NOT A CONTROLLED DOCUMENT

RUNNING
RAIL

Although efforts have been made to check this

document that it is up to date with current
standards, please check the information is correct
using the relevant standards.
 RUNNING RAIL
RUNNING RAIL

GAUGE

Maximum permitted variation in gauge between two consecutive sleepers.

Similar technique adopted as above over two consecutive sleepers - Actual end difference in gauges
noted.

When to take a reading using the multipurpose cage ensure that the gauge is placed on a centreline of

sleeper opposite the chairs.

When taking the reading for the variation gauge between two consecutive sleepers, take your reading

as above then go forward one sleeper, step back two sleepers.

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Running rail
Welded rail accounts for approximately 66% of the running rail in ballasted track, where
curvature restricts its use, short rails are installed. Two configurations of welded rail are
employed by LUL; long welded rail (LWR) and continuous welded rail (CWR). The long
welded rail sites are made up of either 95RBS bullhead rail or BS113A flat bottom rail, but
continuous welded rail is made up entirely of BS113A flat bottom rail.

Changes in temperature cause rails to expand and contract. Specific maintenance is

required to maintain track stability prior to the hot weather period in both short and welded
rails. It is also necessary to undertake certain precautions with welded rail during the hot
weather period relative to the critical rail temperatures and the posting of watchmen. The se
are fully explained in Track Handbook 6, Preventing track buckling.

Short rail

"any continuous rail less than 36.6m in length"

Long welded rail

`locations where up to 91.4 m length welded strings of rail are tight jointed or welded together
to form a single rail length over 200 m but not exceeding 730 m. Long welded rail may
incorporate insulated joints"

Continuous welded rail

`rail continuously welded together to form a single length over 200 m with no
maximum length. Continuous welded rail may incorporate insulated joints".

Rail wear

Apart from corrosion which affects the whole rail, the two areas affected by the passage of
traffic are the head and foot. The rail head suffers from head wear , sidecut , corrugation
and damage , the rail foot being affected by gall . Rail head wear takes place over a number of
years while sidecut and corrugation can occur over a short period of time, particularly if the
track mounted rail lubricators are not functioning correctly.

 Head wear - when the rail head wears, there is a reduction in clearance between the
wheel flange and fishplates. If the permissible head wear is exceeded the wheel flange can
ride on top of the fishplate resulting wear and damage to both vehicle and track components

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When the head wear is within 3mm or gall exceeds 1mm of the limits stated in the
standards, monitor rail wear by taking measurements at no more than 100m
intervals every six months until the limit is reached.

 Sidecut - on curved track, sidecut is normally caused by the action of the wheel flange riding hard
against the high rail on curves.

Intermittent sidecut can also occur because of local irregularities in alignment. This
is particularly noticeable on sections of short rails where intermittent sidecut is
reduced in the vicinity of the rail joints because the more rigid fishplates create a
flatter curvature. Where local irregularities are left unattended, eventually the small
sections of sidecut will overlap and become continuous. On straight track vehicle
'hunting' can also cause intermittent sidecut on alternate rails.

On curves where sidecut exists, the low rail mushrooms developing lipping,
particularly on the outside edge of the rail.

Sidecut requires to be monitored regularly by Patrolman during his routine inspections,

the measurements being taken at the same point so that the rate of sidecut can be
determined. When sidecut becomes more severe, Section Track Managers need to
undertake assessment every six months at 100m intervals with a minimum of 8
readings per curve.

The wear on the gauge face of the rail cannot b e allowed to exceed an angle of
26  to the vertical. Using a sidecut gauge, where the angle is exceeded, the rail
needs to be replaced. Refer to Track Handbook 19, Managing the critical aspects of
track for details of measuring sidecut.

REMEMBER!
Different sidecut gauges are used when measuring bullhead and flat bottom rail.

 Corrugation - there are two corrugation wave lengths, short wave which is visible
to the naked eye with an interval of between 30mm and 80mm and long wave which
is greater than 80mm.

They can only be removed by grinding (see TE -MTS-0304 the rail head and to
minimise component deterioration, the removal needs to be undertaken before the
depth of corrugation exceeds 0.04mm. Where the depth of corrugation is allowed to
exceed 0.08mm the increased vibrations and wheel noise will incur public complaints

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and if allowed to develop further, result in the premature failure of the track
components.

Where rail corrugation is allowed to develop uncontrolled, the fastenings used with
concrete sleepers are particularly susceptible to becoming life expired over a very
short time.

Corrugation has been found to occur on urban railways where the same type
of vehicles with the same running characteristics travel at the same speed
over a section of track.

 Rail damage - under the passage of trains running rails roll out and the rail ends can
become lipped (see plate 1). Where this is allowed to continue unchecked, in short rails
the expansion gap is reduced and in insulated rail joints there is a possibility of a short
circuit, particularly when the rails expand.

If rail end lipping is not removed, it will eventually break off leaving an irregular
surface (see plate which can contribute to rail end batter (see table 25) or even flaking
of the running surface.

Plate 1 Lipped rail joint. Note the reduction5in expansion gap at the running edge.
 RUNNING RAIL

Plate 2 Rail joint with lipping broken off.

Another problem, usually associated with bad rail joints is rail end batter where the
continual pounding of a poorly maintained rail joint causes the rail head to mushroom and
the potential for rail failure.

 Gall - under the passage of trains, the continual rubbing between the rail and rail
support (fretting) causes wear on the rail foot (gall). Damp locations, such as
tunnels, are ideal for developing gall and if debris is allowed to accumulate around
the chairs or baseplates the situation becomes exacerbated by the production of a
very fine paste which grinds away the rail foot.

If gall goes unchecked, the stress concentrations created in the rail foot can cause
the rail to break.

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Rail Grinding
The head of the running rail can be reprofiled by grinding (see TE -MTS-0304) and can be
used to remove corrugation which is identified from the Track Recording Vehicle data on
normal track recording runs. As an alternative, corrugation can be measured using a 1m
straight edge and feeler gauges.

Before undertaking any reprofiling of the running rail, Track Managers need to consider
the rail life in terms of age, head wear and sidecut and where reprofiling is planned, the
track needs to be fettled with particular attention to top and line.

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Look for Measure / observe Decide: By the budget year .....?
Lateral wear: Rail head side cut using Will lateral wear of the running edge
combined running rail and reach or exceed 14mm?
 Side cut (Plate 1B)
stock rail gauge (Plate 1A)
Will tolerances exceed + 3mm (wide
gauge) or -2mm (tight gauge)?
Remove all grease from rail
Concave wear edge before using gauge
Might concave wear develop to an
Check round curve in case
extent that causes risk of a wheel flange
sidecut is intermittent
riding the lip and unacceptable wheel
unloading?

Signs of "snowing"
(Plate 2A). Abnormal or
intermittent wear patterns
 Track gauge widening Track gauge with inspector's Will the variation in gauge between
showing that wear is gauge or, if using tape, three consecutive sleepers exceed
nearing limit ensure measurement is 3mm?
taken at correct position on
gauge face of rails (13mm
below head of rail)

Vertical wear: Will vertical wear of the rail head reach

or exceed 21mm (on track with only LUL
 Flattening & spreading
traffic) or 16mm (on tracks where BR
("mushrooming") of
Overall depth of rail using and LUL trains run)? is mushrooming
head of rail (Plate 3A)
callipers likely to cause risk of rail spread
breaking off?

 Rail edge (offside) Can on-track rail profile rectification

restore correct rail head profile and can
flaking of head and work be planned?
breaking out
 Chair gall Feel for ridge with fingers Will chair gall reach or exceed 2mm?
measure depth at chair
position and adjacent
position with callipers

8

Look for
Defects:
 Rail end batter and
dipped joints.
 Breaking out of rail edge
at joint.
 Corrugations (Plate 2B)
causing rail stress
 Wear patterns
 Scalloping, squats or
wheelburns (Plates 3B
and 4A)
 Gauge corner cracking
 Elongated arrow-shaped
cracks on gauge corner
 Rail corrosion
 Excessive wear on
adjustment switches in
long welded rail
 Broken or damaged
switch clamps
RUNNING RAIL
Measure / observe
Measure rail end batter by
using 1m straight edge.
Measure dip by placing 1m
straight edge on top of rails
at a joint and measure
down from centre (500mm
mark) to rail end using
feeler gauge (Fig 1)
Shimming of rail joints
where dips and/or batter
exist
'Roaring' or wheel noise
using noise meter
Depth of corrugations using
straight edge and feeler
gauges
Depth of scalloping, squats
or wheelburns using dial
gauge on straight edge or
feeler gauge
Depth and extent of cracks
Visual inspection of rail
(particularly the web) -
scrape with chisel
Extent of wear
Number and location of
damaged components
9
Decide: By the budget year .....?
Will the batter or dip reach or exceed
3mm?
Is the number / length of dipped joints
an issue?
Will additional shimming be able to
rectify the condition?
Will there be a risk of premature failure
of track components due to excessive
vibration?
Will extent of these defects increase the
risk of rail head fracture?
Is their number / length an issue?
Will cracks develop into squats or taches
ovales causing rails to fail or be at limit
of wear?
Is it likely to cause rails to fail or be at
limit of wear?
Will the condition produce loss
of alignment or track out of tolerance
on gauge which cannot be corrected by
maintenance?
 RUNNING RAIL

Preventing buckling in short rails

In short rail sites, the build-up of compressive forces during hot weather is relieved
through expansion gaps at the rail joints. Resistance to lateral track movement is
provided by the ballast/sleeper interface and the shoulder ballast. During periods of
hot weather, the condition of short rail sites needs to be monitored and work
undertaken to ensure that the rails are able to expand and contract freely.

Maintenance


To control the effects of temperature stresses in the rails and ensure that track
stability is maintained, you need to take the following.

Before the start of the 'hot weather period', measure the rail lengths and expansion
gaps in cess and six foot rails and take the rail temperature. Record this data on
form TB1 (see attachment 2). When completed, this form needs to be forwarded to
the Track Manager.

Using the information on form TB1, calculate the total length of existing expansion
gaps.

If the total length of expansion gaps is the same as or more than the values shown in
tables 12 and 13 for the appropriate type of track, you need take no further action
except to ensure that expansion is evenly distributed.

If the total length of expansion gaps is less than the values shown in tables 12 and
13, you need to cut the rail or install an additional short rail to provide adequate
expansion.


During the annual assessment of short rails, if there are more than six consecutive
joints without expansion gaps you need to adjust the rails before the start of the
'hot weather period'.
If the rails are in 36.6m lengths, use the values shown in table 13 which assumes
that the middle section of each rail is secure against movement. If, however, the rails
are free to move over their whole length, the values in table 12 should be used
instead.

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Specific safety precautions to prevent buckling

during track renewal
Rerailing

When rerailing is carried out, the rail temperature needs to be taken and the rail
expansion gaps set, using expansion irons. To ensure the free expansion of rails,
grease needs to be applied to the fishing angles of both rails and fishplates before
assembly. During the 'hot weather period', the fishbolt torque (see table 13) needs to
be checked on the day following rerailing and corrected accordingly. When Rerailing,
ensure rails are left on site for a minimum of three weeks before installation to allow
them to attain the ambient temperature.
Rail joints
When fishplates are replaced, the fishbolts must be tighten ed progressively in the order 2,
3, 1, 4, using a torque spanner set to the correct torque (see figure 4, table 14. Six hole
glued insulated blockjoints and four hole Benkler insulated blockjoints are under evaluation
on certain sites on the network.

In March of each even-numbered year (e.g. 1996), remove the fishplates, clean

and examine the fishing angles of the fishplates and rails for fractures, then grease

and reassemble the joint replacing nuts, fishbolts or washers if necessary .

In March of each odd-numbered year (e.g. 1997), slacken fishbolts, loosen

fishplates and then tighten fishbolts to the correct torque .

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Table 14: All rail joints: torques

Joint type Torque (Nm)

Fishplated joint (Black bolts) 270
Tight joint (HT bolts) 1300
Insulated blockjoint (HT bolts) 1300
Benkler joint (HT bolts) 1300
Glued joints 1020
Tenconi running rail joints 1200
Tenconi 33C1 check rail joints 520
Black bolts for slide chairs, crossings and switch blocks 475
High tensile steel fishbolts and steel transfer block bolts 25mm dia 881
High tensile steel fishbolts and steel transfer block bolts 29mm dia 1020
High tensile steel slide chair or baseplate bolts 25mm dia 881
High tensile steel slide chair or baseplate bolts 29mm dia 881
Bolts securing locked wheel ramps 29mm dia 900

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3.0 Track inspection Gauge Functions.

The gauge measures running rail, check rail, and conductor rail geometry

Measurements that may be made using the gauge as follows:-

Super-elevation (cant) (see 8.1)

Track gauge (see 8.2)
Check rail gauge (see 8.3)
Flange way width (see 8.5)
Check rail height (see 8.5)
Negative rail height (see 8.6)
Negative rail Lateral (see 8.8)
Positive height rail (see 8.8)
Positive rail lateral position (see 8.)

In addition some functions of the gauge can be locked and the gauge can then be used as a
fixed gauge (see 9.0)

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4.0 Illustration/Description of Terms (Diagram A)

Refer to ‘diagram A’ to identify all the terms used in this text. Where references to the
diagram are included in the following text, the references have been printed in italics.

5.0 Storage of Gauge

When not in use this gauge should be stored horizontally, If the gauge has to be propped in
a vertical position it should only be Carefully stood on its “sprung end”, with the gauge
locked.

6.0 Carrying the Gauge

When being transported, the positive rail arm should be set in the retracted position.

7.0 Setting up the Gauge

7.1 Shoulder Strap

The shoulder strap must be removed prior to use, to prevent entanglement with any part of
the track.

7.2 Positive Rail Arm

The positive rail arm must be extended, until the positive rail laterial position scale reads
zero against the arrow on the inner side of the scale plate.

7.3 Positive Rail Height Scale

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The positive rail height slide may be secured in the up position using the positive rail slide
lock screw, should its use not be required.

7.4 Balance Point

The gauge is balanced about its centre for carrying during use (with the strap removed).

7.5 Placing the Gauge on the Track

Place the locating leg on the sprung end onto the running rail. Compress the gauge and
lower the unsprung end onto the other running rail. Release the pressure on the spring until
the locating leg on the unsprung end contracts the running edge.

Check that the gauge is sitting square to the track.

8.0 Using the Measurement Functions of the Gauge

8.1 Super Elevation Measurement (Cant)

The super elevation (in mm), is read directly from the cant scale using the mid-point of the
bubble. The scale allows 160mm super elevation at the positive rail arm end and 20mm at
the sprung end exceed 20mm - then the gauge must be turned around.

The scale can be illuminated by pressing the illumination button. Use this sparingly to
preserve the battery - which can only be changed during re-calibration (see 12.2 & 12.4).

8.2 Track Gauge Measurement

Ensure that the sprung end lock is released. The track gauge can be read directly from the
track gauge scale.

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NB the measurement of track gauge recorded by this gauge takes no account or rail wear.
To obtain running rail gauge, the side wear on both rails needs to be establish, and added
to the track gauge measurement.

8.3 Check Rail Gauge Measurement

Ensure that the sprung end lock is released.

NB The check rail gauge measurement given by this gauge is between the worn flangeway
edge of the check rail and the unworn edge of the running rail. It must be noted that the
gauge takes into account wear on the check rail, but not on the high rail, which must be
established using the rail head and sidewear gauge.

To obtain the measurement, locate the upsprung end firmly against the high rail then pull
back the sprung end until the inner reference edge for check gauge scale.

8.4 Flangeway Width Measurement

Ensure that the sprung end locating leg is in contact with the running edge. Then pull the
flangeway trigger until the check rail is contacted. The flangeway width can be read directly
from the flangeway width scale.

8.5 Check Rail Height Measurement

Release the check rail height knob from the spring catch. Pivot the knob until a stop is
reached. Then press the check rail height knob vertically down until the rail head is
contacted. The check rail height above (max 30mm) or below (min 10mm) the running rail
can be read from the check rail height scale.

Re- secure the check rail height knob back in the spring catch after use.

8.6 Negative Rail Height Measurement

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The negative rail height slide is fixed in the up position by a spring. To use, push the scale
down until the conductor rail blade contacts the conductor rail (it should align with the
centre of the rail). The height of the conductor rail above the running rail top (in mm) is
measured on the scale.
8.7 Negative Rail Lateral Position Measurement
With the negative rail lateral position scale set at zero (the spring locks as this point) the
conductor rail blade should contact the centre of the conductor rail. If the centre of the rail
does not align with the blade - reset the blade until it does - read the offset from the scale.

8.8 Use the positive rail lateral positioning knob to set zero on the positive rail lateral
position scale. Release the positive rail slide lock screw and the lower the positive rail slide
onto the head of the positive conductor rail above the running rail top (in mm) is measured
on the positive rail height scale.
8.9 Positive Rail Lateral Position Measurement
The positive rail slide when contacting the top of the rail should sit on the centre of the head
when the positive rail arm, (Using the positive rail lateral positioning knob), is set at zero on
the positive rail lateral position scale.
To obtain a more accurate measurement of the centre of the positive conductor rail from
the unworn running edge, use the following procedure. (NB not to done with live current
rail).
Withdraw the positive rail arm using the positive rail lateral positioning knob, until the
conductor rail blade drops down the side of the conductor rail. Ensure proper contact
without overtightening.
Read the measurement of the positive rail lateral position scale. Then calculate the position
of the conductor rail centre from the unworn running edge by subtracting the reading from
half the conductor rail width (measured separately).
Ex: 100mm width conductor rail
1/2 width =50mm
(Assume) 40mm reading on scale
Subtract 40mm from 50mm = 10mm
Therefore the centreline of the conductor rail is 10mm further from running rail than
required.

NB Remember that this gauge does not measure from the worn running edge of the
running rail.

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9.0 Using the Fixed Gauge Functions of the Gauge

Some features of the gauge can be locked in position so that it can be used as a fixed gauge.
9.1 Track Gauge
The sprung end of the gauge can be locked in the normal track gauge setting of 1432mm, by
means of the sprung end lock.
Again remember this gauge does not measure the running rail gauge.

9.2 Positive Rail Height Measurement

The positive rail slide can be locked to any desired height using the positive rail slide lock
screw. (This is especially useful when setting up ramps).
10.0 Record Results
11.0 Removal of Gauge
The gauge should be removed by compressing the body of the gauge against the sprung
end. And lifting the unsprung end up. Lock the various slides in position and refit the
shoulder strap if necessary.
12.0 Care of Gauge
12.1 Cleaning
The gauge may be cleaned by wiping with a damp cloth. Thinners must not be used. Care
should be taken to avoid dirt entering the gauge mechanisms, as this may reduce the
effectiveness of the springs.
12.2 Batteries
These can only be replaced when the gauge is returned for calibration. Use the batteries
sparingly. Under normal use they will give about 2000 10 sec bursts of illumination.
12.3 Storing
Store as noted in 5.0
12.4 Calibration
The gauge must be returned for calibration at regular intervals in accordance with LUL
Standard No. TE QAS 0108.

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


 











?









 
 

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



 




 

























 
 
 







22
 RUNNING RAIL



  
 

  
 




  
 

  
  
 

 






23
 RUNNING RAIL




 








 
 
 

 


24
 RUNNING RAIL
4 Rail condition

4.1 Running rail - side wear as measured with the head wear and side wear gauge

Standard Tolerance - all categories Min Notes

action
4.1.1 Running rail - side Headwear mm
wear on track used by LU
stock only and which is

10
12
14
16
18
19
1
2
3
4
6
8
outside fishplate limits

SS Replace/turn (1) (2)

or transpose
rail within
1 week

9.5
10
11

9
8
7
6
5
3
2
1
0
Maximum permitted side ML Plan (1)
wear as measured 13mm replacement
depending
below the running surface of
on rate of
the rail head. The allowable wear
9
8
8
7
6
5
4
3
2
1
0
0
sidewear is a function of the
headwear with reference to
the profile of a new rail.

Applies to track used by LU MT Monitor to (1)

stock only which is outside of determine
rate of wear
1.5 metres of the centreline
7
6
6
5
4
3
2
2
1
0
0
0

of a rail joint.

(1) These limits are to be applied to one side of the rail only. Application to both sides of the rail would
result from reversal of the rail’s flexure, which is not permitted in a high-rail situation.
(2) See S1157 for restrictions on turning or transposing rail.
Rate of change of sidewear. SS 6mm (over a distance of 1.5 metres the Consider
Maximum permitted maximum permitted decrease of side wear imposing a
shall be 3mm) speed
decrease of side wear over a
restriction
distance of 3 metres and grind to
provide
longer
transitions
within 1 week
Running rail -
side wear Head wear
New profile

13mm
Sidewear

Angle
Worn profile

25
 RUNNING RAIL
4.1 Running rail - side wear as measured with the head wear and side wear gauge
(cont/d)

Standard Tolerance - all categories Min action Notes

4.1.2 Running rail - Headwear mm
side wear at fishplates

> 11
11
10
1

8
or on track used by
TOC stock

SS Replace/turn or (1) (2)

Maximum permitted side transpose rail
wear as measured 13mm within 1 week

11

0
below the running surface
of the rail head. The
allowable side wear is a
ML Plan (1)
function of the headwear
replacement
with reference to the depending on
8

0
profile of a new rail. rate of wear
Applies within fishplate
limits i.e. 1.5 metres of
the centreline of the joint, MT Monitor to (1)
or on track used by TOC determine rate
1.5
of wear
stock.
6

0
(1) These limits are to be applied to one side of the rail only. Application to both sides of the rail would
result from reversal of the rail’s flexure, which is not permitted in a high-rail situation.
(2) See S1157 for restrictions on turning or transposing rail.
Rate of change of SS 6mm (over a distance of 1.5 metres the Consider
sidewear. Maximum maximum permitted decrease of side wear imposing a
shall be 3mm) speed restriction
permitted decrease of
and grind to
side wear over a distance provide longer
of 3 metres transitions within
1 week
Running rail -
Head wear
side wear New profile

13mm
Sidewear

Angle
Worn profile

26
 RUNNING RAIL
4.2 Running rail – Side wear

Tolerance for track category Minimum

Standard A B C D action Notes
SS 0 0 0 0 Replace/turn or (1)
Maximum permitted side
transpose rail within
wear on running edge.
1 week
Measured with standard side
(1) See S1157 for restrictions on turning or transposing rail.
cut ‘go/no-go’ gauge.
ML 3 3 3 3 Plan replacement
Limiting values in mm of depending on rate of
clearance between gauge wear
and web of rail. MT 5 5 5 5 Monitor to determine
Note: currently this gauge rate of wear
should only be used to
measure stock rail wear at
switch tips; see Handbook 4
for method of use.

4.4 Running rail – headwear as measured with the headwear and sidewear gauge

Standard Tolerance - all categories Min action Notes

4.4.1 Running rail - Sidewear mm
headwear on track
used by LU stock only

11
10
1
2
3
4
5
6
7
8
9
0

and which is outside

fishplate limits

SS Replace
Maximum permitted head
within 4 weeks
wear allowable (excluding
19
18
16
14
13
12
10

rail gall) based on a

8
6
4
2
1

nominal rail depth of

145mm for 95RBH rail
and 159mm for 56E1
(BS113A) FB rail. ML Plan to
replace within
The allowable headwear 6 months
18
16
14
12
10
8
6
4
2
1
0
0

is a function of the depending on

sidewear (see also 3.4 rate of wear
Table 4.1.1).
Applies to track used by MT Monitor every
LU stock only, which is 6 months to
outside of 1.5 metres of establish rate
16
14
12

the centre line of a rail

8
6
4
3
1
0
0
0
0

of wear
joint.

27
 RUNNING RAIL
4.4.2 Running rail - Sidewear mm
headwear at fishplates

11
10
0
1
2
3
4
5
6
7
8
or on track used by
TOC stock

SS Replace
Maximum permitted head
within 4 weeks
wear allowable (excluding

10.5

1.5
11
14

10
8
6
4
3
2

1
rail gall) based on a
nominal rail depth of
145mm for 95RBH rail
and 159mm for 56E1 ML Plan to
(BS113A) FB rail. replace within

1.5
6 months

12
10
8
6
4
3
2

1
0
0
The allowable headwear
depending on
is a function of the
rate of wear
sidewear (see also 3.4
Table 4.1.2). MT Monitor every
6 months to
Applies within fishplate
establish rate

1.5
limits i.e. 1.5 metres of
10
8
4
3
2

1
0
0
0
0
of wear
the centreline of the joint,
or on track used by TOC
stock.

28
 RUNNING RAIL



 










?









 
 

 
 
 
 
 

29
RUNNING RAIL

30
 RUNNING RAIL



 

  
 








 
  
 



 



4.3 Running rail – chair gall

Tolerance for track category Minimum

Standard A B C D action Notes
Maximum permitted depth of SS 3 3 3 3 Replace rail within (1)
chair gall on the underside of 4 weeks
the rail. ML 2 2 2 2 Plan to replace within
6 months depending
on rate of
development
MT 1 1 1 1 Monitor every
6 months and plan
replacement
(1) Consider imposing a speed restriction if the gall is extensive.

 
 

31
RUNNING RAIL

32
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33
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34
RUNNING RAIL

35
RUNNING RAIL
Various rail defects

36