of PWI’s remarks AEN’s DEN’s Details to be entered
No. Item Major Problem Assistance remarks remarks under column
Important areas required Problem areas by PWI
work done
in last 6
months
1 2 3 4 5 6 7 8
9 Vulnerable
locations
10 Engineering
Material in
ARTs.
11 Small track
machines
12 Functioning of
Reconditioning
workshop for
turnouts and
SEJs
13 Periodic Details of staff
Medical overdue for Periodic
Examination/ Medical Examination
Refresher of refresher.
safety category
staff
14 Encroachment
on Rly. Land
between
stations
15 Items to which Refresher to be made
special to previous items and
attention is where the supply of
directed in the stores is involved,
interest of the requisition numbers
safety of the should be quoted.
travelling
public.
15 Material under Progress and
trial performance
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2003/CE-I/LX/59 New Delhi, dt. 21.6.2006.



-----
indicated in the enclosed Advance Correction Slip No. 100 dated 21.6.2006, to relevant
para of the IRPWM, be made.
(H.L. Suthar)
Railway Board.
-2-


IPWE(I).
****
NDIAN RAILWAYS PERMANENT WAY MANUAL
Advance Correction Slip No. 100 dated 21.06.2006
The existing sub para ( 1) of Para 902 shall stand replaced by the following :-
902 (1) The classification of level crossings shall be based on the volume of rail and road
traffic and visibility conditions.
The existing sub para 2 of Para 902 shall stand replaced by the following:
902 (2) The classification of level crossings shall be as under:
Class Criteria
(a) ‘Special….. for roads TVUs greater than 50,000

(b) ‘A’ class….for roads TVUs between 50,000 & 30,000
Or
Line capacity utilization 80% (on single line) and

number of road vehicles greater than 1000
(c) ‘B’ class….for roads TVUs between 30,000 and 20,000 and
number of road vehicles greater than 750
‘B’ Class is further subdivided as following:
B1 class …for roads TVUs between 30,000 and 25,000

B2 class… for roads TVUs between 25,000 and 20,000
(d) ‘C’ class….for roads All other level crossings for road not covered in
above classes.
(e) ‘D’ class… for cattle crossings.
The existing sub para 2 (a) of Para 907 shall stand replaced by the following:-
907 (2) (a) All level crossings in Special, A, and B1 classes will be interlocked and
protected by Signals and kept ‘Normally open to Road traffic; and may only be closed
against the road traffic for the passage of trains or for any other Railway operation by
taking off the signals.
Following sentence shall be added at the bottom of sub-para (1) (i) of para 916 :
“ However, the distance of W/L boards for unmanned level crossings on single line
section where visibility is clear, should be reduced to 350 m.”
….. 2/-
-2-
The existing sub para (1) of Para 919 shall stand replaced by the following:
919 (1) Periodical census of traffic at all level crossings, unmanned/manned shall be
taken once every three years. This shall be carried out for 7 days and total Train vehicle
Units (TVUs)/day (train units x Road vehicle units) are worked out. Train, Road vehicle,
Bullock carts and Tongas being considered as one unit; cycle rickshaw/Auto rickshaw
being considered as half unit. The census shall be carried out by a multi-disciplinary
inspectorial team consisting of representatives of CE, S&T and Traffic Departments.
The mechanism shall be set up by the Divisional Railway Manager to ensure that the
representatives are present for the census by laying down advance time table for carrying
out of census of level crossings.
The existing sub-para (b) (i) of Para 924 shall stand replaced by the following.
924 (b) (i) Based on traffic density, visibility and regular plying of buses etc. unmanned
level crossings have been categories into I-III for manning at Railways cost in a phased
manner on a programmed basis as per following priority.
Category I- Level crossing where TVUs exceed 6000, number of road vehicles
exceed 180 and where visibility is clear.
Category II – Level crossing where TVUs exceed 6000. number of road vehicles
exceed 120 and where visibility is restricted.
Category III – Level crossing where TVUs is between 3000 and 6000 and where
visibility is restricted.
Further, manning of any unmanned level crossing shall not be done if motor vehicles
do not ply regularly. Manning of category –III level crossings should be considered once
manning of first two categories is over. Further, if any unmanned level crossings gets
involved in more than 3 accidents in 3 years, it should be manned immediately
irrespective of the category to which it belongs.
All proposals for manning of unmanned level crossings should be processed in

consultation/association with the Chief Safety Officer of the Railway.
Add following sentence at the end of sub-para (b) (ii) of Para 924:
“Further train route wise priority to be followed for manning will be ‘A’ route followed by
‘B’ ‘C’ ‘D’ ‘D Spl.’ ‘E Spl.’ And ‘E’.
Add following sentence at the end of sub para (c ) of Para 924:
“However Railways may de-man an existing level crossing gate in case the TVU level
falls below 80% of the value of the criteria laid down for manning in sub-para (b) (i)
above.”
*****
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2004/CE-II/CS/1 New Delhi, dt.21.12.2006.
Railway/Kolkata.



-----
(H.L. SUTHAR)
Railway Board.
-2-


IPWE(I).
------
ADVANCE CORRECTION SLIP No. 101 dated 21.12.2006
The existing para 107 (1) of Indian Railways Permanent Way Manual shall be replaced by
the following:
Para 107 (1) – Trolley Inspection: The entire sub-division should be inspected by trolley
once a month, as much inspection as possible being done by push trolley. On sections having
multiple lines running closely parallel, trolley inspection may be carried out on any of the lines.
The inspection by trolley should be intensive, which should include checking of attendance of gang,
gang work and equipment and examination of gang charts/diary books with reference to the
prescribed schedule of track maintenance. During his inspection, he should check the work done
by one or two gangs in each P.W.I’s jurisdiction and record the results of his inspection.
……
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



-----
(H.L. SUTHAR)
Railway Board.
-2-
No. 2006/CE-II/CS/1 New Delhi, dt. 30.05.2007


EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), EDCE(RC&F), ED/MP & OSD/ME.
DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), DVE-I & DVE-II, IPWE(I).
------
The existing paras 244(2)(e), 273(1), 275(3), 276, 506(3),716 (2) and 1404 of Indian
Railways Permanent Way Manual shall be replaced by the following:
Para 244 (2) Sleeper spacing – (e) Where concrete sleepers are required to be laid in unavoidable
circumstances, in SWR track, the sleeper spacing including at fish-plated joint, shall be kept uniform. In
addition, 1 m long fishplates, be provided at fish plated joints.
Para 273 Bridge Timbers – (1) Minimum requirements of depth, length and spacing-Provisions in the
Schedule of dimensions, indicating the minimum length of sleeper, minimum depth of sleeper and the
maximum clear distance between the sleepers for the three gauges are summarized below (nearest to 5
mm):
Gauge Clear distance between Depth of sleepers Length of sleepers

consecutive sleepers not to (exclusive of notching)
exceed not less than
B.G. 510 mm, For all new works 150 mm Outside to outside of girder
like rebuilding, regirdering
flanges plus 305 mm. but not
or through sleeper renewal
this shall be kept as 450mm. less than 2440 mm.
M.G. 305 mm 125 mm Outside to outside of girder
less than 1675 mm.
N.G. 152 mm (for 610 mm gauge) 125 mm Outside to outside of girder
254 mm (for 762 mm flanges plus 305 mm. but not
gauge). less than 1525 mm.
Note: The details are for timbers directly resting on longitudinal girders.
Para 275 (3) – Fixing of Guard rails: The ends of guard rails should be bent vertically and buried
and a block of timber fixed at the end to prevent entanglement of hanging loose couplings. To
ensure that guard rails are effective, they should be spiked down systematically to every sleeper
with two spikes towards the center of track and one spike on the opposite side. Notching of the
rail foot for fixing the spikes of guard rails should be done on every sleeper. Sleepers should be
tied at both ends by MS Flats/tie bars fixed through holding down bolts.
The fixing of guardrail on concrete sleepers shall be done as shown in drawing no.
RDSO/T-4088 to 4097 by proper tightening of rail screws. Provision of MS flats/tie bars for tying
PRC sleepers together at ends is not required.
…..2/-
-2-
Para 276 Provision of walkways – Overall girder bridges, footways (walkways) should be
provided in the center of track over sleepers to help the Engineering staff for inspection. The
footways (walkways) should be made of chequered plates with holes.
Para 506 (3) Sleepers – The sleepers approved for use with SWR shall be as under:
(a) Wooden sleepers with anti-creep or elastic fastenings.
(b) Cast iron sleepers and steel through sleepers with key type or elastic fastenings.
Wooden sleepers with mild steel bearing plates and rail free fastenings may preferably be
used at all fish plated joints when SWR is laid on metal sleepers. Concrete sleepers should be
used in cases where SWR is likely to be converted to LWR/CWR immediately. In such cases the
fish-plated joints shall have concrete sleepers at uniform spacing. In addition, 1 m long fishplates,
be provided at fish plated joints.
Para 716 Flooded Causeways/Dips: (2) (a) Indication posts - Indication posts about 120 mm.
in height shall be fixed at each dip, one at each end of the level portion, with flat bar attached to
them to indicate level mentioned in Para 716(1).
(b) The posts should be painted black and white in 300 mm. length so arranged that the flat bars
which shall be painted white, show up against 300 mm. length of black colour.
(c ) The posts shall be fixed 3 metres from the center of the track in the case of Broad Gauge and
2.5 metres from the center of track in the case of Metre and Narrow Gauge.
(d) The details for fixing indication Posts have been shown in Annexure 7/3.
Para 1404 Location where Concrete Sleepers are used – Concrete sleepers should normally be
used only with LWR/CWR track. Hence the conditions for laying LWR/CWR should equally
apply for laying concrete sleepers.
Use of concrete sleepers on long lengths of track where provisions of check rails or guard
rails is necessary, is prohibited unless special arrangements are made to provide the necessary
flange way clearance.
Where concrete sleepers are used in yards with fish-plated track, the sleeper spacing at fish-
plated joint shall be kept uniform. In addition, 1m long fishplates may preferably, be provided at
such joints.
*****
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
CORRIGENDUM



Sub: Advance Correction Slip No.102 dated 30.5.07 to the Indian Railways Permanent Way
Manual.- Corrigendum.
Ref: Board’s letter of even no. dated 30.5.07.
---
Kindly refer to advance correction slip to IRPWM referred under reference. It is to mention
that one typographical error is there in the figure of para 716 (2) (a), namely the height of
indication post, which has been mentioned as 120mm instead of 1200 mm. The corrected
para 716 (2) (a) to be read as under:
Para 716 Flooded Causeways/Dips: (2) (a) Indication posts - Indication posts about
1200 mm. in height shall be fixed at each dip, one at each end of the level portion, with flat
bar attached to them to indicate level mentioned in Para 716(1).
…….. 2/-
-2-
(b) The posts should be painted black and white in 300 mm. length so arranged that the flat
bars which shall be painted white, show up against 300 mm. length of black colour.
(c ) The posts shall be fixed 3 metres from the center of the track in the case of Broad Gauge
and 2.5 metres from the center of track in the case of Metre and Narrow Gauge.
(H.L. SUTHAR)
Railway Board.
-2-


------
The existing paras 244(2)(e), 273(1), 275(3), 276, 506(3),716 (2) and 1404 of Indian Railways
Permanent Way Manual shall be replaced by the following:
Para 244 (2) Sleeper spacing – (e) Where concrete sleepers are required to be laid in unavoidable circumstances, in SWR
track, the sleeper spacing including at fish-plated joint, shall be kept uniform. In addition, 1 m long fishplates, be provided at
fish plated joints.
Para 273 Bridge Timbers – (1) Minimum requirements of depth, length and spacing-Provisions in the Schedule of
dimensions, indicating the minimum length of sleeper, minimum depth of sleeper and the maximum clear distance between the
sleepers for the three gauges are summarized below (nearest to 5 mm):
Gauge Clear distance between Depth of sleepers Length of sleepers

consecutive sleepers not to (exclusive of notching)
exceed not less than
B.G. 510 mm, For all new works 150 mm Outside to outside of girder
like rebuilding, regirdering
or through sleeper renewal
this shall be kept as 450mm. less than 2440 mm.
M.G. 305 mm 125 mm Outside to outside of girder
less than 1675 mm.
N.G. 152 mm (for 610 mm gauge) 125 mm Outside to outside of girder
254 mm (for 762 mm flanges plus 305 mm. but not
gauge). less than 1525 mm.
Note: The details are for timbers directly resting on longitudinal girders.
Para 275 (3) – Fixing of Guard rails: The ends of guard rails should be bent vertically and buried and a block of
timber fixed at the end to prevent entanglement of hanging loose couplings. To ensure that guard rails are effective,
they should be spiked down systematically to every sleeper with two spikes towards the center of track and one spike
on the opposite side. Notching of the rail foot for fixing the spikes of guard rails should be done on every sleeper.
Sleepers should be tied at both ends by MS Flats/tie bars fixed through holding down bolts.
The fixing of guardrail on concrete sleepers shall be done as shown in drawing no. RDSO/T-4088 to 4097 by
proper tightening of rail screws. Provision of MS flats/tie bars for tying PRC sleepers together at ends is not
required.
…..2/-
-2-
Para 276 Provision of walkways – Overall girder bridges, footways (walkways) should be provided in the center
of track over sleepers to help the Engineering staff for inspection. The footways (walkways) should be made of
chequered plates with holes.
Para 506 (3) Sleepers – The sleepers approved for use with SWR shall be as under:
(b) Wooden sleepers with anti-creep or elastic fastenings.
(b) Cast iron sleepers and steel through sleepers with key type or elastic fastenings.
Wooden sleepers with mild steel bearing plates and rail free fastenings may preferably be used at all fish
plated joints when SWR is laid on metal sleepers. Concrete sleepers should be used in cases where SWR is likely to
be converted to LWR/CWR immediately. In such cases the fish-plated joints shall have concrete sleepers at uniform
spacing. In addition, 1 m long fishplates, be provided at fish plated joints.
Para 716 Flooded Causeways/Dips: (2) (a) Indication posts - Indication posts about 120 mm. in height shall be
fixed at each dip, one at each end of the level portion, with flat bar attached to them to indicate level mentioned in
Para 716(1).
(b) The posts should be painted black and white in 300 mm. length so arranged that the flat bars which shall be
painted white, show up against 300 mm. length of black colour.
(c ) The posts shall be fixed 3 metres from the center of the track in the case of Broad Gauge and 2.5 metres from
the center of track in the case of Metre and Narrow Gauge.
Para 1404 Location where Concrete Sleepers are used – Concrete sleepers should normally be used only with
LWR/CWR track. Hence the conditions for laying LWR/CWR should equally apply for laying concrete sleepers.
Use of concrete sleepers on long lengths of track where provisions of check rails or guard rails is necessary, is
prohibited unless special arrangements are made to provide the necessary flange way clearance.
Where concrete sleepers are used in yards with fish-plated track, the sleeper spacing at fish-plated joint shall be
kept uniform. In addition, 1m long fishplates may preferably, be provided at such joints.
*****
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****



-----
(H.L. SUTHAR)
Railway Board.
D:\IRPWM with cs\ACS to IRPWM\ACS 103.DOC

1
-2-


------

2
ADVANCE CORRECTION SLIP No.103 dated 01.6.2007
The existing paras 237(6) of Indian Railways Permanent Way Manual shall be
replaced by the following:
Para 237 (6) – Cleaning and lubrication of points – At all interlocked and partially
interlocked stations, the Signal Staff will be responsible for the periodical cleaning and
lubrication of those slide chairs in which of signaling and interlocking gears are connected
(generally upto 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.
*****

3
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



-----
indicated in the enclosed Advance Correction Slip No.104 dated 19.07.2007, to relevant para
(H.L. SUTHAR)
Railway Board.
-2-


EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), EDCE(RC&F).
DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), DVE-I & DVE-II, OSD/ME,
IPWE(I).
------
The existing para 1504 of Indian Railways Permanent Way Manual shall be replaced by the
following:
1504. Refresher Courses – It will be necessary to conduct Refresher Courses to enable the staff to
keep themselves abreast with the latest rules and techniques. Keyman, Mates, Permanent Way
Mistries and Permanent Way Inspectors should be sent for Refresher Courses once in three years.
In the Refresher Courses, all subjects pertaining to the concerned categories shall be dealt with as
enumerated under promotional courses but the extent of coverage will be on a limited scale. The
duration of the Refresher Courses shall be two weeks.
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2004/CE-II/CS/ 1 Pt.1 New Delhi, dt. 22.08.2007.
Railway/Kolkata.



-----
(H.L. SUTHAR)
Railway Board.
-2-
No. 2004/CE-II/CS/ 1 Pt.1 New Delhi, dt. 22.08.2007.

EDF(X)-II, ED(Safety), EDCE(P), ED(Works), EDW(Plg.), EDV(E), ED(Proj.), ED(DMRC),

EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), EDCE(RC&F).
DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), DVE-I & DVE-II, OSD/ME,
IPWE(I).
------
The existing paras 277 (a) (3) of Indian Railways Permanent Way Manual shall be replaced
as under::
277 Inspection and maintenance of Track on Approaches of Bridges:-
(a) For all Bridges – (3) Rail level of track at approaches of bridges should be maintained as per
designed L- section and dips in rail level immediately after the abutments should be avoided. The
alignment and super elevation in case of curved track should also be maintained as per provisions of
chapter IV of IRPWM.
****
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



-----
(H.L. SUTHAR)
Railway Board.

-2-


------

The existing Para 124 (2) (a) of Indian Railways Permanent Way Manual shall be
modified by the following:-
Para 124 (2) Level Crossing Inspection – (a) He should ensure that all the level crossings are
opened out as per schedule to examine the condition of rails, sleepers and fastenings and
defects are rectified. (Refer para 914).
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



-----
the enclosed Advance Correction Slip No. 107 dated 12.11.2007, to relevant para of the IRPWM, be
made.
(H.L. SUTHAR)
Railway Board.

-2–
AM(CE), AM(W), AM(Budget), AM(Elect.), AM(Fin.), AM(Sig.), AM(Plg.), AM(MS), AM(Mech.),

AM(PU.), AM(Tele.), AM(Traffic), Adv.(Vig.), Ad.(L&A).
EDF(X)-II, ED(Safety), EDCE(P), ED(Works), EDW(Plg.), EDV(E), ED(Proj.), ED(DMRC), EDTK(M),

EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), EDCE(RC&F).
DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), ODS/ME, DVE-I & DVE-II, IPWE(I).

The existing Para 615 (3) of Indian Railways Permanent Way Manual shall be modified by the
following:-
Para 615 (3) Frequency of recording – On BG routes Oscillograph cars are used to monitor all group A
routes. These cars are run once in six months to assess the riding quality of track as distinct from actual
track geometry recorded by the Track Recording Cars. Recording is done at the maximum sanctioned
speed of the section.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



-----
(H.L. SUTHAR)
Railway Board.

-2-


DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), ODS/ME, DVE-I & DVE-II,
IPWE(I).
------

The existing Sub Para (2) (h) of Para 1302 of Indian Railways Permanent Way
Manual shall be modified by the following:-
Para 1302 (2) (h) Provision of new level crossing, shifting of existing level crossing on
running lines, demanning and downgrading of level crossing, manning of unmanned level
crossings, upgrading of level crossing involving changes in the method of working or
operation (such as interlocking) and closing down of level crossings. However, at
interlocked/non-interlocked level crossings, sanction of CRS shall not be required for
providing lifting barriers in place of leaf/swing gates.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2003/CE-II/TS/2 Pt.I New Delhi, dt. 15.02.2008.




Sub: Advance Correction Slip No 109 to the Indian Railways Permanent Way Manual -1986
para–202(1).
-----
(H.L. SUTHAR)
Railway Board.
D:\IRPWM with cs\ACS to IRPWM\ACS 109.doc
-2-
No. 2003/CE-II/TS/2 Pt.I New Delhi, dt. 15.02.2008.


EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), ED/L&A, EDCE(RC&F), EDW(Plg.).
OSD(ME), DTK(MC), DTK(M), DTK(P), Dir.(Works) I & II, DLM, DCE(B&S), DVE-I &
DVE-II, IPWE(I).
------

ADVANCE CORRECTION SLIP NO. 109 DATED_15-02-2008
The existing para 202(1) of Indian Railways Permanent Way Manual may be
Para 202. Classification of Lines -

(1) Broad Gauge - The BG lines have been classified into six groups ‘A’ to ‘E’ on the
basis of the future maximum permissible speeds as under-
Group ‘A’ - Speeds upto 160km./hour:

(i) New Delhi to Howrah – Rajdhani Route (via the Grand Chord and Howrah-
Burdhwan Chord).
(ii) New Delhi to Mumbai Central (Frontier Mail Route).
(iii) New Delhi to Chennai Central (Grand Trunk Route).
(iv) Howrah – Nagpur-Mumbai CST.
Group ‘B’ - Speeds upto 130 km./hour:

(i) Allahabad-Katni-Jabalpur-Itarsi-Bhusaval.
(ii) Kalyan-Pune-Daund-Wadi-Secunderabad-Kazipet.
(iii) Kharagpur-Waltair-Vijayawada.
(iv) Wadi-Raichur-Arakkonam-Chennai Central.
(vi) Khanna-Barharwa-Farakka Bridge-Malda Town.
(vii) Sitarampur-Madhupur-Kiul-Patna-Mughal Sarai.
(viii) Kiul-Bhagalpur-Sahibganj-Barharwa.
(ix) Delhi-Panipet-Ambala Cantt. Kalka.
(x) Ambala Cantt.-Ludhiana-Jallandhar-Pathankot.
(xi) Ambala Cantt.- Moradabad-Lucknow-Pratapgarh-Mughul Sarai.
(xii) Arakkonam-Jolarpettai-Salem-Erode-Coimbatore-Ernakulam.
(xiii) Vadodara-Ahmedabad.
(xiv) Jolarpettai-Bangalore.
(xv) Ahmedabad-Ajmer-Jaipur-Bandikui-Rewari-Delhi.
(xvi) Malda Town-Barsoi-New Jalpaiguri.
(xvii) Chennai Beach-Dindigul.
(xviii) Bangalore-Dharmavaram-Gooty.
(xix) Ghaziabad-Saharanpur.
(xx) Chennai Beach-Chennai Egmore 3rd line
(xxi) Bandikui-Agra Fort
(xxii) Sawaimadhopur-Jaipur
(xxiii) Bellary-Guntkal
(xxiv) Gudur-Renigunta
(xxv) Pagadipalli-Nadikudi-Guntur-Tenali
(xxvi) Vijaywada-Guduwada-Bhimavaram-Nidadavolu
(xxvii) Guntkal-Guntur & Guntur-Krishna canal
(xxviii) Manmad-Mudkhed-Secundrabad
(xxix) Secundrabad-Dhone
(xxx) Renigunta-Tirupati-Pakala-katpadi
Annexure 2/1 shows, Group ‘A’ and ‘B’ Routes.

-2-
Group ‘C’ - Suburban Sections of Mumbai, Delhi, Chennai and Kolkatta as listed below.
(i) CSTM – Ravli - Kurla – Panvel
(ii) Ravali –Mahim-Andheri
(iii) Churchgate – Mumbai Central – Borivali- Virar
(iv) Chennai Central – Basin Bridge – Veysarpadi – Arakonam
(v) Chennai Central – Basin Bridge- Washermanpet – Chennai Breach –
Tambaram
(vi) Chennai – Central – Basin Bridge – Korukkupet – Tondiarpet – Tiruvottiyar
– Gummidipundi
(vii) Chennai Beach – Thirumayilai
(viii) Sealdah – Dumdum – Naihti – Kalyani – Ranaghat – Krishnanagar
(ix) Sealdah – Sonarpur – Baruipur-Lakshmikantapur-Namkhana
(x) Ballygunj – Budge Budge
(xi) Seoraphuli – Tarakeshwar
(xii) Dum Dum Jn – Barasat Jn-Bangaon Jn
(xiii) Howrah – Panskura – Kharagpur
(xiv) Ranaghat-Bangaon
(xv) Kalyani-Kalyani Simanta
(xvi) Ranaghat-Gede
(xvii) Kankurgachi-Ballygunge
(xviii) Kalinarayanpur-Shantipur
(xix) Barasat-Hasnabad
(xx) Sonarpur-Canning
(xxi) Baruipur-Diamond-Harbour
(xxii) Dum Dum Jn-Princep Ghat-Majerhat
(xxiii) Dum Dum-Dankuni
(xxiv) Dum Dum Jn-Chitpur
(xxv) Bandel-Naihati
(xxvi) Bandel-Katwa
(xxvii) Liluah-Belur Math
(xxviii)Palval-Okhla-Tilak Bridge
(xxix) Okhla-LPNR-DBSI, DLI-DKZ-DBSI-NDAZ
(xxx) SBB-DSA-DLI
Group ‘D’ Spl.- Speeds upto 110 kmph and the annual traffic density is 20 GMT or more.
Group ‘D’- Speeds upto 110 kmph and the annual traffic density is less than 20 GMT.
Note - While classifying route, in case of double and multiple lines, annual traffic
density on each line shall be considered separately. The route shall be
classified based on the highest GMT on any one line.
List of routes either in group D’Spl. or group D are as under, (They shall be reclassified in
D’Spl. or D routes based on note mentioned above).
(i) Bina-Katni-Annupur-Bilaspur
(ii) Bhopal-Ujjain-Nagda
(iii) Udhna-Jalgoan
-3-
(iv) Ahemdabad-Viramgoan
(v) Bellary-Hospet
(vi) Champa-Gevra Road
(vii) Anara-Sini
(viii) Kharagpur-Adra
(ix) Jharsuguda-Titlagarh-Vijaynagaram
(x) Titlagarh-Raipur
(xi) Barabanki-Gorakhpur Cantt-Chapra Kacheri
(xii) Burhwal-Sitapur
(xiii) Delhi-Ghaziabad-Hapur-Moradabad
(xiv) Kanpur-Lucknow
(xv) Varanasi-Zafarabad-Sultanpur-Utartia-Lucknow
(xvi) Hajipur-Chapra
(xvii) Hajipur-Mujjafarpur-Samastipur-Barauni
(xviii) Hajipur-Bachawara
(xix) Barauni-Katihar
(xx) Gomoh-Chandrapura
(xxi) Barakakhana-Gevraroad-Sonenagar
(xxii) Gevraroad-Chopan
(xxiii) Kota-Chittorgarh-Neemuch-Ratlam
(xxiv) Kota-Ruthiyai-Bina
(xxv) Bayan-Agra-Tundla
(xxvi) Ujjain-Indore
(xxvii) Viramgoan-Okha
(xxviii) Kanalus-Porbandar
(xxix) Surendranagar-Dhola-Dhasa
(xxx) Dhola-Pipavav
(xxxi) Rajkot-Junagarh
(xxxii) Dhola-Bhavnagar
(xxxiii) Palanpur-Samakhali-Gandhidham
(xxxiv) Ghandhidham-Kalol
(xxxv) Banglore-Ariskere-Hubli
(xxxvi) Banglore-Maysore-Hasan-Ariskere
(xxxvii) Hasan-Manglore
(xxxviii) Hospet-Hubli-Londa-Miraj-Pune
(xxxix) Baiyappanahalli-Omlur
(xl) Vikarabad-Parlivaijnath-Parbani
(xli) Nadikuide-Macherla
(xlii) Samalkot-Kakinada Port
(xliii) Gooty-Pendekallu
(xliv) Karur-Dindigal-Madurai-Vanchchimaniyachchi
(xlv) Ernakulam-Thiruvananthapuram
(xlvi) Ernakulam-Alappuzha-Kayanlwlam
(xlvii) Thoke-Manglore-Shoranur
(xlviii) Mayipaduturai-Kumbakonam-Thanjavur-Trichchirapalli
(xlix) Jodhpur-Marwar
(l) Udaipur-Chittorgarh-Ajmer
-4-
(li) New Jalpaiguri-Lumbding-Tinsukia

(lii) NJP-“Alipurdwar-Samukhala Road
(liii) Kumedpur-Katihar
(liv) Bhatni-Varanasi-Allahabad
(lv) Manakpur-Ayodhya
(lvi) Aunrihat-Chapra
(lvii) Laskar-Haridwar
(lviii) Lucknow-Faizabad-Zafarabad
(lix) Janghad-Phaphamav-Allahabad
(lx) Phaghamau-Unchahar
(lxi) Daund-Manmad
(lxii) Pen-Roha
(lxiii) Diva-Vasai Road
(lxiv) Gorakhpur-Vaknujubagar
(lxv) Thave-Siwan
(lxvi) Mau-Sahganj
(lxvii) Indore-Peptina
(lxviii) Salempur-Barjtaj Bazar
(lxix) Jhansi-Kanpur
(lxx) Jhansi-Manikpur
(lxxi) Bhimsen-Kharirar
(lxxii) Delhi-Bhatinda-Firojpur Cantt
(lxxiii) Jalandhar-Amritsar
(lxxiv) Baraiti-Chandausi
(lxxv) Nerunti-Talchar
(lxxvi) Cuttack-Paradeep
(lxxvii) Barey-Rajatgarh
(lxxviii) Kapilash Road-Salegoin
(lxxix) Kiraudur-Kottavalsa
(lxxx) Nerunti-Talchar
(lxxxi) Koraput-Singhpur Road
(lxxxii) Sambalpur-Angul
(lxxxiii) Manuguru-Dornakul
(lxxxiv) Karepalli-Singareni
(lxxxv) Bypass Sanatnagar-Moula Ali
(lxxxvi) Bandamundi-Barsuan
(lxxxvii) Barajaunda-Gkua
(lxxxviii) Barajamdu-Bolanikhadas
(lxxxix) Bhojudh-Mohuda (GC)
(xc) Molunda-Gomoh
(xci) Muri-Barlakhana
(xcii) Muri-Rajabera
(xciii) Padapahar-Banspani
(xciv) Panskura-Haldia
(xcv) Rajkhurcur-Badajaml
(xcvi) Talgoria-Bokaro
(xcvii) Annuim-Bidhranpur
(xcviii) Boridand-Khirmiri
-5-
(xcix) Durg-Dallirajahara
(c) Urkura-Saronal
(ci) Londa-Vasco-Da-Gama
(cii) Katihar - Mukuria
Group ’E’ - All other Sections and branch lines with speed upto 100 kmph.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2007/CE-II/CS/2 New Delhi, dt. 04/03/2008.
Railway/Kolkata.



-----
(P.K.SHARMA)
Railway Board.

-2-


EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), EDCE(B&S)II.
DTK(MC), DTK(M), Dir.(Works) I & II, DLM, DCE(B&S), DTK(P),ODS/ME, DVE-I & DVE-
II, IPWE(I).
------

ADVANCE CORRECTION SLIP No. 110 dated 04.03.2008.
The existing Annexure 8/1 - Para 806 (1), 8/2 – Para 806 (2), 11/4- Para 1118 (5)
and 11/5-1120 (4) (C) of Indian Railways Permanent Way Manual shall be modified by the
enclosed annexures in 4 pages.
***

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2006/CE-I/AC-1 (Pt.) New Delhi, dt. 23.04.2008.




Sub: Advance Correction Slip No 111 to the Indian Railways Permanent Way Manual -1986.
-----
(P.K. Sharma)
Railway Board.
-2-
No. 2006/CE-I/AC-1 (Pt.) New Delhi, dt. 23.04.2008.


EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S), ED/L&A, EDCE(RC&F), EDW(Plg.).
OSD(ME), DTK(MC), DTK(M), DTK(P), Dir.(Works) I & II, DLM, DCE(B&S), DVE-I &
DVE-II, IPWE(I).
------

ADVANCE CORRECTION SLIP NO. 111 DATED 23-04-2008
The existing paras 222, 701 (2), 1301 (1). 1302 (1), (1) (i), (2) (g), 1307 (1) (g), 1309 (1),
1309 (2), 1309 (4) and Annexures 13/1 (2), (4), (5) & Annexure 13/6 (heading) of Indian
Railways Permanent Way Manual may be modified to read as under:-
222. Felling of trees obstructing view –

Trees and bushes that interfere or tend to interfere with the view from a train or trolley, of
signals or level crossings or along the inside of curves, shall be cut. When cut, it should be
ensured that they do not foul the track.
When trees and bushes require to be cut in terms of sub-para above, on private lands, action
should be taken as laid down in Section 14 of the Railways Act 1989 (24 of 1989)
reproduced below :
“14. (1) Where in the opinion of a railway administration -
(a) there is imminent danger that any tree, post or structure may fall on the railway so as to
obstruct the movement of rolling stock; or
(b) any tree, post, structure or light obstructs the view of any signal provided for movement
of rolling stock; or
(c) any tree, post or structure obstructs any telephone or telegraph line maintained by it, it
may take such steps as may be necessary to avert such danger or remove such obstruction
and submit a report thereof to the Central Government in such manner and within such
time as may be prescribed.”
Para 701 (2) Rules for reporting and joint enquiries into the accidents are contained in the
Accident Manual issued by Railways and in the Railway (Notices of and Enquiries into
Accident) Rules, 1998, issued under Section 122 of Railways Act,1989 (24 of 1989).
Para 1301 - References to Rules –

(1) The safety of travelling public is governed (ensured) by the rules laid down in :
(a) Railways Act 1989 (24 of 1989) (as amended from time-to-time),
(b)The General Rules of Indian Railways,
(c) The Railways (Opening for Public Carriage of Passengers) Rules, 2000 (as amended from
time-to-time), and
(d) The Indian Railway Schedule of Dimensions (as amended from time-to-time).
Para 1302 - Works requiring the sanction of Commissioner of Railway Safety and
Notice therefore –
(1) Under section 23 of Railways Act, 1989 (24 of 1989) and chapter VII of the “Railways
(Opening for Public Carriage of Passengers) Rules, 2000”, the sanction of Commissioner of
Railway Safety is required for the execution of any work on the open line, which will affect the
running of trains carrying passengers and any temporary arrangement necessary for carrying
it out, except in cases of emergency.

-2-
Para 1302 (1) (i) - Permanent diversion (deviation) more than 2 km in length without any
station in between and irrespective of length, when a new station is involved.
Note:– Permanent diversions more than 2 km in length, and irrespective of length when a new
station is involved, are to be treated as new lines covered by the provisions of section 21 to 23
of the Railways Act, 1989 (24 of 1989).
Para 1302 (2) (g) - New bridges including road over and under bridges, foot overbridges,
strengthening, raising, reconstruction, dismantling or extension of existing bridges, addition or
replacement of existing girders, including provision of temporary girders. Here, bridges shall
include road over and under bridges, foot over bridges and subways affecting running lines.
Para 1307 (1) (g) – A statement in the Form XVII of the Railways (Opening for Public
Carriage of Passengers) Rules, 2000, detailing any infringement of maximum and minimum
dimensions involved in the running of the locomotive or rolling stock.
Para 1309 (1) - An abbreviated procedure to be adopted in the case of accidents as laid
down in Section 24 of the Railways Act,1989 (24 of 1989) is reproduced below :
“When an accident has occurred on a railway resulting in a temporary suspension of traffic,
and either the original lines of rails and works have been restored to their original standard or
a temporary diversion has been laid, for the purpose of restoring communication, the original
lines of rails and works so restored, or the temporary diversion, as the case may be, may,
without prior inspection by the Commissioner, be opened for the public carriage of
passengers, subject to the following conditions, namely :
(a) the railway servant in-charge of the works undertaken by reason of the accident has
certified in writing that the opening of the restored lines of rails and works, or of the temporary
diversion will not in his opinion be attended with danger to the public; and
(b) a notice of the opening of the lines of rails and works or the diversion shall be sent
immediately to the Commissioner.
Para 1309 (2) – A certificate on Form (Annexure 13/6) which is worded in accordance with
Section 24 of Railways Act, 1989 (24 of 1989), must be written out and signed by
representative of Engineering Department in-charge of the work before opening it. This
certificate shall be dispatched by quickest means to the Officers concerned followed by
confirmatory copies by letter. The Engineering representative should hand over a copy of the
certificate to the representative of the Operating Department at the site of accident; the latter
will not permit the passage of traffic over the restored road or the diversion until he is in
possession of the certificate.
Para 1309 (4) - The Certificate to Commissioner of Railway Safety need not be sent when
the line is restored for through communication within 24 hours.
Annexure 13/1 (2) – With reference to Chapter VII of the Railways (Opening for Public
Carriage of Passengers) Rules, 2000, I beg to enquire whether you wish to inspect the
work prior to its opening for the public carriage of passengers, in which case intimation
will be given of the date of completion.

-3-
Annexure 13/1 (4) – The application for the use of locomotives and rolling-stock to be drawn
or propelled thereby on the proposed line, in accordance with Section 22(a) of the Railways
Act, 1989 (24 of 1989), is sent herewith/not required.
Annexure 13/1 (5) – The following documents are appended :–

(1) Temporary works –
(b) Drawing of temporary works.
(d) List of deviations from the Manuals of Instructions for Signalling and Interlocking and
Block Signalling.
(f) Restrictions.
(h) Documents for bridges as Chapter VII of the Railways (Opening for Public Carriage
of Passengers) Rules, 2000.
(2) Permanent works –
(b) Drawing of permanent works.
(d) List of deviations from the Manuals of Instructions for Signalling and Interlocking and
Block Signalling.
(f) Restrictions.
(h) Documents for bridges as per Chapter VII of the Railways (Opening for Public
Carriage of Passengers) Rules, 2000.
Annexure 13/6 (heading) – Certificate in connection with Restoration of through

Running after Accidents.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata.



-----
(P.K. Sharma)
Railway Board.

-2-


EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S)I, EDCE(B&S)II, ED(L&A)I,
ED(L&A)II..
DTK(MC), DTK(M), DTK(P), Dir.(Works) I & II, Dir.Works (Plg.), DLM, DCE(B&S),
ODS/ME, DVE-I & DVE-II, IPWE(I).
------

The existing Para 726 (3) of Indian Railways Permanent Way Manual shall be modified by
the following:-
Para 726 (3) (b) - Assistant Engineer shall jointly inspect with civil authorities, all RAW/RAT
before the monsoon every year and arrange for their safe maintenance to avoid any danger to
nearby tracks and structures. Records of the annual inspections should be kept in registers as
prescribed. Assistant Engineer should report to the Divisional Engineer details of the action being
taken by the Public Works or Revenue Department. The Divisional Engineer should timely
prevail on the authorities concerned to carry out all necessary repairs before the ensuing monsoon
and take other actions to ensure safety of Railway assets.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2007/CE-II/CS/2 New Delhi, dt. 03 06.2008.
CR, ER, ECR, ECoR, NR, NCR, NER, NFR, NWR, SR, SCR, SER, SECR, SWR, WR, WCR, Metro
Railway Kolkata and Chenai.
Managing Director, RVNL, August Kranti Bhawan, Bhikaji Cama Place, New Delhi.
Managing Director, DFCCIL, 2nd Floor, Palika Bhawan, Sec. 13, R.K.Puram, New Delhi.
Managing Director, Pipavav Railway Corp. Ltd., Ist Floor Jeevan Tara Building, Gate No. 4,
Parliament Street, New Delhi.
Managing Director, MRVC, Church Gate Station Building 2nd Floor, Mumbai – 400020.
Managing Director, RLDA, IRCON Office Compound, Next to Safdarjang Rly. Station, Motibagh-I,
New Delhi.

Director, IRISET, Secunderabad.

Genl. Secretaries, AIRF, NFIR, IRPOF, FROA, AIRPFA, DAI (Railways), Rail Bhawan, New Delhi.
-----
the enclosed Advance Correction Slip No. 113 dated 03.06.2008, to relevant para of the IRPWM,
be made.
(P.K. Sharma)
Railway Board.

-2-


ED(L&A)II..
DTK(MC), DTK(M), DTK(P), Dir.(Works) I & II, Dir.Works (Plg.), DLM, DCE(B&S),
ODS/ME, DVE-I & DVE-II, IPWE(I).
------

The existing Para 1504 of Indian Railways Permanent Way Manual shall be modified by
the following:-
1504. Refresher Courses – It will be necessary to conduct Refresher Courses to enable the staff
to keep themselves abreast with the latest rules and techniques. Keymen, Mates, Permanent Way
Supervisors and SSE/SE/JE (P.Way) should be sent for Refresher Courses once in five years. In
the Refresher Courses, all subjects pertaining to the concerned categories shall be dealt with as
enumerated under promotional courses but the extent of coverage will be on a limited scale. The
duration of the Refresher Courses shall be two weeks.
****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata and Chennai.
Managing Director, DFCCIL, 2nd Floor, Palika Bhawan, Sec.13, R.K. Puram, New Delhi.
Managing Director, PIPAVAV Railway Corp. Ltd., Ist Floor Jeeven Tara Building, Gate No.4,
Managing Director, MRVC, Church Gate station Building 2nd Floor, Mumbai – 400020.
Managing Director, RLDA, IRCON Office Compound, Next to Safdarjang Rly. station, Motibagh-I,
New Delhi.


Genl. Secretaries, AIRF, NFIR, IRPOF, FROA, AIRPFA, DAI (Railways) Rail Bhawan, New Delhi.
-----
the enclosed Advance Correction Slip No.114 dated 10.10.2008, to relevant para of the IRPWM,
be made.
(P.K. Sharma)
Railway Board.

-2-


ED(L&A)II.
DTK(MC), DTK(M), DTK(P), Dir.(Works) I & II, Dir. Works(Plg.), Dir.LM, DCE(B&S), DVE-I
& DVE-II, IPWE(I), OSD(ME),
------

ADVANCE CORRECTION SLIP No.114 dated 10.10.2008.
(A) The existing paras 206(3) and 317 (3) (i) of Indian Railways Permanent Way Manual shall
be replaced by the following:
Para 206(3) – On withdrawal of gang chart/diary and supply of fresh ones, the Permanent Way
Inspector should carefully analyse the work done and take notes of kilometerages that frequently
gave trouble during the previous year, with a view to formulating such special measures as may be
necessary. Action may be taken to preserve the gang charts for a period of five years.
Para 317(3) (i) – In case of LWR/CWR territory, three normal rail lengths shall be provided
between stock rail joint (SRJ) and SEJ as well as between crossing and SEJ. These normal rail
lengths shall be provided with elastic rail clips/anchors to arrest creep. However, where concrete
sleeper turnouts are laid, instead of three normal rail lengths, one three rail panel shall be provided
between SEJ and SRJ as well as between heel of crossing and SEJ.
(B) Further existing Annexure 8/3A of para 807 & 808 of Indian Railway Permanent Way
Manual shall be replaced with as enclosed.
……

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Railway/Kolkata and Chennai.
New Delhi.


-----
be made.
(P.K. Sharma)
Railway Board.

-2-


ED(L&A)II.
DTK(MC), DTK(M), DTK(P), Dir.(Works) I & II, Dir. Works(Plg.), Dir.LM, DCE(B&S), DVE-I
& DVE-II, IPWE(I), OSD(ME),
------

ADVANCE CORRECTION SLIP No.115 dated 24.11.2008.
(A) The existing Note given at the bottom of item no.9(a) of Annexure-9/1 para 904 of
IRPWM shall be replaced by the following:
Para 904 – Note given at the bottom of item no.9(a) of annexure-9/1 : The above
decision should be taken personally by DRM’s approved by P.C.E./C.E. (Co-ordination)
and C.O.M. and position reviewed every two years.
(B) The last two lines of existing para 924(b) (i) of IRPWM shall be replaced by the
following:
Para 924(b) (i) – All proposals for manning of unmanned level crossing should be
processed in consultation/association with the Chief Operations Manager of the Railway.
……

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
The General Managers (Engg.)-CR, ER, ECR, ECoR, NR, NCR, NER, NFR, NWR, SR, SCR, SER,
SECR, SWR, WR, WCR and Metro Railway/Kolkata.
Managing Director, DFCCIL, Metro Station, 5th Floor, Pragti Maidan, New Delhi- 110003.
New Delhi.
-----
be made.
(P.K. Sharma)
Railway Board.

-2-

AM(Mech.), AM(PU.), AM(Tele.), AM(Traffic), Adv(Vig.), Adv(L&A), Adv(Safety).
EDF(X)-II, EDCE(P), ED(Works), EDW(Plg.), EDV(E), EDTK(M), EDTK(MC), EDTK(P),

EDCE(G), EDCE(B&S)I, EDCE(B&S)II, ED(L&A)I, ED(L&A)II.
DTK(MC), DTK(M), DTK(P), Dir(Works) I & II, Dir. Works(Plg.), Dir(L&A), DCE(B&S),
DVE-I & DVE-II, IPWE(I), OSD(ME),
------

The existing para 220 of Indian Railways Permanent Way Manual shall be replaced by
the following:-
Para 220 – Trolley Refuges: (1) Maximum distance apart of trolly refuges shall not exceed
1 km, subject to following:
(a) Cuttings – 200m on straight and 100 m in curve.

(b) High banks – 200 m.
However Railways may provide trolley refuges at closer interval depending upon site
conditions such as speed of the trains in section, visibility, timings of the trains, gradients etc.
(2) On double line these should be staggered, alternate trolly refuges being on up and down
sides respectively. The space between the track should be filled with ballast and leveled up to
the rail level for easy off-tracking of the trollys opposite to the trolly refuges.
(3) Maximum distance apart of trolley refuges on bridges will be as under:-
(i) On bridges with main spans of less than 100 metres – 100 metres.
(ii) On bridges with main spans of 100 metres or more – A refuge over each pier.
(iii) On ballasted deck Bridges – 50 metres.
(4) In the case of tunnels, the maximum distance apart of trolly refuges shall not exceed 100
metres.
For easy identification of the location of trolly refuges in tunnels and deep cuttings a
distinguishing mark such as a rail post, painted with luminous paint with a mark ‘R’ may be
erected by the side of the trolly refuge.
Following is added as sub-para (a) (7) of para 277 to Indian Railways Permanent
Way Manual as under:-:-
Para 277 (a) (7) - Joggle fish plating of the thermit weld on the bridge along with its
approaches up to 100m should be done using proper clamps.
A new para 429 may be added to Indian Railways Permanent Way Manual as under:-
Para 429 - Maintenance of Thermit welds on curves: Joggle fish plating of the thermit
welds on the outer rails of the curve should be done using proper clamps.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Managing Director, RLDA, IRCON Office Compound, Next to Safdarjang Rly. station, Motibagh-
I, New Delhi.
Sub: Advance Correction Slip No. 117 to the Indian Railways Permanent Way Manual.
-----
Ministry of Railways (Railway Board) have decided that correction/addition as indicated
in the enclosed Advance Correction Slip No.117 dated 19.05.2009, to relevant para of the
IRPWM, be made.
Encl: As above in 4 pages
(P.K. Sharma)
Railway Board.
Page 1 of 6
-2-


------
Page 2 of 6
ADVANCE CORRECTION SLIP No. 117 dated 19/05/09
The existing paras 322, 248 (1), 248(2) (a), 244(4) and 263(2) (a) of Indian Railways Permanent Way Manual shall be replaced
by the following:
Para 322 – Identification of different qualities of rails in the field:

(1) ‘Prime Quality’ Rails – Indian Railway Specification IRS-T-12/2009 provides the detailed specification of flat bottom rails 68kg/m,
60kg/m, ZU-1-60 & 52 kg/m of grade 880 MPa, 1080MPa CR and 1080 MPa HH. These rails shall be classified as Class ‘A’ and Class
‘B’ rails based on tolerance in End straightness. This specification also specifies the requirements of special class of rail steel such as
Niobium (NB), Vanadium (VN), Corrosion Resistant rail steel Copper Molybdenum (CM), Nickel Chromium Copper (NC). The
rolling mark on rails shall indicate rail section, the grade of steel, identification marks of the manufacturer, process of steel making and
direction of rolling of rails.
(2) ‘Industrial Use’ Rails (IU rails) – In addition to above ‘Industrial Use’ rails are arising at steel plants, particularly during the
inspection of rails as per IRS-T-12/2009 while producing ‘Prime Quality’ rails. There is no deviation in chemical composition or
mechanical properties in ‘Industrial Use’ rails form that of ‘Prime Quality’ rails. The deviations exist only in tolerances for parameters
as mentioned in IRS-T-12/2009. These rails can be used in industrial sidings with speed restriction of 50 kmph. IU rails shall be
identified by blue paint on both sides end face of flange on either side for distance of 500 mm from each end. The letter ‘IU’ (Industrial
Use Grade) shall be stamped in 15 mm size on both end faces of rails in addition to colour marking.
Para 248 Standard Sections of Rails – (1) General – Rail sections are normally selected to suit the standard of loading and the speeds.
(2) (a) Broad Gauge – The following rail sections should be provided during renewals, construction of New lines, Gauge conversions
and Doublings as per the details shown in the ensuing table.
Page 3 of 6
S.
In case of All BG Routes
No.
(i) Track Renewals & Doublings 60 kg
(ii) All Gauge Conversion & New Line construction works except those
60 kg
indicated in (iii) below;
(iii) Gauge Conversion & New Line construction having annual GMT
52 kg
less than 5 and not defined as mineral route
Note: Minimum UTS of rails for sections mentioned above shall be 90 UTS.
Loop Lines:
60 kg (SH) or 52 kg (SH) should be used. New rails may be used on loop lines of Group A, B & C routes with prior approval of Board.
Sidings:
Private Sidings with permissible 52kg (SH) or
and speed up to 50 kmph. 52 kg (IU)
Other For sidings with permissible
60 kg
Sidings speed more than 50 kmph
Para 244 (4) Minimum Sleeper Density –

(a) Broad Gauge - The minimum sleeper density for all Track Renewal (complete track renewal and through sleeper renewal),
Doubling, Gauge Conversion, New Line construction works shall be 1660 nos. per km.
Page 4 of 6
Loop Lines:
Min Sleeper density (nos. per km) for
Route
Loop Lines
A, B & C 1540
1340 for temperature zone-I & II
All other routes
1540 for other temperature zones
Sidings:
Private Sidings with permissible 1340 for temperature zone-I & II
and speed up to 50 kmph. 1540 for other temperature zones
Other For sidings with permissible
1660
Sidings speed more than 50 kmph
b) Metre Gauge:– In the case of MG track renewals, the sleeper densities as recommended for the various MG routes are given below.
SLEEPER DENSITY FOR MG
Route Q R1 R2 R3 S
Sleeper density M+7 M+7 M+7 M+4 M+3
Note for BG & MG :- (i) Higher sleeper density may be provided with the approval of the Chief Engineer.
(ii) For LWR/CWR even on loop lines or sidings, minimum sleeper density shall be 1540 nos. per km however, in case of PSC sleepers,
sleeper density of 1340 nos. per km can be adopted in temperature zone-I & II.
(iii) In case of SWR, the minimum sleeper density is fixed as 1340 nos. per km.
Page 5 of 6
Para 263 (2) Depths of Ballast Cushion – (a) The minimum depth of the ballast below the bottom of the sleepers at the rail seat
should be as under –
(i) Broad Gauge -
In case of Minimum depth for all BG routes

(mm)
Track Renewals (complete track renewals and through sleeper renewals) 300*
All Doubling, Gauge Conversion & New Line construction works 350
Loop Lines 250
*-Where possible a depth of 350 mm may be provided.

(ii) Metre Gauge –
Groups Minimum Depth for track renewals
‘Q’ routes 250mm (300 mm when speed is 100 kmph)

‘R1’ routes 250 mm
‘R2’ and ‘R3’ routes 200 mm
‘S’ routes 150 mm
(iii) Narrow Gauge - 150 mm
Page 6 of 6
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Managing Director, RITES, RITES Bhawan, Plot No.1, Sector-29, Gurgaon.
I, New Delhi.
-----
IRPWM, be made.
Encl: As above in 1 page
(P.K. Sharma)
Railway Board.
Page 1 of 3
-2-


------
Page 2 of 3
The existing para 220(3) of Indian Railways Permanent Way Manual shall
be replaced by the following:-
Para 220(3) –
Maximum distance apart of trolly refuges on bridges will be as under:-
(i) On bridges with main spans of less than 100 metres – 100 metres.
(ii) On bridges with main spans of 100 metres or more – A refuge over
each pier.
*****
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Managing Director, Konkan Railway Corporation Ltd, Metro station, Pragati Maidan, New Delhi.
I, New Delhi.
-----
IRPWM, be made.
(P.K. Sharma)
Railway Board.

-2-

AM(Mech.), AM(PU.), AM(Tele.), AM(Traffic), Adv(Vig.), Adv(L&A), Adv(Safety),
Adv(Project).
EDCE(P), ED(Works), EDW(Plg.), EDV(E), EDTK(M), EDTK(MC), EDTK(P), EDCE(G),

EDCE(B&S)-I, EDCE(B&S)-II, ED(L&A)-I, ED(L&A)-II, EDF(X)-II.
DVE-I & DVE-II, Dir./TMS, Dir.(PSU), Dir.(WCS), JD/Safety-IV, OSD(ME), IPWE(I),
OSD(ME),
------

The existing para 151 (1) (a) of Indian Railways Permanent Way Manual shall be
replaced by the following:-
Para 151 (1) (a) - Level-cum-gauge, square, hemp cord, metre stick, keying and/or spiking
hammer, fish-bolt spanner, 2 sets of H.S. flags (2 H.S. lamps/Tricolour torches in the night),
12 detonators, 2 no. whistle thunderers, marking chalk and Rail thermometer.
The following new sub-item may be added as (xiv) of para 232 (2) (c) to Indian
Railways Permanent Way Manual as under:-
Para 232 (2) (c) (xiv) – 2 no. whistle thunderers.
*****
GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
Managing Director, Konkan Railway Corporation Ltd, Metro station, Pragati Maidan, New Delhi.
New Delhi.
Director, IRISET, Secunderabad.
-----
be made.
(P.K. Sharma)
Railway Board.

-2-

Adv(Project).
EDCE(P), EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S)-I, EDCE(B&S)-II,

ED(L&A)-I, ED(L&A)-II, ED(Works), EDW(Plg.), EDV(E), EDF(X)-II.
DTK(MC), DTK(M), DTK(P), DCE(B&S), Dir(Works) I & II, Dir(L&A), DVE-I & DVE-II,
Dir./TMS, Dir.(PSU), Dir.(WCS), JD/Safety-IV, JDCE(B&S)-II, OSD(ME), IPWE(I).
------

The existing sub para (2) (h) of para 1302 of Indian Railways Permanent Way Manual
shall be replaced by the following:-
Para 1302 (2) (h) - Provision of new level crossing, shifting of existing level crossing
on running lines, demanning and downgrading of level crossing, manning of unmanned level
crossings, upgrading of level crossing involving changes in the method of working or
operation (such as interlocking) and closing down of manned level crossings. However,
sanction of CRS shall not be required for providing lifting barriers in place of leaf/swing gates
at interlocked/non-interlocked level crossing or closing of unmanned level /canal /cattle
crossing.
*****
-2-
AM(CE), AM(W), AM(Budget), AM(Elect.), AM(Fin.), AM(Sig.), AM(Plg.), AM(MS), AM(Mech.),

AM(PU.), AM(Tele.), AM(Traffic), Adv(Vig.), Adv(L&A), Adv(Safety), Adv(Project).

EDCE(G), EDCE(B&S)I, EDCE(B&S)II, ED(L&A)I, ED(L&A)II, ED(L&A)III.
DTK(MC), DTK(M), DTK(P), Dir(Works)I & II, Dir. Works(Plg.), Dir(L&A), DCE(B&S), DVE-I &
DVE-II, JD(B&S),IPWE(I), OSD(ME),
------

(I) A new para 238(2)(g)(iii) and 238(2)(g)(iv) may be added to Indian Railways Permanent
Way Manual as under:-
Para 238(2)(g)(iii) - Deep Screening with BCM (Ballast Cleaning Machine) and followed by
Tamping and Stabilisation of Track with TTM (Tie Temping Machine) and DTS (Dynamic Track
Stabliser) respectively for BG - The work is to be carried out in stages on various days after the start
of the screening operations and the speed restriction recommended to be imposed are indicated in the
schematic representation in table – III below. According to the schedule, normal sectional speed can
be resumed on the 8th day.
Table – III
Schedule of speed restriction for deep screening by BCM followed by Tamping and
Stabilisation by TTM and DTS machines for BG
Details of Work Days of Work Speed Restriction

Deep screening of track by BCM, ballast 1st day 40 Kmph
equalisation followed by initial packing and
initial stabilization by DTS.
First round of tamping followed by stabilization 2nd day 40 Kmph
of track by DTS. (1st Tamping)
Survey of track for design tamping mode as per 3rd day 40 Kmph
Annexure 5.3 of IRTMM-2000, boxing of
ballast section and tiding.
Second round of tamping followed by 4th day 40 Kmph
stabilization of track by DTS. (2nd Tamping)
Survey of track for design tamping mode as per 5th day 40 Kmph
Annexure 5.3 of IRTMM-2000, boxing of
ballast section and tiding.
Third round of tamping in design mode 6th day 75 Kmph
followed by third round of stabilization by DTS. (3rd Tamping)
Inspection of track, boxing of ballast section 8th day Normal speed of the
and tiding. section.
The period of the schedule shown above can be suitably increased to suit local conditions of
the track consolidation.
Para 238(2)(g)(iv) - Precautions to be taken during deep screening of track by BCM followed by
TTM and DTS machines;
(i) All precautions laid down in LWR manual (specially those in para no.6.3.2) shall be strictly
followed.

(ii) Hard Sal wood blocks of size 600 X 300 X 300mm (six numbers) duly end bounded shall be
arranged for supporting ends of three adjoining sleepers where cutter bar is left in the track
and remains untamped.
(iii) Sleepers of cutter bar area shall be manually packed and ballast under cutter bar location
sleepers shall be removed only half an hour before the expected traffic block. Adequate care
shall be taken to ensure that wooden blocks are not dislodged before arrival of BCM at site.
(iv) Fish-plated joint shall not be located in cutter bar location.
(v) Ramp shall not be located in locations like level crossing, girder bridge, transition portion of
curve etc. It shall be kept minimum two rail length away.
(vi) In case of fracture or cut in CWR/LWR, a speed restriction of 20 Km/h shall be imposed till it
is repaired as per para 7.2.3 of LWR Manual.
(vii) In case of malfunctioning of TTM and/ or DTS, deep screening shall be stopped and track
which has not been tamped and stabilized shall be attended manually by ballast ramming and
correction of track geometry to ensure safety of running trains. Speed restriction shall be
imposed and relaxed in terms of IRPWM para 238 (2) (g) (i) or (ii) which ever is the case.
(viii) In case of non-availability of traffic block on subsequent days of deep screening by BCM,
speed restrictions shall be imposed and relaxed in terms of IRPWM para 238 (2) (g) (i) or (ii)
which ever is the case.
(ix) When BRM is not deployed, adequate track men shall be deputed to recoup ballast,
particularly in shoulder and maintain ballast profile after machine working.
(x) Lifting of track shall be resorted after ensuring adequate availability of ballast for maintaining
ballast profile for planned lifting.
(xi) Adequate arrangements for supply and training out of ballast prior to deep screening should be
made. Special care shall be taken by deploying watchman on stretches overdue for rail
renewal.
(II) The existing sub paras 257(4), (6) & (7) and para 917 of Indian Railways Permanent Way
Manual shall be replaced by the following:-
Para 257 (4) - Reports of Rail failures – In addition to the records maintained in the section register,
as detailed above, a report has to be prepared as per Annexure 2/10 in all cases of rail failures
occurring in track with the exception of the cases noted below -
(a) Rail failures occurring in non-running lines.
(b) Non-standard and obsolete rails.
(c) Rails removed due to casual renewals on account of accidental damages to the rails such as
wheel burns and scabbings, buckling, kinks, derailments, abnormal slipping of loco wheels,
excessive wear, loss of section by corrosion, battering, elongation of holes etc.
(d) Machined rails such as mitred joints, switch expansion joints, switches and crossings.
For this purpose, the Permanent Way Inspector will prepare a ‘Rail failure’ Report in
quadruplicate as per proforma at Annexure 2/10 and shall forward 3 copies to the Assistant Engineer,
who will transmit all the copies with his remarks to the Divisional Engineer, for onward transmission
of one copy each to the Chief Engineer and Executive Director (M&C)/RDSO/Lucknow. In case of
failures requiring metallurgical investigation, the report should be prepared in quaintuplicate, the
extra copy being sent to the Chemist and Metallurgist of the Zonal Railway along with the samples as
detailed in the sub-para (7) below. Efforts should be made by Divisional Engineer so that the report
reaches the Executive Director (M&C)/RDSO within a fortnight of the rail failure. Sketches
illustrating the fractures will be prepared and submitted with the failure reports on each case, care
being taken that the running face of the rail is indicated thereon. It is particularly essential to record
the type of failure in the failure reports against item No. 5.3 as per R.D.S.O. monograph “Rail
Failures - Description, Classification and Reporting”. The Executive Director (M&C) will arrange
to carry out analysis of rail failures from the reports received from the Permanent Way Inspectors and
the Chemist and Metallurgist and publish reports with suggestions for reducing failures. In most
cases, it is possible to determine the cause of the failure by visual examination/ultrasonic detection
without the need for metallurgical investigation. However, in cases mentioned in sub-para (5) below,
it is obligatory to take up full metallurgical examination by the Chemist and Metallurgist of the
Railway concerned with a view to ascertaining the exact cause of failure. In such cases the rail failure
report should be made out in the prescribed proforma inserting the most probable code of failure
against item No. 5.3 and indicating whether the sample has been sent to the Chemist and Metallurgist
for metallurgical investigation.
For the cases of rail failures detected visually, a short piece of rail approximately 1m
long(500mm+500mm) has to be sent to the Zonal Railway’s Chemist and Metallurgist by the
Permanent Way Inspector direct, along with a copy of the rail failure report, only for such cases
which come under the category listed in sub-para (5) below. In other cases, i.e., those detected by
ultrasonic flaw detectors, the rail pieces of 1m length (500mm + 500mm) containing the flaw shall
be sent for metallurgical test only from those rails which are removed from track based on the criteria
for removal of rails and falling in the category listed in sub-para (5) below. The test pieces for
metallurgical examination are to be sent only for rail failures which occur within test free period
subject to maximum of 10 years of rolling and for which detailed reports are to be prepared. In case
of repetitive failures of rails of same rolling mark, irrespective of the type of fracture/flaw, short
rail piece of approximately 1m long (500mm + 500mm) containing the fracture/flaw detected
visually or by ultrasonic flaw detector should be sent to the Chemist and Metallurgist together with
a rail failure report for metallurgical investigation. Chief Track Engineer of zonal railway shall
forward the cases of repetitive failure of rails of same rolling mark on account of chemical &
metallurgical reasons to Executive Director/M&C/RDSO along with investigation reports from
Chemist and Metallurgist. The rail pieces of approximately 1m long (500mm + 500mm) containing
the fracture should be sent to Executive Director (M&C)/RDSO together with a rail failure report
for metallurgical investigation where rail/ weld failure is prima facie cause of train accident. To
sum up, before sending the test pieces to the Chemist and Metallurgist or RDSO, it should be ensured
that –
(i) The rail failure is within test free period subject to maximum of 10 years of rolling of rail,
irrespective of the type of fracture/flaw.
(ii) The rails have been removed from track as a result of visual or ultrasonic detection and rail
failure falls in categories listed in sub para (5) below.
(iii) The rail where rail/ weld failure is prima facie cause of train accident should be sent to RDSO.
(iv) The rails with repetitive failure of same rolling mark irrespective of type of failure.
In cases of failures of imported rails occurring within guarantee period, stipulation of sub
para (6) shall be followed.

Para 257 (6) - Failure of imported rails within the Guarantee period - In all cases of failure of
imported rail occurring within the guarantee period, irrespective of the type of fracture/flaw rail piece
approximately 1m long (500mm + 500mm) containing the fracture/ flaw detected visually or by
ultrasonic flaw detector should be sent to the Chemist and Metallurgist together with a rail failure
report for metallurgical investigation.
Para 257 (7) - Procedure for sending samples for metallurgical investigation - In case of fractured
rail, both the pieces of approximately 500 mm long each i.e. total 1m long containing fractured
faces/flaw should be sent to the Chemist and Metallurgist for investigation. To avoid damage in
transit, the fractured faces shall be protected with mineral jelly and suitably covered with hessian
cloth. Cracked rails may also be suitably protected at the crack location to avoid damage in transit.
Pieces having internal defects may be dispatched as such.
The Chemist and Metallurgist of the Railway will carry out metallurgical investigation, as
required, and forward one copy of the report each to the Chief Engineer of the Railway and the
Executive Director (M&C)/RDSO.
In case of failures of imported rails within the guarantee period, attributable to manufacturing
defects as revealed by metallurgical investigation, the Chief Engineer should immediately lodge a
provisional claim with the manufacturer pending Executive Director (M&C)’s confirmation of the
findings submitted by the Chemist and Metallurgist of the Railway. The Executive Director
(M&C)/RDSO will scrutinize the report submitted by the Chemist and Metallurgist and if he agrees
with the findings as submitted, inform the Chief Engineer accordingly. Where the Executive Director
(M&C)/RDSO feels the need for carrying out further investigation before giving his verdict, he will
call for the sample from the Chemist and Metallurgist of the Railway and carry out confirmatory
tests, as necessary and intimate the findings to the Chief Engineer. On the basis of Executive
Director (M&C)’s advice, the Chief Engineer will then finalise the claim with the manufacturer.
In case of failures of rails other than imported, the Executive Director (M&C)/RDSO will call
for samples from the Chemist and Metallurgist, for confirmatory test, where necessary. Based on the
trend indicated by the numerical analysis of the rail failures for the period under review, the
Executive Director (M&C) will bring to the notice of the indigenous manufacturers and Inspecting
Agency, any predominance of failures attributable to manufacturing defects, to enable corrective
action being taken.
*****

GOVERNMENT OF INDIA
(RAILWAY BOARD)
*****
No. 2010/CE-II/CS/1 New Delhi, dt.
10.03.2011.
CORRIGENDUM
The General Managers (Engg.)-CR, ER, ECR, ECoR, NR, NCR, NER, NFR, NWR, SR, SCR, SER, SECR,
SWR, WR, WCR and Metro Railway/Kolkata.

The General Managers (Engg.) – ICF/Chennai, RCF/Kapurthla, DLW/Varanasi, CLW/Chittranjan,
W&AP/Yelahanka, Bangalore & DMW/Patiala.

Managing Director, PIPAVAV Railway Corp. Ltd., Ist Floor Jeeven Tara Building, Gate No.4, Parliament
Street, New Delhi.
Managing Director, RLDA, IRCON Office Compound, Next to Safdarjang Rly. station, Motibagh-I, New
Delhi.
Managing Director, Konkan Railway Corporation Ltd, Belapur Bhawan, Sector-11, CBD Belapur.
Mumbai. Pin - 400614.

Sub: Advance Correction Slip No.122 dated 23.11.10 to the Indian Railways Permanent Way
Manual – Corrigendum.
Ref: Board’s letter of even no. dated 23.11.10.
-----
Kindly refer to advance correction slip to IRPWM cited under reference above and
following changes may be made to rectify typographical error;
Existing To be read as
Item no. (II) - The existing sub paras Item no. (II) - The existing sub paras
257(4), (6) & (7) and para 917 of Indian 257(4), (6) & (7) of Indian Railways
Railways Permanent Way Manual shall Permanent Way Manual shall be replaced
be replaced by the following:- by the following:-

D:\IRPWM with cs\ACS to IRPWM\ACS 122 Corrigendum.doc
(P.K. Sharma)
Railway Board.

-2-

10.03.2011.
Copy to :
Sr. PPS/PS to CRB, ME, ML, MS, MM, MT, FC, Secretary.
AM(CE), AM(Works), AM(Budget), AM(Elect.), AM(Fin.), AM(Sig.), AM(Plg.), AM(Staff),

Adv(Project), AM(F), AM(Stores), AM(IT), AM(T&C), Adv.(Rates), AM(Comml.).
EDCE(P), EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S)I, EDCE(B&S)II,

ED(L&A)I, ED(L&A)II, ED(L&A)III, ED(Works), EDW(Plg.), ED(Proj.M), ED/PSU,
ED(Safety), EDF(X)I, EDF(X)II, EDV(E).
OSD(ME), DTK(MC), DTK(M), DTK(P), DCE(B&S), Dir(L&A), Dir./TMS, Dir./WCS,

Dir(Works)-I, Dir(Works)-II, Dir./WP, DVE-I & DVE-II, JDCE(B&S)-II, JD/Safety-IV,
IPWE(I).
------

ACS No.124 dt.14.02.11
-2-

14.02.2011.
Copy to :

Adv(Project), AM(F), AM(Stores), AM(IT), AM(T&C), Adv.(Rates), AM(Comml.).

ED(L&A)I, ED(L&A)II, ED(L&A)III, ED(Works), EDW(Plg.), EDV(E), ED(Project),
ED(Safety), EDF(X)I, EDF(X)II, EDVE.
DTK(MC), DTK(M), DTK(P), Dir(Works)-I, Dir(Works)-II, Dir. Works(Plg.), Dir(L&A),

DCE(B&S), DVE-I & DVE-II, JD(B&S),IPWE(I), OSD(ME), OSD/Project, Dir./TMS.
------
ACS No.124 dt.14.02.11

INDIAN RAILWAY PERMANENET WAY MANUAL (Reprint 2004)
CORRECTION SLIP NO 124 DATED 14.02.2011
The existing sub para (2) of para 250 of Indian Railways Permanent Way Manual shall be
replaced as under:
250(2) Prevention of corrosion –
(a) Identification and measurement - (i) Areas prone to corrosion of rails shall be
identified by the Principal Chief Engineer of the Railway on the basis of reports sent by
Divisional Engineers.
(ii) In corrosion prone areas identified in accordance with above para, measurement of depth
of corrosion pits both vertically and laterally (reduction in bottom flange width of rail), shall be
done using straight edge and feeler gauge or any other suitable device at a fixed periodicity of
once in a year on every 100 sleepers by removing Elastic Rail Clips and liners and such
measurements shall be recorded in a register to be maintained by each Section Engineer (P.
Way) as per Annexure- 2/20.
(iii) For new line/gauge conversion projects, corrosion prone areas shall be identified by
CAO(C)/Chief Engineer(C) in consultation with Principal Chief Engineer.
(b) Anti-corrosive painting – (i) In case of the new rails to be laid during track
renewal/doublings/other construction projects in identified corrosion prone areas, anti-corrosive
bituminous coating as per procedure mentioned in (iii) below should be provided before laying
in track. This should preferably be done in Flash Butt Welding Plants. For severe corrosion
prone areas, wherever possible, Zinc metalisation in lieu of bituminous painting in centralized
plant/ Flash Butt Welding plant can also be done. The Zinc metalisation shall be done as per
procedure laid down in RDSO Circular no. CT/ACP dated 24-02-2006.
(ii) In case of rails that are already laid in track in identified corrosion prone areas, anti-
corrosive bituminous coating to rails should be given in the track itself as per procedure
mentioned in (iii) below.
(iii) Surface preparation of rails shall be done, with the help of had operated or power
operated tools i.e. scrappers, wire brushes, sand paper, pumice stones etc. Wire brushing shall
invariably be done at the end so as to obtain uniform rubbed surface. The surface prepared shall
ACS No.124 dt.14.02.11

be checked visually for uniformity of surface. Special care should be taken in surface
preparation at weld collars and liner contact areas. Surface preparation should not be done
when ambient temperature is below 100C or above 500C, in rainy season, during night, in
winter before 8AM, in summer between 11AM to 3PM and in extremely windy/misty/dusty
conditions. Chemical should not be used for surface preparation. Painting should be done in
two coats of thickness of 100 microns each by anti corrosive bituminous black paint confirms
to IS: 9862 after an interval of 8 hours between two coats. All the liners and Elastic Rail Clips
shall also be painted with anti corrosive black bituminous paint after duly cleaning the surface.
(iv) In identified corrosion prone areas, bituminous painting of rails shall be done once in a
year on inside of gauge face including web and foot and once in three years on non-gauge face
side of rail including web and foot. In other areas, wherever signs of corrosion are seen in
isolated patches, prompt action for anti-corrosive painting shall be taken.
(c) Greasing and sealing of liner contact area – In identified corrosion prone areas, the rail
liner seat should be greased using graphite grease to the RDSO specification after proper
cleaning. The grease is also applied all around the liner on the rail foot on gauge face side to
prevent the ingress of toilet droppings in the gap between the liner and the rail foot. Greasing
and sealing of liners contact area shall be done once in year for gauge face side and once in two
years on non-gauge face side of rail.
(d) Shifting of liner locations – Shifting of liner location on rail foot at regular intervals is
desirable to ensure that the effect of corrosion is not allowed to build up at liner locations and
render rails vulnerable to fractures due to increased depth of liner bite pits. After new rails are
laid in an identified corrosion prone area, regular watch on the effect of corrosion shall be kept
by taking measurement of depth of pits and shifting of the liner biting locations by de-stressing
of rails in LWR track and pulling back rails in SWR/fish-plated track as per frequency and
guidelines approved by the Chief Track Engineer based on local conditions.
(e) Rail flanges/web should be kept free of the muck particularly at stations.
(f) Periodical cleaning of rubbish should be done in goods shed siding lines.
(g) Train watering arrangements/Water columns should be avoided on the run through main
lines as far as possible. Proper drainage should be ensured in yard/station lines including
washing lines, washable aprons, train watering lines etc.
*********
ACS No.124 dt.14.02.11

…………..RAILWAY
ANNEXURE- 2/20 Para 250 (2) (a) (ii)
Proforma for Measurement of Liner bite/corrosion of Rail

Division Section Between Stations
Track Structure (rail) Sleeper Density Annual GMT
Whether corrosion prone area (Yes/No)
Date of Location Sleeper Corrosion depth in mm Remarks

recording (KM/TP) No. with
Left Rail Right Rail signature
Vertical Lateral Vertical Lateral
GF NGF GF NGF GF NGF GF NGF
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
Where GF - gauge face side, NGF- non gauge face side.
ACS No.124 dt.14.02.11

-2-
Copy to :

AM(Mech.), AM(PU.), AM(Tele.), AM(Traffic), Adv(Vig.), Adv(L&A), Adv(Safety), Adv(Project),
AM(F), AM(Stores), AM(IT), AM(T&C), Adv.(Rates), AM(Comml.).
EDCE(P), EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S)I, EDCE(B&S)II, ED(L&A)I,

ED(L&A)II, ED(L&A)III, ED(Works), EDW(Plg.), EDV(E), ED(Project), ED(Safety), EDF(X)I,
EDF(X)II, EDVE.
DTK(MC), DTK(M), DTK(P), Dir(Works)-I, Dir(Works)-II, Dir. Works(Plg.), Dir(L&A), DCE(B&S),

DVE-I & DVE-II, JD(B&S),IPWE(I), OSD(ME), OSD/Project, Dir./TMS.
------

In Indian Railways Permanent Way Manual a new para 272(4) (a) may be added as
under:
1. New Para 272(4) (a) may be added to IRPWM given as under:-
Para 272(4) (a) – 26m long rolled rail may be laid on bridges with 1.0 m long fish plate and 06
bolts. Joint gaps to provided and maintained as per para 508 & 510 (3).
2. The existing paras 508, 510(3) of Indian Railways Permanent Way Manual shall be
replaced by the following:
Para 508. Laying of short welded rails (SWR) - The gaps to be provided for SWR at the time of
laying shall be in accordance with Table I depending on the installation temperature (ti) and the
Zone in which the rails are laid -.
TABLE I
For Zones I and II
Rail temperature tm-17.5 to tm-12.5 to tm-7.5 to tm-2.5 to tm+2.6 to tm+7.6 to
at the time of
tm- 12.6 tm- 7.6 tm- 2.6 tm- +2.5 tm+ 7.5 tm+ 12.5
installation (ti)
(in centigrade)
Initial laying
gaps (in mm)
For 39 m panels 12 10 8 6 4 2
For 26 m rolled 10 9 7 6 5 3
rails

Rail temperature tm-22.5 to tm-17.5 to tm-12.5 tm-7.5 to tm-2.4 to tm+2.6 to
at the time of
tm- 17.6 tm- 12.6 to tm- 7.6 tm- 2.5 tm+ 2.5 tm+ 7.5
installation (ti)
(in centigrade)
Initial laying
gaps (in mm)
For 39 m panels 12 10 8 6 4 2
For 26 m rolled 10 9 7 6 5 3
rails
If the laying has to be done outside the temperature range given in table above, or
whichever joint gaps could not be provided as per the table, readjustment of gap shall be carried
out within two days of laying before the track consolidates. Along with the gap adjustment, any
re-spacing of sleepers, if required, must be carried out.
- 2 -
Para 510 (3). Recommended range of value of gaps – The recommended range of value of gaps
(in mm.) during service for various ranges of rail temperature is indicated in the table given below:
TABLE II
For Zones I and II
Temperature tm-12.5 to tm-7.5 to tm-2.5 to Tm+2.6 to tm+7.6 to tm+12.6 to
during gap
tm- 7.6 tm- 2.6 tm+ 2.5 tm- +7.5 tm+ 12.5 tm+ 17.5
survey (in
centigrade)
Permissible
values of gap
(in mm)
For 39 m panels 11 to 14 9 to 13 7 to 11 5 to 9 3 to 7 1 to 5
For 26 m rolled 8 to 13 6 to 11 5 to 10 3 to 8 2 to 7 1 to 5
rails

Temperature tm-17.5 to tm-12.5 to tm-7.5 to tm-2.4 to Tm+2.6 to tm+7.6 to
during gap
tm- 12.6 tm- 7.6 tm- 2.5 tm+ 2.5 tm+ 7.5 tm+ 12.5
survey (in
centigrade)
Permissible
values of gap
(in mm)
For 39 m panels 11 to 14 9 to 13 7 to 11 5 to 9 3 to 7 1 to 5
For 26 m rolled 8 to 13 6 to 11 5 to 10 3 to 8 2 to 7 1 to 5
rails
Note:- (i) The gaps given above are to be distinguished from the values given in Para 508
(Table-I) which are intended to be provided at the time of initial laying of SWR.
(ii) Gap survey should be carried out when rail temperature is in rising trend only.
*****

D:\IRPWM with cs\ACS to IRPWM\ACS 127.docx
-2-
Copy to :

AM(Mech.), AM(PU.), AM(Tele.), AM(Traffic), Adviser(Bridges), Adv.Adv(Vig.), Adv(L&A),
Adv(Safety), Adv(Project), AM(Stores), AM(IT), AM(T&C), Adv.(Rates), AM(Comml.).

ED(Safety), EDF(X)I, EDF(X)II.

DCE(B&S), OSD(ME), DVE-I & DVE-II, Dir./TMS, JD(B&S), OSD/Project, IPWE(I),.
------

ADVANCE CORRECTION SLIP No. 127 DATED 28 /11/2011
The existing sub para 1302 (2) (g) of Indian Railways Permanent Manual shall be replaced
by the following:
Para 1302 (2) (g) - New bridges including road over and under bridges, foot overbridges,
strengthening, raising, reconstruction or extension of existing bridges, addition or replacement of
existing girders, including, provision of temporary girders. However, sanction of CRS shall not
be required for providing RUB/Subway in lieu of level crossings, if pre-cast RCC boxes are
inserted through cut & cover method under complete traffic cum power blocks of all affected
tracks simultaneously, followed by passing of the first train at stop dead and proceed with caution
and subsequent trains at 20kmph temporary speed restriction which shall be relaxed as per
consolidation of track. The GAD, Design & Drawing, Standard Loadings, Execution / Launching
Scheme, etc, shall have due approval of Chief Bridge Engineer/Chief Engineer.
*****

-2-
Copy to :



------

1.0 The existing para 234(5) of Indian Railways Permanent Way Manual shall be replaced
with the following:-
Para 234(5) - (a) Work of lifting or lowering of track involved in conventional through packing
and picking up slacks during regular track maintenance should be carried out under the supervision
of Gangmate.
(b) Work of lifting or lowering of track upto 50mm done in other normal maintenance of track
should be carried out under supervision of Permanent Way Mistry.
(c) Work of manual lifting or lowering of track beyond 50mm should be carried out under
supervision of certified Permanent Way Mistry (Competency certificate should be issued by Chief
Track Engineer).
(d) Work of mechanized lifting or lowering of track be carried out under supervision of Permanent
Way Inspector.
Note – For LWR/CWR track, provisions given in Manual of Instructions on Long Welded Rails
shall be followed.
2.0 The existing para 238(2)(d)(i) of Indian Railways Permanent Way Manual shall be
replaced with the following:-
Para 238 (2)(d)(i) – The work of manual deep screening would be done under the supervision of
an official not lower in rank than the certified Permanent Way Mistry (Competency certificate
should be issued by Chief Track Engineer). However, the work of mechanized deep screening
would be done under the supervision of an official not lower in rank than the Permanent Way
Inspector.
Note – For LWR/CWR track, provisions given in Manual of Instructions on Long Welded Rails
shall be followed.
3.0 Annexure–2/11 Para 263 of IRPWM table shall be replaced with new annexure (copy
enclosed).
4.0 Para 273. Bridge Timbers:
4.1. Para 273 Bridge timber shall be renumbered as Para 273 (a) Bridge Timber.
4.2. Proposed Para shall be added as Para 273(b) in IRPWM manual as given below:
Para 273(b) - Steel Sleepers on bridges:
(1) Terminology: Steel Sleepers on bridges refer to both Steel Channel Sleepers and Steel H-
Beam Sleepers.
(2) Design, Dimensions and sections: Steel sleepers to be used on girder bridges should be
fabricated as per approved drawings. For girder bridges on curves, steel sleepers should be
designed to suit the specific locations. This may require special arrangement such as
……..2/-
- 2-
special bearing plates, special hook bolts and other arrangements as necessary to provide
required cant on curve.
(3) Sleeper spacing: Maximum centre to centre sleeper spacing should be 600 mm. The clear
distance between two sleepers should not be more than 450 mm. The clear distance
between joint sleepers should not be more than 200 mm.
(4) Fabrication of Steel sleeper and other components:
(a) Fabrication of Steel Sleepers on bridges and its protective coating should be in
conformity with BS-45 issued by RDSO.
(b) For girder, location of Steel Sleepers should be marked and numbered after detailed
survey of the girder. The fabrication of Steel Sleeper should be location specific
considering the girder centre, top flange cover plates, rivets pitch etc.
(c) In case of bridge on curves, the location of Steel Sleepers should be marked after taking
into account the realigned curve. In case transition curve lies on bridge fully or
partially, the thickness of steel pad plate should take care of cant gradient.
(5) Laying of Steel sleepers on bridges:
(a) Before laying Steel Sleepers, creep if any, should be pulled back and rail joints should
be so located that after laying sleepers, joints should not become supported joints.
(b) The top flange of girder should be cleaned of old paint and then re-painted as specified.
(c) Wherever required the existing cross level and misalignment of girder/track should be
corrected in advance of Steel Sleeper laying.
(d) During the course of laying sleepers at least JE/II/P.Way should supervise the work.
(e) Single pad plate below Steel sleeper is preferable. Packing plates can be used along
with pad plate to adjust parameters, wherever required. The pad plates are not required
where neoprene pad is provided to cover the rivet head.
(6) Maintenance:
(a) After laying Steel sleepers, tightening of all fittings including hook bolts should be done
once in 15 days for initial one month. Thereafter it should be done once a month for
next six months and subsequently it should be on need basis as observed by inspecting
officials. Regarding hook bolts Para 278(3) of IRPWM should be followed.
(b) Guard rail fittings should be tightened once in three month for 1st six months and
thereafter on need basis.
(c) The above will be in addition to daily attention by keyman.
(d) Replacement of grooved rubber pads & elastomeric pads shall be done on condition
basis.
(e) Suitable stock of spare fittings should always be maintained keeping different types of
girders in view.
(f) Suitable quantity of the Steel sleepers along with fittings should be kept as emergency
reserve. Emergency reserve stock of channel sleepers should be maintained keeping
different types of girders in view.
(g) In case Galvanized coating gets damaged, it should be repaired as specified.
(7) Inspection Schedule (only for channel sleepers):
(a) Condition of Channel Sleepers shall be thoroughly inspected by ADEN and

SSE/SE(P.Way) incharge once in a year by rotation. During intensive inspection, the
condition of Rivets, distortion or crack in sleepers or any sign of crack in girder flange
……3/-
- 3-
and tightness of fittings should be looked for. All loose fittings should be tightened
after inspection, if required. For few days in the beginning a watch may be kept
depending upon the need.
(b) SSE/SE/P.Way and SSE/SE/S&T should jointly inspect insulated Steel Sleepers, every
six months for checking the effectiveness of insulation in track circuited areas.
SSE/SE/S&T should coordinate this.
5.0 Para 904: At Sl. No.4 of Annexure-9/1 Para 904 of IRPWM regarding Provision of
wicket gates for pedestrians for ‘C’ class level crossing shall be replaced with the following:
“To be provided on need basis after assessing the requirement by a committee constituted
by the Railway.”
6.0 Para 916 : Existing sentence added vide A&C No.100 dated 21.06.2006 at the bottom
of sub-para(1)(i) of para 916 of IRPWM as reproduced below shall stand deleted.
“However, the distance of W/L boards for unmanned level crossings on single line section
where visibility is clear, should be reduced to 350m.”
7.0 The existing para 918 (1) of Indian Railways Permanent Way Manual shall be
Para 918 (1) - One speed breaker should be provided on either approach of level crossings at a
distance of about 20m from the gate post of the Level Crossing, covering full width of the road
including berms as per Annexure-9/6. This may require construction of speed breaker by Railway
outside Railway boundary. For roads with central median/One-Way Roads, speed breaker is to be
provided on the entry side of the road only. For safety reasons, the paint marking should be
provided and their maintenance ensured.
8.0 The existing para 924(b)(i) of Indian Railways Permanent Way Manual shall be
Para 924(b)(i) - Based on traffic density and visibility etc. unmanned level crossings have been
categorized into I to III for manning at Railways cost in a phased manner as per following priority:
Category I - All Unmanned Level Crossings with TVU above 3000.
Category II - All Unmanned Level Crossings with visibility restricted to 800 metres for road users
and TVU above 2500.
Category III – All Unmanned Level Crossings which do not fall in Category – I & II above and
which cannot be eliminated by any other methods like construction of diversion road, subway,
closure of gates having low TVU or any other means as per extant policy instructions.
Note for Category III: Divisional Railway Manager shall, ensure identification of unmanned level
crossings, which can be eliminated by any other means, get necessary works sanctioned and
simultaneously obtain No Objection Certificate (NOC) i.e. consent for closure of unmanned level
crossings from the State Govt./District Magistrate to avoid delay in closure. For remaining
….4/-
- 4-
unmanned level crossings, i.e. which cannot be eliminated by any other methods and where
manning is the only solution; Divisional Railway Manager shall recommend proposals of manning
of unmanned level crossings, in order of priority, for timely sanction by the competent authority.
Manning of level crossings can be prioritized in order of TVU or any other relevant site specific
factors. Manning of such unmanned level crossing gates will require specific approval of the
General Manager.
9.0 The existing sub-para 924 (b) iii to be deleted.
10.0 The existing para 924(c) of Indian Railways Permanent Way Manual shall be
Para 924(c) - Elimination of Level Crossing:
A detailed review/survey of the existing level crossings both manned and unmanned should be
carried out with a view to eliminate them by,
(i) Construction of Subways, along with adequate drainage arrangements.
(ii) Construction of roads along Railway boundary to divert road traffic to the nearest
level crossing/grade separator/existing Railway bridge, wherever adequate land
width is available,
(iii) Closure of low TVU gates,
(iv) Construction of ROB/RUB as per Para 925, etc.
*****

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D:\IRPWM with cs\ACS to IRPWM\ACS 128 corrigendum.doc

Copy forwarded to:-


Managing Director, DFCCIL, Pragati Maidan, Metro station, New Delhi.
New Delhi.
Managing Director, Konkan Railway Corporation Ltd, Belapur Bhawan, Sector-11, CBD Belapur.
Mumbai. Pin - 400614.


Railway Board.
Copy to:
AM(CE), AM(Works), AM(Budget), AM(Elect.), AM(Fin.), AM(Sig.), AM(Plg.), AM(Staff), AM(Mech.),

AM(PU.), AM(Tele.), AM(Traffic), Adviser(Bridges), Adv.Adv(Vig.), Adv(L&A), Adv(Safety),
Adv(Project), AM(Stores), AM(IT), AM(T&C), Adv.(Rates), AM(Comml.).
EDCE(P), EDTK(M), EDTK(MC), EDTK(P), EDCE(G), EDCE(B&S)I, EDCE(B&S)II, ED(L&A)I,

ED(L&A)II, ED(L&A)III, ED(Works), EDW(Plg.), EDV(E), ED(Project), ED(Safety), EDF(X)I,
EDF(X)II.

------

-2-
Copy to :


DTK(MC), DTK(M), DTK(P), DCE(B&S), DCE(B&S)II, Dir(Works)-I, Dir(Works)-II,

Dir.Works(Plg.), Dir(L&A), OSD(ME), DVE-I & DVE-II, Dir./TMS, IPWE(I).
------

The existing paras 302 (1) (a) and 248 (2) (a) of Indian Railways Permanent Way
Manual shall be replaced with the following:-
Para 302 (1) (a) Incidence of Rail Fractures/Failures – A spate of rail fractures on a particular
sections having 5 withdrawals of rails per 10 km. in a year due to fracture and/or rail flaws detected
ultrasonically falling in the category of IMR will have priority while deciding rail renewals. In
case the rail failures at fish plated/ welded joints are pre-dominant, end cropping with or without
welding could be considered. Through Rail Renewal is also allowed in locations of track where
more than 30 defective welds per track km are existing.
Para 248 (2) (a) Broad Gauge – The following rail sections should be provided during renewals,
construction of New lines, Gauge conversions, Doublings and sidings as per the details shown in
the ensuing table.
S.
In case of All BG Routes
No.
(i) Track Renewals & Doublings 60 kg
(ii) All Gauge Conversion & New Line construction works except those
60 kg
indicated in (iii) below;
(iii) Gauge Conversion and New Line projects with dead end having
expected traffic of less than 5 GMT and not likely to have CC+6+2t 52 kg
freight trains in the foreseeable future.
Note: Minimum UTS of rails for sections mentioned above shall be 90 UTS.
Loop Lines:
60 kg (SH) or 52 kg (SH) should be used. New rails may be used on loop lines of Group A, B & C
routes with prior approval of Board.
Private and other sidings:
(i) Sidings taking off from DFC or feeder routes to 60 kg

DFC or 25t axle load routes.
(ii) Sidings other than (i) above with permissible speed 52kg (SH) or
up to 50 kmph. 52 kg (IU)
(iii) Sidings other than (i) above with permissible speed
60 kg
more than 50 kmph
*****

-2-
Copy to :

AM(Mech.), AM(PU.), AM(Tele.), AM(Traffic), Adv./Project, Adviser(Bridges),
Adv.Adv(Vig.), Adv(L&A), Adv(Safety), Adv(Project), AM(Stores), AM(IT), AM(T&C),
Adv.(Rates), AM(Comml.).


------

The existing paras 244(4), 1001(6), 302(1) (b) (ii), 224 (2) (e) (v) and annexures-2/11 & 2/13
of para 263 of Indian Railways Permanent Way Manual shall be replaced with the following:-
Para 244 (4) Minimum Sleeper Density –
(a) Broad Gauge – The minimum sleeper density for all track renewals (complete track renewal
and through sleeper renewal), doubling, gauge conversion, new line construction works for main
lines may be 1660 nos. per km and for loop lines & sidings (permissible speed upto 50kmph) it
may be 1540 nos. per km. For sidings with permissible speed more than 50kmph minimum sleeper
density may be 1660 nos. per km.
(b) Meter Gauge – In the case of MG track renewals, the sleeper densities as recommended for
various MG routes are given below –
Sleeper Density for MG
Route Q R1 R2 R3 S
Sleeper density M+7 M+7 M+7 M+4 M+3
Note for BG & MG:-
(i) Higher sleeper density may be provided with the approval of the Principal Chief Engineer.
(ii) For existing LWR/CWR on main lines, loop lines and sidings, provisions of para 4.3.3 of
LWR manual may be followed.
(iii) In case of SWR, the minimum sleeper density is fixed as 1340 nos. per km.
Para 1001 (6) – Hot weather Patrolling for LWR/CWR – Hot weather patrol is carried out when
the rail temperature exceeds-
(i) td + 25o C on PSC sleeper track with sleeper density 1540 nos. per km and above.
(ii) td + 20o C on PSC sleeper track with sleeper density less than 1540 nos. per km and track
other than PSC sleeper.
The patrolling should be done in accordance with the provisions of Manual of Long Welded
Rails.
Para 302(1) (b) (ii) : Wear due to corrosion - Corrosion beyond 1.5 mm in the web and foot may
be taken as the criterion for wear due to corrosion. Existence of the localized corrosion such as
corrosion pits, specially on the underside of the foot and liner biting etc. on rail foot, act as stress
raisers for the origin of fatigue cracks and would necessitate renewals.
Para 224 (2) (e) (v) – While it is desirable to maintain correct gauge, it may not be possible to
maintain correct gauge due to age and condition of the sleeper. It is good practice to work within
the following tolerances of gauge, provided generally uniform gauge can be maintained over long
lengths:
……2/-

- 2–
Broad Gauge
a) On straight -6 mm to +6 mm
b) On curves with radius 440 m or more -6 mm to +15 mm
c) On curves with radius less than 440 m Upto +20 mm
Note: These tolerances are with respect to nominal gauge of 1676 mm.
Meter Gauge
Note: These tolerances are with respect to nominal gauge of 1000 mm.
Narrow Gauge
Note: The above tolerances are with respect to nominal gauge of 762 mm.
Para 263: In Annexure- 2/11 Para 263 of Indian Railways Permanent Way Manual, for cross slope
of formation top, a new item no. 8 shall be included under the column “remarks” of the table as
stated under-
“Cross slope of 1 in 40 mentioned above is replaced with 1 in 30 for new construction works.
However, existing formation need not be disturbed.”
In Annexure- 2/13 Para 263 of Indian Railways Permanent Way Manual, for cross slope of
formation top, a new item no. 5 shall be included under the column “remarks” of the table as stated
under-
“Cross slope of 1 in 40 mentioned above is replaced with 1 in 30 for new construction works.
However, existing formation need not be disturbed.”
*****

-2-
Copy to :



Director/C&IS - for uploading on Railway Board website.
------

1.0 The existing para 238(1) (b) (5) of Indian Railways Permanent Way Manual shall be
Para 238(1) (b) (5) – Deep screening of Track shall be done after 500 GMT or 10 years, whichever
is earlier. However, deep screening shall also be carried out if the existing clean ballast cushion is
less than 150 mm to ensure proper machine tamping.
2.0 The existing para 107 of Indian Railways Permanent Way Manual shall be replaced
with the following:-
107 Inspection of Permanent Way – The important inspections to be carried out by the Assistant
Engineer are summarized below:
(1) Trolley Inspection - The entire sub-division should be inspected by trolley once in two
months on pro-rata basis systematically covering from one end to other end of his jurisdiction, as
much inspection as possible being done by push trolley. Unimportant branch lines having less than 2
GMT traffic should be inspected once in 3 months. On sections having multiple lines running
closely parallel, trolley inspection may be carried out on any of the lines. The inspection by trolley
should be intensive, which should include checking of attendance of gang, gang work and equipment
and examination of gang charts/diary books with reference to the prescribed schedule of track
maintenance. During his inspection, he should check the work done by minimum one gang in each
SSE/P.Way’s jurisdiction every quarter and record the results of his inspection.
(2) Fast Train inspection - The entire subdivision should be covered either by Engine/Rear
Window of a fast train or by TRC/OMS once in a month.
(3) Inspection of Level Crossings - He should inspect all the manned level crossings once in
six months. He should examine the Gatemen’s knowledge of rules, check the equipment, track, road
approaches and all other safety aspects.
(4) Checking of curves - The Assistant Engineer shall check at least one curve in each
SSE/P.Way’s jurisdiction every quarter by verifying its versine and super-elevation. Priority shall be
given for curves having persistent bad riding.
(5) Checking of Points and Crossings - He shall inspect once a year all points and crossings on
passenger lines and 10 percent of the points and crossings on other lines.
(6) Monsoon Patrolling - When Monsoon Patrolling is introduced he should check the work of
Patrolmen at night once in a month, either by Train or by Push Trolley or Motor Trolley.
(7) Track on Bridges - The track on Girder Bridges should be inspected as a part of the annual
Bridge inspection, besides normal track inspections.
(8) Review of Inspection by Sub-ordinates - He should scrutinize the records maintained by

SSE/P.Way, such as records for Creep measurement, Inspection of Curve, Points and Crossing, SEJ
and Buffer rail, Gap Survey and Section register during his regular trolley inspection, to see
…..2/-
-2-
whether the schedules of inspection are being adhered to by the JE/SSE’s and whether the necessary
follow up action has been taken.
He should also test check the work of SSE/P.Way/USFD at least once in each round of testing
in his jurisdiction.
(9) Inspections of LWR/CWR Track - The Assistant Engineer shall inspect the SEJs/Buffer rails
provided in the LWR/CWR track once in every six months. He shall check the creep records of
LWR/CWR regularly. The duties of the Assistant Engineer with reference to the maintenance of
LWR/CWR are detailed in Manual of instructions on Long Welded Rails.
(10) Night foot plate inspection - He should carry out night inspection once in a month to check
alertness of Gatemen/Station staff, patrolmen, stationary watchmen, observance of speed limits by
drivers, visibility of signals/ engineering fixed signals/hectometer posts, riding quality etc. Inspection
should preferably be done between 00:00 hrs to 04:00 hrs.
(11) Inspection of AT welding site - The Assistant Engineer shall inspect AT welding site as much
as possible but at least once in a month.
3.0 Existing Para- 108(2)(b) of IRPWM to be replaced by the following:
Para 108(2)(b) - Every sanctioned renewal work should be programmed in detail and labour organized
in an efficient manner. Level and centre line pegs given by the JE/SSE should be test-checked by the
Assistant Engineer. He should also inspect Track Renewal/Deep screening site in his section as much
as possible but minimum once in a month.
4.0 New Para 108(2)(c) shall be added as following:
Para 108 (2)(c) - Inspection of ongoing works of construction and other organization e.g. RVNL,
etc - He should inspect the works going on in his section as much as possible during Foot plate/Trolley
inspection to check quality and safety of the running trains.
5.0 Existing Para – 123 shall be replaced by the following:
Para 123. Testing of Running Qualities of Track- (1) The SSE/P.Way shall devote sustained
attention to Permanent way as regards safety, smooth running, economy and neatness.
(2) He should travel on the foot place of Engine/Rear brake-van/last Vehicle of fast trains at least
once in a month, and take down notes of bad running kilometrages, and get them rectified.
(3) He should accompany each Track Recording/Oscillograph car runs over his section, take down
kilometrages which are not running well and take action to rectify the defects.
(4) He should observe the behavior of track under passing trains to detect inadequate packing
during routine inspections.
6.0 Existing Para- 124 shall be replaced by the following:

…..3/-

-3-
124. Routine inspection of Track-
(1) Inspection of Gangs/Trolley Inspection: (a) The Senior Section Engineer/P.Way (SSE/P.Way)
should inspect the entire section by Push Trolley/Motor Trolley at least once in a month or more often
as necessary in a systematic manner in which all gangs shall be inspected.
(b) In sections where no separate inspection is being carried out by sectional Junior Engineer
(JE/P.Way), the inspection should be carried out by the SSE/P.Way In-charge every fortnight.
(c) During such inspections the SSE/P.Way should -
(i) Check the quality of work done by gang earlier and ensure prompt action on items
requiring attention;
(ii) Arrange to give the programme of work to the gang;
(iii) Record details of track maintenance work in gang chart and diaries;
(iv) Check the attendance of gang;
(v) Instruct men in methods of maintenance
(d) He should examine all the gang tools at least once in two months and arrange for repair and
replacement as necessary.
(e) He should ensure that every man in the gang is aware of safety rules by examining them
periodically at least once in two months.
(f) During his trolley inspection, he should also carry out the routine check and review of
inspection done by his subordinates.
(2) Level Crossing Inspection- (a) He should ensure that all the level crossings are opened out as
per schedule to examine the condition of rails, sleepers and fastenings and defects are rectified. (Refer
Para 914).
(b) He shall ensure that all level crossings are inspected once in a month during push trolley
inspection in a systematic manner by rotation with JE/P.Way. He shall see that the necessary stop
boards, whistle boards, and other equipments are provided as laid down.
(c) He shall check the equipment with the Gateman during inspection.
(d) He shall examine their knowledge of safety rules during inspection.
(e) He shall arrange to take the census of all level crossings as per the schedules laid down.
(3) Points and Crossing Inspection- The SSE/P.Way in overall charge and his assistant should
carry out the inspection of points and crossings in passenger and running lines once in three months by
rotation and on other lines and yards lines once in six months by rotation. For Points and crossings
laid on PSC sleepers, the detailed inspection as per Para 237/5 (Annexure2/6) should be done once in a
year and all other in between inspections should be carried out as per proforma given in Annexure-
2/6(A).
….4/-
-4-
(4) Curve Inspection- The SSE/P.Way in overall charge and his Assistant should carry out checks
of versines and super-elevations of each curve once in six months in systematic manner by rotation.
(5) Foot Inspection- SSE/P.Way shall carry out foot inspection as much as possible, on prorata
basis so as to cover entire section at least once a year.
(6) Night foot plate inspection- He should carry out night foot plate inspection once in a month to
check alertness of Gatemen/Station staff, patrolmen, stationary watchmen, observance of speed limits
by drivers, visibility of signals/engineering fixed signals/hectometer posts, riding quality etc.
Inspection should preferably be done between 00:00 hrs to 04:00 hrs.
(7) Inspection Records- The SSE/P.Way will maintain proper record of all the inspections carried
out during the month as per the schedules on the proforma laid down and submit the same to the
Divisional Engineer through Assistant Engineer every month bringing out the reasons for shortfall in
adhering to schedules of inspections, if any.
7.0 Existing Para 124 (A) shall be deleted.
8.0 Existing Para – 126 shall be replaced by the following:
Para 126. Check on Patrolling- He should arrange for patrolling of track as laid down, by deputing
suitably selected men from gangs and arrange to supply them with Patrol books and equipments
needed. The SSE/P.Way in overall charge will check the night patrolman once a fortnight by train and
by trolley during the monsoon as per the schedules laid down by the administration.
9.0 Existing Para -127 shall be replaced by the following:
Para 127. Execution of Works affecting Track – (1) Before commencing any work the SSE/P.Way
in overall charge or his Assistant shall ensure that he is in possession of all necessary materials and
tools. He shall ensure that Engineering Signals are exhibited at the specified distances according to
rules and Flagmen are posted with necessary equipment.
(2) He should programme the works by organizing the labour in an efficient manner. He should
maintain detailed accounts of materials received and issued to the work. He should exercise as much
as possible checks but minimum once in a month on quality and quantum of work and submit progress
reports on works periodically as may be prescribed.
(3) Quality of welding and avoidable fractures- The direct responsibility for quality of AT welding
being done in the section shall rest on the SSE/P.Way in-charge of the section. He should carry out
inspection of AT welding site as much as possible but at least once in a month. Responsibility for
avoidable fractures taking place in the section shall also rest with the SSE/P.Way in-charge of the
section, except in cases where the USFD testing was done and found good up to three months before
the fractures.
(4) Inspection of ongoing work of construction and other organizations e.g. RVNL etc- He
should inspect the works going on in his section as much as possible during Footplate/Trolley
inspection to check quality and safety of the running trains.
….5/-
-5-
10.0 The existing Para 129 shall be replaced by following:
Para 129. Inspection and Maintenance of LWR/CWR Track: The duties and responsibilities of
the SSE/P.Way in overall charge is clearly laid down in Manual of Instructions on Long Welded Rails.
All the LWRs should be inspected once in fortnight during two coldest and two hottest months,
otherwise once in two months by rotation with JE/P.Way.
11.0 The word “Permanent Way Inspector” in Para No.118, 128, 130, 131, 132, 133, 134 and 135
shall be replaced by “SSE/P.Way”.
12.0 Existing Para -136 shall be replaced by the following:

Duties of JE/P.Way (not in overall charge)
Para 136. General responsibilities – The Junior Engineer (P.Way) is generally responsible for:
(a) Inspection and maintenance of track in his jurisdiction (sub-section) in a safe and satisfactory
condition for traffic, including execution of all works incidental to track maintenance.
(b) Efficient execution of Special Works, such as Renewals, Directed Track Maintenance, Curve
realignment and deep Screening, as per approved plans and specifications.
(c) He should work in the SSE/P.Way office and assist the SSE/P.Way in overall charge as required.
13.0 Existing Para-139 shall be replaced by the following-
Para 139. Routine Inspection of Track- (1) The Junior Engineer (P.Way) should inspect the entire
section in his charge by push trolley at least once in a fortnight systematically.
During Push Trolley inspection all gangs/MMUs, their work, equipments and knowledge about safety
rules and other working instructions shall be checked. He shall spend as much time as possible with
MMUs. Track patrolling by keymen shall be checked. He should carry out the inspection of gangs as
detailed in Para 124(1) (b) & (c). He will spend as many days in the week as possible with the gangs.
He should cover all the gangs within a fortnight. He should train the Permanent Way Supervisors,
Mates, Key men, Gagmen and Gatemen in their duties. He should teach them the maintenance
practices.
(2) He will carry out inspection of points and crossings on passenger and running lines once in
three months by rotation and other lines and yard lines once in six months, by rotation with
SSE/P.Way. For points and crossings laid on PSC sleepers, the detailed inspection as per Para 237/5
(Annexure 2/6) should be done once in a year and all other in between inspections should be carried
out as per proforma given in Annexure-2/6(A).
He will arrange for the rectification of defects noticed during the inspection.
(3) He, along with the SSE(P.Way) in overall charge, will arrange to check the versine and super-
elevation of all the curves once in six months by rotation. He should take action to correct the curves
based on the readings.
…..6/-
-6-
(4) He will arrange to inspect all the Level crossings in his jurisdiction once in a month, during
Push Trolley inspection, in systematic manner, by rotation with SSE(P.Way). All level crossings will
continue to be inspected once in a month alternatively between SSE(P.Way) and JE (P.Way) and
equipment be checked. He will examine the Gatemen in rules periodically.
(5) JE/P.Way should inspect his entire section by loco/brake van/Rear window once in a month
and take down notes of bad running kilometrages and get them rectified.
(6) Junior Engineer (P.Way) should inspect entire section on foot at least once in six months in a
systematic manner (every month on pro rata basis so as to cover entire length of running track).
(7) JE/P.Way should accompany alternate run of TRC/OMS in his section.
(8) He should carry out night inspection once in a month to check alertness of Gatemen/Station
staff, patrolmen, stationary watchmen, observance of speed limits by drivers, visibility of signals/
engineering fixed signals/hectometer posts, riding quality etc. Inspection should preferably be done
between 00:00 hrs to 04:00 hrs.
(9) He should carry out at least two inspection of AT welding site in a month.
(10) He should inspect the ongoing work of construction and other organizations e.g. RVNL etc
going on in his section as much as possible during Footplate/Trolley inspection, to check quality and
safety of the running trains.
14.0 Existing Para 139 (A) shall be deleted.
15.0 Existing Para-144 shall be replaced by the following:
Para 144. Maintenance of LWR/CWR Track- Duties and the responsibilities of Junior Engineer
(P.Way) in-charge of sub-section with reference to maintenance of L.W.R. are laid down in Manual of
Instructions on Long Welded Rails. All the LWRs should be inspected once in fortnight during two
coldest and two hottest months, otherwise once in two months by rotation with SSE/P.Way.
16.0 The word “Permanent Way Inspector” shall be replaced by “JE/P.Way” in Para No. 145.
17.0 Existing Para-223 shall be replaced by the following:
Para 223. Side drains, catch water drains and Water-ways: (a) The permanent way staff shall
keep all side drains and catch water drain clear. They should ensure that the outfall of these drains and
the water-ways of al Bridges and Culverts are kept free from obstruction. The spoils from cleaning
drains or cuttings should not be deposited at a place from where it is likely to be washed back into the
drains.
(b) The JE/P-way shall inspect all side drains, catch water drains, bridge waterways at least once in
a year in the month of April prior to monsoon. The SSE/P-Way shall inspect all side drains, catch
water drains, bridge waterways at least once in a year prior to monsoon.
(c) The Assistant Engineer shall ensure that all side drains, catch water drains, bridge waterways
are properly inspected before onset of rains.
…..7/-
-7-
18.0 Existing Para-237(5)(a) shall be replaced by the following:
Para 237(5)(a) - SSE/JE(P.Way)’s Inspection- The SSE/P.Way in overall charge and his Assistant
should carry out the inspection of points and crossings in passenger and running lines once in three
months by rotation and on other lines and yard lines once in six months by rotation. For Points and
crossings on PSC sleepers, the detailed inspection as per Annexure 2/6 of IRPWM should be done
once in a year and all other in between inspections should be carried out as per proforma given as
Annexure-2/6 (A).
19.0 New annexure-2/6 (A) shall be added after annexure 2/6 of Para 237/5 (copy enclosed).

Annexure- 2/6(A)
For intermediate inspections of points and crossings on PSC sleepers
Station: ________________________________________________________
Point No.: ________________________________________________________
Location: ________________________________________________________
Type of Rail: ________________________________________________________
Date of laying: ________________________________________________________
Date of laying reconditioned crossing: _____________________________________
1st 2nd 3rd 4th
Date of laying reconditioned switch:
LH 1st 2nd 3rd 4th
RH 1st 2nd 3rd 4th
Type of sleeper/assembly: ______________________________________________
Angle of crossing: ______________________________________________
Nominal gauge of turnout: ______________________________________________
Left hand or right hand: ______________________________________________
Laid on straight or on curve of radius: _____________________________________
Similar/contrary flexure: ________________________________________________

Particulars Details of Action with Details of Action taken with
inspection date and sign inspection date and sign
I. General
1. Condition of ballast,
packing and drainage
II) Switch assembly and
lead portion:
2) Condition of Tongue
Rail:
a) Whether chipped or
cracked over 200 mm
length within 1000 mm
from ATS
LH
RH
b) Vertical wear Right
hand.
At point with 13 mm head

width ( as per Annexure
2/6/1)
Left Hand
1) At point with 13 mm
head width ( as per
Annexure 2/6/1)
c) Lateral wear:
To be measured at 13 mm
to 15 mm below top of
stock rail (As per Annex.
2/6/1)
LH
RH
3. Condition of stock rail:
a) Right hand:
i) Vertical wear
ii) Lateral wear
(To be measured at 13 mm
to 15 mm below of stock
rail (As per Annex. 2/6/1)
b) Left hand:
i) Vertical wear
ii) Lateral wear
(To be measured at 13 mm
to 15 mm below of stock
rail (As per Annex. 2/6/1).
4. Gauge and Cross level in
switch portion:
a) At ATS bet. The two

stock rail.
b) at 150 mm behind toe of

switch (only gauge):
i) For straight road
ii) For turn out

III. Crossing Assembly.
5. Condition of crossing.
a)sign of propagation of
crack (if any) in crossing
assembly.
6. Wear of CMS crossing:
(wear to be measured with
straight edge)
i) On left wing rail (opp. A
N C).
ii) On nose actual wear for

52kg . section:
measured wear:
2.0mm.
Actual wear per 60 kg
section measured wear:
2.5mm
3. On right wing rail (opp.

ANC)
7. Condition of check rail
fitting bearing plate, blocks,
bolts and elastic fastings.
8. Condition of welding of
slide chairs and lugs.
9. Condition of gapless joint
in CMS Xing.
10. Any other special
feature/defects
11. Signature of Inspecting
official with date.

-2-
Copy to :


ED(L&A)I, ED(L&A)II, ED(L&A)III, ED(Works), EDW(Plg.), EDV(E), ED(Project
Monitoring), ED(Safety), EDF(X)I, EDF(X)II, ED/INFRA/Civil.

------

1.0 The existing para 202 (1) Group ‘C’ (vii) of Indian Railways Permanent Way Manual may
be modified to read as under:-
Group ‘C’ (vii) - Chennai Beach-Thirumayilai-Tiruvanmiyur-Velachery.
2.0 A new sub-para (c) of para 1303(1) is added to Indian Railways Permanent Way Manual as
under:-
Sub-para (c) - (i) Signalling and Interlocking works on Open Line undertaken by Railway
Electrification Organisation shall be carried out as per instructions for Signalling works included
in the Indian Railways Signal Engineering Manual (IRSEM). Applications to CRS for such
signalling works shall be prepared, signed and submitted by an Officer not below the rank of
Deputy Chief Signal & Telecom Engineer (RE). Dy.CSTE/RE shall also countersign the Safety
Certificate.’
(ii) While such Signalling and Interlocking works are executed by Railway Electrification
Organisation, Dy.CSTE/RE and Sr.DSTE Open Line of Division shall sign a joint certificate
indicating that all Safety precautions and necessary checks as per extant instructions have been
carried out for commissioning the Signalling and Telecom works.
****

-2-
No. 2011/CE-II/TSC/1 New Delhi, dt.18.07.2013.
Copy to :


ED(L&A)I, ED(L&A)II, ED(L&A)III, ED(Works), EDW(Plg.), EDV(E), ED(Project
Monitoring), ED(Safety), EDF(X)I, EDF(X)II, ED/INFRA/Civil.

------
A new annexure-2/6(B),(C) and (D) and annexure-2/6/1 of Para 237(5) regarding

proforma for Inspection of Diamond Crossing without Slip/With Single Slip/With Double Slip
may be added to Indian Railways Permanent Way Manual.
****
DIAMOND CROSSING Annexure-2/6(B), Para 237(5)
Obtuse Crossing 1 Acute Crossing 1
Line 1
Acute Crossing 2 Obtuse Crossing 2
Line 2
Annexure-2/6 (B) Para 237(5)
Diamond Crossing
Station _____________________________________________________________________________________________
Point No. ___________________________________________________________________________________________
Location ___________________________________________________________________________________________
Type of rail _________________________________________________________________________________________
Date of laying _______________________________________________________________________________________
Date of laying reconditioned crossings : ________________________________________________________________
Type of sleeper/assembly ____________________________________________________________________________
Angle of crossing ____________________________________________________________________________________
Nominal gauge of turnout ____________________________________________________________________________
1 Sleeper Details
1.1 Condition of sleeper
1.2 Squaring
1.3 Spacing
2 Ballast Details
2.1 Condition of ballast
2.2 Condition of drainage
2.3 Ballast in shoulders and cribs
2.4 Clean ballast cushion (mm)
3 Gauge and X-level between crossings Line 1 Line 2
Gauge X-Level Gauge X-Level
Station 0
1
2
At 3 m interval in lead portion 3
4
5
4 Condition of Crossing Acute Xing 1 Acute Xing2 Obtuse Xing 1 Obtuse Xing 2
4.1 Sign of Propogation of crack (if any)
4.2 Burring on top surface at nose
5 Type of Crossing
6 Wear of Crossing Acute Xing 1 Acute Xing 2
Left On Right Left On Right
Wing Nose Wing Wing Nose Wing
Rail Rail Rail Rail
Obtuse Xing 1 Obtuse Xing 2

Nose 1 Nose 2 Nose 1 Nose 2
On Wing On Wing On Wing On Wing
Nose Rail Nose Rail Nose Rail Nose Rail
7 Clearance of wing rail opposite nose of Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
crossing and upto 450 mm towards heel end
Inner Outer Inner Outer Inner Outer Inner Outer
8 Gauge and Cross Level Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
Line 1 Line 2 Line 1 Line 2 Line 1 Line 2 Line 1 Line 2
Gauge
8.1 1 m ahead of ANC
X-Level
Gauge
8.2 150 mm ahead ANC
X-Level
Gauge
8.3 150 mm behind ANC
X-Level
8.4 1 m behind ANC Gauge
X-Level
9 Condition of check rail and its fittings Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
9.1 Raised Check Rail
9.2 Other bearing, plates, keys, blocks, bolts and
elastic fastening
Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
10 Check Rail Clearance
10.1 Opposite ANC
10.2 500 mm ahead towards toe of crossing
10.3 500 mm behind heel of crossing
10.4 At the flared end towards heel
10.5 At the flared end towards toe
11 Remarks
DIAMOND CROSSING: WITH SINGLE SLIP Annexure-2/6(C) Para 237(5)
Switch 1 Line 1
Acute Crossing 2 Obtuse Crossing 2

Switch 2
Line 2
Annexure-2/6 (C) Para 237(5)
Diamond Crossing: with single slip
Station ________________________________________________________________________________________________
Point No. ______________________________________________________________________________________________
Location ______________________________________________________________________________________________
Type of rail ____________________________________________________________________________________________
Date of laying _________________________________________________________________________________________
Date of laying reconditioned crossings : ___________________________________________________________________
Date of laying reconditioned switches : ____________________________________________________________________
Type of sleeper/assembly _______________________________________________________________________________
Angle of crossing _______________________________________________________________________________________
Nominal gauge of turnout _______________________________________________________________________________
1 Sleeper Details
1.1 Condition of sleepers
1.2 Squaring
1.3 Spacing
2 Ballast Details
3 Condition of Switch Assembly Switch 1 Switch 2
Whether chipped or cracked over 200 mm Inner
3.1
length within 1000 mm from ATS Outer
3.2 Whether twisted or bent (causing gap of 5 mm Inner
or more at toe) Outer
Inner
3.3 Whether knife edge
Outer
Inner
3.4 Seating of tongue rails on slide chairs
Outer
Inner
3.5 Housing of stock and tongue rails
Outer
3.6 Condition of fitting of switches
3.7 Packing condition under switch assembly
4 Creep at toe of switch
Inner
5 Throw of Switch at ATS
Outer
Inner
6 Divergence At Heel Block
Outer
Straightness of Straight ( Measured on 10 Stock Rail

7 Tongue
mt. chord)
Rail
8 Wear in Tongue Rail and Stock Rail Switch 1 Switch 2

Inner Outer Inner Outer
At point with 13 mm head width (as Vertical
8.1
Tongue per Annexure 2/6/1) Lateral
Rail At point where tongue rail and stock Vertical
8.2
rail level is same Lateral
Stock At point where tongue rail and stock Vertical

8.3
Rail rail level is same Lateral
Switch 1 Switch 2
9 Distance between gauge faces of stock rails at JOH
10 Distance between web to web of Tongue Rails

10.1 Leading stretcher bar
10.2 Ist following stretcher bar
10.3 IInd following stretcher bar
11 Gap between top edge of stretcher bar and bottom of
rail foot
Inner
Outer
Inner
Outer
Inner
Outer
12 Clearance at JOH
Straight
12.1 On Open tongue rail side
Turnout
Straight
12.2 On Closed tongue rail side
Turnout
13 Gauge and X-Level in Switch and Lead Portion Straight Side Turnout Side
Switch 1 Switch 2
X- X- X-
Gauge Level Gauge Level Gauge Level
13.1 At 450 mm ahead of toe of switch
13.2 At ATS between the two stock rails
13.3 At 150 mm behind toe of switch
13.4 At heel of switch
13.5 At 3 m interval in lead portion: Station 0
1
2
3
4
5
Switch 1 and Switch 2
14 Versine in Switch and Lead Portion
Inner Outer
(Heel/ATS)
0
1
2
3
4
5
15 Condition of Crossing Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
16 Type of Crossing
Left On Right Left On Right
Wing Nose Wing Wing Nose Wing
Rail Rail Rail Rail

18 Clearance of wing rail opposite Nose of crossing and upto Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
450 mm towards heel end Inner Outer Inner Outer Inner Outer Inner Outer

19 Gauge and Cross Level
Straight Turnout Straight Turnout Straight Turnout Straight Turnout
Gauge
X-Level
Gauge
X-Level
Gauge
X-Level
Gauge
19.4 1 m behind ANC
X-Level
20.2 Other bearing, plates, keys, blocks, bolts and elastic
fastening
21 Check Rail Clearance Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
21.1 Opposite ANC
22 Remarks
DIAMOND CROSSING: WITH DOUBLE SLIP Annexure-2/6(D) Para 237(5)
Switch 4
Switch 2 Switch 1 Line 1
Acute Crossing 2
Switch 3 Obtuse Crossing 2
Line 2
Annexure-2/6 (D) Para 237(5)
Diamond Crossing: with Double Slip
Station
_____________________________________________________________________________________________________________
Point No.
___________________________________________________________________________________________________________
Location
____________________________________________________________________________________________________________
Type of rail
_________________________________________________________________________________________________________
Date of laying
_______________________________________________________________________________________________________
Date of laying reconditioned crossings : ________________________________________________________________________________
Date of laying reconditioned switches : _________________________________________________________________________________
Type of sleeper/assembly ____________________________________________________________________________________________
Angle of crossing
____________________________________________________________________________________________________
Nominal gauge of turnout ____________________________________________________________________________________________
1 Sleeper Details
1.1 Condition of sleepers
1.2 Squaring
1.3 Spacing
2 Ballast Details
3 Condition of Switch Assembly Switch 1 Switch 2 Switch 3 Switch 4
Whether chipped or cracked over 200 mm length Inner
3.1 within 1000 mm from ATS Outer
Whether twisted or bent (causing gap of 5 mm or Inner

3.2
more at toe) Outer
Inner
3.3 Whether knife edge
Outer
Inner
3.4 Seating of tongue rails on slide chairs
Outer
Inner
3.5 Housing of stock and tongue rails
Outer
3.6 Condition of fitting of switches
3.7 Packing condition under switch assembly
4 Creep at toe of switch
Inner
5 Throw of Switch at ATS
Outer
Inner
6 Divergence At Heel Block
Outer
Stock
Straightness of Straight ( Measured on 10 Rail
7
mt. chord) Tongue
Rail
8 Wear in Tongue Rail and Stock Rail Switch 1 Switch 2 Switch 3 Switch 4
At point with 13 mm head width (as Vertical
8.1
Tongue per Annexure 2/6/1) Lateral
Rail At point where tongue rail and Vertical
8.2
stock rail level is same Lateral
Stock
At point where tongue rail and Vertical
8.3
Rail stock rail level is same Lateral
Switch 1 Switch 2 Switch 3 Switch 4
9 Distance between gauge faces of stock rails at JOH
10 Distance between web to web of Tongue Rails

11 Gap between top edge of stretcher bar and bottom of rail foot
Inner
Outer
Inner
Outer
Inner
Outer
-2
12 Clearance at JOH
Straight
12.1 On Open tongue rail side
Turnout
Straight
12.2 On Closed tongue rail side
Turnout
13 Gauge and X-Level in Switch and Lead Portion Straight Side Turnout Side
Switch 1 and Switch Switch 3 and Switch Switch 1 and Switch Switch 2 and Switch
2 4 3 4
Gauge X-Level Gauge X-Level Gauge X-Level Gauge X-Level
13.1 At 450 mm ahead of toe of switch
13.2 At ATS between the two stock rails
13.3 At 150 mm behind toe of switch
13.4 At heel of switch
At 3 m interval in lead portion: Station
13.5 0
1
2
3
4
5
Switch 1 and Switch 3 Switch 2 and Switch 4
14 Versine in Switch and Lead Portion
Inner Outer Inner Outer
(Heel/
ATS) 0
1
2
3
4
5
15 Condition of Crossing Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
16 Type of Crossing
Left On Nose Right Left On Right
Wing Wing Wing Nose Wing
Rail Rail Rail Rail

18 Clearance of wing rail opposite Nose of crossing and Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
upto 450 mm towards heel end Inner Outer Inner Outer Inner Outer Inner Outer

19 Gauge and Cross Level
Straight Turnout Straight Turnout Straight Turnout Straight Turnout
Gauge
X-Level
Gauge
X-Level
Gauge
X-Level
Gauge
19.4 1 m behind ANC
X-Level
20.2 Other bearing, plates, keys, blocks, bolts and elastic
fastening
21 Check Rail Clearance Acute Xing 1 Acute Xing 2 Obtuse Xing 1 Obtuse Xing 2
21.1 Opposite ANC
22 Remarks

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lR;es o t;rs

Second Reprint 2004

New Delhi, T. N. RAMACHANDRAN

New Delhi, TIRATH PRAKASH

New Delhi, (V. K. Agnihotri)

PREFACE TO FIRST REPRINT TO IRPWM (1986)

New Delhi, (N. C. Bindlish)

“Indian Railways Permanent Way Manual” was published in the year

Committee. Thereafter, it was reprinted in the year 1999, incorporating

The present manual was issued in English only. It is now being

reprint incorporates Advance Correction Slips upto No. 93.

men, in maintaining the track upto the prescribed standards.

New Delhi (S.P.S. Jain)

Through packing—Conventional maintenance by beater packing 224. Maintenance by Measured shovel

Works incidental to regular track maintenance

PART ‘E’ 74 -83

PART ‘J’ 100 - 104

PART ‘K’ 105 - 108

CHAPTER III 109 - 127

PART ‘B’ 153 - 157

Short welded rails

PART ‘C’ 158 - 160

Long welded rails/Continous welded rails

Reference to LWR/CWR Manual 512.

CHAPTER VI 161 - 182

Action during accidents including breaches

CHAPTER IX 214 - 241

CHAPTER X 242 - 250

CHAPTER XVI 294 - 297

Annexure No. Particulars of sketch/Proforma Para reference

Annexure No. Particulars of sketch/Pro forma Para reference

CHAPTER I 105. Inspection by Higher Officials – (1)

116. Staff matters – The Assistant Engineer

PART ‘ B’ ordination with the Works, Bridge, Signalling and

140. Annual Maintenance Works – He 143. Action in case of Emergency –

PART ‘C’ 147. Knowledge of Rules and Signals –

152. Musters and Gang Charts/Diary

165. Assitance in placing Fog Signals – 170 Duties of Keyman -

CHAPTER II (i) New Delhi to Howrah- Rajdhani Route (via

2. Pre monsoon attention for Normally 2 to 4 days in a week should be devoted

208. Record of Work of Artisans and (ii) Change in jurisdiction.

(vi) The Permanent Way diagrams of Reconditioned sleepers

214. Musters – (1) The attendance of the (a) End of Divisions:

ANNEXURE-2/1 PARA 202

RAILWAY MAP OF INDIA

BANGALORE ARKONAM • • • CHENNAI

ANNEXURE-2/2 PARA 202

RAILWAY MAP OF INDIA

ANNEXURE-2/3 PARA 206

1 CH ART FO R G AN G N o __ ___ ___ __ ___ O V E R H A U LIN G W ORK SET

2 K ILO M E T R E __ ___ ___ __ ___ O R D IN A R Y W ORK SET TP

3 M AT E (N A M E ) __ ___ ___ __ ___ P IC K IN G U P W ORK SET

4 GANG STRENGTH __ ___ ___ __ ___ AT T E N T IO N T O P T S . W ORK SET

5 R A ILS __ ___ ___ __ ___ P R E TA M P IN G W ORK SET P RT

6 SLEEPER S __ ___ ___ __ ___ M A C H IN E TA M P IN G W ORK SET MT

7 FA S T E N IN G S __ ___ ___ __ ___ P O S T TA M P IN G W ORK SET PO T

8 D E P T H O F B A LL A S T C U S H IO N __ ___ ___ __ ___ M IS C /S Q U A R IN G W ORK SET

9 D E E P S C R E E N IN G __ ___ ___ __ ___ C L E A N IN G S ID E W ORK SET SD

10 O V E R H A U LIN G __ ___ ___ __ ___ AT T E N T IO N T O W ORK SET CR

1 CH ART FO R G AN G N o _ _ ___ O V E R H A U LIN G W ORK SET

2 K ILO M E T R E _ _ ___ O R D IN A R Y W ORK SET TP

3 M AT E (N A M E ) _ _ ___ P IC K IN G U P W ORK SET

4 GANG STRENGTH _ _ ___ AT T E N T IO N T O P T S . W ORK SET

5 R A ILS _ _ ___ P R E TA M P IN G W ORK SET P RT

6 SLEEPER S _ _ ___ M A C H IN E TA M P IN G W ORK SET MT

7 FA S T E N IN G S _ _ ___ P O S T TA M P IN G W ORK SET PO T

8 D E P T H O F B A LL A S T C U S H IO N _ _ ___ M IS C /S Q U A R IN G W ORK SET

9 D E E P S C R E E N IN G _ _ ___ C L E A N IN G S ID E W ORK SET SD

10 O V E R H A U LIN G _ _ ___ AT T E N T IO N T O W ORK SET CR

11 D E S T R E S S IN G _ _ ___ P U LL IN G B A C K W ORK SET

12 G A P S U RV E Y & R E C T IF IC AT IO N _ _ ___ R E A L IG N M E N T O F W ORK SET

13 D E TA ILS O F C U R V E S /B R ID G E S _ _ ___ C A S U A L S LE E P E R W ORK SET C SR

14 L -X IN G & S E J _ _ ___ C A S U A L R A IL W ORK SET CRR