KTMB - Permanent Way Manual - Volume 2 of 2 - 2015

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KERETAPI TANAH MELAYU BERHAD
PERMANENT WAY
MANUAL \
VOLUME 2/2
2015
~ICTIIII
Permanent Way Manual
Document Approval
List of Volumes and Chapters
VOLUME 2- PART IV
PART CHAPTER DESCRIPTION

20 Works Planning
21 Track Maintenance System

22 On-Track Machines for Track Maintenance Works
23 Creep Control and Other Track Works
24 Welding of Rails
25 Welded Rails Laying and Maintenance
26 Realignment of Curves
IV 27 Rails Defects and their Rectification
28 Maintenance Track Component

29 Procurement and Distribution of Ballast
30 Ballast Cleaning
31 Maintenance of Formation
32 Track Renewal Systems
33 Reconditioning of Track Materials
34 Vegetation Control
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Contents
List of Volumes and Chapters
VOLUME 2- PART V
PART CHAPTER DESCRIPTION
35 Duties of Regional Engineer
36 Duties of Chief Permanent Way Inspector
37 Duties of Permanent Way Inspector
38 Duties of the Ganger
39 Track Maintenance Operations
40 Inspection and Maintenance of Turnouts
41 Inspection and Maintenance of Bridges

42 Inspection and Maintenance of Tunnels
43 Precaution Before and During Rainy Season
44 Accidents
45 Execution of Works, Speed Restrictions and Indicators
V
46 Level Crossing
47 Patrolling of Railway Lines
48 Working of Trolleys and Trailers
49 Working of Self-Propelled On-Track Machines
50 Schedule of Inspections
51 Procedures for Obtaining Sanctions

52 Safety on Track
53 Plant and Machinery
54 Training of Permanent Way Staff

55 Maintenance Near Signalling Installations
56 Maintenance of Track In Electrified Lines

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I

(!iiCTIIII Contents
VOLUME 2
PART IV
TRACK MAINTENANCE
SYSTEMS
AND
METHODS
: I
Permanent Way Manual Part IV
W orks Planning Chapter 20
Chapter 20
Works Planning
Do cument History
Issue Date Descript ion
0 May,2015 First Issue
Authorised By:
Signature:
Date: 2 8 MAY 2015
© KTMB Rev. 0 Page 1 of 47

Works Planning Chapter 20
TABLE OF CONTENTS
20.1 MAINTENANCE STRATEGY ...................................................................................... ....... 3

20.2 PLANNING OBJECTIVE .................................................................................................... 3
20.3 CATEGORIES OF PERMANENT WAY WORKS ............................................................. .4
20.4 FACTORS INFLUENCING THE MAINTENANCE INPUTS ........... .................. ................. .4
20.5 METHOD OF PLANNING .... ............................................................................. ...... ............ 4
20.6 PREDETERMINED MAINTENANCE WORKS .................................................................. 5
20.7 CONDITION-BASED ITEMS OF WORKS ......................................................................... 6
20.8 WORKS PLANNING PROCESS ........................................................................................ 7
20.9 PROSPECTING .................................................................................................................. 7
20.10 PROGRAMMING ................................................................ ................................................ 8
20.11 REPORT ON THE EXECUTION OF THE WORKS (Actual Performance) ...................... 11
20.12 INSPECTION ................................................ .................................................................... 12
20.13 MONITORING ..... ..................................... .................................................................... .... 13
20.14 SUMMARY OF THE STEPS IN WORKS PLANNING ..................................................... 13
LIST OF ANNEXURES ......................................................................................................................... 16
Annexure 20.1 - Methodology to be followed for Inspection of Track ................................................... 17
Annexure 20.2 - Estimation of Materials (Form PTM 1) ..................................................................... 19
Annexure 20 .3- Estimation of Works to be Executed (Form PTM 2) ................................................. 23
Annexure 20.4 - Month-wise Work Schedule (Form PTM3) ............................................................... 40
Annexure 20 .5 - Maintenance Programme Diagram ......... ................................................................... 41
Annexure 20.6 -Weekly Programme (Form R 1) ................................................................................43
Annexure 20 .7 - Weekly Report (Form R2) .... .................. .................................................................. 44
Annexure 20.8- Comparison of Work Load with that of the previous Years ........................................ 45
Annexure 20.9 - Planning for Machine Utilisation ................................................................................. 46
Annexure 20.10 - Planning for Line Possession ...................................................................................47
© KTMB Rev. a Page 2 of 47

20.1 MAINTENANCE STRATEGY
20.1.1 In principle, maintenance is categorised as preventive or corrective as shown below:
Maintenance
Preventive Corrective
Maintenance Maintenance
~ondition based
Maintenance
Predetermined
Maintenance
I*Deferred~ ~*Immediate
*Scheduled
continuous or *Scheduled
on request
20.1.2 Preventive maintenance is a fundamental, planned maintenance activity designed to

ensure that the track as a whole and its components does not need premature
replacement before they reach their design life and to avoid premature failure that results
in expensive repairs. lt is also a program of maintenance to ensure that the track quality
rates of deterioration are within acceptable norms. Preventive maintenance includes:
• Systematic inspection and early detection of defects

• Prevention of incipient failures
20.1.3 Preventive maintenance is the foundation of the entire maintenance strategy. If the
preventive maintenance program is effective, corrective maintenance need not be
required. Corrective maintenance are unplanned activities that incur higher costs and
disrupts daily operational schedule.
20.1.4 Preventive maintenance activities include partial or complete track component overhauls
at specified periods. In addition the track conditions are continuously monitored and rate
of deterioration analysed to enable correct scheduling for replacement or repair of worn
or deteriorating parts. The work can then be carried out in time before they cause system
failure.
20.2 PLANNING OBJECTIVE
20.2.1 Planning of maintenance activities involves the matching of the available resources with
the work load. Accurate forecasts of the work load are necessary for the preparation of a
workable plan.
20.2.2 For the identification of works, systematic inspection of track is essential. The output
obtained from the track recording car also helps to achieve the purpose.
20.2.3 The Work Plan fulfils the important task of projecting the track works to be carried out.
Besides it indicates the allocation of track materials and deployment of men and
machines, for carryir.g out these works.
©KTMB Rev. 0 Page 3 of 47

I<TM Works Planning Chapter 20
20.3 CATEGORIES OF PERMANENT WAY WORKS
20.3.1 Permanent Way works fall mainly in the following three categories:
1. Repair, maintenance and renewal of track components and materials
2. Rectification of track geometry
a) Manual Method
b) Mechanised Method
3. Off-Track Maintenance works
20.3.2 The amount of work required to be carried out, in each of the above categories is closely
interrelated. Badly maintained and worn out track components would require track
geometry to be rectified more often. Similarly, poorly maintained track geometry or
poorly maintained off-track elements can lead to faster degeneration of track
components and lead to poor track stability and poor quality.
20.4 FACTORS INFLUENCING THE MAINTENANCE INPUTS
The track maintenance requirement of a particular section depends upon:
• Classification of the line.

• Track components, type and age.
• Traffic loads and density.
• Topography, atmospheric and environmental conditions.
These factors are taken into account in formulating the works plan.
20.5 METHOD OF PLANNING
20.5.1 For the works required to be carried out in a calendar year Y, all item of works are listed
out by the end of year Y-1 for each of the Sectional Gangs. Material, men and machines
required for carrying out these works are then worked out. The resources available are
matched with the requirement. Ways and means are found to maintain the track at the
desired standard by mustering additional resources or by postponing certain non-
essential items of work.
20.5.2 For exercising proper control, annual plan is converted into monthly plans. In monthly
plans, the works required to be carried out in a particular month are listed out in detail.
From the monthly plan, the Permanent Way Inspector, bring out weekly schedules of
work. These schedules are handed over to the Ganger of the Sectional Gangs, for
carrying out the track works.
20.5.3 In order to carry out the works planning, the maintenance works required to be carried
out in a particular year are identified into pre-determined maintenance works (or
scheduled works) and condition-based maintenance works.

20.6 PREDETERMINED MAINTENANCE WORKS
20.6.1 This refers to the works to be executed at specified intervals. The following are included
in the scheduled works:
TABLE T-20.1
Predetermined Maintenance Works

.N.o. •••• Item .•.•. <
.· · •·•· · ·•· · . x\ ~ •••••••••••••••• •:c<.?·•.· •
1. Ballast cleaning/Deep Class 1 & 2 .... 0nce in 10 years See Chapter 30 (Ballast
screening Class 3 ........... 0n condition Cleaning)
basis
2. Shallow ballast Minimum once a year See Chapter 30 {Ballast

screening, Boxing and Cleaning)
dressing of ballast
3. Lubrication of rail joints Twice a year See Chapter 39 (Track

maintenance operations), &
Chapters 18 (Creep Control
and Other Track Works)
4. Cleaning of drains and Monthly and Spot cleaning as See Chapters 18 (Creep
water ways, weeding required Control and Other Track
and maintenance of Thorough cleaning once a year Works) & Chapter 39 (Track
cess maintenance operations)
5. Through Once every 2 years Refer also Chapter 22 and 49.

tamping/Lining (Plain
Track)
6. Turnouts Once a year for Main Lines, Refer also Chapter 22 and 49.
Tamping/Lining Others - Once every 2 years /or
as required based on condition
7. Track and Track Daily Refer Chapters 47 and 50.
component Hot weather when rail
Inspections, Ultrasonic temperature exceeds td + 1o·c
testing and Patrolling
Wet weather
(Daily, Hot Weather
and Wet-Weather)
20.6.2 The schedules for the above mentioned items would differ from section to section, and
are indicated above as a good practice guide. Further changes may also have to be
made from year to year, taking into account the actual need of such works.
20.6.3 For the surfacing of track, the mode of working is to be decided. This depends upon:
• Type of track structure

• Availability of machines and
• Authorized Speed for the section.

All scheduled maintenance shall be done by machines. Where machines are not
available and in emergency, manual maintenance with beater packing or portable hand
tampers may be resorted to.
20.7 CONDITION-BASED ITEMS OF WORKS
20.7.1 Items required for the maintenance of track other than those listed in clause 20.6.1, are
termed as condition-based items it will cover the following·
. -P~~.sHJ>fi<'>i-1
1
Noo ji .Type_ ..
·· ·.·. •· • · . •· · · · · ·•. ·.·.· .. •·.·•·•• L
1. Material Replacement of worn out, missing and defective

overhauling/Track components, Replacing rails where required,
renewals Replenishment of ballast where needed
2. Condition-based • Tightening of loose fastenings
• Attention to track geometry
• Lubrications of joints, Correcting wear of fishing
surfaces
• Re-gauging of sleepers
• Maintenance of components (such as oiling and
greasing) to avoid reduction of their lifespan
• Grinding burrs of rail ends
• Correcting expansion gaps
• Squaring and spacing of sleepers
• Spot renewals of unserviceable sleepers
• Ballast profiling
• Attention to Turnouts & Components .
• Attention to Switch expansion joints, Rail expansion
joints etc.
• Attention to drainage
• Repairs to formation
• Attention to Bridges
• Attention to Tunnels
• Attention to Level Crossings
• Attention to Yards and Sidings
3. Spot Tamping, Partial Lining and Levelling and Joint levelling.
Manual Spot and Realignment of curves.
Localised Surfacing
and Alignment
4. Rail Maintenance Adjustment of creep, Adjustment of joint gaps
Re-stressing of CWR & LWR track
Spot welding of rails
5. Turnout maintenance Adjustment of creep, ballast cleaning and drainage,
repair and component replacement
6. Miscellaneous works Joint working and coordination with other KTMB
Divisions, Projects and Third Parties
The quantum of work under these items can vary considerably from year to year.
20.7.2 The volume for such works as carried out in the previous years can provide an important
guideline for estimating the work for the ensuing year. The planning proforma, recorded

using standard computer software, can form a quick database that provide easy access
to data of work done in the previous years.
20.8 WORKS PLANNING PROCESS
20.8.1 The process involved in maintenance works planning are in the following order:
1. Prospecting of the work to be done for the following year. This is to be

supplemented with an analysis of the track condition based on inspection
reports, incidence reports and track quality recording by the EM120 Track
Recording Car (and OMS equipment). Using track geometry data and fault
reports, current condition is compared to the targets. The extent of the
difference between current condition and targets indicate where maintenance
activities are to be prioritised.
2. Working out the requirement of materials, men and machines for the execution
of identified works.
3. Programming work for the year.

4. Report on the execution of the actual work.
5. Inspecting the work done to ensure that quality is maintained.

6. Monitoring the outcome of the work physically executed.
20.8.2 In the following clauses, the method of works planning is explained in detail. The
proforma required to be filled, the scrutiny to be exercised at various levels and the field
level supervision required for proper implementation of the plan, have been brought out.
20.9 PROSPECTING
20.9.1 Prospecting involves determination of the amount of work to be executed in the following
year. An assessment of the corresponding requirement of materials, manpower, and
machines to maintain the track to the prescribed standards is then made. lt requires the
personal inspection of each kilometre of track by the PWI along with the Ganger (or
Patrolman). During these inspections, they make assessment of the following items:
1. The type of maintenance works that are needed in the following year based
on the track condition at various locations.
2. Quantum of work to be executed in the following year.

3. Materials requiring renewal/reconditioning.
4. Additional materials required to strengthen the track structure
5. Manpower required for the execution of work

6. Requirement of on-track machines.
7. Line Possessions needed.

20.9.2 Material Prospecting
20.9.2.1 The PWI shall personally inspect the stretches of track in each Gang's length along with
the Ganger to assess the requirement of track materials. Any component that is not
expected to give a further service life of 18 months shall be planned for replacement. The
PWI shall arrange to mark all defective material in waterproof paint or colour as under:
©KTMB Rev.O Page 7 of 47

Permanent Way Manual Par! IV
1. Materials to be replaced........... White
2. Materials to be repaired........... Yellow
3. Materials to be adjusted........... Blue
20.9.2.2 The methodology to be followed for inspection of track is indicated in Annexure 20.1.
20.9.2.3 The requirement of materials shall be recorded in Form PTM 1 (as per Annexure 20.2)
and forwarded to the CPWI and the Regional Engineer. The CPWI shall verify the
correctness of the estimates conducting checks of at least 10% of the requirements. The
Regional Engineer shall conduct check at random.
20.9.3 Quantification of Works to be executed
20.9.3.1 The PWI shall also estimate the amount of work to be executed in the following year in
each gang's length and group them under predetermined (scheduled) and condition-
based categories as has been described earlier in Clause 20.6 and 20.7.
20.9.3.2 The assessment is recorded in Form PTM 2 (as per Annexure 20.3) - under relevant
sub-items of work. (As an illustration, the amount of work for a typical PWI's unit is
arrived at in this Annexure).
20.9.3.3 The information gathered by the PWI during his routine inspections throughout the year
and from the various inspection registers, shall also be reflected under relevant sub-
items of work in Annexure 20.3.
20.9.3.4 Where work load cannot be precisely estimated, the PWI shall take the amount of work
executed in the previous year as a guide in arriving at a realistic assessment. For this
purpose the form at Annexure 20.8 can be used.
20.9.4 Manpower Planning
20.9.4.1 The PWI shall record the man-days required for execution of each of the items of work
listed at Clause 20.5.2.1 & 20.5.3.1 in Form PTM 2 (Annexure 20.3).
In estimating the unit output of work by labour or by machines, the PWI shall be
guided by the actual output in the previous year.
20.9.4.2 Where machine tamping is planned, the PWI shall assess the manpower required for
pre-tamping and post-tamping work. He shall also estimate the machine-hours required
for such maintenance work by machines. He will need to coordinate with the Regional
Engineer to ascertain the expected productivity of the machine that will be deployed in
his area.
20.9.4.3 The man-days required for each item of work shall then be summarized as brought out
on page 3 of Annexure 20.3. The available man-days per Gang shall be worked out for
the whole year as on page 2 of Annexure 20.3.
20.9.4.4 As an illustration, the manpower requirement is worked out for a typical PWI section in
Annexure 20.3.
20.10 PROGRAMMING
20.10.1 Drawing up the Annual Maintenance Programme:
20.1 0.1.1 The Annual Maintenance Programme shall be carefully drawn up by the PWI to
allocate the jobs to the Gangs at the identified location during specific periods. Details
collected from the following reports shall be utilized for this purpose:

1. Survey Report in Form PTM 1 (Annexure 20.2).

2. Information recorded in Annexure Book Form PTM 2 (Annexure 20.3).
3. Prescribed schedule for carrying out regular annual maintenance
works.
20.1 0.1.2 While preparing the Annual Maintenance Programme, the following aspects shall be
l<ept in view.
1. Existing gang strength
2. Working day in each month
3. Availability of:
• Temporary labour
• Tools and plant
• Line Possession
• Projects and Third Parties works
• Other resources
20.1 0.1.3 The PW I shall prepare work schedules for each Gang-length, allocating the work to be
executed during each month of the ensuing year. He shall also allocate the regular
annual maintenance works like turnout maintenance, patrolling and lubrication of rail
joints during the specified periods in the year. The month-wise work schedule for all the
12 months shall be prepared for each Gang-length in Form PTM 3 (Annexure 20.4) by
the PWI and submit to the CPWI for his approval.
20.10.1.4 The CPWI and the Regional Engineer shall modify the programme, if required, taking
into account the information given in Form PTM 2 (Annexure 20.3), and the availability
of resources in the entire Region as also the relative priorities amongst the needs of
different PWis. The amended programme shall be returned to the PWI.
20.10.1.5 The PWI shall then prepare the final approved Annual Maintenance Programme for the
ensuing year in quadruplicate and submit a copy each to the CPWI , the Regional
Engineer and the General Manager Perm anent Way Division . One copy of the schedule
for every month shall be supplied to the Ganger before the beginning of the month.
20.10.2 Maintenance Programme Diagram
The final approved programme for the following year is also reflected in a Maintenance
Programme Diagram (as per Annexure 20.5). The PW I shall prepare one diagram for
each Gang as indicated below:
1. Show physical features like stations, kilometre and quarter kilometre posts and track
structure and components at the bottom of the chart.
2. Show the location, direction and degree of curves at the bottom of the chart.
3. Indicate the total quantum of work to be done for the year in respect of Tamping
works, Surfacing, Weeding, Patroll ing etc., and the location at the top of the chart.
4. Indicate the work to be done in each day and its location as shown in the enclosed
diagram, adopting the following colour scheme.*

Work Type Colour

Tamping works Red
Joint leveling Yellow
Partial leveling Red with stripes
Spot renewals Orange
Oiling & Greasing Blue
Cleaning of Waterway & Drainage Voilet
Other works Black line or Hatched area
with indication of work.
20.10.3 Programming for Man-power:

The forecast of manpower required for various works as indicated by the PWI in Form
PTM 2 (Annexure 20.3), shall be received by the CPW I and the Regional Engineer who
shall programme to arrange the required supplementary manpower if required. As an
alternative, the manpower requirement may be met by outsourcing to contractors in
accordance to guidelines laid down by the General Manager Permanent Way.
If the calcu lation shows excess manpower, the CPW I and the Regional Engineer shall
arrange for deployment to areas that have inadequate manpower.
20.10.4 Programming for On-track Machines:
1. Based on the work load assessed as in Annexure 20.3, the machines required for
maintenance shall be programmed for deployment in an optimal manner. The CPWI
shall prepare a statement as in Annexure 20.9, keeping in view the overall needs of
the PWis and submit it to the Regional Engineer.
2. The Regional Engineer shall scrutinise the statement at Annexure 20.9 and after
satisfying himself on the suitability of the programme, shall forward it to the General
Manager Permanent Way, who shall finalise the programme for each machine and
send the details of deployment of machines to the Regional Engineer.
20.10.5 Programming for Line Possessions:
On the basis of the work load assessed as in Annexure 20.3, Line Possessions required
for carrying out maintenance and other works shall be planned. For this purpose, the
CPWI shall prepare a statement as in Annexure 20.10 and submit it to the Regional
Engineer. The Regional Engineer shall review the programme and submit to the
Permanent Way Headquarters office in order to finalise the programme for Line
Possession duration and locations with the Operations Department.
The CPWI shall then advise the final programme to the PWis concerned.
20.10.6 Weekly Programme
20.1 0.6.1 Objective
The Weekly Programme is designed to enable the PWI to plan, organise and control the
work for a period of one week. lt also helps the CPWI and the Regional Engineer to
monitor the utilisation of manpower.
© KTMB Rev.O Page 10 of 47

20.1 0.6.2 Preparation

1. Fmm the Monthly Work Schedule (Clause 20.10.1.3), the PWI shall determine the
items of work to be executed in the following week. Since the programme is
prepared a year in advance, the stretches requiring attention may undergo a change
based on the results of the track recording car runs and the inspections carried out
during the intervening period.
Item to be considered are:

(i) Exceedance of the tolerances for various track parameters warranting
emergency repairs and planned maintenance.
(ii) Evaluation of Track Quality Index (TQI-0).
(iii) Points noted during inspection by foot, trolley, locomotive, rear vehicle and
other inspections.
2. The PWI shall finalize the weekly programme and allocate the deployment of
manpower for each day against the specific work in Form R1 (As per Annexure
20.6).
3. Form R1 has three major parts:

Part 1: List of Staff
lt indicates the available manpower with the ganger. lt also shows the rest
days, holidays and staff who are sick or on leave.
Part 2: Work allocated for the week:
lt spells out the different types of work to be carried out during each of the
working days of the week and allocates the men for each day for a specific
work.
Part 3: Work completed for the week:
lt indicates the man-hours spent for each task and the time spent on each
day for a specific work.
4. The PWI shall put a slash (thus: /) against each man allocated for the work. He
shall send the Weekly Programme for the following week to the Ganger on every
Friday.
20.11 REPORT ON THE EXECUTION OF THE WORKS (Actual Performance)
20.11.1 Weekly performance

20.11.1.1 Ganger's site visit
On receipt of the weekly programme (clause 20.10.6), the Ganger shall visit and inspect
the work site. He shall arrange for appropriate tools and organise the men for execution
of the work. He shall also inform every man of the work assigned to him in the following
week.
20.11.1.2 Execution of the work
The Ganger shall ensure that, on each day, the work is carried out according to the
programme for the day. At the end of the day, he shall put a horizontal dash (thus: -)
against the name of each man who has done the allotted work. The appraisal by the

Ganger in Form R1 shall indicate the total quantum of work done and the location. At the
end of the working week, the Ganger shall send the Form R1 to the PWI.
20.11.1.3 Deviation from the programme
The Ganger shall obtain the approval of the PWI to carry out any urgent work which is
not programmed. He shall enter the type of work in the work column and show a
horizontal dash (thus: -} against each man to whom the work is entrusted-. Thus the
connotation of various symbols in Form R1 shall mean:
+ Work executed according to the programme
Work executed outside the programme
I Programmed work not executed

20.11.2 The PWI shall ensure that the actual work in the field is carried out in accordance with
the approved programme every month (clause 20.10.1.5}. If, due to special
circumstances, he is unable to adhere to the programme, he shall report so in advance
to the CPWI and to the Regional Engineer, giving reasons for the deviations which shall
have to be approved by the Regional Engineer.
20.11.3 The PWI shall coordinate with the concerned authorities to ensure timely receipt of
materials, tools and plant, track machines, and additional man-power and to obtain Line
Possession, so that the progress of work is not hampered.
20.11.4 Weekly Report

20.11.4.1 The PWI shall collect the completed Form R1 from all the Gangs at the end of every
week. He shall then evaluate the output of work and man-days spent for each item of
work during the preceding week in Form R2 (as per Annexure 20.7} and submit it to the
CPWI as a Weekly Report covering the following:
1. Man days spent for "On-Track" works (like levelling, lining, changing of sleepers,
oiling of joints, track adjustments and ballasting}
2. Man days spent for "Off-Track" works (like cess work, weeding, maintenance of
drains, unloading of materials}.
3. Materials unloaded by the Gang.
4. Date of inspection by PWI of the Gang's work.
5. Output and quality of the work done.

6. Hours utilised for Mechanised works (Tamping, Ballast Cleaning etc.}
After every fortnight, the PWI shall update the progress in the Maintenance Programme
Diagram (Annexure 20.5}.
20.11.5 Monthly Report
Actual work performed by the Gangs shall be recorded in the performance section of
Form PTM 3 (Annexure 20.4) which shall be kept up-to-date.
At the end of the month, the PWI shall return the Form to the Regional Engineer so as to
reach him before the 5th of the following month.
20.12 INSPECTION
20.12.1 The PWI shall check as frequently as possible whether the progress is according to the
plan and whether the quality of work executed by the Gangs is according to the

prescribed technical standards. He shall take appropriate corrective action in a timely

manner where-ever there is shortfall.
20.12.2 The Regional Engineer or his representative shall make spot checks periodically to
ensure that the quality and quantum of work executed are according to the requisite
standards and to the approved programme.
20.12.3 Officers from the Permanent Way Headquarters Office shall also carry out inspections to
the extent possible.
20.13 MONITORING
20.13.1 The recordings by the Track Recording Car EM 120 shall be fully utilised to evaluate the
quality of track work done. The track quality shall be assessed by the Track Quality Index
of each parameter (TQI) and the Overall Track Quality Index (TQI-0), as indicated in
Chapter 13.
20.13.2 The Regional Engineer shall maintain a Master Record of track maintenance works
carried out in his Region. He shall identify areas of weakness in maintenance procedures
and take action to rectify the shortcomings. He shall also compare the performance of
the various PWis under his charge, to identify and rectify operations showing abnormal
input in terms of time and manpower.
20.13.3 The Regional Engineer shall send extracts from the Master Record to the Permanent
Way Division Headquarters once in every three months, to enable the Headquarters
Office to monitor the progress of track works on the entire system.
20.13.4 The Regional Engineer shall also utilise profitably the data generated by the system
through various forms as below:
•
,Form > ·
1·••·. · · ·.·;_ .. /·"••us11For •· · · ._·.·~- ·.···•·· :·. i
PTM 1 • Orders for materials
• Fixing Stock Levels in Regional stores .
PTM 1 & PTM 2 • Annual Estimates
PTM3 • Master charts
20.14 SUMMARY OF THE STEPS IN WORKS PLANNING
Steps required to be taken for effective Works Planning can be summarized as under.
20.14.1 Action by PWI in the Year Y-1
(Y - the year of execution of works)

1. Inspect the stretches of track in each gangs length with the ganger (or spiker) as per
the methodology in Annexure 20.1;
2. Record the requirement of materials in Form PTM 1 (Annexure 20.2);
3. Forward Form PTM 1 to the CPWI and the Regional Engineer;

4. Estimate the quantum of work to be executed in the ensuring year and record in
form PTM 2 (Annexure 20.3);
5. Summarize the man power requirement in page 3 of Annexure 20.3;
6. Draw up the Annual Maintenance Programme;

7. Prepare the monthly work schedule for all 12 months in Form PTM 3 (Annexure
20.4) and submit to the CPWI;
8. Obtain the approved programme from CPWI;
S. Prepare the final approved programme in quadruplicate and send it to the CPWI,
Regional Engineer and Head of the Civil Engineering Department; and
10. Prepare the Maintenance Programme Diagram (Annexure 20.5).
20.14.2 Action by PWI in the Year Y
(Y- Year of execution of works)

1. Take the month-wise work schedule for each gang prepared a year in advance
during Works Planning (Items in Clause 20.14.1.9);
2. Review the works duly allocating priorities;

3. Determine the maintenance operations to be undertaken as indicated in Chapter 39
(Track Maintenance Operations);
4. Prepare the revised month-wise work schedule;
5. Bring to the notice of CPWI & Regional Engineer, if there is a significant variation to
the original approved programme;
6. Send a copy of the revised monthly work schedule to the Ganger before the
beginning of the month;
7. Determine the works to be executed in each week for every gang;
8. Allocate the deployment of man power for each day in Form R1 (Annexure 20.6);
9. Send the weekly programme on every Friday to the Ganger (for the works to be
executed in the following week);
10. Collect the Form R1 from the Ganger at the end of the week, after the execution of
the work;
11. Check that the actual work in the field is carried out in accordance with the
approved programme;
12. Evaluate the output of work and man days spent in Form R2 (Annexure 20.7);
13. Submit the weekly report to the CPWI as in Clause 20.11.4;
14. Update the progress in the Maintenance Programme Diagram;
15, Record the actual work done for the month in Form PTM 3 (Annexure 20.4);
16. Send the Form PTM 3 to the Regional Engineer before 5th of the following month;
and
17. Check frequently whether progress is according to the plan and whether quality is
according to the prescribed technical standards.
20.14.3 Action by the CPWI and the Regional Engineer:

1. Test-check the requirement of materials given by PWts in Form PTM 1 (Annexure
20.2) to cover at least 10% of the requirements;
2. Review the manpower requirement of PWis submitted in Form PTM 2 (Annexure
20.3) and arranges for supply of additional manpower or reduce the scope of the
work to be executed;
©KTMB Rev. 0 Page 14 ol47

3. Scrutinize the monthly work schedule submitted by PWis in Form PTM 3

(Annexure 20.4) and modify the programme taking into account the availability of
resources and relative priorities amongst the needs of different PWI's;
4. Decide the works to be executed by contractors or outside agencies. (within his

financial authority limit, otherwise the Regional Engineer is to seek sanction from the
General Manager Permanent Way);
5. Return the modified programme to the PWis;
6. Programme for the deployment of "heavy on-track machines" in a statement

(Annexure 20.9) and forward to Headquarters;
7. Obtain the finalized programme for machines from Headquarters and advise PWis;
8. Plan for the Line Possession in the statement at Annexure 20.10;
9. Finalise the programme for Line Possession in consultation with the Operation
Division and advise the PWis;
10. Check that the work carried out in the field is in accordance with the approved
programme;
11. Give directions if the PWis suggest a deviation lo the approved programme due to
special circumstances;
12. Get the weekly report from PWis in Form R2 (Annexure 20. 7) to review the
progress and to monitor the utilisation of manpower;
13. Get the monthly report in Form PTM 3 (Annexure 20.4) from PWis on 5th of the
following months;
14. Check whether progress is according to the plan and quality is according to the
prescribed technical standards;
15. Keep a Master Record of track maintenance works and evaluate unit cost of each
maintenance operation;
17. Identify areas of weakness in maintenance procedures and take remedial action;
18. Compare the performance of various PWis and rectify operations involving
abnormal time and manpower;
19. Send extracts from the Master Record to the Headquarters; and
2(}. Utilise the data generated for effective management of the work.

LIST OF ANNEXURES
Annexure 20.1 Methodology to be followed for inspection of track
Annexure 20.2 Estimation of materials (Form PTM 1)
Annexure 20.3 Estimation of works to be executed (Form PTM 2)
Annexure 20.4 Month-wise work schedule (Form PTM 3)
Annexure 20.5 Maintenance Programme Diagram
Annexure 20.5 (a) Maintenance Programme Diagram
Annexure 20.6 Weekly Programme (Form R1)

Annexure 20.7 Weekly Report (Form R2)
Annexure 20.8 Comparison of work load with that of the previous years
Annexure 20.9 Planning for Machine Utilisation
Annexure 20.10 Planning for Line Possession

Annexure 20.1 - Methodology to be followed for Inspection of Track
20.1 A detailed inspection of the track must be done every year for planning of
the works in the ensuing year. The work is to be done by the PWI along
with the ganger (or spiker) to determine the exact quantity of material
required and the quantum of track work to be executed.
20.2 Scope of Inspection
20.2.1 Rails shall be examined
• on the underside for corrosion

• at the ends for cracks
• on the head for wear at top and side
Note:
If outer rails on curves show significant wear, lubrication of the gauge face
shall be done. (The adequacy of cant provided shall also be verified
(Please see Clause 12.6).
• Rust and dust shall be removed from corroded rails, using wire
brushes.
• Kinks at joints to be examined for wear on the fishing planes and for
tightness of fish bolts.
• Rail joints to be examined for wear on the fishing planes and for
tightness of fish bolts.
20.2.2 Sleepers shall be inspected for their condition and soundness particularly
at the rail seats. On wooden sleepers, spikes and rail screws shall be
examined for their firm grip. Wooden sleepers shall be checked for split
and decay.
20.2.3 Fastenings and fittings shall be examined to ensure that they are in good
order and appropriately tightened.
20.3 Methodology
1. Wooden Sleepers:
• Mark the sleepers to be replaced by white paint.

• Count such sleepers for every 100 meters and record in Form PTM 1
(Annexure 20.2)
• List out the worn out sleepers according to their defects (like broken,
splits, unserviceable, spike-killed sleepers)
• Assess the number of sleepers to be replaced.
2. Fastenings
Fastenings within a 100 meters length of rail shall be inspected thoroughly

in every kilometre or at an average of 10% for the whole section.
• Tighten the fastenings

• Put a mark on all loose fastenings with a chalk.
• Count the number of loose fastenings
• Remove all the loose fastenings
• Check how many can be repaired or reconditioned.
Rev. 0 Page 17 of 47
3. Sleeper rectification:
• Mark on the wooden sleepers with chalk the work to be done such as
plugging of holes, drilling of holes, shifting of the bearing plate etc.
• Mark with chalk the sleepers to be squared, re-spaced and those
requiring to be re-gauged.
4. Wear and Rail fastenings:
• Dismantle two joints.

• Measure the wear of the rail and fishplate.
• Check the fastenings (such as bolts, washers) which are missing or in
a bad condition.
5. Rail:
• Mark the rails to be replaced

• Check the rail ends where burr has to be removed by grinding.
• Mark the rails where the expansion gap is to be squared.
• Measure the expansion gap and the rail temperature.
• Mark the rails requiring adjustment of expansion gap.
• Measure the creep.
• Assess the requirement of creep anchors
6. Other works:
• Assess the quantum of other track works to be done.

20.4 Recording of measurements:
1. The following measurements shall be recorded during the inspection

for taking suitable corrective action.
• Vertical and Lateral wear on rails

• Wear on fishplates
• Expansion gaps of joints with corresponding rail temperature
• Gauge
• Cross levels
• Unevenness
• Alignment
• Details of unserviceable and missing components
• Deficiency of ballast.

Annexure 20.2- Estimation of Materials (Form PTM 1)
Form PTM 1 (1)
ANNUAL CALENDAR PROGRAMME FOR THE YEAR ........................... .
MATERIAL PROSPECTING
Gang No. Jurisdiction
Section Date of Inspection
Class of Line
Inspection of Track
From To Materials Required (Fastenings)
Km Km Spikes Base Rubber Fishplates Bolts Nuts Liner Other Others

/Clips Plates Pads Fasten-
/Screws ings
Requirement for
Whole Length
Date: Signature of PWI:

Form PTM 1 (2)
ANNUAL CALENDAR PROGRAMME FOR THE YEAR ...................... .
Class of Line
Replacement of Sleepers
From To Rail Gauge Types of Replacement of Sleepers Total

Sleepers
Section
Km Km Rotten Split Broken Missing
Total

Form PTM 1 (3)
ANNUAL CALENDAR PROGRAMME FOR THE YEAR ........................... .
Gang No. Remark
Location Date of Inspection
Class of Line
Record of Rail Wear
No. Location Rail Wear Remark

Station KM Left Right
No.
Height Field Gauge Height Field Gauge

Form PTM 1 (4)

ANNUAL CALENDAR PROGRAMME FOR THE YEAR ............................
Class of Line
Necessary Works
00 Sleeper Rectification E Rails

~
Q)
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·c" 0
00
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Works Planning Chapter20
Annexu~e 20.3 -Estimation of Works to be Executed (Form PTM 2)
ANNEXURE BOOK
ANNUAL CALENDAR PROGRAMME
FOR
TRACK MAINTENANCE WORKS
REGION
PWI
GANGS
YEAR
Checked by:
CPWI ............................... Date ..................... .
Regional Engineer ............................... Date ..................... .
©·KTMB Rev. 0 Page 23 of 47

A. CYCLE OF MAINTENANCE (EXAMPLE)

I. 1st Quarter - January to March.
Item Works to be planned
1 Priority 1 for EM120 notes.
2 Priority 2 for inspection notes of Regional Engineer, CPWI etc.
relating to safety.
3 Attention to joints - the periodicity of attention may vary from section
to section. The CPWI must be in a position to decide the periodicity
for all the sections in the Region.
4 Attention to Bridge Approaches and Level Crossing Approaches
5 Complete Over-Hauling of Conventional Fabricated Tumouts -
These type of Tumouts shall be over hauled once in every 6 months
and on loop lines and sidings once in a year.
6 Cutting grass - Periodicity - one month.
7 Oiling & Greasing of fishplates
8 Complete Levelling.
9 Partial Levelling
10 Renewal of rail, sleepers and fittings according to supply
11 2nd Quarter April to June

Item 1 to 6 Same as of 1" Quarter.
Complete over hauling of level crossings once in a year as condition
Item 7
warrants.
Item 8, 9 & 10 Same as of 1'' Quarter
Ill 3rd Quarter July to September

Items 1 to 10 Same as of 1'' Quarter.
Item 11 Clearing of Side Drains
Item 12 Clearing of Waterways of Bridges and Culverts
IV 4th Quarter October to December

Item 1 to 6 Same as of 1'' Quarter.
Item 7 Clearings of Side Drains and Catch Water Drains
Item 8 to 10 Same as of 1'' Quarter.
©KTMB Rev. 0 Page 24 of47

(SAMPLE CALCULATION) GANG NO 1

Track Structure
Rails- 80A (1994)
Sleepers - Concrete ( 1994) I
Ballast- Cushion 1Ocm
Gang No.1: Jurisdiction - KM 0+000 to KM 80+000
Item Item Quantity
No.
1. Number of free joints 10 (i.e. 10 x 2)
2. Number of insulated joints 8 (i.e. 8 x 2)
3. Number of Turnouts Main Line: 4 Nos.
Loop Line & Siding: 4 Nos.
4. Number of Level Crossing 3 Nos.
5. EM 120 notes 51ocations
6. Number of cuttings 41ocations
7. Length of side drains 500m (500 x 2)
8. Bridge approaches 2
(requiring frequent attention)
YARDSTICK
No. Activity Yardstick
1. Levelling and packing of joints 3 joints I man I day
2. Oiling and greasing 8 single joints I man I day
3. Over hauling of Turnouts 12 man days I turnout
4. Over hauling of level crossing 20 man days /level crossing
5. Clearing of side drains 50 m I man I day
6. Cutting of Grass and bushes 250 m route length/ man I day
manually
7. Cutting of grass & bushes with 500m I man I day
machine
8. Complete levelling/Partial levelling 5m I man I day
9. Attending to EM 120 defects list 15m I man I day

CALCULATION OF MANDAYS
51
Example of 1 Quarter
Activity Calculation Mandays
1. Patrol man 5 days in a week x 13 weeks 65
2. EM 120 notes Number of Man days required = 75 + 5

5 locations of 16m, 15m, 14m,
13m & 12m length 15
Total length =70m+5m (adding
5m on either sides)
3. Inspection notes Nil Nil
4. Joint levelling (once in 2 Total Number of joints =18

months) Thus to be attended per month = 9
9
To be attended in one quarter= 27
Number of Mandays required =27 + 3
5. Bridge approaches 2 Bridges once in 2 months @ 4 man

12
days/Bridge
6. Level crossing approaches 1 No in 3 months

4
@ 4 man days per Level -crossing
7. Complete over hauling of Main line = (4 x 2) + 4 = 2
Turnouts i.e. 2 Nos per quarter
(The Tumouts on main line will Siding = 4+4 = 1
be over hauled once in every 6 36
i.e. 1 Nos per quarter
months and on loop lines and
sidings once in a year.) (@ 12 mandaysiTurnout) \
Total = 3 x 12 = 36 mandays
51
8. Complete Over hauling of 1 Quarter - Nil
Nil
Level crossing
9. Cutting grass & Bushes 10 KM + 250m per man per day

40
(Manual)
10. Oiling and greasing fish bolts & Number of joints

plates = [20x2 + (8x14)] = 152 19
(Twice a year) Man days required= 152 +8
11. Complete leveling 200 sleepers

10
200+20=10
12. Look out men 15
TOTAL 225

EXAMPLE of CALCULATION of MAN DAYS (AVAILABILITY)
Gang No. 1 "Based on 0 3x 40km track length"

Ganger 1
Patrolman 4
Trackman 12
Total 17
January to March (For 1 person) Mandays

Number of Mandays (From 1/1 to 31/3) 90 days
Saturdays, Sundays & Holidays (28)
Balance 62
Average Sick (3)
Balance 59
Leave (7)
Number of Mandays Available per man per 52
Quarter
Total Number of Mandays 52 X 17 = 884
Available per Gang
In this example, in the first quarter, in Gang No.1 out of total 884 mandays, 225 mandays
are to be utilized by planned works as calculated and the balance 659 mandays shall be
utilized for other improvement works & inspection works or to be judiciously used in
adjacent gang lengths that require additional men.
Also, other track maintenance works are to be assessed from past records & the same
planned. The following are other track maintenance works that will be required:
i) Pulling back creep
ii) Adjustment of joint gap
iii) De-stressing CWR
iv) Attention to bridges
v} Attention to tunnel
iv) Repairs to formation
vii) Renewal of sleepers

(Sample Calculation)
A. Cycles of Maintenance
COH Length
Location
B. Calculation of Man hours
Working Hours
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
=
Working hours for a week ................... MH per man per week.
For a year of 52 weeks, working hours ............... = MH per man per year
Less:
Public Holiday ............................. days
Vacation Leave ............................. days
Total ............................. days
Deduct ............................. days x 7 ::::: =(-) MH per man per year
Actual working hours = MH per man per year
Available manhours per year per gang:
Gang No. of men Man hrs. per man Total Man hrs. available
per year for a year
Gang 1 MH
Gang 2 MH
Gang 3 MH

SUMMARY
SI. Work Item FORECAST HOURS Details at
No. Page
Gang 1 Gang2 Gang 3
1. Training of Staff
2. Patrolling
3. C.O.H.
4. E.O.H.
5. Surfacing
6. Switches & Crossings
7. Sidings
8. Loading & Unloading
9. Site Cleanliness
10. Derailment Accidents
11. Sickness I Absenteeism
12. Renewals I Special works
13. Level Crossing works
14. Gate-Keeping
15. Track Protection
16. Time lost
17. Other track maintenance

works
18. Mechanical Lining &

Tamping
19. Ballast cleaning by

machines
20. Miscellaneous
1. Total man-hours
2. Machine hrs for items 18 &

1S.

Ref. No.1: Training

S. Item Calculation Forecast Hours
No. , No. of Men to be trained in Days Hrs.
Gang
Gang 1 Gang 2 Gang3 Gang 1 Gang2 Gang 3
1. Training at
School
2. Practical
training at site
3. Safety Lectures
Total
Assumption: For illustration training at school is taken as 6 days, Practical Training at site is taken as
8 days. Training on safety is taken as 3 days.
Ref. No.2: Patrolling

S. Item Calculation Forecast Hours
No. No. of Men to be trained in Days Hrs.
Gang
Gang 1 Gang 2 Gang 3 Gang 1 Gang2 Gang 3
1. Periodical
Patrolling Of
Track
2. Occasional
patrolling at hot
weather
3. During rainy
weather
Total
Assumption: Periodical patrolling is assumed to last 24days, hot weather patrolling 12days and
patrolling during rainy weather 12days. The duration of each assumed as 4 hours.

Ref. No.3: Complete Overhauling

s. Item of Work Unfts Quantity Calculation Forecast Hours
No. Man-hour
Gang Gang Gang Gang Gang Gang
1 2 3 per unit 1 2 3
1. Checking track
Measurements
2. Renewal of Rails
3. Oiling of joint with

disassembly
4. Creep adjustment
5. Sleepers Squaring
6. Tightening and replacement
7. Regauging
8. Renewal of Sleepers
9. Grinding of Rails
10. Ballast and Profile
11. Maintenance of Side Drains

{opening/clearing/Deepening)
12. Cessing
Total
Assumption: The output of each activity in man-hours per unit is assumed for an average worker and
illustrative

Ref. No.4: Extra Overhauling

S. Item of Work Units Quantity Calculation Forecast Hours
No. Gang Gang Gang Man-hour Gang Gang Gang
1 2 3 per unit 1 2 3
1. Replacement of Materials
(Exceptional)
2. Lubrication of joint
(without disassembly)
3. Tightening of Fastening
4. Prospecting for Next Annual

Pragramme
Total
Ref No 5: Surfacing
S. llem of Work Units Quantity Calculation Forecast Hours
1 2 3 per unit 1 2 3
1. Complete levelling & lining
2. Partial levelling & lining
3. Joint levelling
4. Lining/Siewing alone
5. Alignment of Curve
Total
Assumption: The unit output is approximately assessed and is illustrative.

Ref. No.6: Switches and Crossings on Main Lines
(A)
Gang No. Material Replacement Levelling Total Man-

Hours hour per Gang
Quantum Forecast Hrs. Quantum Forecast Hrs.
Total (A)
(B)
S. Item of Work Units Quantity (No.s)
Calculation Forecast Hours
No. Gang Gang Gang Man-hour Gang Gang Gang 1
·. 1 2 3 per unit 1 2
1. Examination of Switches &

Crossing
2 .. Checking safety
Measurements of Clearances
3. Lubrication
4. Tightening bolts
5. Minor Repairs

Programme
Total (B)
Total (A)+ {B)
©-KTMB Rev.O Page 33 of 47

Ref. No.7: Sidings
(A)
Station Line No. Sleepers Levelling Total Total

Hours Man-
Qty. Hrs. Quantum Hrs. hours for
each
Gang
Total (A)
(B)
S. Item of Work Units QuantityCalculation Forecast Hours
1 2 3 per unit 1 2 3
1. Minor repairs

Programme
3. Switches & Crossings on

Sidings
4.
5.
Total (B)
Total (A)+ (B)

Ref. No.8: Loading and Unloading

s. Item of Work Units Quantity Calculation Forecast Hours
No. Gang Gang Gang Man-hour
Gang Gang. Gang
1 2 3 per unit 1 2 3
1. Rails
2. Sleepers
3. Fastenings
4. Ballast
5. Chippings
6. Cess Materials
7. Others
8.
9.
Total
Ref.No.9: Site Cleanliness

s. Item of Work Units Quantity Calculation Forecast Hours
1 2 3 per unit 1 2 3
1. Chemical spraying on cess
2. Slashing of side grass
3. Bridge
4. Culvert
5. Drains (m)
6.
Total

Ref. No.1 0: Derailments/Accidents
s. Item of Work No. of Men Calculation Forecast Hours

No.
1 2 3 1 2 3
1. Forecast
2.
Total
Ref. No.11: Sickness/Absenteeism/Accidents

No.
1 2 3 1 2 3
Total
Ref No 12· Renewal/Special Works
S. Item of Work No. of Men Calculation Forecast Hours

No.
1 2 3 1 2 3
1. Assistance to renewal gangs
2. Supplying materials
Total
Assumption: The forecast is intended. for illustration.

Ref. No.13: Level Crossing Works

No-.
1 2 3 1 2 3
1. · Maintenance
2. Material replacement
(a) Fastening
(b)
(c)
Total
Ref. No.14: Gate Keeping
S. Item of Work Quantum . Calculation Forecast Hours

No.
·Gang Gang Gang Gang Gang Gang
1 2 3 1 2 3
1. Relief
I
Total
Ref. No.15: Track Protection
S. Item of Work Quantum ·Calculation Forecast Hours

No.
1 2 3 1 2 3
1. Lookout Man
2. FlagMan
Total

Ref No 16· Time Lost

No.
1 2 3 1 2 3
1. Due to Rain
2. Transportation
3. Payment
4.
Total
Ref No 17· Track Maintenance Works
s. Item of Work Quantum Calculation Forecast Hours

No.
1 2 3 1 2 3
1. From Past Year Records
(a) Other Partial Levelling
(b) Other Joint Levelling
(c) Other lubrication
(d) Pulling back Creep
(e) Adjustment of Joint Gap
(f) Re-Stressing of LW .R.
(g) Attention to bridges
(h) Attention to Tunnels
(i} Repairs to Formation
Total
Assumption: The forecast is intended for illustration.

Ref. No.18 Mechanical Lining & Tamping

S. Item of Work Unit Quantity (km) Calculation Man or Forecast Hours
No. Gang Gang Gang Hours per Machine Gang 1
Gang2 Gang
1 2 3 unit Hours
3
Man hours
Lining &
1. Km Machine
Tamping
Hours
Man hours
Lining &
2. Km Machine
Tamping
Hours
Man hours
Lining &
2. Km Machine
Tamping
Hours
Total
Assumption :The tamping machine is assumed to have an output of 800 sleepers per hour.
Ref. No.19 Ballast Cleaning by Machine

s. Item of Work Unit Quantum Calculation Man or Forecast Hours
No. Gang Gang Gang Machine Gang Gang Gang
1 2 3 Hours 1 2 3
Man hours
Ballast
1. m Machine
Cleaning
Hours
No ballast cleaning is
required
Total
Ref. No.20 Miscellaneous Work

s. Item of Work Quantum Calculation Man or Forecast Hours
No. Gang Machine ·
Gang Gang Gang 1 Gang2 Gang
1 2 3 Hours 3
Total
©KTMB Rev. 0 Page 39 of 47'

Annexure 20.4- Month-wise Work Schedule (Form PTM3)
ANNUAL CALENDAR PROGRAMME FOR THE YEAR
1"--"'
Programme for January 20 ...... .
s. Item of Work Work Programmed Actual Performance Shortfall/Excess

No.
Quantum Location Man- Quantum Location Man- Quantum Man- Remarks
of Work to Days of Work Days of Work days
be done done
2. Patrolling
3. C.O.H.
4. E.O.H
5. Surfacing
6. Switches & Crossings
7. Sidings
8. Loading & Unloading
9. Site Cleanliness
10. Derailments/Accidents
11. Sickness/Absenteeism
12. Renewals/Special
works
13. Level Crossing works
14. Gate-keeping
15 Track Protection
16. Time lost
17. Other Track

Maintenance Works
18. Mechanical lining &

tamping
19. Ballast cleaning
20. Miscellaneous works
Date of Submission By Whom Submitted To Whom Signature

Submitted
PWI District Signature of PWI

Engineer
Dist. Headquarte Date

Engineer rs
Note: Where it is not possible to identify the quantum of work, the previous year's actuals as indicated
in Annexure 20.7 can be adopted.

Annexure 20.5- Maintenance Programme Diagram
©KTMB Rev. 0 Page41 of47

Annexure 20.5 (a)- Maintenance Programme Diagram
Detail 'A' Detail 'B'
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N-
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YEARLY LEAVE CT SICK s UNRECORDED LEAVE CIR Received by Ganger on 20
I CTIIII Works Planning Chapter 20
Annexure 20.7- Weekly Programme (Form R2)

WEEKLY REPORT (R2)
s MAN-HOURS WORKING
DESCRD'TION OF WORK TOTA L
NO. M T w T F s s LOCAT ION
I Tra ining of Staff
2 Pet rolling
3 COH I) Ren ewal of Sleepers
ii)Tig htc ning & Replaceme nt
iii)
4 EOH I) Replacemen t ofrmterials
ii) Lubrication o f joint
iii) T ig htening & fas te ning
5 Surfucing I) Cotll'lete levelling & lining
ii) Partia l levelling & lin ing
ill) Joint levelling
iv) Alig nn"'nt on cmv e
6 Switches & Cross ing
7 Loop I S idings
8 Loading & Unlo ading
9 S ite Cleanliness
10 Dcraibnents I A cc id ents
11 Sickness I A bsentee ism / Acciden ts
12 Re newals I Sp ecia l W orks
13 leve l Cross ing W orks
14 Gate-keeping
I S Track Protectio n
16 Tile Lost
17 Othe r Track M a intenance Works

18 Mecha n ical lin in g & tat'l'ing
19 Ballas t Cleaning
20 Miscellaneous
Public Ho liday & Yearly leave
TOTAL
Tota l rmn-hou rs for th e Gangs = .... . ... .. .....mhrs. REMARKS
On- track works = ....... .......mhrs ............%
Of- track works = . ... ..........n1hrs ............%
Others = .... ...... .... JnllfS ....•...•..•%
Ma teria l ly ing at s ite
i. Rails :
ii. Sleepe rs :
Inspected by RE / CPW I on .... ... .... .20..... PWI:
© KTMB Rev. 0 Page 44 of47

Annexure 20.8- Comparison of Work Load with that of the previous Years
ANNUAL CALENDAR PROGRAMME FOR THE YEAR •...•.......
Quantum of Work Load Remarks

explaining
Quantum Expected the variation
S. Actuals for
Item of Work Units assessed for quantum for of column 6 Remarks
No. the previous
the current the ensuring to that in
year col.4 & Col.
year year
5
2 3 4 5 6 7 8
2. Patrolling
3. C.O.H.
4. E.O.H
5. Surfacing
6. Switches &
Crossings
7. Sidings
8. Loading &
Unloading
9. , Site Cleanliness
10. Derailments/Accide
nts .
11. Sickness/Absenteei
sm
12. Renewals/Special
works
13. Level Crossing

works I
.
14. · Gate-keeping
15 Track Protection
16. Time lost
17. Other Track
Maintenance Works
18. · Mechanical lining &

tamping
19. Ballast cleaning

20. Miscellaneous
works

Annexure 20.9 -Planning for Machine Utilisation
PLANNING FOR LINE BLOCK FOR ............ .
IN THE SECTION OF PWI.. ........... .
PWI Gang No.
Section Jurisdiction Km to Km
Davs earmarked by CPWI for the Machine in

Remark
Machin
s Quantu
eOays
Type of s of Rem a
No Item of Work m of
Require
Ma chin c D
..., IL"
ro :u ~
0. (;; c
...," ...,
"5 g 0.
13 i5 0
0 District rks of
Work
d
e :;;: <{ :;;: <{ "
(/) 0 z 0" t- Engine HQ.
er
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Complete Over-
1. Hauling
2. Surfacing
Realignment of
3.
Curves
Renewals/Spec
4.
ial Works I
Ballast
5.
Cleaning
6. Miscellaneous

Annexure 20.10- Planning for Line Possession
PLANNING FOR LINE BLOCK FOR .........•..•
IN THE SECTION OF PWI. ..........••.
PWI Gang No.
Section Jurisdiction Km to Km
Traffic Block Temporary speed restriction to

Required be imposed
·Remarks
Remarks of
SNo. Month Item of Quantum Section Location Duration
Work of Work ofCWPI District
on each Number
"-I""'""
Km Engineer
.
day in of Days in kmph in days
hours
2 3 4 5 6 7 8 9 10 11 12 13
1. Jan.
2. Feb.
3. Mar.
4. Apr.
5. May
6. Jun.
7. Jul.
8. Aug.
9. Sep.
10. Oct.
11. Nov.
12. Dec.

Track Maintenance System Chapter 21
Chapter 21
Track Maintenance System
Document History
Issue Date Prepared By
Authorised By:
~r '
Signature:
Date: MOHD RAMLI MOHO NOH 2 I MAY 201~
General • •
- w,.u
Ktretapt Tilnah Melayu Berhad
.,
Kuilla Lump~Jr

TABLE OF CONTENTS
21.1 GENERAL ........................................................................................ ................................... 3

21.2 MAINTENANCE PRINCIPLE ............................................................................................. 3
21.3 ACTIVITIES .................................................................................... .. ............................ ...... 3
21.4 METHODOLOGY ...... ......................................................................................................... 4
LIST OF ANNEXURES ........................................................................................................................... 6
Annexure 21.1 - Manual Packing of Timber Sleeper Track .................................................................... 7
Annexure 21.2- Partial Levelling ............................................................................................................ 9
Annexure 21.3 - Joint Levelling (For Mechanical Fish plated Joints) .................................................... 10

21.1 GENERAL
21.1.1 As brought out in Chapter 20, the works required to maintain the track to the prescribed
standards can be divided mainly into two categories. These are:
i. Maintenance and rectification of track components.

ii. Maintenance of track geometry.
21.1.2 There are certain other scheduled works which are carried out at specified intervals.
21.2 MAINTENANCE PRINCIPLE

21.2.1 In order to maintain the track to the prescribed standards, works covering both, i.e., the
maintenance of track components and rectification of track geometry, are undertaken
systematically based on track condition assessment and inspection reports.
21.2.2 The main maintenance operations are:

i. Attention to track components
ii. Continuous Tamping with On-Track Tampers (Mechanised Surfacing and
Lining)
iii. Spot maintenance
21.3 ACTIVITIES
21.3.1 General
The following activities need to be carried out on a periodic basis as shown in Chapter
20, Table T-20.1.
• Examination of the track including checking of all components and analysis of track
deterioration and defects
• Replacement of worn out components and
• Attention to track geometry, levels, track cross sectional profile and other track
defects
21.3.2 Maintenance input
The periodicity and input of maintenance work will depend upon the rate of deterioration
of track components and track geometry. This will vary from section to section. However
periodical works and track inspections shall be performed in accordance to the stipulated
period defined in Chapters 20, 47 and 50.
Complete track renewal will be prescribed by the General Manager Permanent Way,
taking into account the above mentioned aspects and all other relevant factors.
21.3.3 Sequence of Operations
1. Inspection of Track
This involves:
i. Checking of measurements;
ii. Checking condition of components, including ballast, sub-ballast etc.; and
iii. Examination of drainage and vegetation condition.
2. Track Components maintenance

I<TM Track Maintenance System Chapter 21
In this operation, all components are attended to and track assembly is brought to as
perfect a condition as possible. Worn out and defective track materials are
renewed, missing components are replaced, and loose fastenings are tightened. Re-
gauging of track is done where required. Preventive maintenance of track materials
is also carried out to get longer lease of life.
3. Track Geometry Maintenance
• With use of Tamping Machine
• Manual Lining and levelling(including rectification of alignment in curves)
21.4 METHODOLOGY
21.4.1 Inspection of Track
There are two types of inspection (a) for defects identification and rectification (b) for
annual planning purpose. Defects identification are part of the schedule patrolling and
inspection as defined in Chapters 50.
21.4.2 Inspection for planning
1. The process starts one year in advance, when the inspection of track and planning of
works for the ensuing year is made. Since inspection for planning is done a year in
advance, the inspection is confined to update the data already logged. This will take
into account changes that have occurred during the intervening period.
2. The inspection shall identify:
• all unserviceable and defective materials requiring to be renewed

• missing components to be replaced
21.4.3 Components maintenance
Components maintenance involves the following sub works:
i. Replacing rails where required
ii. Opening of joints and measuring of wear.
iii. Correcting the wear of fishing surfaces.
iv. Grinding burrs of rail ends.
v. Lubrication of joints.
vi. Checking and correcting the expansion gap.
vii. Spot Renewal of unserviceable sleepers
viii. Squaring and spacing of sleepers.
ix. Gauging.
x. Tightening and replacement of fastenings
xi. Replenishment of ballast where required
xii. Maintenance of ballast profile.
xiii. Maintenance of cess and drainage.
The procedure for each of these operations is described in detail in Chapter 39.
21.4.4 Surfacing and lining of track
Surfacing includes levelling and lining of track. Stretches of track to be levelled and lined
are determined by the results of track recording car (TORC), ride-index measurements,
site inspection and travel by locomotive (cab-ride) or rear vehicle of a train.

Track surfacing and lining defect rectification is done by packing of the track either
manually or by on-track machines to bring the track to correct line and level. Depending
on the extent of work, the packing or tamping work can be through continuous or spot
tamping.
Modern On-track tamping machines carry out lifting, levelling, aligning and tamping of
track, all automatically and simultaneously. The working of the machines is described in
Chapter 22.
Tamping Machine can be utilised for continuous through tamping, isolated tamping for
picking up slacks and low joints.
21.4.5 Lining
Lining refers to the rectification of alignment. The procedure adopted for the lining of the
track manually is described in Chapter 39. This method is only suitable for timber sleeper
tracks whereas rectification of alignment for concrete sleeper track shall be by the use of
On-track tamping machines.
Where a curve is to be realigned, the procedure for realignment of a curve is described in

Chapter 26.
• Complete lining where lining is done continuously over a long stretch/entire

stretch of a curve.
• Partial lining where only small defects are to be corrected at isolated locations.
21.4.6 Levelling
1. Items of works in levelling:
• Complete levelling where levelling is done continuously over a stretch.

• Partial levelling where only small defects are to be corrected at isolated
locations.
• Joint levelling where only joints are to be attended to.
·During levelling operations, it is to be ensured that:
• The rails are at their correct relative level (Tangent track are level and curves
provided with the required cant).
• No sleeper has a void at the sleeper seat.
2. Method of levelling:
• Where the work is done manually for timber sleeper areas, the operations
involved in complete levelling are described at Annexure 21.1. Simultaneous
lining and levelling operation with on-track machines is employed for high speed
and concrete sleeper lines. 11 is described in Chapter 22.
• The operations involved in partial levelling are described at Annexure 21.2.
• The operations involved in joint levelling are described at Annexure 21.3. This
method is only for use in timber sleeper tracks.
For spot levelling, manual packing with the use of portable hand tamper is described
in Annexure 21.1.
Beater packing shall NOT be used for concrete sleeper tracks and is only
allowed for timber sleeper track.
Hand Held Tampers are to be used in groups of four men. The ballast shall be cleared
from the side of the sleepers and the portable tampers are operated initially from a

Permanen\ Way Manual Part IV
near vertical position. They are then worked down at an inclined angle to the
horizontal allowing the ballast to be squeezed under the sleepers. The ballast shall be
forced right under the sleepers but it must be ensured that the machines are not held
too inclined such that the track gets lifted or too long such that the ballast stones gets
broken up.
21.4.7 Periodicity Of Scheduled Works
21.4.8 The periodicity for execution of scheduled works is summarised in Chapter 20, Table T-
20.1
LIST OF ANNEXURES
Annexure 21.1 Manual packing by beaters
Annexure 21.2 Partial Levelling
Annexure 21.3 Joint Levelling

Annexure 21.1 - Manual Packing of Timber Sleeper Track
In manual packing, the following 8 steps are to be done in correct sequence:
i. Opening up of ballast
ii. Examination of rails, sleepers and fastenings
iii. Squaring of sleepers
iv. Slewing of track to correct alignment
v. Gauging
vi. Packing of sleepers
vii. Repacking of joint sleepers
viii. Boxing of ballast section and tidying
These operations are described below:
1. Ballast in the cribs shall be opened out from the end of the sleepers to 350mm
inside rail seats for a depth of 50mm below the packing surface, without disturbing
the cores under the sleepers. At this time, the rails, sleepers and fastenings shall
also be examined for defects. Squaring of sleepers, where necessary, shall be
carried out after the ballast have been opened up.
2. The ballast shall be drawn by shovels. The portion of ballast on the outside of
the rail shall be drawn outwards and the portion between the rails shall be drawn
towards the centre. Care however, shall be taken to see that the ridge, which forms
between the rails, does not project more than 50mm above rail level.
3. One rail (the base rail) shall be sighted by the Ganger along the lower edge of
the head of the rail and any dip or low joint lifted correctly. (Lifting may be done
either by crowbars or by jacks). The adjacent sleepers shall then be packed and the
top checked. After two rail lengths have been thus attended to, the rail on the other
side shall be brought to the correct level, checking cross level at every rail joint and
at every fourth sleeper. The next two rail lengths shall then be taken up and the
process continued.
4. No joint or dip shall be lifted higher than the correct level in the expectation that it will
settle to the correct level.
5. Having aligned the track and adjusted the 'top', PL shall be distributed in batches of
two for packing all sleepers in a systematic manner, commencing from one end.
Four men shall deal with every sleeper successively, two at each rail seat. The
ballast under the sleeper shall be packed by the· men standing back-to-back and
working their beaters diagonally under the rail seat at the same time to ensure firm
packing.
6. it is important that PL should thoroughly 'break' the cores with the "pick" ends of
their beaters and then use the "blunt" ends, as otherwise, uniform packing will not be
achieved and elasticity of the track-bed will be affected. After packing the rail seat,
the packing shall be continued outwards to the end of the sleeper and inwards for
350mm. Beaters shall not be lifted above chest level, the strokes being kept as
nearly horizontal as possible.

7. Care shall be taken to avoid:
• forcing under the sleeper any large stone, which may cause uneven bearing.
• striking the edges of the sleepers. (All men shall aim to work the beater from the
same height (chest level) so that the sleepers are uniformly packed. Higher or
lower lifting of the beaters results in uneven compactness).
8. Packing under the rail seat of the wooden sleeper causes the ballast to work towards
the centre. Before final dressing is done, it shall be ensured that no sleeper is
'centre-bound' by working the pick ends over the central ridge.
9. Care shall be taken while packing to ensure that the work does not result in adjoining
sleepers being lifted off their bed, thus creating artificial voids under them.
10. Before boxing the track, the packing under every rail seat shall be checked by the
anger by tapping with a wooden mallet or canne-a-boule. A hollow sound indicates
defective packing, which shall be re-done again.
11. As soon as packing is completed, slight distortions, if any, in alignment and top shall
be corrected, sleepers disturbed for this purpose being finally repacked.
12. The joint and 'shoulder' sleepers shall be repacked and the cross-levels at joints
checked (before boxing of ballast is done).
13. Boxing of ballast section and tidying up of the work site.

Annexure 21.2 - Partial Levelling
1. Partial levelling shall be done where the alignment is kinky or top level is uneven
and the track has to be restored to normal condition quickly. In the field, partial
levelling is also commonly called as 'picking up of slacks' or 'casual packing'. Partial
levelling would also entails partial lining for correction of horizontal a·lignment.
The need for such levelling usually arises:
• on stretches of yielding formation on high banks and in cuttings,

• on approaches of bridges,
• where ballast is poor in quality or quantity, or
• where drainage is defective,
and is determined on the basis of:
• inspections and
• results of track recording runs by the EM-120 car.
2. Procedure for Partial Levelling:
At first, sighting is done, the defects assessed and marks made on sleepers. The
marked sleepers shall then be attended to using beaters or portable hand tampers,
care being taken to see that the packing of adjacent sleepers does not get
disturbed.
The procedure for partial levelling using beaters or portable hand tampers is the
same as indicated in Annexure 21.1.
The sequence shall be as follows:
• Measurement of packing voids

• Fixing of high point, distance not exceeding 30m between two points
• Correction of cross levels at high points
• Determination of the extent of general lift lo be given
• Lifting of track by jacks
• Beater or mechanical packing of the sleepers
• Lowering of track by release of jacks
• Provision of ramps at the end of the stretches of track packed
• Checking cross levels and longitudinal levels
• Boxing up the ballast profile
Note:
1. In continuous levelling, provide a general lift of 1Omm for the first round of
packing and 5mm for subsequent rounds.
2. This procedure shall not be extensively used on sections where packing is

done by tamping machines.

Annexure 21.3 -Joint Levelling (For Mechanical Fishplated Joints)
Joint levelling can be done either by beaters or by portable hand tampers. Joint levelling
means picking up of joints ensuring the rail are in line vertically and laterally and packing
them to ensure a better ride quality and minimise damages to the joints.
The operations involved are described below:

When joints are picked up, at least three sleepers on either side of the joint shall be
packed.
The following procedure shall be followed:
• Loosen the bolts of the joint slightly

• Tap the joint to render lhe rail ends free
• Lever the joint sleepers by crowbars at both ends to bring them to one level
• Loosen the packing below the joint sleepers with the "pick" end of the beater
• Fill up the voids with ballast
• Pack the sleepers thoroughly
• Tighten the fishbolts
• Pack the shoulder sleepers
• Attend to the fastenings
• Verify the cross level at the joint

Part IV
On-Track Machines For Track Maintenance
Chapter 22
Works
Chapter 22
On-Track Machines for Track
Maintenance Works
Document History
Issue Date Prepared By
Authorised By:
Signature:
~r'
MOHD RAMLI MOHD NOH 2 8 MAY 2015
Date: General Manat~er Permanent Wav
Keretap• Tanah Melayu Berhaa
Kuala Lumpur
©KTMB Rev. O Page 1 of 41

Part IV
On-Track Machines For Track Maintenance
G ICTIIII Works
Chapter 22
TABLE OF CONTENTS
22.1 GENERAL ........................................................................................................................... 3

22.2 TAMPING MACHINES ............................................................................. .......................... 3
22.3 PRINCIPLES OF LINING AND LEVELLING ................ ...................................................... 5
22.4 OTHER ON-TRACK MACHINES ....................................................................................... 5
22.5 PRE-REQUISITES FOR THE USE OF ON-TRACK TAMPING MACHINES .................... 6
22.6 PREPARATORY WORKS REQUIRED BEFORE TAMPING ............................................ 6
22.7 TAMPING OPERATIONS ............................................................................................. ...... 8
22.8 ACTION REQUIRED AFTER TAMPING ............................................................................ 9
22.9 PRECAUTIONS DURING WORKING OF "ON-TRACK"MACHINES ................................ 9
22.10 DEPLOYMENT OF THE MACHINES ............................................................................... 10
22.11 RESPONSIBILITY OF THE PERMANENT WAY DEPOT ENGINEER ........................... 10
LIST OF FIGURES .............. .................................................................................................................. 11
Annexure 22.1 - Details of the Lining System ....................................................................................... 12
Annexure 22.2 - Details of the Levelling System ........................ .......................................................... 15
Annexure 22.3 (Sheet 1)- Form JM-5 Certificate for Track Preparation for Tamping Machine .......... 16
Annexure 22 .3 (Sheet 2) - Form JM5 A & B for use in Electrified Lines ............................................... 18
Annexure 22.4- Form JM- 6- Certificate for Track Preparation For Tamping By Turnout Tamper ..... 20
Annexure 22.5 - Check List for Quality Assurance ............................................................................... 21
Annexure 22.6 - Example calculation of traffic load/day ...................................................................... 23
Annexure 22.7 - Important Features of Ballast Regulator .................. .................. ...... .......................... 24
Annexure 22.8 - Important Features of Plasser 09-16 CAT Continuous action lifting, levelling,
lining and tamping machine for plain track ....................................................................... 25
Annexure 22.9- Important Features of Plassermatic 08-75 GS ................ ........................................... 28
Annexure 22. 10 - Important Features of TG-80-4 Multi-Purpose High Traction Vehicle ...................... 30
Annexure 22.11 - Important Features of Dynamic Track Stabiliser (DTS) ....... .................................... 31
Annexure 22.12 - List of KTMB On-Track Machines ............................................................................ 32
Annexure 22-13- Illustrations of Track Machines in KTMB .. ........ ................................ ....................... . 34
© KTMB Rev. O Page 2 of 41

\ Permanent Way Manual Part IV
I~TIIII On-Track Machines For Track Maintenance W orks Chapter 22
22.1 GENERAL
22.1.1 The superiority of mechanised track maintenance over manual maintenance is well
known. This is mainly on account of the following factors:
• Capability for maintaining track to closer tolerances.

• Retentivity of track geometry for longer duration
• Suitability for modern track with welded rails and heavy concrete sleepers with
higher productivity.
• Reduction in reliance on human effort.
• Restoration of track geometry after relaying or ballast clean ing, in the shortest
possible time.
In order to maintain and hold the tracks in the correct geometry position, hydraulic non-
synchronous constant pressure tamping is applied to the sleeper cribs.
22.1.2 This chapter specifies procedures for the use of machines which lift, level and tamp
sleepers, rectify alignment and consolidate ballast for track maintenance operations.
22.1.3 Main categories of tamping machines for plain tracks and turnouts maintenance are
equipped with one, two, three or even four-sleeper tamping units. In KTMB, the first
leveling, lining and tamping machines of the 07-16 G and GS series were procured in
1982-1 983 that have standard railway vehicle features. All the work units were positioned
between the axles that have a long wheelbase to accommodate the tamping units. A list
of machines (active and inactive) is attached in Appendix
22.1.4 Technical features of tamping machines, ballast regulators and multi-purpose machines
in used in KTMB are given in the Appendices.
22 .1 .5 Rules for running and working of on-track machines are contained in Chapter 49. The
cleaning of ballast by machines is covered in Chapter 30.
22.2 TAMPING MACHINES

22.2.1 The main functions of a tamping machine, beside the packing of the ballast under the
sleepers, are for the correction of track vertical and horizontal alignments and correction
of cross-levels.
22.2.2 Machines can be categorised as follows:
22.2.2.1 Off - track tamping machine
These machines generally work in between trains and do not require Line Block. They
cannot lift the track and therefore require the assistance of jacks for lifting and levelling.
22.2.2.2 On -track tamping machines
These are self-propelled machines. The tamping of sleepers is done automatically
through controls provided near the operator's seat. Present-day models can do lifting,
leveling, tamping and lining of track automatically. They cannot be easily removed from
the track, although some of them are provided with off-tracking equipment. On-track
machines need Line Possessions of long duration for econom ic working.

----------------------------
On-Track Machines For Track Maintenance Works Chapter 22
..... .
SQUEEZE FORCE SQUEEZE FORCE
...
VIBRATION ( e- l STATIONARY PIVOT POINT

TO ABSORB TAMPING
REACTION FORCES
...
.. TAMPING REACTION
FORCE
DIRECTIONAL VIBRATION
• PENETRATING REACTION FORCE

Figure 22.1 -Operation of Tamping Work head (source: Plasser & Theurer)
The tamping process beg ins with the insertion of the tamping tines into the ballast in
between the sleeper crib. Upon penetration of the ballast bed from above, the ballast are
compacted under the sleeper with a squeezing movement. All the tamping tines work with
the same pressure and frequency of vibration. This directional, linear vibration combined
with the non-synchronous tine movement thus produces a homogeneously compacted
ballast bed.
22.2.3 The following types of On-track machines are presently in use in KTMB:
22.2.3.1 Tampers (Plain line)
These machines lift, level and align plain line track. Technical features of these machines
are given in Annexure 22.8.
22.2.3.2 Tampers (Turnouts)
These machines do similar work on turnouts. They can also tamp the approach track near
switches and crossings at a slower rate compared to the plain line tampers. Technical
features of these machines are given in Annexure 22.9.

22.3 PRINCIPLES OF LINING AND LEVELLING

22.3.1 Lining System
22.3.1.1 Lining system in the machines provides for alignment corrections either by compensating
(smoothening) method or Precision method.
22.3.1.2 In compensating (smoothening) method, track is measured at 4 points and the two
versines are compared to control the lining. The existing errors are reduced in this
method and the curve is smoothened.
22.3.1.3 In the precision method, track is measured at three points and lined according to specific
theoretical versines. If track is to be lined with respect to fixed points, this method is
adopted.
22.3.1.4 Further details of the Lining system are given at Annexure 22.1.
22.3.2 Leveling System
22.3.2.1 The leveling system in the machines can provide levelling either by smoothening method
or absolute profile method.
22.3.2.2 In the smoothening method a pre-selected general lift is decided. During tamping, the
track gets the desired lift along with the reduction in irregularities in longitudinal level.
22.3.2.3 In the absolute profile method, longitudinal level is pre-marked and absolute longitudinal
level is obtained.
22.3.2.4 Further details of Levelling system are given at Annexure 22.2.
22.4 OTHER ON-TRACK MACHINES

22.4.1 Ballast Regulators
These machines distribute ballast across and along the track, to the correct ballast profile.
Technical features of these machines are given in Annexure 22.7.
22.4.2 Ballast cleaning machines
These machines are used for complete screening of ballast. The muck in the ballast is
removed and clean ballast is put back on the track. Technical features of these machine
are given in Chapter 25, Annexure 25.1.
22.4.3 Sleeper changing machines
As the name suggests, these machines are used for the interchange of sleepers in track.
22.4.4 Multipurpose machines
These machines can be used for loading, unloading and transportation of railway
materials. They can also be used as locomotives for pulling a few wagon's for
departmental use. Technical features of these machines are given in Annexure 22.10.
22.4.5 Shoulder and crib compactors
They consolidate the ballast and increase the lateral and longitudinal resistance of the
track.
22.4.6 Dynamic Track Stabilisers (DTS)
They produce fast, accurate and controlled settlement of the track and give the desired
degree of compaction to the ballast bed. Refer to Annexure 22.11

I<TM On-Track Machines For Track Maintenance Works Chapter 22
22.5 PRE-REQUISITES FOR THE USE OF ON-TRACK TAMPING MACHINES

22.5.1 Clean Ballast
A minimum depth of 150mm of clean ballast below the sleepers is necessary for the
proper functioning of track tampers. Adequate ballast should be available in the
shoulders and cribs. For this purpose, cleaning of ballast and provision of additional
ballast at deficient places shall be done well in advance.
22.5.2 Formation
An unyielding formation with uniform strength characteristics is considered desirable for
the success of mechanical tamping.
22.5.3 Line Block
On-track machines require Line Possessions for their working. lt is desirable to obtain as
long a Line Possession as possible, so that the net time available for working on the line
is reasonable, for economical and productive performance of work. Time allowance for
working the machines shall be provided in the train operation Time Table. For this
purpose, the Regional Engineer shall arrange a programme for working the machines in
consultation with the Operation Department and forward it to the Headquarters office.
22.5.4 Rules forworking machines
The working of on-track machines in Block Sections shall be governed by the provisions
of the Appendix 9 to the General Manual of the current KTMB Rules and Regulation
Book.
22.6 PREPARATORY WORKS REQUIRED BEFORE TAMPING

22.6.1 The following preparatory works shall be completed before on-track tamping machines
are deployed.
22.6.1.1 Ballasting, where there is general shortage of ballast in track.
22.6.1.2 Provision of adequate quantity of ballast in the tamping zone, to ensure effective packing.
22.6.1.3 Making up of low cess, on approval by the Regional Engineer.
22.6.1.4 Cleaning of pumping joints and provision of additional clean ballast, where necessary.
22.6.1.5 Rectification of hogged joints.
22.6.1.6 Straightening of rail joints.
22.6.1.7 Tightening of all fittings and fastenings and replacement of worn out fittings.
22.6.1.8 Spot renewals of broken and damaged sleepers.
22.6.1.9 Squaring of sleepers and adjustment of spacing.
22.6.1.1 0 Adjustment of creep and expansion gaps in rails.
22.6.1.11 Oiling of fishing surfaces.
22.6.1.12 Examination of rails for cracks and other defects and replacement as required.
22.6.1.13 Major realignment of curves which are badly out of alignment. (The machines can make
local corrections to curves but for major realignment of curves, separate realigning
operation shall be planned as indicated in Chapter 26 Realignment of Curves, clause
26.3).

22.6.1.14 Destressing/Restressing of rails as required. (Refer to Chapter 25 Welded Rails Laying

and Maintenance clause 25.10).
22.6.1.15 Clearing of ballast on sleepers to make them visible to the machine operator.
22.6.1.16 Removal of vegetation from track.
22.6.1.17 Ensuring good drainage of water from track and cleaning of drains.
22.6.1.18 Estimating the rail temperature during working hours and deciding the possible duration
for execution of work. (Refer to Chapter 25, clause 25.5 & 25.8).
Note:
Tamping of welded rail track shall be done when the rail temperature is below Id + 5"C. If
the temperature after tamping rises above Id + 20"C during consolidation period, a speed
restriction of 30 km/hr shall be imposed with the use of crib and shoulder compactors.
Otherwise a speed restriction of 20 kmph shall be imposed till the passage of 20,000
gross tonnes of traffic. (Annexure 22.6 gives a sample guide for estimating train
tonnage/day)
Other than consolidation by rail traffic, ballast consolidation is achievable with the use of
Dynamic Track Stabiliser (DTS). In this case, the imposition of a speed restriction is not
necessary, provided the track geometry requirements are met.
Marking, for the guidance of the Machine Operator:
• The locations where track needs lining and/or levelling.

• All obstructions such as signal rods, cables, pipes.
• Locations with tight overhead clearance.
• Limits up to which track can be lifted or slewed in electrified section.
• The beginning and end of curves and transition portions.
• Cant readings (marked on every second sleeper).
22.6.1.19 Determining the lift required.
Note:
If the absolute profile method of longitudinal levelling is adopted, the lift required on
sleepers shall be indicated on every fifth sleeper of the reference-rail. Similarly if the
precision method of lining (3-point system) is adopted, the quantum of slews shall be
indicated on the reference rail at 10 meter intervals.
22.6.1.20 Prescribing the number of insertions of tamping tools needed.
Note:
Normally one insertion up to 20mm lift and two insertions for lifts above 20mm will be
sufficient. One additional insertion may be required for joint sleepers.
22.6.1.21 Indicating the location of the run off ramp.
Note:
A run-off ramp of 2mm per sleeper shall be given before closing the day's work, as a
temporary measure. Permanent ramp shall be flatter than 1mm per sleeper.
22.6.1.22 Displaying the line and levels of obligatory points prominently.

22.6.3 Time frame for preparation of track for tamping machines.
If D is the date programmed for machine working all preparatory work shall be completed
as indicated in Table T-22.1 below.
Table T-22.1
·..•.....•....•.•...·
...•....···········•··
Unloading of ballast
• ~~~Ill ot.~ork .
.....·.·.·······••··
·Tiuget Date for <:PW~Ietiq~ .of'Nqrk
D-14days
Recording of versines D- 7 days
Working out slews D- 3 days
Indication of levels and slews D- 2 days
All other works as indicated at clause 22.06.1 D- 30 days
22.6.4 PWI shall give the certificate for track preparation for tamping machines in Form JM-5
(copy at Annexure 22.3) for plain track and Form JM-6 (copy at Annexure 22.4) for
switches and crossings.
22.6.5 PWI shall also provide the information as indicated in Clauses 22.6.1.19 to 22.6.1.23 to
the machine operator.
22.7 TAMPING OPERATIONS

The following points shall be observed by the Machine Operator/Permanent Way
Inspector during tamping.
22.7.1 Tamping depth

The tamping depth, (the gap between the top edge of the tamping blade and the bottom
edge of the sleeper in closed position of the tamping tool} shall be adjusted to 15mm.
22.7.2 Squeezing pressure
The tamping (squeezing) pressure shall be adjusted according to the type of sleeper, as
per the recommendations of the manufacturer.
22.7.3 Insertions
Care shall be taken to ensure that tamping tools are inserted centrally between the
sleepers into the ballast to avoid any damage to sleepers, the number of insertions being
in accordance with Clause 22.6.1.21.
22.7.4 Shoulder compaction
The shoulders shall be compacted along with tamping, where provision for shoulder
compaction is available on the machine.
22.7.5 '.. Obstructions
At obstructions such as signal rods, cables, pipes and check rails of Level Crossing, the
Operator shall exercise special care to avoid damage.
22.7.6 Vertical clearances

Special care shall be taken to ensure that vertical clearances of overhead structures are
not infringed.

22.8 ACTION REQUIRED AFTER TAMPING

The Permanent Way Inspector shall pay attention to the following points:
22.8.1 Fastenings
As some of the fastenings might get loose, all such fastenings shall be examined
immediately after tamping and tightened where required. Broken fastening shall be
replaced.
22.8.2 Gauge and Vertical Clearances
Gauge and Vertical Clearances shall be checked and adjusted, wherever necessary, after
tamping.
22.8.3 Quality Assurances
A check of the work done by tamping machine shall be carried out by the PWI of the
section. At places where the track geometry is not found within acceptable limits, the
work shall be repeated. A check list for quality assurance is given in Annexure 22.5 for
guidance.
22.8.4 Ballast
Ballast shall be re-profiled neatly and consolidation of ballast between the sleepers shall
be done. Ballast regulator/shoulder and crib compactor/Dynamic track stabiliser, shall be
used, where available. If ballast is found to be deficient after tamping, additional ballast
shall be provided without delay.
22.9 PRECAUTIONS DURING WORKING OF "ON-TRACK"MACHINES

22.9.1 The Sectional Permanent Way Inspector shall ensure that:
22.9.2 The machines do not infringe adjoining tracks.
22.9.2.1 Where more than one machine is used in the same Block Section, the movement of the
machines is coordinated to ensure safety in operation.
22.9.2.2 A system of "Look out" is enforced to ensure safety of workmen especially where
adjacent lines are open to traffic (See Chapter 52, Clause 52.4.2).
22.9.3 The Operator of the machine shall:
22.9.3.1 That the machine is fully equipped and the brakes are in order before commencement.
22.9.3.2 Ensure that the maximum speed does not exceed what is specified (generally 70 km/hr in
train formation, 70 km/hr when running under its own power, 40 km/hr over high speed
turnouts and 25 km/hr over conventional turno.uts) and that the machine does not infringe
the adjoining tracks.
22.9.3.3 Follow the safely precaution as indicated in Chapter 47, Clause 47.4.4 while operating
the machines.
22.9.3.4 Ensure that all locking devices are properly secured, brakes are "on" and the switches are
put to "off' while stabling the machines. Wedges or sprags shall be used under the
wheels on track laid on gradient for additional protection.
©KTMS. Rev. 0 Page 9 of 41

22.10 DEPLOYMENT OF THE MACHINES

22.10.1 The Tamping Machine, Ballast Regulator and Dynamic Track Stabiliser shall, as far as
possible, be deployed in one train consist. Similarly, when Ballast Cleaning Machine is to
be deployed, the Ballast Cleaning Machine shall be deployed to work in a section
together with a set of Tamping Machine, Ballast Regulator and as far as possible a
Dynamic Track Stabiliser.
22.11 RESPONSIBILITY OF THE PERMANENT WAY DEPOT ENGINEER

The Permanent Way Depot Engineer shall ensure that:
22.11.1 Only trained and experienced persons are deputed to operate the machines.
22.11.2 Calibration of machines is checked as per procedure and intervals specified by the
Permanent Way Depot engineer, local authorised agents or manufacturers.
22.11.3 Prescribed schedule of preventive maintenance is adhered to.
22.11.4 Adequate stocks of fast moving spares are available.

22.11.5 Deployment of the machines in an optimal manner (Chapter 20, Clause 20.10.4)
22.11.6 Development of adequate repair facilities in the field as in the base workshop.
22.11.7 Overhaul of each machine after prescribed interval.
22.11.8 Training of staff associated with the machines (the Operators, the Maintainer and
Permanent Way staff) in proper operation and maintenance of the machines and in the
techniques and principles of working of the machines (Chapter 54).

LIST OF FIGURES
Figure 22.1 -Operation of Tamping Workhead (source: Plasser & Theurer)
LIST OF ANNEXURES
Annexure 22.1 Details of the lining system.
Annexure 22.2 Details of the levelling system.
Annexure 22.3 Certificate for track preparation for plain track {Form JM - 5).
Annexure 22.4 Certificate for track preparation for switches and crossings
(Form JM - 6).
Annexure 22.5 Check list for Quality Assurance.
Annexure 22.6 Example Calculation of Traffic Load/day
Annexure 22.7 Important feature of Ballast Regulator.

Annexure 22.8 Important features of lifting, levelling, lining and tamping
machine for Plain Track.
Annexure 22.9 Important features of Turnout Tamper.
Appendix 22.10 Important features of Multi-purpose machine
Annexure 22.11 Important features of Dynamic Track Stabiliser
Annexure 22.12 List of KTMB On-Track Machines
Annexure 22.13 Illustrations Track Machines
©KTMB Rev. 0 Page11of41

Annexure 22.1 -Details of the Lining System

1. Lining may be done either by the compensating (Smoothening) method (4-point system)
or by the precision (3-point system) method. The principles of each of these methods are
indicated below:
2. Compensating (Smoothening) method
This is also known as 4-point system
Rear Tensioning WQRKING PlRfC!RION

Measuring
Trolley Trolley Lining Trolley Front Tensioning
A 8
c Trolley
0
I
I'
i
I'
I'
1 = THEORETICAL ALIGNMENT
2 = BEFORE LINING
3 = AFTER LINING
n= F. = INITIAL ALIGNMENT DEFECT
F, = RESIDUAL ALIGNMENT DEFECT
n = ERROR REDUCTION RATIO
i = VERS!NE RA110
COMPENSATING METHOD
ANNEXURE 22.1 Fig. 1
Assume 4 points A, B, C & Don a circular curve of radius R.
Then {AC 1) x (C 1 D)
= 2RH 1- H12
= 2RH 1 approximately since H 1 is small
AC1 x C1D
= ---'-'-'---"'------
H,
2R
AB1 x 8 10
Similarly, H2 =
2R
H1 AC1 x C1D
:. Versine ratio i = -- =
H2 AB1 x 8 10
Thus i is independent of the radius of the curve.

In this method the versine H at point B is measured and this represents the measuring
base. The track which may not be in proper alignment is stewed in such a way that at
point C, the versine H is in the correct ratio to H (i.e.) till H=HXi
Trolleys at A, B, C and D are pneumatically pressed against the rail selected for line
measurement, usually the high rail of a curve. The wire chord stretched between A
and D represents the 'Reference Line' and the transmitting potentiometer (Transducer)
which are fixed to the measuring trolley B and lining trolley C are connected to this wire
by means of Forks and the wire drives.
The measured ordinate at B is multiplied through the electronic circuit by the specified
ratio and compared with ordinate at C. Then electronic signal is emitted which activates
the hydraulic control of the lining mechanism to effect necessary correction.
When working on transition portion of curve, necessary adjustment can be applied by
digital control on the front trolley. When the front tower of the tamping machine enters the
curve, the rear tightening bogie is still on straight. Therefore, it experiences error because
of the curvature and certain adjustments have to be applied at the front bogie to
compensate the error due to curvature. Similar adjustments are also required when the
tamping machine leaves the curve at other end.

3. Precision Method
This is also known as 3-point system.
WQRK!NG Q!BfCIR!ON
A B
Iv. =HI
+ f·l 1 =
2 =
1HEORETICAL ALIGNMENT
BEFORE LINING
3 = AFTER LINING
Fo 4 = ACTUAL. POSITION OF 1HE LINING CHORD
IF. =--
n
5 =
Fo =
F, =
1HEORETICAL POSITION OF 1HE LINING CHORD
INITIAL ALIGNMENT DEFECT
RESIDUAL ALIGNMENT DEFECT
n = ERROR REDUCTION RA 110
BD
In= BC
PRECISION METHOD
ANNEXURE 22.1 Fig. 2
Assume 3 points B, C, D on a circular curve of radius R. In this method, the track is

measured only at 3 points.
BKxKD
Versine h =
2R
The lining mechanism is operated in such a way that point C is shifted to the correct position to obtain
ideal versine h.
In three point lining method, only Versine is measured by lining transducer and same is
compared with theoretical Versine, which is fed by Versine potentiometer from front
cabin.
The same principle is applicable for lifting. Thus this technique is also called the precision
lining and levelling method.

Annexure 22.2 - Details of the Levelling System

1. Principle
1.1 The level of each rail is sensed separately with the help of rollers at the following three
points:
• In front of the leading bogie

• In the tamped area
• In front of the rear bogie
1.2 The reference line for longitudinal levelling is a steel chord stretched over each rail from
the rear reference point to the front one.
1.3 The equipment rolling over the tamping area carried sensors, which scan the height of the
reference chords, with respect to each rail. The signals from the sensing device get
amplified and act on a servo system, which controls the lifting cylinders.
1.4 The longitudinal levels are corrected by the tampers on the principle of proportional
levelling.
2. Method of levelling
Levelling can be done by any of the following two methods:
• Smoothening method
• Absolute Profile Method
3. Smoothening Method
In this method, a pre-selected general lift is decided. The total lift of the track is the sum
of
• Lift required according to proportional levelling

• Pre-selected general lift
Thus the reduction in irregularities in longitudinal levelling is minimised.
4. Absolute profile method

In this method, the longitudinal level of reference rail is taken in advance. The lifting
required to bring the track to absolute profile is determined and marked on every fifth
sleeper, before the start of the work. When the tamper is brought to site, the reference
line is set according to the marked value and the reference rail is raised to the requisite
extent. The other rail is automatically adjusted to get the correct cross level or
superelevation by the cross level control mechanism. Thus the absolute longitudinal level
is obtained by this method.
©KTMB Rev. 0 Page 15of41

I~TM On-Track Machines For Track Maintenance Works Chapter 22
Annexure 22.3 (Sheet 1) -Form JM-5 Certificate for Track Preparation for
Tamping Machine
Region ......................................................... .
Location Km ..................... .to ...................... .
NameofPWI ............................................... .
Section .......................................................... .
:;N~·· I .· · •··. Item ofw~~l< •.·.i···•i...... i:.; i M~r~ (o[lick) the Date of •• Remarks ·.
..............I··· ..···. . ...•
-
•••••••••••••••••••••••••••
j
·.;Work to be done attention· • i •
1. Adequacy of Ballast cushion

2. Ballast in Tamping Zone
3. Making up of low cess
4. Cleaning of pumping joints
5. Rectification of hogged joints
6. Straightening of rail joints
7. Tightening and replacement of
fastenings
8. Spot renewals of Sleepers
9. Squaring & spacing of Sleepers
10. 1. Adjustment of creep
2. Adjustment of Expansion gap
11. Oiling of fishing surfaces
12. Replacement of rail
13. Major realignment of curves
14. Restressing of rails
15. Clearing ballast on top of sleepers
16. Clearing of vegetation
17. 1. Drainage from track
2. Cleaning of Drains
18. Deciding the duration for execution
19. Marking for the guidance of Machine
operator
20. Determining the lift required
21. Prescribing the number of insertion
22. Indicating the location of run-off
ramp
23. Displaying line & levels of obligatory
points

Note:
1. All preparations shall be completed one month before the machine working.
2. Ballast to be unloaded two weeks in advance.
3. Curve readings to be taken one week in advance. Working of the slews to be

done three days in advance.
4. "Sounding" test to be done for ballast cleaning three months· in advance.
5. Add any other items (If necessary).
PWI
Date ........................... .

Annexure 22.3 (Sheet 2) -Form JMS A & B for use in Electrified Lines
From: ~s:A]
Regional Engineer Date value taken ......... I ............ 1.... ....... .
To
Between
I station I station Ene I
GM Electrification
Tamping lining machine is programmed to work at following location on (date) ........ 1......... 120 ......
Listed below irregularities observed and require confirmation for OIH Staggering values column 12,13 & 14.
Please make the necessary clarification before (date) I 120
Location Mast No Actual value Track Freeze Value Difference OIH Equipment
1 2 3 4 5 6 7 8 9 10 11 12 13 14
No R. Remarks
Off R. Cant
Off R. Off Set Level Cant Values Values Height
Set Level Set Level Theo.
Km Cant 13- 6) 14-7) 18- 5) Left Riaht
5 ----····-----
Regional Engineer Certified by ·

~t

I For;1,JM 58 I
From To
PWI Machine Regional Engineer
No I I
Date Worked
Copy
Between Mechanize Engineer PWD HQ
UP/ON/Single L__ _ _ _ _ _L__ _ ____J
Location mentioned below has been worked and given below for your information
and for the necessary record
Location Mast 0/P value before 0/P value after Satisfied

No Km No Distance I Heiqht I Cant Distance I Heiqht I Cant Yes I No Remark
1 . 2 3 I 4 . J ... 5 - 6 I 7 I 8 - e _ I 10 --------
Prepared by : Verified by :
Date: Date:

Annexure 22.4 - Form JM-6 - Certificate for Track Preparation For Tamping
By Turnout Tamper
Region .............................................................. .
Section .............................................................. .
Name of Station ........... : ..................................... .
Identification No. of Turnout .............................. .
Kilometer ........................................................... .
Name ofPWI ...................................................... .
1. Availability of clean cushion 200 mm
2. Heaping of ballast in the tamping zone
3. Cleaning of pumping joints
4. Attention to hogged joints
5. Provision and Tightening of fittings
6. Renewal of broken and
damaged sleepers
7. Making the sleepers visible to the operator
8. Adjustment of gauge.
9. Displaying line and levels of obligatory

points

On-Track Machines For Track Maintenance Works Chapter22
Annexure 22.5 -Check List for Quality Assurance
1. Measurement of Track Parameters:
1
1. Crosslevel Every 5 h sleeper &
joint
2. Gauge Joint & shoulder

sleeper & at every 5th
sleeper in the
remaining portion
3. Alignment On10mbase&at10
m interval (20 m chord
in curves)
4. Unevenness On 10 m base & at 10

m interval
5. Loose All sleepers in one
Packing raillength
6. Shoulder To be checked in
ballast one or two rail
consolida- lengths.
tion.
7. Run off
ramp at the
end of the-
day

2. Comments on post-tamping work
S.No. Item of Work Condition Remark about
action taken
1. Tightening of fastenings
2. Replacement of missing or
broken fastenings
3. Profiling of ballast
4. Compaction of ballast in shoulder
5. Damage if any to obstructions

such as signal rods cables, check
rails of level crossings.
Vertical Clearances
6.
3. Overall assessment on quality of work done by tamper:

Note:
1. AT the start of every day's work all track parameters and quality of packing in the first
three rail lengths must be checked thoroughly after tamping and machine setting
corrected accordingly.
2. All defects noticed after tamping operation must be attended to by machines
immediately. If not, appropriate speed restriction shall be imposed. The machine shall
not leave the PWI's section without attending to the defects.
3. Profiling and consolidation of ballast should also be done on same day.
PWI
Date ....................... .

Annexure 22.6 - Example calculation of traffic load/day
Table 1: Heavy Traffic Sector
Basis of calculation:
i. Axle load of EMUs = 15 tons (Max )
ii. Number of EMU services per hour = 8 (assumed every 7.5mins for busy
section, use lesser figure if the frequency is less)
iii. Operational hours for EMU services per day = 20 hrs

iv. Intercity train services/day= 6
v. Freight trains/day= 6
20x 8 =160
EMU - 6x4x15
15 (@ 7 .5 minutes 160x360=57600
6 car sets =360
interval)
ETS These 10 services
trains- 6 15 360 4 4x 360= 1440 are to be
car accommodated
Intercity within the 160 EMU
500 6 6x 500=3000 services /day
lrains
Runs between
2400 hrs to
Freight
1200 5 1200 X 5 =6000 04 00 hrs
trains
.Accounts for only
10% of traffic
Total 68040
Table 2· Liqht traffic sector·

..·
..... Traihtype .. ..· ·Weightof . ·Number of trains
· Tonnage carri(ld per day .
·.··. train in .··•·• per day in both ... in both .dire.ctions ·

1 •
.t()nne~. . directions
•
1
(tonnes)
'
i
·.·· ..
.· ... ·.• ·.·· . . .··.
.· · pertram . ·· .· ·.·......•.·.··.·. •••• . . .. · . .··. ·.
Rapid commuter
312 10 3120
EMU
Intercity passenger 500 6 3000
Freight trains 1200 4 4800
Total 10,920
©KTMB Rev.() Page 23 of 41

Annexure 22.7 -Important Features of Ballast Regulator

1. TECHNICAL DATA
Engine 110 KW (150 HP) at 2500 1/min.
Total weight approx: 18 t
Travelling speed 55 km/h.
Length with sweeper unit 10130 mm.
Width 3080 mm
Height 3200 mm
Axle base 6250 mm
Wheel diameter 710mm
2. CENTRE PLOUGH
The centre plough is hydraulically adjusted in height which allows its precise adaptation
to sleeper position. In this way the sweeping unit fixed to the end of the machine is
allowed a higher output which in turn increases the output of the machine. The centre
plough is composed of a number of rigidly fixed guiding sheets and a number of mobile
guiders.
The mobile guiding sheets allow the ballast to flow:
• from track centre to shoulders

• from shoulders to track centre.
• from the right to the left rail.
• from the left to the right rail.
The arrangement of the centre plough allows working of the machine in either direction.
By the help of the centre plough, the machine can be lifted and turned for changing the
working direction.
3. SHOULDER PLOUGHS
Two hydraulically adjustable shoulder plough are fixed between the axles of the machine
to obtain any disired profile. The extension or retraction of the ploughs is hydraulically
powered and gives flexibility to adjust to the width of the embankment. The angle of the
lateral ploughs may be adjusted from 0 to 45 degree through any slant of the ballast
profile.
In case of obstacles, the shoulder ploughs may be retracted, still keeping the same angle
so that no ballast is heaped up. Measured from track centre, the shoulder plougs have a
range upto 2500 mm and can work at a level 1,250 mm below rail top.
The shoulder ploughs may work in either direction.
4. SWEEPER UNIT
The sweeper is mounted in a welded steel plate housing. The rotating brush consists of
a nurnber of rubber hoses. lt brings excess ballast via deflectors to either side of the
machine. The sweeper is hydraulically driven via a double chain.

Annexure 22.8 - Important Features of Plasser 09-16 CAT Continuous

action lifting, levelling, lining and tamping machine for plain track.
1. Dimensions and weights:
Gauge 1000 mm
Length with centre buffer couplers 16920mm
Width 2800 mm
Height 3300 mm
Distance between axles 10200 mm
Weight, (approx) 34 t
Front axle load, (approx) 14 t
Work unit axle load, (approx) 8t
Rear axle load, per axle (approx) 12 t

Performance of the machine: upto 100 m/h
2. Frame
Rigid frame riding on two free steering axles in front and rear.
A work unit frame is arranged between the axles. The frame is joined to the main
machine frame by a longitudinal roller guide in the front and supports itself on the track
by an axle in the rear.
3. Engine:
Water cooled GM Diesel engine,
Output: 183 KW (249 HP)

4. Tamping Units:
Two independent tamping units are attached to the work unit frame between the front
and rear axles by means of vertical guiding columns. The work unit frame is joined to the
main machine frame by a roller guide for longitudinal movement and is supported on the
track at the rear end by one axle. During work, the machine moves continuously and the
work unit frame is driven hydrostatically and by a hydraulic cylinder in a cyclic motion.
The work sequence is controlled, either fully automatic or by the operator using pedals.
The units carry a total of 16 tamping tools (8 per unit) arranged in pairs with which one
sleeper may be tamped at a time.
5. Tamping system:
Pressure vibration tamping, non-synchronous, constant pressure tamping principle.AII

tamping tools exert the same pressure on the ballast, independent of their movement.
The movement of the tool pairs is completely independent, according to the resistance
encountered in the ballast.

I<TNI On-Track Machines For Track Maintenance Works Chapter 22
During tamping, a resistance is built up in front of each pair of tools. Once the resistance
reaches the pre-selected pressure, the corresponding tool pair stops automatically. The
other tools continue working until they too encounter the same resistance in the ballast.
In this way, non-synchronous constant pressure tamping system provides a completely

uniform consolidation.
6. Lifting and lowering of the tamping units.
The lifting and lowering of the tamping units is achieved by means of hydraulic cylinders
which are controlled proportionally. The tamping depth is set, as required, on a digital
selector.
7. Tamping Tools.
The tamping tools (drop-forged of special steel) are arranged in opposing pairs on each
side of the sleeper. Each sleeper is tamped by 2 such pairs, on both sides of each rail.
The corresponding pairs penetrate the sleeper crib at the same time.
The spade-like edge permits easy penetration of the ballast. Worn tamping tools may be
re-surfaced economically by welding.
8. Lifting and lining unit
The machine is equipped with roller lifting and lining units which are attached to the work
unit frame in front of the tamping units and supported each by a vertical guide column.
As the lifting and lining installations are combined, both operations are achieved in one
passage.
The lifting and lining operation is started automatically by lowering the tamping units.
Lifting lasts until the levelling equipment interrupts the control circuit of the automatic
lifting action. The track is held in a raised position by the clamp until completion of the
tamping operation.
The control of the lining process also is fully automatic. Lining errors are detected by
one chord system and electronically transmitted to the control. Lining is automatically
switched off, once the correct value is reached.
After the work cycle is finished, the work unit frame advances to the next sleeper to be
tamped.
9. Levelling Unit
The machine is equipped with proportional parallel levelling system.

Each rail is measured by roller at 3 points:
• in front of the rear axle.

• in the tamped area.
• in front of the front bogie.
The reference line for longitudinal levelling is a steel chord above each rail, extended
from the rear reference point to the front one.
The system (rolling over the tamped area) carries a measured value received on both
sides scanning the height of the steel chord.
Lowering the tamping units initiates levelling operation. The measuring installation over
the tamped area determines the necessary amperage for lifting. This amperage is
amplified and acts on a servo system, which controls the lifting cylinders.

As the levelling and lifting unit works during the entire tamping process, the track level is
automatically checked the whole time. The raising of the tamping units interrupts the
levelling process. Cross level is also controlled by the two steel chords. The "front tower"
carries an electronic precision pendulum which automatically controls the cross level of
the two chords. In this way, cross level is always set to the desired value.
10. Working methods
The proportional levelling system allows the use of different methods:

1. Compensation method
When working according to the compensation method all errors in longitudinal level
are reduced. Cross level faults are completely corrected.
The total lift of the track is made up of:
• The lift resulting from the ratio of reduction and

• The pre-selected basic lift.
The basic lift is pre-selected by adjusting the height of the appropriate reference
line.
2. Precision method
The lifting values of the reference rail are established by levelling before the start of
work and marked on every 5th. or 1oth. sleeper. During work the corresponding left
or right hand reference line is set according to the marked values, while the other is
automatically raised to the correct crosslevel. The lift itself is controlled as
described above. With this method, an absolutely correct londigtudinal level is
achieved.
11. Cross level control
a) The cross level of the sleeper under tamping is checked by another electronic
pendulum. A large panel and a digital presetting for the required superelevation
allow very precise readings.
b) For the control of the cross level of the corrected track, the machine is equipped
with a digital display and an electronic pendulum.
12. Lining measuring system
The one chord measuring system is a compensation system, by which faults are
detected and reduced by the lining unit. it also allows lining to previously established
fixed points.

Annexure 22.9 -Important Features of Plassermatic 08-75 GS
Lifting, levelling, lining and tamping machine for

Switches & Crossings and plain track
1. DIMENSIONS AND WEIGHTS

Length over centre buffer couplers 15400 mm
Width 2800mm
Height above rail top 3300 mm
Wheelbase 8000 mm
Total weight approx 27 t
Front axle load approx 13.5 t
Rear axle load approx 13.5 t
Gauge 1000mm
The machine is fitted for tropical weather conditions.
2. ENGINE
Water cooled GM-Diesel engine.
Output: approx. 167 KW (227 HP)
The engine and accessories are fixed to the frame by means of metal-rubber springs.
The engine is easily accessible.
3. DRIVE
During travelling on its own power, the drive is provided from a hydraulic motor via axle
gear on the rear axle.
During work, the drive is provided by the same hydraulic motor over a special control
circuit.
Max, driving speed self-propelled: up to 60 km/h in both directions, infinitely variable.
Max. speed hauled: 80 km/h.

(subject to observation of regulations concrening operation, servicing, conveyance and
conditions of approval).
4. OTHER FEATURES
Other features of the machine are similar to standard plain line tamping machines,
except the tamping unit which is described below:
1. Tamping Unit:
One tamping unit is mounted on two vertical guide columns immediately in front of the
rear axle.

The work unit frame is guided on two lateral columns which in turn are fastened to the
main frame. By a hydraulic motor and a chain-drive the tamping unit can be moved
laterally.
2. Tamping system:
Same as in plain line tamping machine except the working of the tamping tools as
indicated below.
3. Tamping tools:
Each tamping unit has four forged tamping tools; their conic shafts are secured by
screws and springs to the swing arms. Four swing levers carry a joint on their lower
end. This joint allows the individual tilting of each tamping tool parallel to the sleeper. In
this manner the tools may be adjusted up to an angle of 15" towards the inside and 85"
towards the outside from their normal vertical position. This allows also tamping of
switch areas including such inaccessible parts as diamond crossing, wing rails, check
rails, etc.
The tilting of the tamping tools is hydraulically controlled from the operator's seat.

Annexure 22.10 - Important Features of TG-80-4 Multi-Purpose High

Traction Vehicle
The TG 80-4 is a heavy duty permanent way car with high traction force for all round use.
1. TECHNICAL DATA
Length 17740 mm
Width 2500 mm
Height 3420 mm
Bogie pivot spacing 12000 mm
Net weight 1500 mm
Max. Permissible total weight 40 t
Total engine output 470 kw (640 HP)
Max. speed under own power upto: 60 km/h
2. MACHINE DESIGN
The chassis has two 2-axle bogies. All axles are powered hydrodynamically.
At one end, there is the enclosed driver's and operator's cabin and at the other end a
crane or excavator. The vehicle has a spacious loading platform.
Various types of crane and excavator are available.
Depending upon operating conditions, they can be fitted with load hook, double shell
grab, electromagnet, shrub cutter or earth borer.
The TG 80-4 is fitted with buffers and draw gear at both ends.
3. APPLICATION
The following tasks can be carried out by the TG 80-4.
• On and Off-loading of rails, equipment, sleepers, ballast, waste and other materials
onto the loading platform or onto a hauled wagon.
• Material transportation over any distance.
• Use as a traction vehicle, as a work locomotive.
• All tasks which can be carried out by crane or excavator or with other special
• Equipment installed on the vehicle.

Annexure 22.11 -Important Features of Dynamic Track Stabiliser (DTS)

1. The Plasser DGS 62N Dynamic Track Stabiliser is designed to apply controlled, accurate
stabilising forces into the track structure at continuous speeds of up to 1.5 km/hr.
2. The use of DTS helps the track to achieve consolidation and regaining the resistance to
lateral displacement. This helps in relaxing the speed restrictions expeditiously and the
track maintenance cycle can be extended.
3. Dynamic track stabilizers shall be deployed behind the tamping machine and be used
after the tamping machines have finished tamping the track.
4. The machine should be used in maximum settlement mode when carrying out track
renewal or rehabilitation works or when carrying out ballast cleaning. For normal track
maintenance, it should be used in controlled settlement mode. The horizontal and
vertical force and frequency of vibration shall be adjusted so as to carry out effective
stabilization on various types of track structures.
5. The machine are equipped with a frequency modulation measuring unit for optimum
regulation of frequency. There are display units to indicate amplitude of vibration to
enable monitoring of vibration frequency and degree of settlement on both rails.
6. Precautions
The following extra precautions are necessary in the operation of this machine:
i) Complete and tight fittings to hold rails with sleepers are essential.
ii) Adequate pre-depositing of ballast for achieving the required profile is necessary.
iii) The vertical pre-load is to be selected if the levelling system is used, in such a
way that the determined maximum settlement is not exceeded. Lateral vibrations
shall be created without any vertical impact to avoid damages on the rail surface
by excess friction and force by the rollers.
iv) The selection of frequency (depending on track condition), working speed &
vertical pre-load should be judicious according to the needs and with/without
"Levelling" system in "ON" condition. The frequency is properly set when the
machine appears to be in smooth behaviour i.e. the vibrations are transmitted to
the track and not back to the machine.
v) When stabilising on bridges, with ballasted deck the frequency selected must not
be within the natural frequency of the bridges so as to avoid resonance
conditions. The natural frequency of girder bridges with a span of over 10 m lies
below 30 Hz. The frequency of 40-45 Hz is selected when stabilizing the bridges.
vi) While working the machine in stretches adjacent to walls, trench walls, retaining
walls, platform etc., no restrictions for the working of the machines are normally
necessary. However when these structures are defective, extra care is
necessary in the proximity of 20 m on either side, to avoid likely damages to the
structure.
vii} No stabilizing work in OLD TUNNELS is permitted.
©KTMB Rev. 0 Page31 of41

Annexure 22.12- List of KTMB On-Track Machines

(Note· Refer to Permanent Way Depot for current status of machines)
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i.. ·;..•.;••;.
1 07-16 G 2204 Levelling, lining and tamping machine 1982
2 07-16 GS 2305 LevellinQ, lininQ and tamping machine 1983
3 07-16 GS 2306 Levelling, lining and tamping machine 1983
4 07-16 GS 2307 Levelling, lining and tamping machine 1983
5 07-16 GS 2308 Levellin!l, linin!l and tamping machine 1983
6 PBR202 1203 Ballast Regulating & Profiling Machine 1982
7 PBR202 1204 Ballast ReQulatinQ & ProfilinQ Machine 1982
9 PBR202 1206 Ballast ReQulatinQ & ProfilinQ Machine 1982
11 TG80-4 4101 Multi-purpose Machine 1983
14 PBR400R 1409 Ballast Re!lulatin!l & Profilin!l Machine 1992
15 PBR400R 1410 Ballast Regulating & Profiling Machine 1992
16 PBR400R 1411 Ballast Re!lulatin!l & Profiling Machine 1992
17 PBR400R 1412 Ballast Regulating & Profiling Machine 1992
21 RM74 3202 Ballast Cleaning Machine 1992
22 DGS62N 7101 Dynamic Track Stabiliser 1993
23 Plassermatic 2510 Three-Rail Synchronous Lifting Turnout 1993
levelling, lining and tamping machine.
Unimat
08-75 GS
24 SSP 203 1513 Ballast Re!lulating and profiling machine 1995
25 09-16 CAT 2409 Continuous action levelling, lining and 1993
tamping machine.
tampin!l machine.
tamping machine.

tamping machine.

29 EM120 Track Recordinq Car 2003

30 GWM250 Rail grinding machine for plain track and 2003
turnouts with 2 winding units per rail
31 Unimat ThreecRail Lifting Synchronous Turnout 2003
levelling, lining and tamping" machinR
08-16 3S*
32 PBR400R Ballast Regulating & Profiling Machine 2007
33 PBR400R Ballast Re!]ulatinq & Profiling Machine 2007
34 PBR400R Ballast Regulating & Profiling Machine 2007
35 DGS 62N Dynamic Track Stabiliser 2007
36 DGS 62N Dynamic Track Stabiliser 2007
37 DGS62N Dvnamic Track Stabiliser 2007
38 Unimat Three-Rail Lifting Synchronous Turnout 2009
08-16 3S
39 Unimat Three-Rail Lifting Synchronous Turnout 2009
08-16 3S
40 09-32CSM Duomatic Continuous action levelling, 2009
lininq and tampinq machine
41 RM74 Ballast Cleaning Machine 2010

Annexure 22-13 - Illustrations of Track Machines in KTMB
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©KTMB Rev_O Page 37 of 41

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ICTIIII On-Track Machines For Track Maintenance Works Chapter 22
Plasser &Theurer MFS25
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Multi-Purpose Machine
© KTM B Rev. 0 Page 39 of 41

ICTIIII On-Track Machines For Track Maintenance Works Chapter 22
4.14 TYPENBLATT EM-120 MALAYSIA (KTM)
1
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Track Recording Car
©KTMB Rev.O Page 40 of41

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Creep Control and Other Track Works Chapter 23
Chapter 23
Creep Control and Other
Track Works
Document History
Issue Date Description
Authorised By:
t- •
Signature:
Date: General Manager Permanent Way 2 8 MAY 201
I
Kuala Lumpur

TABLE OF CONTENTS
23.1 GENERAL .................................................................... ...... ....... .......................................... 3
23.2 WORKS RELATED TO RAIL CREEP ......................... ....................................................... 3
23.3 MAINTENANCE OF RAIL JOINTS ..... ..... ....... .. .................. ........................... ..................... 6
23.4 PUMPING SLEEPERS AND REMEDIAL MEASURES ..................................................... 6
23.5 ACTION ON BUCKLING OF TRACK ................................................................................. 7

23.6 WORKS FOR THE MAINTENANCE OF TRACK FORMATION ........................................ 8
23.7 TRACK DRAINAGE WORKS ............................................................................................. 8
23.8 WEEDING OF TRACK ..................................................................................... .................. 9
23.9 OTHER TRACK WORKS ................................................................... ................................ 9

LIST OF FIGURES ......................................................................... .................................................. ..... 11
LIST OF ANNEXURES ............................................................................................ ....., ............ ........... 11

Annexure 23.1 - Expansion Gap Chart at the Time of Initial Laying ..................................................... 17
Annexure 23.2 - Report on Buckling of Track ....................................................................................... 18

23.1 GENERAL
23.1.1 In addition to the maintenance of track components and track geometry, there are many
other ancillary works relating to track which have to be undertaken for the efficient upkeep
of permanent way. This chapter deals with the methods adopted in carrying out these
works.
23.2 WORKS RELATED TO RAIL CREEP

23.2.1 General
23.2.1.1 The longitudinal movement of rails in the track under the influence of traffic is termed
creep. Creep can be a severe phenomenon associated with the jointed track with poor
track fastenings. On LWR/CWR track with good track fastenings, laid on concrete
sleepers, although the extent of rail creep is minimal, the rail creep needs to be monitored
closely to ensure track stability.
23.2.1.2 On lines with uni-directional traffic, creep is generally in the direction of traffic. On single
lines with traffic in both directions, creep may occur in either direction, particularly in the
direction of dominant traffic, steep down gradient and approaches to stop signals.
23.2.1.3 Rail-creep noticed may be due to movement of rail with respect to sleepers or due to
movement of both rails and sleepers on the ballast bed. In the latter case, the crib-ballast
too moves with sleepers and no cleavage between sleeper and ballast may be seen.
23.2.1.4 Extent of creep of both rails may not be always equal.
23.2.2 Adverse Effect of creep
Creep results in:
• Sleepers getting out of square

• Disturbance of gauge
• Breakage of rail, fastener, fish-plates and shearing of fish-bolts.
• Buckling of continuously welded track or of jointed track if consecutive joints are
closed without gaps, in extreme cases
• Forcing of switch rail longitudinally, ultimately causing signal failure
Creep of rail will produce additional compression on one end of the rail and
corresponding additional tension on the other end. Net creep out (additional tension) of a
section of track may result in pull-apart of rails/fish-plated joints/welds. Net creep into
(additional compression) increases the potential for track buckling.
23.2.3 Limit of creep
Creep of each rail is measured with respect to fixed points (i.e. creep posts) erected firmly
on the cess. These creep posts are short rail posts planted on cess on either side,
square to the track, and are longitudinally spaced at interval of half kilometre. Their top
levels match with the top of running-rails. A string is stretched across the track, holding
its ends at the fixed points marked on the creep posts. In jointed track, the creep posts
are erected opposite to a rail-joint, so that the movement of this joint from the fixed point
can be measured from time to time. In LWR/CWR track, a paint mark (or a punch mark)
is made on the non-gauge face (on the field side) of the rail-head, to serve as reference

for the rail-creep with respect to the fixed point. Reference Figure 23.2 and 23.2 (a) &
23.2 (b) , as could be seen, the km and half km posts, which are erected as track
signage, are used as creep posts.
23.2.4 Monitoring of rail creep
23.2.4.1 Jointed Track

23.2.4.1.1 In general, rail-creep shall not be allowed to exceed 150mm in jointed track. However
this norm should not be taken as sacrosanct. If more than six consecutive joints are seen
closed in spite of the rail temperature not being very high, it may indicate the possibility of
excessive thermal compressive forces developing in hot weather. PWI's inspections
should be so scheduled that he gets the opportunity to see every stretch of track in cold
and hot parts of the day alternately. If sun-kinks are seen in hot weather, it may indicate
the potential of track buckling, irrespective of the absolute value of rail-creep. If the PWI
finds that the alignment in curve gets disturbed often, it may be due to excessive creep.
23.2.4.1.2 The rail creep should not be allowed to exceed 50mm, adjoining conventional turnout. For
turnouts in Class 1 lines, creep shall not exceed 25mm. (Refer to High Speed Turnout
Manual)
23.2.4.1.3 The periodicity of creep measurement may be 6 to 12 months, which should be decided
by the Regional Engineer for each section of track, depending on the severity of creep
observed.
23.2.4.2 LWR/CWR Track

23.2.4.3 In LWR/CWR track, PWI shall monitor and record creep of rail or track at least once
every 12 months.
23.2.4.3.1 When net creep exceeds a limit of 50mm into or out of a 500 m section, the PWI shall
destress the track. He shall also reset the reference marks on the rail exactly opposite to
the creep posts and resume recording creep accordingly.
The following examples illustrate the working out of Net Creep on tangent track
between creep posts located at 500m interval.
Example 1·
Creep measured at CP x -10mm Net creep= -25-(-10) = -15mm
Creep measured at CP x+1 -25mm No destressing is needed.
Example 2·
Creep measured at CP x -10mm Net creep= +55-(-10) = +65mm
Creep measured at CP x+1 +55mm Destressing is necessary between

the two creep posts.
Note: The direction of creep is measured as(+) if it is in increasing kilometre and (-)if in
decreasing kilometre. Net creep if (+ve), implies tension in the rail and if (-ve),
compression in the rail.
23.2.4.4 In the case of curved track, the alignment may get affected due to excessive
compression/tension in LWR/CVVR. In the case of turnouts in welded track, the switch
anchors (provided at the heel of switch rail} transmit the thermal forces along the main

welded rail-string of the turnout. Any sign of distortion of switch anchor may indicate
presence of incipient rail-creep and the possibility of failure of switch anchor with
consequential effect on signalling system. PWI shall bear these facts in mind, in the case
of LWR/CWR track, irrespective of the stipulation in the previous clause.
(Note: Switch anchor is also sometimes called anti creep device, switch trap or creep
anchor)
23.2.4.5 The PWI shall:
• measure the creep observed, during his foot/trolley inspections

• arrange to pull back the rails or destress rails, if creep exceeds the value permitted.
• identify the causes of creep.
• institute measures to prevent creep.
23.2.5 Identifying causes for creep.
23.2.5.1 Factors which make creep possible are:
• Rails not secured properly to sleepers (Insufficient toe loads of rail fastenings, loose
fittings and worn rail seats).
• Inadequate resistance by ballast to movement of sleepers (insufficient ballast,
loose/uneven packing, damaged or unevenly spaced sleepers, yielding formation,
lack of drainage).
• High tractive and braking forces that occur near stop signals located on gradients
where trains may be required to stop/start.
• Inadequately maintained rail joints with improper expansion gaps.
• Rails too light for loads carried.
23.2.5.2 The PWI shall examine all these factors and identify the likely causes for creep so as to
eliminate these.
23.2.6 Remedial Action
23.2.6.1 The primary requirement to eliminate or reduce creep is that the rails shall be held firmly
to the sleepers which shall, in turn, generate adequate resistance from the ballast. To this
end, rail sleeper fastenings shall be tight, sleepers well packed and ballast in cribs and
shoulders adequately compacted.
2_3.2.6.2 Where creep of rail with respect to sleeper is prevalent, creep anchors of the type
approved by the General Manager Permanent Way Department, shall be used as
specified below:
• The pattern of fixing the anchors shall be decided by the CPWI depending on the
direction of creep.
• The number of anchors per rail shall be decided by the CPWI depending on the
severity of creep.
• No anchors shall be provided against joint sleepers.
• Both rail-seals of a sleeper shall be anchored on the same side.
• Where creep occurs in both directions, back-up anchorage {anchors on opposite
sides ot and butting with the sleepers} shall be provided.
23.2.7 Adjustment of creep
This is done by pulling back of rails in fish-plated track and destressing of welded track in
LWR/CWR track.

I<TM Creep Control and Other Track Works Chapter 23
23.3 MAINTENANCE OF RAIL JOINTS

23.3.1 Inadequate maintenance of rail joints results in:
• slack sleepers and powdering of ballast in the joint zone

• loosening of fish bolts
• building up of mud in wet weather resulting in the phenomena termed as mud
pumping and wet beds
• wear of fish plates and rails at fishing surfaces
• battering of metal at rail ends and burring at both sides or rail-head
• hogging of rail ends
• breaking of fish plates or bolts
• initiation of star cracks from the periphery of bolt holes in rail-web
• cracking and breaking of rail ends due to the above
All these occur usually in the same order roughly. These defects are interdependent and
a defect left unchecked rapidly leads to the occurrence of others.
23.3.2 The PWI shall observe the following procedures to ensure adequate maintenance of rail
joints.
• Tighten fish bolts to the prescribed torque while lubricating the fishing surfaces
periodically using the stipulated lubricants, so that the rail ends are allowed to move
optimally at the joints.
• Use standard spanners only. Preferably use torque spanners.
• Pack joint and shoulder sleepers firmly.
• Use shims to take up wear of fishing planes.
• Lubricate the fishing surfaces to prevent/reduce wear.
• Examine the rail ends thoroughly during lubrication of fishplates.
• Change any rail found with a crack in the web, head or foot.
• Use rail straightener to straighten hogged rail ends.
23.4 PUMPING SLEEPERS AND REMEDIAL MEASURES

23.4.1 The impact of the moving train loads particularly at the rail joints causes attrition of ballast
resulting in the accumulation of stone dust. This fine dust is blown out during the
passage of a train and the surroundings are coated with a fine dust. Such joints are
termed as blowing joints.
23.4.2 During wet weather, the blowing joints' sleepers deteriorate as pumping sleepers when
the dust in the voids of ballast forms slurry. Such sleepers manifest a type of failure in
which undulations develop in the track surface, soon after rainfall or wet conditions.
23.4.3 As a temporary measure, lift the track and lower the slurry level by letting it to flow out
from the region of sleeper ends.
23.4.4 The following remedial measures shall be undertaken individually or collectively:
1. Removal of the ballast below the joint and shoulder sleepers, screening the ballast
and replenishing with fresh ballast.
2. Tightening all fastenings, lubrication of the joint and adjustment of expansion gaps.
3. Packing of joint sleepers and shoulder sleepers.

Permanent Way Manual PartlY
4. Provision of proper drainage at the joinl zone.
5. Provision of a blanket below the ballast.
23.5 ACTION ON BUCKLING OF TRACK

23.5.1 Causes
High compressive forces in rails without adequate lateral track resistance lead to the
buckling of track. Such conditions are created:
i} When expansion gaps in rails are inadequate due to
• Excessive creep
• Non-lubrication of joints.
ii} When Track Lateral Resistance is reduced due to:
• inadequacy of ballast or
• a low degree of compaction after works such as after cleaning of ballast or
lifting/slewing of track are undertaken.
23.5.2 Action on buckling of track
1. If buckling of track appears imminent as indicated by hollow sleepers or kinks (refer
to Clause 25.11.2) or if the buckling does occur, the track shall be protected
immediately according to the Rule 2 of part 1 Section B of the General Manual in
the current KTMB Rules and Regulation Book by the Patrolman or Ganger who
observes it first. The track shall be slewed under the supervision of the PWI to a
reverse curve as flat as possible if the buckle is on a straight section. (If possible,
buckets of water may be poured on the rail to cool them). On curves, track shall be
slewed outwards. Clearances to signals, line-side structures and to adjacent lines
shall be checked carefully. Traffic can be permitted to pass at a reduced speed of 15
km/hr over the affected portions, provided clearances are adequate and there is no
structural damage to track components. When temperature drops, joint gaps shall be
adjusted and the track restored to proper alignment.
2. Action to be taken on buckling in a LWR/CWR Track is dealt with in Clause 25.11 of
Chapter 25.
23.5.3 Additional Inspection after buckling
On receipt of information of a track buckle, the PWI shall proceed to the site by the
quickest means and make sure about the protection and speedy restoration of traffic. He
shall inspect the affected and adjacent portions of track to arrive at the likely causes
which led to the buckle.
23.5.4 Reporting
lt shall be ensured that factors which contributed to buckling are eliminated quickly. A full
report shall be made to the General Manager Permanent Way Department, through the
Regional Engineer on every occurrence of buckling.
A proforma. for reporting on buckling of track is given at Annexure 23.2.

23.6 WORKS FOR THE MAINTENANCE OF TRACK FORMATION

23.6.1 Profile
Formation shall be maintained to the profile shown in Figure 10.2 and 10.3. If the width·
is less than specified, proposal for widening shall be framed by the PWI/CPWI, for
consideration and further action by the Regional Engineer.
23.6.2 Cess
The cess is that part of the formation top not covered by ballast. In the newly constructed
double track, sub-ballast is extended on both sides to form the cess. The cess should be
maintained at the proper level in reference to the rail, so that it allows drainage of water
flowing out of the ballast. At the same time, the cess should be at convenient level for the
trackmen to attend the track. If required, the cess shall be made up by using porous
material such as quarry dust, after obtaining the approval of the Regional Engineer. In
cuttings, the cess is not to be made up under normal circumstances. Spoil arising in
cuttings shall be taken out of the cutting. Grass and weeds must not be allowed to grow
on the cess surface to ensure proper drainage. Grass edges on cess shall be trimmed to
prevent the cess developing into a water course.
23.7 TRACK DRAINAGE WORKS

23.7.1 General
23.7.1.1 Every care shall be taken to ensure that water drains quickly away from the ballast and
formation.
23.7.1.2 The PWI shall pay special attention to drainage. During periods of heavy rainfall, he shall
check for inadequacies of drainage and report to the CPWI those cases where drainage
is not effective. All drains shall be watched for tendencies to scour or silt and timely
preventive action or repair shall be undertaken.
23.7.1.3 PWI shall ensure that, in the two-month period before the onset of heavy rains, all drains
in his jurisdiction are cleaned/repaired and made ready to function effectively during the
heavy rains.
23.7.2 Catch water drains at the edge of cuttings
lt shall be ensured that there is no percolation of water from catch water drains into the
sides of the cutting. There should be a proper outfall from these drains, leading water
away from the embankment at the end of the cutting. PWI should go up and inspect the
catch water drains periodically. He should examine whether any rain water flows into
catch water drain from outside the railway land, which is undesirable. If there are
problems with catch water drains, it may be examined whether provision of cascade
drains at their tail-ends is feasible and beneficial. Water from catch water drains should
not be short-circuited to fall into the side drains adjoining the track. The Regional
Engineer's approval shall be obtained for such improvements.
23.7.3 Side drains adjoining and parallel to the track
In the case of side drains, at locations where these drains go underground, such as Level
Crossing, etc., these shall be specially checked for the flow of water and kept clear. The
outfall shall be maintained as indicated for catch water drains.

23.7.4 Drainage of slopes
23.7.4.1 Where slopes of banks and cuttings are made up of easily erodible material, water
flowing over the slopes can cause damage. Remedial measures include:
• Turfing of slopes with suitable grass.

• Construction of drains along the slope and
• pitching the slope with stone, bricks, or precast elements.
23.7.4.2 All such cases shall be reported by the PWI to the Regional Engineer who shall decide on
the most suitable remedial measure.
23.7.5 Station yard drainage
Drainage in station yards shall receive special attention from the PWI. He shall ensure
that all drains and catch pits in station yards are cleaned at least once in a year.
23.7.6 Embankment drainage
Water shall not be allowed to flow along the toe of an embankment, or to collect on one
side of it (unless the railway bank is designed to retain water). Any seepage or piping
through the embankment is hazardous and shall be watched for. In such situations,
provision of culverts and of pitching along the toe are indicated. Such works shall be
executed after approval by the General Manager Permanent Way Department.
23.7.7 Drainage along berms and terraces
Where berms or terraces are provided, they shall have a cross-slope as given to the
formation top to enable water on the berm surface to flow down its slope.
23.7.8 Inlets and outlets of bridges
23.7.8.1 These shall be inspected before and during the rainy weather and kept clear. Each outlet
shall be cleared to its proper outfall, even if such outfall is beyond the railway land limits.
23.8 WEEDING OF TRACK

23.8.1 Prevention of weeds growing on the track is to be systematically undertaken for improving
drainage and stability of track. Herbicides where permitted shall be used for killing the
growth and preventing regrowth of various species soft weeds and grasses.
23.8.2 The methods of weeding and precautions to be observed as described in Chapter 34

shall be ensured.
23.9 OTHER TRACK WORKS

23.9.1 Sleeper Cribs and Angle Cribs for Temporary Bridge Span
23.9.1.1 Temporary bridge girders up to a span of 20m {66ft) are in use on the railway for
rebuilding of bridges, carrying out special work below the track and cestoration of
breaches. These girders are supported on Angle Cribs or Sleeper Cribs. Further
guidance may be taken from Clauses 5.12.4 and 5.12.5 of current KTMB Bridge
Maintenance Manual.
23.9.1.2 The following points require special attention during construction and maintenance of
cribs.

1. Sleeper cribs shall be laid as indicated in Figure 23.1. Single crib has all layers laid
with sleepers, whereas Double crib has alternate layers laid with sleepers and rails.
With heavier wheel loads of 20 tonnes, double crib height shall be limited to 6 layers
(260mm height only) and single crib be limited to 4 layers only.
2. Single cribs shall not be used on soft ground. A combination of single cribs with
double cribs as indicated in Table T-23.1 below shall be adopted for various heights.
(The table is based on use of BOibs rail with timber sleepers)
TableT -23.1
1.02 4 48 12 4 34 82
1.27 6 64 18 4 34 98
1.52 8 80 24 4 34 114
1.78 10 96 30 4 34 130
2.03 12 112 36 4 34 146
2.29 14 128 42 4 34 162
3. Cribs shall be constructed of good and sound sleepers.

4. Keeping in view the environmental aspects, it would be desirable to go in for Angle
Cribs as far as possible.
5. Base of crib shall be above water level. Materials for making up the required level
shall be well graded stone metal capable of spreading the load. No earth filling shall
be done.
6. Track on the crib shall be laid in straight alignment with correct cross level.
7. A speed restriction of 10 km/hr shall be imposed.
8. Flagmen shall be posted with complete equipment for inspection and protection of
track. He shall inspect the condition of crib (such as settling or leaning of crib) and
the track after passage of every train.
23.9.2 Joint working with Signalling Department
At the following locations, the PWI has to work jointly with the staff of the Signalling
Department in maintenance of the assets:
1. Track in track circuited areas
2. Insulated joints
3. Interlocked Switches and Crossings.
4. Working in close proximity to Signalling installations.
The detailed procedure to be followed. in such cases is described in Chapter 55.

~,,.·.····'···'"''' Permanent Way Manual Part IV
'··I<TM Creep Control and Other Track Works Chapter 23
23.9.3 Reports from Train Crew and Traffic Staff regarding track defects:
23.9.3.1 The Driver who experiences or notices undesirable conditions of track (such as, rough
running, visual buckling tendency, water flowing across the track or heading on the track,
etc.) will stop his train at the next station and advise the Station Manager as per
paragraph 7 Section C of General Manual of the current KTMB Rules and
Regulation Book indicating the defect noticed, like rough riding, floods, fallen trees and
slips. The Driver shall also use his mobile phone and inform CTC. The Station
Manager/CTC operator will advise all concerned. Trains shall be allowed into the
Section only after the site has been inspected and cleared by the PWI.
23.9.3.2 On receipt of Driver's report of track defects, the PWI shall:
• Proceed to the site by the quickest available means

• Inspect the location,
• Record particulars in detail
• Arrange for rectification of defects and - then arrange to remove or modify the
restriction imposed on the basis of the Driver's report.
23.9.3.3 A detailed report shall be submitted by the PWI in each case to the CPWI and the
Regional Engineer. The CPWI shall also inspect the site and initiate further remedial
measures, if required, making a report to the Regional Engineer.
LIST OF FIGURES
Figure 23.1 (Sheet 1) Standard Sleeper Cribs.
Figure 23.1 (Sheet 2) Standard Sleeper Cribs(side View)
Figure 23.2 Arrangement of Creep Post (Conventional)
Figure 23.2 (a) Arrangement for measurement of creep using km and half km
posts in CWR track (Plan)
Figure 23.2 (b) Arrangement for measurement of creep using km and half km
posts in CWR track (Section and Detail)
LIST OF ANNEXURES
Annexure 23.1 Standard expansion gap chart
Annexure 23.2 Proforma for report on Buckling of Track.

Figure 23.1 (Sheet 1) - Standard Sleeper Cribs.

51
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Figure 23.2- Arrangement of Creep Post (Conventional)

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(Plan)

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Annexure 23.1 - Expansion Gap Chart at the Time of Initial laying
20 - 21 5
22 - 27 4
28 - 35 3
36 - 43 2
44 - 51 1
52 - 60 0

Annexure 23.2 - Report on Buckling of Track
Report on Buckling of Track at Km .............. (location!Up track down track) ........................ .
on .......... (date) ................... .
1. General information:
1. Region .................................... .
2. Section ......................................
3. Between station ........................ .
4. Kilometerage ............................ .
5. Gang No .................................. .
6. Straight or curve ....................... .
7. Degree of curvature (or Radius) ................... .
8. Gradient and Gradient direction ................................. .
9. Laying or Restressing temperature for LWR/CWR ............................ .
2. Track structure
1. Rail.. .......................................... .
2. LWR/CWR or fishplated jointed track ....................... .
3. Type of sleepers ......................... .
4. Sleeper density.......................... .
5. Fastenings ................................. .
6. Ballast depth........................... (indicate clean ballast depth)
7. Ballast shoulder width ................ .

8. Type of formation ...................... .
3. Comments on Track quality:
1. Effectiveness of fastenings
2. Extent of creep
3. Amount of expansion gap and rail temperature
4. Lubrication of rail joint
5. Adequacy of ballast
6. Consolidation of ballast
4. Track Maintenance Works recently under taken with date
1. Tamping Operations Date ........ .
2. Ballast Cleaning Date ........ .
3. Lifting of track Date ........ .
©KTMB Rev.O Page 1Bof19

4. Slewing of track Date ........ .
5. Restressing done and at what temperature Date ........ .
6. Realignment of curves Date ........ .
7. Any other work affecting stability of track Date ........ .
5. Details of Buckling:
1. Who spotted the buckling
2. Symptoms seen: Hollow Sleepers Kinks

3. Time of Buckling
4. Rail temperature then prevalent
5. Whether hot weather patrolling was in position
6. Effects of buckling:
1. Extent of buckling
2. Condition of Sleepers
3. Condition of fastenings
4. Other adverse effects
7. Temporary restoration:
1. Method adopted
2. Speed restriction imposed
3. When speed restriction was relaxed
4. Confirmation regarding non-infringement with any line side structure
8. Cause of Buckling:
9. Permanent remedial measures adopted.
Date .......................... .
PWI

Welding of Rails Chapter 24
Chapter 24
Welding of Rails
Document History
Authorised By:
Signature:
Date: MOHD RAMLI MOHD NOH
General M
2 8 MAY 2015
KereaJpl Tanah Melayu !erhad
Kuala Lumpur

(5 ICTIIII Welding of Rails Chapter 24
TABLE OF CONTENTS
24.1 GENERAL ..................... .. .... ..... ........................... ................................................................ 3
24.2 APPLICATION OF THE PROCESSES .............................................................................. 3
24.3 ALUMINO-THERMIC (AT) WELDING PROCESS ............................................................. 3
24.4 AT WELDING PROCESS .......................................................................................... ......... 5

24.5 SHORT PRE-HEAT W ELDING PROCESS ....................................................................... 9
24 .6 SAFETY PRECAUTIONS .......................................... ....... ............................. ..................... 9
24.7 FLASH BUTT WELDING PROCESS ............................................................................... 10
LIST OF FIGURES ................................................................................................................... ....... ...... 12

Annexure 24.1 - Rail and Welded Joint Inspections and Assessment ................................................. 16
Annexure 24.2 - Installation Sequence of Moulds ............................................................................... 17

24.1 GENERAL
24 .1.1 A rail joint is the weakest link in a track structure. Due to the impact of the moving loads
on the joint, the packing of the sleepers under the joint gets disturbed, thereby requiring
frequent attention. Other adverse effects of rail joints include:
• poor fatigue life of track and rolling stock components,

• excessive noise level and
• inferior riding comfort
Welding of rail joints has therefore been resorted to, with a view to minimizing the
problems connected with a jointed track.
24.1.2 The welding of rail joints in Depot's is carried out either with a stationary welding plant, or
with mobile welding plant and the welding of joints "in-situ" with a mobile welding plant or
using an Alumino-Thermic method.
24.1.3 In this chapter, the various processes adopted for welding of rails and precautions to be
observed are described. The standards for finishing tolerances in a welded joint have also
been prescribed.
24.1.4 Inspections of rail and welded joints shall be made using the outline in Annexure 24.1 as
a basis.
24.2 APPLICATION OF THE PROCESSES

24.2.1 Standard rail of either 40ft (12.2m) or 60ft (18.3m) length are welded in the Flash Butt
welding depot into lengths up to 146m (480 feet).
24.2.2 Alumino-Therm ic Welding and Mobile Butt Welding with a mobile plant are used for
converting jointed rails in track (either single rails or welded panels) into Long Welded
Rails (LWR)/Continuously Welded Rails (CWR).
24.2.3 However, only Alumino-Thermic welding can be used for rectifying or replacing rail and
weld failures during service .
24.3 ALUMINO-THERMIC (AT) WELDING PROCESS

24.3.1 Principle
AT welding process is a method of joining the rails, in which an exothermic reaction of

igniting a mixture of iron oxide and finely divided aluminium powder is utilised to obtain
molten iron for welding the rail ends, which are kept in a mould box. A sketch of this
process is shown in Figure 24.1
24.3.2 Types of AT welding process (EiektroThermit or Thermit)
There are two types of welding process in AT (Thermit) welding:

a) Short preheat
The short preheat process means that the portion supplies the majority of the heat for a
satisfactory weld. Excessive preheat times may lead to weld failure.

SKV is the short form of German Phrase ".§chwei(l,verfahren m it !Surz ~orwarmung" . This
when translated into English reads as "Short Pre-Heating (SPH) process. In this process
prefabricated dry moulds are used and the time of preheating is shortened to mere 10
minutes. The minimum time required for different rail sizes are as follows:-
Rail size Time required (minutes)

BS 80A 3-4
UIC 54kg 5-6
UI C 601<g 6.5-7
Short pre-heating have been mostly done by Air-petrol fuel mixture. Oxy-LPG or
Compressed Air-petrol fuel mixture have been developed as these techniques take less
time for pre-heating the rail ends to desired temperature resulting in saving of line
possession time with improved quality of joint.
The rest of the Thermit process involves preparation of crucibles kept ready by putting
Thermit portions and ignite it with special igniters. A violent exothermic reaction takes
place and the Thermit mixture turns into a molten bath. Thereafter the automatic tap
releases the molten metal into the mould. After cooling, the extra weld metal surrounding
the parent rail is removed by shearing to match the rail profile.
b) Long preheat
The long preheat process means that to produce a satisfactory weld the preheat must
supply the majority of the heat, between 950°C - 1ooooc evenly over the rail ends as
required.
AT welding of different hardness rails is possible with the condition that portion used
should be suitable for the higher hardness rail. However, older rails and rails lighter than
80 lbs are not recommended for thermit welding as the steel composition is not
appropriate.
24.3.3 Moulds
Moulds are required for pouring molten metal into the rail ends for welding. These are
prefabricated and ready to use as per profile of the rail.
Three Piece Mould Two Piece Mould

Permanent Way Manual Pari IV
The moulds are made of a Sodium Silicate and sand mixture with various other materials
used to give heat resistance etc. and is C02 dried. When C02 is blown through the mould
the Sodium Silicate hardens. After removal from the pattern the mould is oven dried to
remove moisture. Although the moulds should have adequate reinforcement to avoid
crushing, care must be taken during transportation and welding works as they are fragile
and liable to breakage. Standard prefabricated moulds are manufactured to ensure
adequate permeability for the escape of mould gases.
Before mounting on the rail ends to be welded, each pair of rnoulds shall be examined for
defects, dampness, cracks, blocked vents etc. and defective moulds shall be discarded.
24.4 AT WELDING PROCESS

The welding process involves the following operations:
• Preparation of the rail ends to be welded.

• Ensuring appropriate gap.
• Proper aligning of rail ends in the horizontal and vertical plane.
• Fixing of the mould.
• Preheating the rail ends to attain the designed temperature. (Refer to Figure 24.3)
• Igniting the "portion" in the crucible.
• Tapping of the plug to allow the molten alloy to flow into the mould and fill up the gap
between the rails.
• Removal of slag.
• Demoulding and removing of excess metal.
• Trimming of rail top and sides when red hot.
• Trimming the foot risers, after the rail has cooled down.
• Grinding off the joint to correct profile.
• Inspection.
• Dimensional check and tolerances.
• Ultrasonic testing.
24.4.1 Alumino-Thermic Powder Mixture
The Alumino-Thermic Powder Mixture used for the welding of the rail shall be compatible
with the chemical composition of the grade of rails to be welded. The Alumina-Thermic
welding powder (portion) shall be tested for weight, moisture content and chemical
composition in accordance with the instructions issued by the Permanent Way Division.
The stipulations laid down by the suppliers about the shelf life of the portion, shall be
strictly followed for main running lines. Shelf life shall be as per manufacturer's
recommendation but shall not be less than 2 years. Where portion material is out of date
on the label; the manufacturer may be consulted to verify whether the shelf life can be
modified.
For use in Yard lines or sidings, after expiry of the initial shelf life, the shelf life may be
again enhanced by testing weld samples created from that batch, provided the sample
test weld passes the UT test and other related tests.

24.42 Finishing Tolerances
The weld shall be tested with a calibrated 1.0 meter long straight edge placed centrally on
the joint. The alignment tolerances shall be as follows:
Vertical alignment + 0.3mm

- O.Omm
Lateral alignment ± 0.3mm
lt is also necessary to meet tolerances for finishing on the sides of the rail head at the
welded joint and for the finishing of the top table surface of the welded joint, using a
calibrated 20cm straight edge, measured not exceeding 400mm length on either side of
the weld.
The specified tolerances are as under:
Running surface flatness including head finish on sides and top table surface.
The gap/offset shall not exceed 0.15mm between the ruler and rail surface.
These tolerances are shown in Figure 24.2.
The straight ruler and feeler gauge shall be of accurate fabrication and calibration,
provided by a reputable manufacturer. As an alternative, standard Eleclronic Straight
Measuring (ESM) device may be used to determine weld geometry compliance to the
above stated tolerances.
24.4.3 Testing
The welds shall be tested according to the procedure laid down for this purpose. A
record of the test shall be kept for scrutiny at a later date. Australian Standard AS:
1085.25-2006, EN14730-1:2006 (Thermit Welding), EN14587-1:2007 (Flush Butt
Welding) and EN14587-2 Oct 2006 (Mobile Flush Butt Welding) may be adopted for this
purpose. The main tests that need to be done are as follows:
o Ultrasonic tests for every joints

o Alignment, as measured with a straight edge, to comply to the finishing tolerances.
o Hardness to comply existing rail hardness
• Bend Tests
• Condition of Fracture Face- There shall be no evidence of lack of fusion, hot tearing
or porosity on the fracture face
• Fatigue Test
• Magnetic Particle Inspection (MPI) and Dye-Penelrant Test to check for surface
crack
24.4.4 Precautions to be observed in Alumino-Thermic Welding
24.4.4.1 The two rail ends shall be aligned properly both horizontally and vertically.
24.4.4.2 The gaps shall be uniform and burrs removed. I! should be 25mm ± 1mm.
24.4.4.3 The rail ends shall be square and properly cleaned up to the end of the moulds.
24.4.4.4 Moist portions shall be rejected. They shall not be used after drying.

I<TM Welding of Rails Chapter 24
24.4.4.5 Before igniting. the alumina-thermic mixture, it shall be seen that the rail ends are properly
heated and the gap has neither reduced nor increased· due to expansion or contraction of
rails.
24.4.4.6 During fixing of the moulds, it shall be ensured that the centreline of the rail gap coincides
with the centreline of the mould to avoid cross joint. The mould jackets/shoes holding the
pre-fabricated mould in a snug fit condition, after fixing, shall be tightened by the
application of adequate pressure. Excessive pressure may cause breakage of mould and
dropping of sand inside the mould cavity. Care shall be taken during application of
adequate pressure. 11 is essential for the moulds to fit flush to each other across the
bottom of the rail flange which can be checked by feeling with fingers across the junction
of the two halves of the moulds and by looking down the riser aperture. The moulds
should touch the bottom of rail foot to ensure proper size of collar at the bottom.
24.4.4.7 After the moulds have been fixed, the gap between the mould and the rail shall be
packed firml)!' with luting sand to prevent leakage of liquid weld metal. To protect the rail
top table from metal splashes during reaction, the adjacent rail surface on either side of
the moulds shall be covered with a pair of metal cover (rail protector) or smeared with
luting sand up to 15cm on either side. Moisture in the luting material must be controlled to
avoid gas entrapment in the weld. (Luting: Liquid clay or cement used to seal a joint, coat
a crucible, or protect a graft). Refer to Annexure 24.2 for photos of installation sequence
of moulds.
24.4.4.8 A stop watch or thermo chalk (temperature stick) shall be used for controlling the
preheating time.
24.4.4.9 During tapping, crucible shall not move from its position. Tapping shall be done only after
completion of reaction and separation of slag.
24.4.4.10 Adequate care shall be taken to ensure proper fusion especially of the bottom flanges.
24.4.4.11 Flame cutting for removal of excess metal are not be allowed.
24.4.4.12 In-situ Alumino-Thermic Welding is not permitted, during rain unless special
arrangements are made to do it under cover.
24.4.4.13 The minimum time restrictions as prescribed by the supplier for allowing the traffic after
welding shall be strictly followed. This shall not be less than 20 minutes before the first
train can be allowed to pass over the welded joint.
a) After the portion is ignited, observed that the reaction is not too vigorous or
boiling. Allow about 20-25 sec for this process.
b) Once the reaction subsides, allow a few seconds (5-7 seconds) before separating
the slag from the metal and tapping the contents of crucible into the mould.
Tapping shall be done only after completion of reacti?n and separation of slag.
c) After pouring, wait for about 3-5min for the molten metal in the mould to cool and
solidify, timed with a stop watch before removing the mould.
d) After removal of the mould, trimming of the excess red hot metal of the weld must
be carefully done so as not to cut the parent metal resulting in cupping of the
weld. Leave about 2- 3 mm excess metal over the rail table.
e) All rail fastenings shall be securely fitted before final profile grinding of the rail
head.

f) The completed welded joints must be distinctly marked, numbered and the record
maintained so that any future joint failures are traceable.
24.4.5 Defects and Remedial Measures
The general defects noticed in alumina-thermic welds and the remedial measures to be
adopted are briefly indicated below:
when weld metal is still in

5. Slag inclusion - allow separation of slag on top, before tapping
weld metal
24.4.6 Welding of old rails

The following precautions shall be taken in the welding of old rails by alumina-thermic
welding process:
• Rails shall have a residual life of at least 10 years.

• Maximum wear in the rail head shall not exceed the following:
Wear .. 801bs 54kg

.
60kg
Vertical Wear 3mm 5mm 8mm
Lateral Wear 2mm 4mm 6mm
• Crop the ends of old rails with fish bolt holes for a minimum length of 450mm.
Before welding, ensure that the cropped ends are free from hogging, roughness,
burns and defects.
• Rails with battering and hogging exceeding the above limits shall be cropped before
welding.
• Do not weld rails having wear at rail seat exceeding 2 mm in depth
• Rails shall be ultrasonically tested before welding to weed out defective rails.
• Only rails of the same quality (UTS), hardness and with similar pattern of wear shall
only be welded together.

Welding. of Rails Chapter 24
• The end faces of the rails to be welded shall be thoroughly cleaned of loose scales,
rust, paint etc. by brushing and shot blasting or grinding. Cleaning of rail bottom shall
be ensured by placing a mirror and watching the cleaned surface. Oil and grease, if
present, shall be removed by Carbon Tetrachloride or Benzene. If any internal defect
such as piping is noticed during end cleaning, the rail shall not be welded.
24.5 SHORT PRE-HEAT WELDING PROCESS

24.5.1 The conventional alumino-thermic welding process takes about 60 minutes for welding a
joint. To reduce this time, the shorter preheat SKV (in German) (or SPH, in English)
welding process is used. As the duration for carrying out the welding is very much
reduced, the conventional alumino-thermic welding process is not desired anymore.
24.6 SAFETY PRECAUTIONS

24.6.1 Alumino-thermic welding is a potentially hazardous activity and Permanent Way
personnel involved in the work must be aware of all safety aspect and gas safety.
24.6.2 Welders must be fully trained and hold a Certificate of Competency issued by the
Permanent Way Division.
24.6.3 Welders and welder's assistant and other personnel on site (where necessary) must wear
the appropriate Personal Protective Equipment (PPE).
24.6.4 A knapsack spray full of water (or equivalent firefighting appliance) MUST be on hand
before any welding work commenced. A dry chemical extinguisher must be made
available on site to extinguish fuel fires from grinders etc. A Fire Blanket must be ready to
be used if fire occurs on clothing etc.
24.6.5 Special precautions must be observed during welding in tunnels especially protection
from the welding fumes to minimise risk of inhalation of fumes by welders and team
members.
24.6.6 In areas where there is either dripping water (such as in tunnels) or water ponded near
the rail, ensure that the water do not drip ooto the weld by using a small tarpaulin or
similar blanket. Any water pooling on the Slab around the weld area must be removed
before welding commenced.
24.6.7 When working in enclosed station areas (such as in KL Sentral) activities need to be
managed to avoid exposing the public to inconvenience and irritation (noise, fumes and
smoke) and to avoid giving rise to concern (appearance of smoke or setting off of smoke
alarms).
24.6.8 ALL NON ESSENTIAL PERSONNEL SHOULD STAND AT LEAST 15M AWAY
DURING THE COURSE OF THE REACTION AND UNTIL THE WHOLE WELDING
PROCESS IS COMPLETE.

24.7 FLASH BUTT WELDING PROCESS

24.7.1 Principle
The flash butt welding process is a method of joining the rails, in which the heat
generated for forging the joint, is created by the resistance of the rails to the passage of
an electric current.
Thus, the parent metal is actually consumed during the welding cycle to an extent of
about 25mm per weld.
24.7.2 Welding Process
The welding process involves the following operations:
• Ultrasonic testing of rails to be welded.

• Pre-straightening of rails .
• End-cleaning of rails .
• Adjustment of rail ends .
• Welding (Flashing)
• Stripping
• Profiling
• Post straightening
• Ultrasonic inspection
24.7.3 Testing
The welds shall be tested according to the procedure laid down for this purpose. A
record of the test shall be kept for scrutiny at a later date. Australian Standard AS:
1085.25-2006 may be adopted for this purpose. The main tests that need to be done are
as follows:
• Ultrasonic tests for every joints

• Alignment, as measured with a straight edge, to comply to the finishing tolerances.
• Hardness to comply existing rail hardness
• Bend Tests
• Minimum Load to Failure
• Minimum deflection to failure
• Condition of Fracture Face - There shall be no evidence of lack of fusion, hot
tearing or porosity on the fracture face
• Fatigue Test
• Sampling requirement
• One sample for the first 500 joints and after every 1000 joints
24.7.4 Flash Butt Welding of Old Rails
The requirements are the same as for Alumino-Thermic Welding of old rails, as per
Clause 24.3.8.
24.7.5 Finishing Tolerances
The weld shall be tested with a calibrated straight edge one meter long and tolerances
shall be as follows:
Vertical alignment +0.3 mm

-O.Omm
Lateral alignment +0.3 mm
-0.3mm
Web zone + 3 mm of parent

- 0 mm contour.
lt is also necessary to meet tolerances for finishing on the sides of the rail head at the
welded joint and for the finishing of the top table surface of the welded joint, using a 20cm
straight edge, measured not exceeding 400mm length on either side of the weld.
The specified tolerances are as under:

Running surface flatness including head finish on sides and top table surface.
The gap/offset shall not exceed± 0.15mm between the ruler and rail surface.
The straight ruler and feeler gauge shall be of accurate fabrication and calibration,
provided by a reputable manufacturer. As an alternative, standard Electronic Straight
Measuring device may be used to determine weld geometry compliance to the above
stated tolerances.
24.7.6 Marking of Joints
Every joint shall have distinctive mark indicating the weld number, month and year of
welding and the code of the plant as shown below.
XXXXMMYY AAA
This marking is done by permanent marker pen at the web of the rail.
<f>KTMB Rev.G Page11 of18

c·····.················.·················· Permanent Way Manual Part IV
"··· I<TM Welding of Rails Chapter 24
LIST OF FIGURES
Figure 24.1 (a) Conventional Alumino-thermic Welding Process (Thermit)
Figure 24.1 (b) Conventional Alumino-thermic Welding Process Pouring
Figure 24.2 Finishing Tolerances of a Welded Joint.
Figure 24.3 Fixed Pre-H.eater (FPH) method
LIST OF ANNEXURES
Annexure 24.1 Inspection of welded rails
Annexure 24.2 Installation of sequence of moulds

Thermit Welding
Heat source
-chemical reaction between
tnermit mixture components
-Iron oxide and aluminium
powder Crnckle---.\t---jI
-Ignition fuse required Miclclle
steel
Slug
Shutter Risers
Fireday mould
-shapes joint
-allows slag removal
Firebrick
MOUld
Figure 24.1 (a)- Conventional Alumino-Thermic Welding Process (Thermit)
SLAG
MOL TEN STEEL--~

POURING PAN
Figure 24.1 (b)- Conventional Alumino-Thermic Welding Process Pouring.

STRAIGHT EDGE~
.!.....------ !OODMM
~ 5CDM "
Toler~nce for V<rllcai Mio~llgnment <>f W.id at High Joint
STRAIGHT EDGE
J------- 1000MI'l --------J
Toh:ronr;;c for Ltrh:rnl Alignment
STRAIGHT EDGE
2:D0MM
}
ll.lSMI"l f
Tolerance fer Sr.cfe of Heed Flnlshrng
No!g:
1. On Curc'Od Track To~ Surfoce requlrem<nl ore a• for straight track.
2. Lotarol Allgnmant Toleroncs ore Bhowa fo,- Stral9ht Trod: only end Vl'lr~r 'oiJfth mdlus.
Figure 24.2 - Finishing Tolerance Of A Welded Joint
©KTMB Page 14 of 18
FPH Preheating Burner FPH Holder FPH Universal Holder
111!'----~.
prel:!e.at
bolder
adjustment
NOTE:
The FPH system comprises of a modified SkV-F burner (either acetylene or propane), and a new
burner holder, which attaches to the standard universal mounting. Using this system, the preheater
will be central to the mould cavity and vertical in the moulds.
©-KTMB Rev. 0 Page 15 of 18

Annexure 24.1 - Rail and Welded Joint Inspections and Assessment
TYP\>Of
~iJ$p~e~ic?f1 Or ,
aCtion
Walking ld\lntify and r\lport, visually obvious rail defects and conditions (i.e. indicators of a defect) that
inspections may affect the integrity of the track structure that includes the following:
1) broken rails and rail welds;
2) rail and rail weld deformations and discontinuities;
3) wheel burns;
4) damage to rail surface or section;
5) unusual patterns of gauge face contact;
6) unusual vehicle tracking patterns;
7) rail corrugation;
8) battered rails joints; and
9) gauge corner fatigue
10) other obvious indications of defects such as bleeding.
b) Failure of track circuits can be used as an additional method to detect rail failures.
c) Intervals between walking inspections shall not exceed 31 days.
Continuous Continuous ultrasonic testing- shall be undertaken every 12 months during the service life of
ultrasonic rails to identify and report defects detectable by ultrasonic inspection.
testing
Detailed A detailed visual inspection should be carried out:

inspection a) for all new welds; and
b) where the response following the detection of a rail or weld defect is '0'
( 'observation' )
Manual a) Manual ultrasonic testing should be carried out in the following situations:
ultrasonic (i) at new aluminothermic and fiashbutt welds;
testing
(ii) to confirm suspected defects as indicated by the continuous ultrasonic inspection;
(iii) where there are suspected defects as found by the walking inspection;
(iv) when known defects are to be re-inspected and re-assessed.
b) Probe configurations shall be carefully selected for the defect being examined. As a basis,
AS 1085.15 for weld test procedure may be used.
Other detailed Other detailed inspections may be used in conjunction with ultrclsonic inspection, for example
inspections magnetic particle, dye penetrant, radiography, eddy current and magnetic induction.
Assessments and action
Defects detected from inspections should be assessed and reported in accordance with the
classification, position and sizing codes as specified in Chapter 27 : Rail Defects and Their
Rectification

ICTIIII Welding of Rails Chapter 24
Annexure 24.2 - Installation Sequence of Moulds
A: View of mould mounting


Welded Rails - Laying and Maintenance Chapter 25
Chapter 25
Welded Rails- Laying and
Maintenance
Document History
Authorised By:
Signature:
~~ \
Date:
MOHD RAMLI MOHD NOH·
General Manaal!r Permanent Wav
2 8 MAY 2015
Kerettipl Tanah Melayu Berha.d
Kuala lumpur

(5 ICTIIII Welded Rails- Laying and Maintenance
Part IV
Chapter 25
TABLE OF CONTENTS
25.1 GENERAL .............................................................. ............................................. ................ 3
25.2 BREATHING LENGTHS OF LWR and CWR ..................................................................... 3
25.3 PERMISSIBLE LOCATIONS FOR LAYING LWR/CWR .................................................... 5
25.4 TRACK STRUCTURE FOR LWR/CWR ............................................................................. 6

25.5 RAIL TEMPERATURE ....................................................................................................... 6
25.6 LAYING OF LWRICWR ...................................................................................................... 7
25.7 LWR/CWR ON BRIDGES ................................................................................................ 14
25.8 MAINTENANCE OF LWRICWR ....................................................................................... 15

25.9 HOT WEATHER PATROLLING .............................................................. .. ....................... 19
25.10 DESTRESSING DURING MAINTENANCE ..................................................................... 20
25.11 MAINTENANCE OF SEJS/BUFFER RAILS ............................................................. ....... 21

25.12 BUCKLING OF TRACK ........................................................... ......................................... 21
25. 14 REPAIR OF FRACTURED RAILS ............... ..................................................................... 23

25.15 DERAILMENTS ON LWRICWR ....................................................................................... 24
25.16 DAMAGE TO SWITCH EXPANSION JOINTS (SEJs) ..................................................... 24
25.17 FLOOD DAMAGE ON LWR/CWR .................................................................................... 25

25.18 INSPECTION AND RECORDS ........................................................................................ 25
25.19 TRAINING ......................................................................................................................... 25
LIST OF FIGURES ..................................................................................................................... ........... 26

LIST OF ANNEXURES ........................................ ................................................................................. 26
Annexure 25.1 - Important Definitions .................................................................................................. 30
Annexure 25.2- Minimum Competence Requirements for Rail Destressing Operations ..................... 33
Annexure 25.3 - Generic Method Statement for Destressing LWRICWR ............................................ 34

Annexure 25.4- Matrix of Responsibility PWI/Ganger/Spiker/Gangman ............................................. 54
Annexure 25.5- Types of Rail Thermometers .. .................................................................................... 55
Annexure 25.6- Register of LWR/CWR Maintenance .......................................................................... 59
Annexure 25.7 - Chart of Movement of LWR/CWR ................. ............................................................ 60

Welded Rails- Laying and Maintenance Chapter 25
25.1 GENERAL
25.1.1 Standard rails are welded in a depot by the "Flash butt" welding process or at site by
mobile Electric Flash-Butt Welding plant or the "Aiumino-Thermic" welding process to
form panels of welded rails.
25.1.2 A long welded rail (LWR) is defined as a panel of welded rails of which upon laying in the
track, the central zone does not undergo any longitudinal movement with the variation in
temperature. Rails welded together into nominal lengths of 146 - 150m (depending on
elemental rails lengths) shall be considered as LWR.
25.1.3 Continuous welded rails (CWR) shall be defined as LWR panels that are joined by
welding (including turnouts and other non-moveable joints such as glued insulated joints)
in continuous lengths between fixed points greater than 146m and where adjustment
controls are in place and destressing of which has to be carried out in stages. CWR are
only put in service with use of 54kg or heavier rails and with a good track structure.
25.1.4 Rail that is not constrained will shrink as the temperature drops, and expand as it
increases. Since the ends of CWR are fixed, the rail will experience tensile stress in cold
weather and can fracture if the stress becomes too great. In extreme hot weather, the rail
will experience compressive stress, and if the compressive force becomes excessive the
rail and/or track may buckle.
25.1.5 This chapter specifies the procedures for laying, maintenance and monitoring of LWR
and CWR so that the stresses within the rails in the track are managed in a control
manner under varying ambient operating temperature condition.
25.1.6 Annexure 25.1 defines technical terms used in this chapter.
25.2 BREATHING LENGTHS OF LWR and CWR

25.2.1 Rails are welded in the Flash Butt Welding depot into panels, 146m long, which generally
function as LWR. Once laid as LWR or CWR, only the short lengths, at both end of a
LWR/CWR track are subjected to thermal expansion or contraction due to temperature
variations. These ends are termed as the "Breathing Lengths". The central zone does not
undergo any longitudinal movement due to the variation in temperature as the movement
is restricted by the restraint from the rail fastenings, the ballast resistant to the sleepers
and the weight of the track.
25.2.2 Rail Temperature and Its Change
For a fully restrained rail and neglecting creep effect of the rail metal, the formula to
calculate the thermal stress in rail is:
Thermal stress = aT = EallT expressed in N/mm2
where:
E = Modulus of elasticity of rail steel (usually taken as 200000 N/mm2)
a =thermal expansion coefficient of rail steel (Usually a= 11.5 x 10-6/ •c)
liT =Difference between the rail temperature and stress free/neutral

temperature in degree Celsius
E and a are constants.

I<TM Welded Rails- Laying and Maintenance Chapter 25
For a rail of length L, the formula to calculate thermal expansion gap (e) is:
3
e =(La L\T) x 10 where e is in mm, and L in metre
25.2.3 The variation in rail temperature may ranges from about 25°C above to 25°C below the
mean rail temperature. For a 480ft. LWR, the corresponding breathing length is about 35
m.
For a track structure with BS 80A rail on concrete sleeper, the calculated breathing length
and movement of rail ends is shown below:
For BS 80 A Rail area of cross section A = 5065.11 mm2

Max thermal stress in rail for 25•c variation above or below the stress free temperature
= EaT N/mm2
Corresponding Maximum thermal force in rail = AEaT N
= 5065.11 X 200000 X 0.0000115 X 25 = 291,244 N
= 29.688 tonnes
Assuming average longitudinal ballast resistance to rail movement offered at each rail
seat per sleeper
= 0.50 tonnes
Number of sleeper seats required to resist the 29.688 tonnes longitudinal thermal force
= 29.688/0.50
= 60 sleeper seats
Taking sleeper spacing of 600 mm or 0.60 M,

thus length occupied by 60 consecutive sleepers = 60 X 0.60
= 36 meters
Hence the breathing length = 36 meters
Breathing length depends on rail section, temperature variation from stress free
temperature, and resistance offered at rail seat to the longitudinal rail movement.
Expected movement at rail ends at Max. temperature variation
= laT/2
where:
I = Breathing length = 36 meter

6
a= thermal expansion coefficient of rail steel = 11.5 x 10" / •c
T = Max. Variation in temperature

Expected movement at rail ends at Max. temperature variation
= 36x (11.5 x 10-6)x 25"/2
= 5.2mm
This movement of 5.2mm can be accommodated by a standard fish plated joint.
25.3 PERMISSIBLE LOCATIONS FOR LAYING LWRICWR

25.3.1 LWR/CWR shall be laid only at such locations where the physical features and track
parameters satisfy the conditions indicated below:
• Formation shall be stable and trouble-free, and not flood prone;

• Alignment shall be straight or on curves flatter than 965 m radius for new works.
(However the existing LWR on sharper curve with smaller radius will continue to
remain);
• Grade shall not be steeper than 1 in 100 (Vertical curves of minimum 5000 m radius
shall be provided where gradients change as required)
• LWR/CWR may be continued through reverse curves not sharper than 875 metre
radius. For reverse curves sharper than 1500 metre radius, shoulder ballast of 600
mm over a length of 100 metre on either side of the common point should be
provided.
• Preferably there should be a length of straight in between curves such that the
breathing length falls on the straight portion of the track.
25.3.2 LWR/CWR shall not be laid at locations where:
• Rails are subject to heavy wear, corrosion or corrugation and need frequent
renewals;
• Formation is weak/prone to pumping failure;
• Track is vulnerable to flooding, subsidence and breaches.
25.3.3 For a LWR track, the PWI must ensure:
• To isolate the LWR by provision of one standard length rail on either side of
switches and crossings;
• To provide LWR on bridges in accordance with the criteria indicated in Clause 25.7;
• That LWR is not terminated at an insulated joint;
• That fishplated track butting a LWR is not subject to creep;
• Rail anchors shall be used to address rail creep where applicable.
• Level crossing shall not be located in the breathing length of LWR/CWR.)
25.3.4 For a CWR track, it is important that track stability is monitored and maintained at all
times through:
• Creep monitoring;
• Thermal stress control of CWR;
·..• Attention to sleeper/ fastening assemblies;
• Maintaining the ballast profile; and
• Keeping track geometry within required maintenance tolerances.

25.4 TRACK STRUCTURE FOR LWR/CWR

25.4.1 Profile
The ballast profile for LWRICWR shall be as indicated in Figure 10.2
25.4.2 Formation
Formation shall be stable. Stretches of bad formation shall be treated suitably and
stabilized before laying LWRICWR.
25.4.3 Ballast
For existing LWR in service, the minimum cushion below the bottom of sleepers shall be
250 mm of stone ballast. Shoulder width shall be:
On straight or inside of curve......... 310 mm

On outside of curve...................... 460 mm
Shoulders on both sides shall be humped to the extent of 100 mm. as shown in Figure
10.2.
For CWR in Class I track, minimum ballast cushion shall be 300mm.
25.4.4 Sleepers
Concrete or wooden sleepers with elastic fastenings may be used for LWR. For CWR,
only concrete sleepers are allowed. The sleeper density shall conform to the standards
specified in table T-10.1 for Class 1 & 2 lines. (Chapter 10, Clause 10.3). Spacing of
sleepers under LWR is shown in Figure 25.1.
For CWR, sleeper spacing shall be uniform 600mm centre to centre.
25.4.5 Rails
25.4.5.1 LWR shall be laid with 80 pounds or heavier rail. CWR track shall only be with 54kg rail
or heavier. All new rails for new track shall be without fish-bolt holes, except in sidings
for goods lines.
25.4.5.2 In cases of conversion of existing fish-plated track into LWR, it shall be ensured that:
• Defective rail ends are cropped;

• Only those rails tested ultrasonically and found without flaws are used; and
• Only where the anticipated residual life of rails are not less than 10 years.
25.5 RAIL TEMPERATURE

25.5.1 Records of daily rail temperatures shall be maintained for each PWI's section. The mean
rail temperature (tm). is used to:
• Assess the availability of time for track maintenance during different parts of the
years;
• Plan destressing operations;
• Organise track patrolling; and
• To review the destressing temperature (t,).
25.5.2 The mean rail temperature tm shall be arrived at on the basis of the maximum and
minimum recorded rail temperatures over a representative period.

25.5.3 The destressing temperature (td) to be used shall be kept higher than the mean
temperature for the particular region. This is considering that the track is able to
withstand tensile force better than compressive force. Compressive force which builds up
as temperature rises, if not restrained adequately, may lead to track buckling whereas
tensile force causes the rail to be pulled apart and if the force is too high will result in rail
breakage. For the track in KTMB, based on consolidated experience gained in the field,
the destressing temperature to adopted for use is fixed at 45" Celsius.
25.5.4 Suitable monthly readings of rail temperature should continue to be taken and a register
maintained by the PWI to enable re-assessment of the mean temperature and
destressing temperature in his section and in KTMB. Measurement of ambient and rail
temperatures shall be carried out by an approved make of rail thermometer. Description
of types of rail thermometer available in the market is in Annexure 25.5.
25.6 LAYING OF LWR/CWR

25.6.1 Survey
Where LWR is proposed to be laid, a detail survey of the section shall be carried out to
determine locations over which LWR/CWR cannot be carried through, such as certain
bridges, curves, gradients, switches and crossings and unstable formation. A detailed
plan shall be made showing the exact location of joints and other features as in Figure
25.2. LWR/CWR shall be laid according to plan as approved by the Permanent Way
Division Headquarters.
Track with CWR designed for high speed train operation Class 1 line has been laid under
. the Double Tracking Project without any free joints and is provided with Switch Expansion
Joints (SEJs) to allow for the thermal expansion and contraction of the rail. The
installation, monitoring and maintenance requirements of SEJs are described in a
separate maintenance manual and Chapter 7, Annexure 7 .2.
25.6.2 Preliminary works
The following works shall be completed before laying of LWR/CWR
• Cleaning of ballast and making up the full ballast section necessary to bring the
track to final level.
• Realignment of curves.
• Introducing and/or improvement of vertical curves.
• Rehabilitation or weak bridges.
• Rehabilitation of poor formation.
• Ultrasonic testing of rails.
• Provision of glued insulated joints (in track-circuited territory).
• Removal of battered or hogged ends, if any in the rails.
25.6.3 Procedure for laying LWR/CWR
The detailed procedure for installation of LWR/CWR will be specified by the General
Manager Permanent Way, considering the facilities and equipment available from time to
time. The Regional Engineer (or Project Engineer where necessary) shall get the
procedure approved from the Permanent Way Division Headquarters.

25.6.4 Destressing of LWRICWR after installation
Annexure 25.3 Generic Method Statement for Rail Destressing Work.
25.6.4.1 Destressing operations shall be carried out by freeing the rail when its temperature is
within the temperature range of Id up to 1ct + 5 or by using rail tensors when rail
temperature is below the design stress-free temperature range.
(For the track in KTMB, 45"Celsius remains fixed as the stress-free temperature)
25.6.4.2 This operation shall be carried out on a length of LWR or CWR track which can be
conveniently tackled during the available line possession, but not exceeding 1 Km. (The
length is also limited by the capacity of the tensor). The required extension shall be
obtained by pulling the rail, (freed of sleeper fastenings) towards a pulling point, (where
the tensor is fitted) from an anchor of specified length. A closure weld will be made later
at the pulling point.
25.6.4.3 Destressing shall be done under the supervision of an experienced PWI who has carried
out similar destressing operations. lt shall also be ensured that relevant documentation
is maintained in the Section Register of the PWI and in the Regional Engineer's Office.
25.6.4.4 lt is important to select before destressing operation:
• The position of the anchor;

• Length of rail to be pulled; and
• The location of closure weld.
25.6.5 Operations in destressing
25.6.5.1 Without using rail tensors:
Operations involved in destressing of LWR/CWR without using rail tensors must be

carried out when the rails are in stress free condition within the temperature
range of Id± 5". The procedure is as follows:-
1. A track possession of adequate duration is to be arranged at a time at which the rail

temperature is expected to be within the temperature range td ± 5" during the
fastening down operations. The entire work shall be done under personal
supervision of the PWL.
2. Before the work is actually taken, a speed restriction of 15 km/hr shall be imposed
and fastenings on alternate sleepers loosened.
3. In LWR or CWR track without SEJs, a cut is to be made to create a gap to insert a
piece of short rail which will be welded subsequently at the end of the destressing
operation. Prior cutting of rail and installation of closure rail shall be done in an
earlier line possession, or it may be done earlier within the same possession. When
the track possession is taken, the closure rails shall then be removed, and where
SEJs are present, the SEJs adjusted (as per desired gap at td) and fastened.
4. The remaining sleepers fastening on both running rails shall be loosened/removed
starting from the proximate ends of the SEJs/free joint and proceeding towards the
centre. The rails are lifted and placed on the rollers at about every 15th sleeper to
permit rails to move freely. While distressing on curved track, provision of side
rollers may be adopted. The rails shall be struck horizontally with heavy wooden
mallets to free them from any horizontal resistance so as to assist in their
longitudinal movement. This hammering action over the entire stressing length will

I < TIIII Welded Rails - Laying and Maintenance Chapter 25
induce rail movement towards a stress free state. Continue vibration until rail
movement ceases.
5. The rollers shall then be removed, the rails lowered to correct alignment and
fastenings tightened, starting from the middle of LWR and proceeding toward both
ends simultaneously. The tightening of fastening shall be completed within the
temperature range for td as specified. The actual range of temperature during the
period of tightening shall be recorded by PWI along with the time and date.
Note:
a. The tightening of the fastenings, and the arrangements for insertion of cut rails
between the SEJ/free joint and LWR shall be carried out simultaneously. The
four gaps shall be measured individually and the rails of required length cut by
rail saw keeping the required gaps for AT welding. The cut rails shall then be
placed in position, fastened to the sleepers and welded at each end. Fastenings
for 20 metre on each end of the LWR shall be removed before welding. Joints
shall be clamped for 20 minutes after welding.
b. For this operation it is necessary that the rail temperature is below td to rule out
the possibility of rail to be under a state of compression. However, in situations
where there is a possibility that the rail may be in compression, never use a
saw for the initial cut as the rail will close up causing the cutting disc to shatter
hazardously. Further cuts may be saw cut or flame cut. Flame cut rail ends
must be discarded and not to be re-used for the track. All rail ends shall be saw
cut prior to welding.
c. Do not remove fastenings completely before cutting the rail. If the rail is in
tension, it may pull back before the cut is complete, breaking the rail at the cut,
and may cause broken rail material to fly in a dangerous manner.
25.6.5.2 With the use of rail tensors:
Operations involved in destressing of LWRICWR using rail tensors are:-
1. Establishing Anchor Length
For resisting the pull exerted on the welded rail by a rail tensor, it is essential that
an adequate anchor length is provided at the fixed ends of the free rails. The length
of this anchor shall be equal to 5m per degree Celsius of the difference between the
stress-free temperature and the rail temperature at the time of stressing. If the
stress free temperature is 45°C and rail temperature at the time of destressing is
35°C then the anchor length is equal to 5 x (45 - 35) = 50 meters. The anchor
lengths are A 1 A2 and C1 C2 at either end of the length A2 C2 to be stressed (see
Figure 25.3). In this case, the anchor length shall not be less than 50 m.
2. Establishing Tell Tale Points
At each end of each anchor lengths, tell-tale points shall be established to monitor
the movement of rails to be stressed and the effectiveness of the anchor lengths.
For this purpose, one sleeper is freed of the rail at the tell-tale point and a mark
made on the rail foot in line with a suitable reference mark on the sleeper. See
illustration below.

ICTIIII Welded Rails - Laying and Maintenance Chapter 25
Anchor points A and C

on Outer Tell-Tale
In Inner Tell-Tale
Anchor length are outside the Destresslng Length
I on rrr Pulling Point

iTT OTT
t 1+ r
3. Establishing Reference Points
Reference points shall also be marked on the foot of the rail to be stressed at equal
intervals of about 50m to observe whether the calculated extension is obtained
uniformly throughout the length of the rail. These point shall be marked, in the same
way as the tell-tale points, after the rail is unfastened.
4. Extension Table
When rails are free to move they will expand and contract 0.115mm for every 1m
length for every 10° C change in rail temperature.
TableT -25.1 below shows the calculated elongation for different lengths of rail to be
stressed and for varying differences between stress-free temperature and rail
temperature.
5. Extension at Pulling Point
The total extension at pulling point for the length to be stressed shall be determ ined
from Table T-25.1. At the pulling point, a gap equivalent to the total extension as
worked out plus an allowance for the welding gap shall be made available.
.l
Table T-25.1 Extension Table
(Extension in mm}
Ti.mperaturei.--··-·-·-···-··-·-·-···-•··C~,··< s····-···- .>..Y.•:Y/[k'n! ui;~;,;~teis .•----··· •• ·.----~- --····.-_.•·.·_z.·

(t.-t,)"c to 1iil• :J<i .4&1': :-;()>YiaO'If()' •8o go I: 1oo ·· ;;;;; 3oo 1Aoo lsoo
1 - : 1 : 1 1 1 1 1 : 2 3 5 6
2 1 .1 : 1 2 2 2 : 2 5 7 9 11
3 1 1 1 : 2 : 2 2 3 3 3 7 10 14 17
4 1 1 2 : 2 : 3 3 4 4 : 5 : 9 14 18 23
5 1 1 2 : 3 : 3 4 5 5 6 : 11 17 23 29
6 1 1 2 3 3 : 4 5 6 6 : 7 : 13 21 28 34
7 1 2 2 3 : 4 : 5 6 6 7 : 8 : 16 24 32 40
8 1 2 3 4 : 5 6 6 7 8 : 9 : 18 28 37 46
9 1 2 3 4 : 5 : 6 7 8 9 10 : 21 31 41 52
10 1 2 3 4 : 6 : 7 8 9 10 : 11 : 23 35 46 57
11 1 3 4 5 : 6 : 7 9 10 11 : 13 : 25 38 50 63
12 1 3 4 5 : 7 8 9 11 12 14 : 28 41 55 69
13 1 3 4 6 7 : 9 10 12 13 15 : 30 45 60 75
14 1 3 5 6 8 : 10 11 13 14 : 16 : 32 48 64 80
15 1 3 5 7 9 10 12 14 16 : 17 : 34 52 69 86
16 2 4 6 7 : 9 : 11 13 15 17 : 18 37 55 74 92
17 2 4 6 8 : 10 : 12 14 16 18 : 19 39 59 78 98
18 2 4 6 8 10 12 14 17 19 : 21 41 62 83 103
19 2 4 6 9 : 11 : 13 15 18 20 : 22 44 66 87 109
20 2 5 7 9 : 11 : 14 16 18 21 : 23 : 46 69 92 115
to = stress free temperature = temperature at which the rail is free of thermal stresses
t 0 is equal to td (destressing temperature) if rail tensor is used.
lp = prevailing rail temperature =rail temperature at the time when destressing is being carried out
Example from table above:
If to is 45" and tp is 35"C, the exact extension for each 100 m of rail length is 11.5 mm, based on the
coefficient of thermal expansion of steel of 1.15x10"5 per degree Celcius. (1.15x10"5 x 10°).
However, take note that the figures above have been rounded for sake of simplicity.

6. General sequence of operations
(Also refer to Annexure 25 3 for Other Examples for new works)

(Steps/
~·./.·.·.··.······.)······ groces.S, •/ •·•· .•. • •··· ..... ····• ..•••.• \ i .. ............ ... . .. ..
•.·
1. Take a Line Possession and impose speed restriction of 15 km/hr

2. Establish anchor lengths and approximate tell-tale reference points.
3. Loosen or remove fastenings on alternate sleepers to reduce total time need to execute
the work.
4. Cut Rails: Convert CWR to LWR of maximum 1050m in length for the purpose of
destressing. This is done by cutting the rail to create a gap at the centre of the LWR!CWR
proposed to be destressed.
Note:
• At the pulling point, a gap equivalent to the total extension as worked out plus
an allowance for the welding gap shall be made available.
• For sharp curve less than 4"C, limit the length to about 500m and the gap
created to be made on a straight as far as possible.
• Prior cutting of rail and installation of closure rail to be done in an earlier line
possession, or it shall be done earlier within the same possession.
5. Release the remaining fastenings and mount the rails on Vertical and Horizontal Rollers
(as determined by Radius) working from the Gap to the Anchor, Knock rails to ensure are
in a stress free state.
6. Fix rail tensors across the gap at the pulling point.
Note:
Both rails shall be stressed at the same time. The tensors shall be as nearly
opposite each other as possible. The distance measured along the rails between the
two tensors shall not exceed 15m.
7. Apply tension, at the rail tensor so as to obtain some movement at the inner tell-tale to
remove any misalignment and to minimize the friction on the rollers. Release the tension
and note the extent and direction of movement at the inner tell-tale;
8. Mark reference point on the rail and corresponding sleepers
9. Observe the average rail temperature
10. Compute the required extension at the pulling point and at each reference point by adding
the movement of the rail at the inner tell-tale away from the pulling point, if any, to the
extension required as per TableT -25.1. (See examples at Clause 25.6.6 below);
Note:
When fastenings are released, check the movement at the outer tell-tale. If there is
any movement, a new longer anchor length must be established.
11. Indicate the computed extensions on the foot of the rail, measuring them from the earlier
marks away from the pulling point;
12. Ensure that the gap is equal to the required extension at the pulling point plus an
allowance for the welding gap;
13. Apply tension by means of the rail tensor till the (second) mark of required extension
comes opposite the mark on the relevant sleeper;
14. Check that the gap is as required for welding. Adjust gap if necessary by pulling or
releasing tensor; and
15. Weld the joint; Release tensors after weld cools below 200°C.
Note: About 10 m of rail on each side of the weld shall be fastened before welding.
Before removing the moulds and stripping off surplus weld material, an extra
pressure shall be applied to the rail.
16. Remove rollers and fasten rail down, working from the pulling point towards the anchor,
stopping short of the inner tell-tale by 30m;
17. Remove fastenings for 30m of the anchor length from the inner tell-tale
18. Lift and shake rail and refasten fastenings. Then remove the rail tensor.

25.6.6 Examples:
25.6.6.1 Numerical Example No.1
Temperature t 0 = 45" c
Temperature tp = 35" c
Length of free rail = 400m
to • tp = 10" c
Calculated extension =0.115mm per metre/°C x 400m

=46mm
Movement at inner tell-tale towards the pulling point equals 8 mm, but since this
movement occurs before the marking of the reference points it must be ignored in the
calculations.
Proportional extension for each 50 meters
=46/8 =5.75 mm, rounded to 6mm

Required extension at:
Reference mark 1 = 6mm


Reference mark 7 = 42.mm
25.6.6.2 Numerical Example No.2
Temperature lo = 45"C
Temperature tp = 38"C
Length of free rail = 300 m
10 - tp = re
Calculated extension (Table T -25.1 )= 24mm
Movement at inner "tell-tale" away from pulling point equals 3 mm.

This movement must be added to the calculated extension at each reference point,
including the pulling point, in order to restore the stress condition in the anchor length.
Proportional extension for each 50 meters= 24/6 = 4 mm.
Required extension at:
Reference mark = 4 +3 = 7 mm
Reference mark 2 = 8 +3 = 11 mm

Reference mark 3 = 12+3 = 15mm

Reference mark 4 = 16 + 3 = 19 mm
Reference mark 5 = 20+3 = 23 mm
At pulling point mark 6 = 24 +3 = 27 mm
25.7 LWRICWR ON BRIDGES

25.7.1 LWR/CWR track shall be continued over bridges with ballasted decks without any
restriction.
25.7.2 There shall be normally no unballasted girder bridges for CWR track in high speed lines.
For the Prai Swing Bridge, the CWR track stops short of the bridge at both ends and
Rail Expansion Joints are provided.
25.7.3 For LWR track on girder bridges (with unballasted deck), LWR shall be laid as below:
•.·.-o0etall.lengti\••··
-.- '--- -- __ - .;-i
tc>ncliii&~s t& be .
~(;rriririecl ~~~1\ •
<40m Continue LWR over the
bridge if track is laid with
80 lbs or heavier rail
>40m Provide LWR from pier Roller And Rocker Bearing

to pier if track is laid with i) Provide joint on each pier
80 lbs or heavier rail over the free end (Roller end)
ii) Provide box anchor-ring of
five sleepers at the fixed end
(Rocker end)
Sliding Bearing
Central portion shall be box
anchored on five sleepers.
Note:
Dog spikes or rail screws shall be deemed to have the characteristics of rail-free
fastenings for this purpose.
25.7.4 When the LWR is not continued over the bridge, the jointed track on the girders shall be
isolated from the adjoining welded track by at least one well-anchored standard rail-
lengths on either approach.

25.8 MAINTENANCE OF LWR/CWR

25.8.1 Regular Maintenance Operations:
All regular maintenance operations like lifting aligning, packing, realignment of curves,
ballast cleaning and continuous renewal of sleepers shall be completed before the on-set
of hot weather; the actual work shall be confined to the hours when the rail temperature is
in the range td + 5"C.
25.8.2 Working Temperature Limits and Speed Restrictions
The limits safe working temperatures and the speed restrictions to be imposed for various
maintenance operations are given in Table T-25.2.
Table T-25.2
Working Temperature Limits and Speed Restriction
1. Mechanical Entire Length i) 5 5 No restriction

maintenance of track
ii) 5 15 a) 30 km/hr during
stabilisation period
b) 15 km/hr during
stabilisation period without
use of tamping machine
Note:
For normalisation of speed restriction, stabilisation is considered to be effective after passage of 0.4GMT of traffic loads or
with the use of Dynamic track stabiliser (DTS) after tamping.
After destressing operation, withdrawal of Temporary Speed Restriction can only be done 24 hrs after the operation is
completed and sub"ect to passa e of at least 10 trains throu h the section.
2. Spot renewal of sleeper One sleepers in 30 5 No restriction

continuous sleepers
3. Renewal of
i) One sleeper Two adjacent sleepers 5 No restriction
fastening
separated by 14 sleepers.
ii) Two or more

consecutive sleeper Separated by 14 sleepers. 0 No restriction after the work.
fastenings.
4. Laying LWR, welding Entire Length 10 No restriction

repairs to fractured rails
under Line Possession.
5. Removal of all fastenings 100 meters on either side of 5 No restriction

over 100 meters on affected Length.
either side of affected
portion, tapping the rail
and refastening- after
Welding

I<TNI Welded Rails- Laying and Maintenance Chapter 25
25.8.3 Oiling and Greasing for the mechanical fishplated joints in LWR Track
25.8.3.1 Fish plates and bolts on LWR track shall be cleaned and oiled at least twice a year
(during hot weather period).
25.8.3.2 The work shall commence at 7 A. M. and finish not later than 10 A. M.
25.8.3.3 Uneven expansion spaces shall be noted during oiling. In such cases the fish plates at a
wide joint shall be slightly slackened in the morning when the temperature is increasing
and tightened during hot period of the day. Similarly a tight joint shall be loosened during
hot period of the day when the temperature is decreasing to allow the free movement
when the rail cools, and tightened during the cool period.
25.8.4 Operations Involving Opening Out of Ballast
25.8.4.1 Opening out of ballast shall be restricted to the minimum extent essential. Ballast shall
be well consolidated after the operation is over.
25.8.4.2 The following stipulations shall be ensured when sleeper spaces have to be opened out
continuously:
>!•···k'ai,•····· .. Nc).~fsleep~r$p~~.Js;o.bei··.
>t~mp~iatur,·•.· 9J)ened.o.u[C:o6tinuously
100 sleeper spaces. At least 30 fully boxed sleeper spaces to

be available between adjoining stretches
Under direct supervision of PWI. opened out.
Up to 30 sleeper spaces. At least 100 fully boxed sleeper spaces to

be available between adjoining stretches
Id+ 10 Shoulder & crib ballast should opened out.
not be o ened simultaneous!
25.8.5 Cleaning of Ballast
25.8.5.1 The following procedure shall be adopted for ballast cleaning in LWRICWR track:
.Steps ..
.
.
·.. • Sequence
..
of operation description
. . .
. .
· ... .. .
</ .···
1. Survey and mark the track line and level
2. Cut the CWR within the section of work and install temporary clamps for the
joints
3. Start Ballast Cleaning and disposal of spoil as instructed by PWI section
4. First Tamping pass
5. Placement of Ballast for the second Tamping pass
6. Carry out second Tamping pass
7. Placement of Ballast for the third Tamping pass
8. Carry out third Tamping pass with DTS
9. Carry out destressing and Reweld the rail
10. Restore full speed after the track is properly consolidated. This can be done
only after third Tamping pass with DTS or after traffic load of 0.4 GMT

25.8.5.3 The following table gives a guide on the speed restrictions to be imposed for lhe above
operation·
~~-~%,/ ,; .LP·'·~''"-~, .•c·,.,._., •..._,. ,·.•, •: ·:.· .
•'··· . z•:.·~~ ... ii/ 1·/ ...........• . •.
:. · $~e~d ~~~lr\.;ti~ng, • .· . .. ·•· •·
Deep screening and initial packing 20 km/hr
First and second through packing (Using 20 km/hr

Manual packing.)
First and second through packing (With 45 km/hr

Tamping Machine)
Picking up slacks where required and third

through packing
a) Manual packing 50 km/hr
b) Without DTS 100 km/hr
c) With DTS Normal speed
Picking up slacks where required and fourth Normal speed after passage of not less than
through packing (Manual) 0.4GMT of traffic
25.8.6 Creep of Rails
25.8.6.1 For Class 2 & 3 lines, reference stakes or creep marker posts are provided along LWR
on the cess on either side of track at suitable intervals with chisel marks square to the
joints. Creep is measured by stretching a fishing cord over the chisel mark, with reference
to the joint. Periodical recordings of creep shall be recorded in the creep register at
intervals to be specified by the Regional Engineer.
25.8.6.2 For CWR track in Class 1 lines, creep marker posts are provided for monitoring and
recording of creep which need to be carried out at least every 3 months for the first year
of installation and once every 6 months for the second year and subsequently if the rate
of creep is minimal, once every 12 months.
25.8.6.3 Track shall be closely watched, wherever creep is noticed to have occurred and pulling of
the rail to be done once it reached the stipulated limit. Refer to Chapter 23.
25.8.7 DO'S AND DON'TS:

Important do's and don'ts for maintenance of LWR/CWR track as listed below shall be
observed by Permanent Way Staff.
25.8.7.1 DO'S:
1. Know the destressing temperature (td) of your section/panels and make sure the
track gang also know about it (Id shall be painted on a board prominently for each
LWR/CWR).
2. Confine essential maintenance to a period when the temperature is below (< Id +
5•c)..
3. Keep the ballast section to the specified profile and in compacted condition,
particularly in cribs and shoulders.
4. Keep close watch on pedestrian and cattle crossings, where the ballast profile is
frequently disturbed. Make up ballast deficiency promptly.

S. Keep patrolling equipment always handy and start patrolling of track as soon as rail
temperature exceeds !., + 1o• C or ss• C, whichever is less.
6. Commence patrolling according to the schedule laid down in Clause 25.9.
7. Train Patrolmen to keep a sharp look out for kinks in hot weather and to protect the
trains and report to superiors immediately.
8. Ensure creep anchors, butt firmly against the sleepers.
9. Ensure full complement of effective fastenings and other fittings.

10. Renew or adjust fastenings on one sleeper at a time.
11. Pack loose sleepers without lifting or opening track in hot weather.
12. Impose speed restriction of 30 km/hr at locations where ballast is not fully
consolidated, and sleepers are loose, if rail temperature is likely to exceed Id + s·c.
(If track stabilizer is not employed, the track shall be considered to consolidate after
traffic had passed for not less than 0.4 GMT). Once the track have been restored to
good condition such that ballast is made adequate and loose sleepers and
fastenings have been attended, normalisation of speed can be considered after a
period of 24 hrs and with a passage of not less than 10 trains through the section.
13. Pay special attention to joint gaps, approaches to Level Crossing and unballasted
bridges, and to horizontal and vertical curves. (Note: Level crossing shall not be
located in the breathing length of LWRICWR.)
14. Drill staff in detecting buckling, and rail fractures and protection of trains in such
cases.
1S. Check that reference stakes are correctly maintained.
16. Check and rectify the defects in the track such as;
• missing and loose fittings .

• shortage of ballast.
• misalignment.
• improper packing .
• rail defects .
• weld defects.
18. Look for rail fractures in cold weather.
19. Restress the LWR/CWR as laid down.

25.8.7.2 DONT'S:
1. Do not undertake any track operation on LWR/CWR unless essential.
2. Do not undertake maintenance work on LWR/CWR in hot weather.
3. Do not open shoulder and crib ballast simultaneously.
4. Do not lift the track while manual packing the ballast around the sleepers within the
sleeper crib and shoulder or for replacement of fastenings or slewing after 11 am or
in hot weather.
S. In all maintenance operation, do not lift the track by more than 50 mm in one
operation.

6. Do not open the track for more than 30 consecutive sleepers in a stretch. Keep at
least 30 fully boxed sleepers between two such stretches opened out.
7. Do· not carry out realignment of curves when rail temperature is above (td +
5•c) or 55°C whichever is less.
8. Do not leave track 'opened out' during mid-day rest/break. This ruling is
irrespective of temperature.
9. Do not renew more than one sleeper at a time in a stretch of 30 sleepers during
normal maintenance.
10. Do not allow loose or ineffective fastenings to remain on the track.
25.9 HOT WEATHER PATROLLING

25.9.1 The period of the year and the timing when regular hot weather patrolling is to be carried
out on LWR/CWR track will be laid down by the General Manager Permanent Way
Division for each section based on temperature records.
25.9.2 The PWI and Ganger shall be vigilant and on their own. order hot weather patrolling such
that the patrols are in position when rail temperature exceeds 55•c or t, + 10• C,
whichever is less. lt is recommended that pilot run (road run) ahead of high risk trains
such as High speed passenger trains shall also be carried out. High speed inspection
vehicle shall be necessary to be used for this purpose.
Special Gang shall be equipped fully as Rapid Response team in the Regions equipped
with rail cum road vehicle, off track tampers, welding equipment etc. and multi skilled
team members capable of cutting rails, AT welding and tamping with hand held tampers.
This team could reach the site in shortest period of time to attend to exigencies like rail
failure, buckling, attend to bad spots conveyed by any inspection or jerk message by a
driver, etc.
The CPWI shall ensure supply of rail thermometers and enforce procedures for
observation of rail temperature.
25.9.3 The hot weather Patrolman shall walk over the track during such patrolling and look out
for sun kinks, areas of localized track weaknesses and any tendency towards buckling. If
any such tendency or actual buckling is noticed, the Patrolman shall immediately
suspend traffic, protect the track and report the details of occurrence to the Ganger and
PWI.
25.9.4 The Patrolman shall carry the following equipment:
Hand signal flag red 1
Staff for flag 1

Obstruction Signals 12
25.9.5 The Ganger shall make sure that the men selected for patrolling are conversant with their
duties and are properly equipped and proceed on patrolling duty on time, as indicated in
Chapter 47.
25.9.6 The PWI shall check during his inspections that the patrol is being properly and
purposefully carried out and that Patrolmen are able to recognise hazards and to take
prompt action to protect trains.
Rev.(} Page 19 of 60
25.9.7 The CPWI shall check on the extent and quality of patrolling carried out, during normal
and surprise inspections.
25.9.8 Particular attentions should be given to areas that are potentially subject to track
instability during hot weather including the following:
• areas known from experience to show signs of instability or having a history of track
buckling,
• sections where rail stress is not under control (e.g. where there is creep or the stress
free temperature is unknown);
• localized track weaknesses (e.g. at mud-pumping or where there is slack in the
packing or hollow under rail seat)
• ballast deficiency or where sleeper condition is poor; especially ballast deficiency on
the outer shoulder along curves.
• track that has been disturbed (e.g. from sleeper renewal or tamping)
• Hazard locations such as areas of change in track structure (e.g. track approaching
under-bridges or points and crossings) among others.
• Bottom of descending grades.
25.9.9 Matrix of responsibility
Annexure 25.4 shows a table that specify the minimum level of supervision for different
track maintenance activities.
25.10 DESTRESSING DURING MAINTENANCE

25.10.1 Destressing of the whole length of a LWR/CWR shall be done in the following cases:
• If there is a tendency to form kinks or track surface uplift in hot weather.

• If there is significant creep at any point.
• After Complete Track renewal or through renewal of sleepers over continuous
stretches.
• After ballast cleaning.
• After restoration of traffic following buckling or rail fracture. (After rail fracture
attention, only localised destressing is resorted to)
• After an accident, if the disturbance to track is serious, as judged by the Regional
Engineer
• After major realignment and re-grading.
• When SEJs gap exceeds design gap or any other condition as advised by the
supplier.
25.10.2 Where rail panels are continuously welded into long lengths of more than 1 km, the
destressing shall be carried out in stages.
25.10.3 The destressing shall be done under the supervision of the CPWI who shall be
responsible for the destressing operation and for ensuring that relevant documentation
about the destressing is maintained in the Regional Engineer's office.
25.10..4 The procedure is the same as for stressing. (Clause 25.6.5).

~;····.. · ..·.··.··•·
......•....•• Permanent Way Manual Part IV
;I<TM Welded Rails- Laying and Maintenance Chapter 25
25.11 MAINTENANCE OF SEJS/BUFFER RAILS

25.11.1 Where there are locations or constraints such as bridges having
substructure/superstructure in distressed conditions, complex layout of turnouts and
unstable formation over which LWRICWR cannot be carried through, such stretches of
track shall be isolated from the remaining portion of LWR/CWR by provision of SEJs or
Buffer rails at either end.
25.11.2 The SEJs shall be inspected every fortnight, and packed and aligned if necessary. Oiling
and greasing of tongue and stock rails and tightening of fastenings shall be
simultaneously carried out. Any movement of SEJs is to be checked and destressing
shall be carried out if necessary.
25.11.3 Special attention shall be paid to the alignment and levels of the track in the buffer rail
portion. Lookout for any kinks or hogs that need to be attended to.
25.11.4 Inspect and ensure that fishbolts are kept tight at all times. All buffer rail joints shall be
kept lubricated at least every six months. Bent fish bolts shall be immediately replaced.
Close examination of the fishbolt holes and the rail ends shall be carried out at the same
time when lubrication is done in order to look out for rail cracks or any other defects.
25.11.5 Check the opening/closing gap at the buffer rail joints to lookout for signs of:-
i) Defective initial gaps

ii) Inadequate packing in breathing length
iii) Relative movement of rail over sleepers in breathing lengths
iv) Creep of LWR

25.11.6 Gap measurements shall be recorded at the time of initial laying and for subsequent
inspections.
25.12 BUCKLING OF TRACK

25.12.1 General
Buckling may occur in the following circumstances:
• Failure to restrict laying, destressing and maintenance activities of LWR/CWR within

specified rail temperature range/ Rail stress not under control
• Inadequate resistance to longitudinal/lateral movement of track, due to deficiencies
in ballast and/or inadequate ballast consolidation and/or poor track
geometry/defective fastenings or sleepers.
• Ineffective or missing fastenings.
• Excessive settlement of yielding formation.
• A combination of the above factors
An analysis of track buckling in the past has shown that majority are caused by
maintenance work disturbing the track. Therefore care must be taken in the planning and
execution of track work to safeguard track stability.
25.12.2 Tendency towards buckling
25.12.2.1 Tendency towards buckling will usually show itself through kinks (sun-kinks) appearing in
the track with rise in rail temperature. By tapping sleepers for hollowness, it is possible to
see if there is any tendency towards vertical buckling.

25.12.2.2 As soon as a tendency to buckle is detected, traffic shall be suspended and the track
protected by the Ganger/Patrolman noticing the defect. Traffic shall be restored only after
the PWI certifies the track fit. In all such cases, track shall be inspected by the CPWI
who shall decide what remedial measures are called for, including destressing and
arrange to carry out those measures needed.
25.12.2.3 Particular care must be taken to see that the factors which contributed to the tendency for
buckling i.e. jammed joints, seized fish plates or shortage of ballast receive appropriate
attention without delay.
25.12.3 Repair to buckled LWRICWR
25.12.3.1 If the track actually buckles, traffic shall be suspended and the cause of buckling
ascertained. The condition of the expansion gap shall be checked.
25.12.3.2 Repair shall be carried out in the following stages by the PWI under his personal
supervision:
• Emergency repairs.
• Permanent repairs.
• Destressing.
25.12.4 Emergency Repairs
25.12.4.1 The buckled rails shall be cut at two places to create a gap not less than 6m apart. The
track shall then be slewed to the correct alignment and cut rails (closure rails) of the
required lengths shall be inserted to close the gaps, making due provision for welding of
joints on both sides. The cut rails shall then be connected by use of fishplates and screw
clamps (G-clamps) and the line opened to traffic with speed restrictions for the first train
at 10 km/hr and for subsequent trains at 15 km/hr. A lookout must be on watch at all
times at the site to monitor the situation under traffic.
25.12.4.2 lt is essential that the cause of buckling is ascertained and rectified before the rail
temperature rises again to about lct + 5°C. If the cause (such as deficiency of ballast)
cannot be removed during the above period, the speed restriction shall be continued and
the track kept under constant watch.
25.12.5 Permanent Repairs
As soon as the welding party is available, the clamped joints shall be welded using rail
tensor. Additional pair of cut rails and sawing equipment may be required to adjust the
gaps, in case they have been disturbed in the intervening period. The speed restriction
may then be removed after destressing and welding.
25.12.6 Local Destressing
The affected portion along with 100 m either side of the LWR panel shall be locally
destressed as soon as possible.
25.12.7 Reporting
Each case of buckling shall be investigated soon after its occurrence and a detailed
report made to the General Manager Permanent Way by the Regional Engineer.

25.14 REPAIR OF FRACTURED RAILS

25.14.1 General
If any fracture takes place on LWR/CWR, immediate action shall be taken to suspend the
traffic and protect the line, by the Ganger/Patrolman detecting the fracture, who shall then
report the fracture to the PWI/Ganger. The PWI shall arrange for making repairs in three
stages.
• Emergency repairs.
• Temporary repairs.
• Permanent repairs.
25.14.2 Equipment Required
• Screw clamps, joggled fishplates (for fractures at welded joints) and standard
fishplates.
• Steel tape (graduated in mm).
• AT welding equipment (see clause 24.3)
• Punch hammer.
• Equipment for destressing (see clause 25.6.4).
• 4 m long sawn rail cut pieces of the same section.
• Rail closure 30mm long.
• Equipment for protection of track (see clause 52.2.2 and 45.8)
25.14.3 Emergency repairs
25.14.3.1 Join the fractured rail using fishplates with 4 screw clamps. (If the gap due to fracture
exceeds 30mm, insertion of a closure rail piece is necessary).
25.14.3.2 Restore traffic at 10 km/hr.
Note: - This work can be done by a Ganger/Patrolman.
25.14.3.3 Temporary Repairs
1. Punch two points on either side of the fracture on the rail at a distance equal to the
length of an available piece of rail (not less than 4m) plus the gap at the fracture plus
two gaps required for welding minus 1 mm for each saw cut.
2. During a Line Possession, cut the rail through these points by saw.
3. Insert the rail piece.

4. Fasten on both sides with fish plates and screw clamps.
5. Restore traffic at 10 km/hr.

25.14.3.4 Permanent Repairs
1. Such repairs shall be carried out by the PWI according to the procedure below:
During a Line Possession:
• Remove the fishplates and clamps.

• Adjust gap at one end of the closure rail to the welding gap and weld.
• If the gap at the other end is equivalent to the welding gap, carry out the
welding. Use a rail tensor to reduce this gap if required.
• . (lt may be necessary to wait until the temperature drops, possibly in the night,
before a weldable gap is available).

2. The CPWI shall decide if local destressing is adequate or whether the whole
LWR/CWR needs destressing in the wake of rail fractures.
25.15 DERAILMENTS ON LWRICWR

25.15.1 When sleepers are damaged at isolated locations
The sleepers shall be replaced one by one, ensuring that two sleepers tackled
simultaneously are separated by at least 30 sleepers.
25.15.2 When sleepers are damaged continuously
1. The panels in the affected portion shall be cut in suitable lengths not exceeding 1 km
and provided with one closure rail of 6m length each at every cut
2. The panels shall then be temporarily re-stressed.

3. Damaged sleepers in all the panels shall then be replaced as in the case of normal
sleeper renewal.
4. Tamp the renewed sleepers by 'on-track' tampers followed by crib and shoulder
compaction.
5. Impose speed restriction of 30 Km/hr.
6. Continue the restriction during the period of ballast consolidation/adequate tamping
has been carried out along with Ballast Stabiliser.
7. Introduce special night patrolling during the period of repairs.
8. Maintain records of temperature at the site of work at hourly intervals.

9. Re-stress the panel after adequate consolidation of ballast by using dynamic
stabilisation.
10. Weld the panels into continuously welded rails.
11. Relax the speed restriction.

25.15.3 When damage occurs to rails and sleepers
The procedure in the preceding paragraphs shall be followed, after replacing the ·
damaged portion of rails and damaged sleepers.
25.16 DAMAGE TO SWITCH EXPANSION JOINTS (SEJs)

Any damaged or broken SEJs must be replaced as a whole, except for minor
components that can be replaced without affecting the SEJs functionality. New SEJs
installed must be adjusted for the required gaps in accordance to their installation
manual. (Normal standard is 40mm at td for a 54kg rail).
25.16.1 In the interim, until a replacement SEJ is installed, replacement with a closure rail shall
be done with use of temporary fishplated joints with a screw clamp. The speed restriction
to be imposed shall be 15km/hr and normal speed resumed only upon completion of
installation of new SEJ and all necessary track destressing and welding of joints.
Rev. 0 Page 24 of60

I~TM Welded Rails- Laying and Maintenance Chapter 25
25.17 FLOOD DAMAGE ON LWR/CWR

25.17.1 The affected portions along with the length of track required in connection with restoration
operations on either side shall, if deemed necessary by the Regional Engineer, be
isolated (by cutting the LWR/CWR) and replaced with fish plated standard rails.
Fastenings on the LWR/CWR for 1OOm from the cut shall be loosened before cutting the
rails and tightened after the cuts are made. The standard rails shall be provided with
creep anchors (as specified by the Regional Engineer depending on type of rail-sleeper
fastening) for a length of 40 m from the cuts.
25.17.2 LWRJCWR shall be restored only after the formation in the damaged area has
consolidated and the ballast cleaned. Destressing shall then be done upon installation of
LWRJCWR in the affected stretch.
25.18 INSPECTION AND RECORDS

25.18.1 LWR/CWR track requires careful monitoring through inspections by Permanent Way
Officials. Special watch shall be kept by the CPWI and PWI on.
• Ballast section - adequacy and profile.

• Fastenings- effectiveness and full complement.
• Creep.
• Unusual movements.
• Sun kinks; incipient buckling
• Execution of maintenance work (within the specified rail temperature range).
• Hot weather patrolling.
• Knowledge of staff.
Inspections shall be more frequent in the afternoon during hot seasons.
25.18.2 All unusual occurrences, temperature records and destressing operations carried out
shall be documented by the PWI.
25.18.3 LWR/CWR Register - The PWI/CPWI shall keep an annual record of LWR/CWR
maintenance and a register of measurements of SEJ gaps, creep measurement of
LWR/CWR in central portion and breathing lengths and gaps of fishplated joints of the
buffer rails. This is shown in Annexure 25.6 and Annexure 25.7.
25.19 TRAINING
25.19.1 The Regional Engineer shall ensure that PWI and Gangers on LWR/CWR sections are
trained in the special features of LWR/CWR. Arrangements for training shall be made as
directed by the General Manager Permanent Way Division.
25.19.2 Competency requirement to carry out Rail Stressing operations is described in Annexure
25.2.

LIST OF FIGURES
Figure 25.1 Spacing of sleepers in LWR.
Figure 25.2 Survey plan for laying LWRJCWR.
Figure 25.3 Stressing using a Rail Tensor.
LIST OF ANNEXURES
Annexure 25.1 Some Important Definitions.
Annexure 25.2 Minimum Competence Requirement for stressing certification
Annexure 25.3 Generic Method Statement for Destressing LWRJCWR
Annexure 25.4 Matrix of Responsibility PWI/Ganger/Spiker/Gangman
Annexure 25.5 Types of Rail Thermometers
Annexure 25.6 Register of LWR/CWR maintenance
Annexure 25.7 Chart of Movement of LWRJCWR

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Figure 25.3- Stressing using a Rail Tensor.

Annexure 25.1 - Important Definitions
LWR:
LWR is defined as a long welded rail laid on a track out of which the central portion does
not exhibit any longitudinal movement on account of temperature variations. The
movements are exhibited by track lengths on either side of the central portion which are
called as 'breathing lengths'. In KTMB, an LWR is made up of standard rails (of 12.2m,
18m or 25m length) welded together up to a length of 146m and are laid on track
connecting each other with fishplated mechanical joints. In continuous welded rail (CWR)
track, as defined below, CWR rails that are cut into manageable length of up to 1050m
for purpose of destressing operation, are also considered as LWR.
CWR:
An LWR which continues through station yards including points and crossings is
described as a continuous welded rail.
Rail Temperature:
The temperature of the rail as measured by an approved rail temperature measurement
device.
Breathing length:
The lengths at the ends of an LWR on either side where the LWR "breathes" i.e. exhibits
movements due to temperature variations is called the breathing length.
Stress-free Temperature or Neutral Temperature (to):
The rail temperature at which an LWR is free of longitudinal thermal stress is called the
stress-free or neutral temperature.
Switch Expansion Joint (SEJ):
A physical device placed at the end of the breathing length of an LWR to accommodate
the expansion and contraction of the breathing length.
Buffer rails:
A set of free rails used in lieu of SEJs as a temporary or permanent measure to
accommodate the movement of the breathing length of the LWR.
Ambient temperature:
The temperature of air in shade at particular place.

Rail temperature:
The temperature of the rail as recorded by an approved type of rail thermometer at site.
Mean rail temperature (tm):
The average of the annual maximum and minimum rail temperatures recorded for a
particular section.
Destressing I Stressing I Restressing:
The operation undertaken to secure stress free conditions in the LWRICWR at the
desired rail temperature.

Installation temperature (t;):
The average rail temperature during the process of fastening of the rails to the sleepers
at the time of installation of LWR/CWR.
Stress free temperature (to):
The rail temperature at which the rail is free of thermal stress.

Destr'essing temperature (td):
The average rail temperature during the period of fastening of rails to the sleepers, after
destressing LWR, without the use of rails tensor. If rail tensor is used, Id for all practical
purpose is equal to 10 .
Prevailing temperature (tp):
The rail temperature prevailing at the time when any operation connected with
destressing is carried out.
Rail Tensor:
A hydraulic or mechanical device used for physically stretching the rail. They exert a pull
in the rails to free the rails of locked up stresses. The stressing is done at a temperature
t, lower than to.
Anchor length:
The length of track required to resist the pull exerted on the rails by the tensor at
temperature tp. There shall be no rail movement at the end of Anchor length away from
pulling end. Based on the provisions in this Manual, the anchor length is 5 meters per
degree Celsius of (!0 -t,), subject to a minimum of 50 m.
Ballast resistance:
lt is the resistance offered by ballast section to longitudinal or lateral movement of track.
The resistance to longitudinal movement of track, affects breathing length and creep.
Whereas the resistance to lateral movement governs the strength of track against
buckling.
Special patrolling (hot weather):
The patrol shall be carried out, when the rail temperature exceeds Id + 1ooc or 55oc
whichever is less.
Reference stakes/Creep posts:
Stakes or markers provided on the line side of LWR/CWR track to observe movement of
rails.
Thermal forces:
Forces built up in the central zone of the LWR which does not expand or contract due to
variation in temperature. The thermal compressive force requires lateral restraint, which
is provided by suitably designed track structure, to prevent buckling. The main
parameters which contribute to strength against buckling are:
• Lateral strength of track frame and

• Lateral ballast resistance.

Consolidation of Track:
This the process of building up ballast resistance to the tendency of movement of sleeper
either initially before laying LWR or making up subsequent loss of resistance by passage
of at least 0.4 Gross Million Tonnes (GMTs) of traffic load on the track after manual
compaction of ballast or with the use of tamping machines and dynamic track
stabiliser(DTS).
For newly laid LWR/CWR, at least three rounds of packing, last two of which should be·
with on-track tamping machines and the last tamping cycle at least with one round of
DTS.
Pull-apart condition:
This means a condition when the actual rail temperature is below the rail neutral
temperature at or near a joint where longitudinal tensile forces due to contraction
tendency of the rail may affect the fastenings at the joint or causing rail breakage.
©KTMB Page 32 of60

Annexure 25.2 - Minimum Competence Requirements for Rail Destressing

Operations
Rail Deslressing operations must be planned and supervised by a certified competent

PWI who meets the following minimum criteria:
1. Must be a PWI certified by KTMB;

2. Must have served as a section PWI for minimum of three years;
3. Have undergone and pass a 5 days theory and practical course conducted by KTMB
Permanent Way Instructor under the KTMB Railway Academy on Rail Destressing
operations module:
• Be able to undertake a preliminary Site Survey of track parameters;

• Have a clear understanding of rail pulling Parameter Limitations and
equipmenUtools to be used;
• Be able to demonstrate an underpinning knowledge of the Destressing of
existing CWR; and
• Be able to demonstrate an underpinning knowledge of the destressing of
LWR/CWR. that is laid, in curves, through tunnels and turnouts.
Any dispensation from the above criteria must be approved by a Technical

Committee on Permanent Way Competency and the General Manager Permanent
Way, KTMB.

(41. . . ·. ·.• · . . . . . . . ·. .· · Permanent Way Manual Part IV
; · I<TNI Welded Rails - Laying and Maintenance Chapter 25
Annexure 25.3 -Generic Method Statement for Destressing LWRICWR

TABLE OF CONTENTS
1.0 Introduction
2.0 Scope
3.0 Destressing
4.0 Definitions of Technical Terms

5.0 Length of Destressing
6.0 Essential Conditions to be satisfied for destressing
7.0 Preparatory Operation for Destressing
8.0 Equipment
9.0 Destressing with Hydraulic Rails Tensors
10.0 Specific Locations

11.0 Records of Destressing
12.0 List of Appendices
1.0 INTRODUCTION
Purpose of this method statement is to detail the procedure for destressing of

segments of long welded rails ( Maximum of 1050m in straight track and 600m
on curves) to form continuous welded rail in CWR sections.
2.0 SCOPE
Welded rail strings in nominal lengths of 150 m are laid in position and flash
butted welded in the field into long lengths to a maximum of 1050m, leaving an
un-welded joint with a gap in between such welded lengths. Alternately single
rails of nominal length 25m may also be flash butt welded in the field to form
such long lengths. Such long welded rails ( Maximum of 1050m in straight track
and 600m on curves) are to be fastened on to the sleepers and the resultant
joints welded at stress free condition to form continuous welded rails.
This method statement details the procedure to be followed in carrying out

these activities.
3.0 DESTRESSING
3.1 Destressing of rails is to be carried out when,
(i) The rails are not fastened at the stress free temperature range (i.e. 45+5,-
00C)
(ii) Where the track alignment after destressing has changed by more than 40
mm vertically or more than 25 mm horizontally from its original stress free
condition.
3.2 The welded panels of nominal lengths of 150 m are laid and fastened to
concrete sleepers. Initially rail ends are provided with fish plates and G or C
clamps. These rail ends are subsequently joined together by in situ flash butt
welding. Rails of nominal lengths of 25m (without holes) on Concrete Sleepers,

when laid in track diversions following permanent plan and profile, are also
welded at site, generally by utilizing mobile flash butt welding plant.
3.3 Destressing shall normally be done prior to commissioning of track. This shall
be done in all cases except in situations where a short length of permanent
track is required to be linked during a line block and traffic is to be allowed
immediately at the close of the block period. Such cases arise in the areas
between newly constructed/ commissioned track at either ends or at switch
over locations between two adjacent new tracks (UP to DOWN or DOWN to
UP). Such lengths will be de-stressed at a later date after tamping and
consolidation. Destnissing of temporary track can be carried out either prior to
or soon after commissioning of the temporary track for train service as dictated
by site situations. Until destressing, the joints shall be normally connected using
fish plates and G clamps. If circumstances warrant, such connection may also
be made using fishplates & bolts or by AT welding to be cut out at a later date.
For such lengths, rail to sleeper fastenings shall be fitted at temperature above
45°C pending destressing. If this temperature is not available during the line
block, the fastenings shall be re-fixed on the following day at temperature 45°C
+5,-0°C. In the commissioned track, a speed restriction of 30km/hr. will be
imposed and track monitoring done for safe working until destressing is
completed. If the traffic is allowed with G clamps at joints, then the speed shall
be restricted to 15 km/hr.
4.0 DEFINITION OF TECHNICAL TERMS
i) Installation Temperature (t;)
This is the average rail temperature during the process of fastening the
rails to the sleepers at the time of installation of LWR!CWR.
ii) Mean Rail Temperature (tm)

This is the average of the annual maximum and minimum rail temperature
recorded for the section
iii) Prevailing Rail Temperature (tp)
This is the rail temperature prevailing at the time when any operation
connected with destressing is carried out.
iv) Stress Free Temperature (to)
This is the rail temperature at which the rail is free of thermal stress.
Generally, this stress free temperature is considered as 45• C, which can
be reviewed I updated based on results obtained through continuous rail
temperature recorders. Stress free temperature range will be + 5,-0° C of
the specified stress free temperature.
v) Tensors
These are sets of mechanical equipment used to exert a pull in the rails to
free the rails of locked up stresses. The stressing is done at a temperature
tp lower than to.
vi) Anchor Length
This is the length of track required to resist the pull exerted on rails by the
rail tensor at tp. Based on the provisions in KTMB manual, the anchor

4:························
"·· I<TM
Welded Rails- Laying and Maintenance
Part IV
Chapter 25
length is 5 meters per degree Celsius of (t0 -tp). subject to a minimum of 50

m.
5.0 LENGTH OF TRACK FOR DESTRESSING
Maximum length of destressing shall be limited to1050m in straight and 600 m

in curves of radius sharper than 1500m. In straight track, generally, five to
seven welded strings of 150 m are joined together at site by field flash butt
welding. These panels are de-stressed and welded together to form continuous
welded rail.
In curves the maximum number of strings (of nominal length of 150 m) taken up
for welding and destressing shall be limited to four. Under situation where the
length of track to be de-stressed is less than these stipulations, destressing of
such shorter lengths shall also be carried out.
6.0 ESSENTIAL CONDITIONS TO BE SATISFIED FOR DESTRESSING
i) After carrying out the tamping and stabilisation activities as per approved
method and achieving the desired track geometry (approved line and
level), LWR if fixed within the stress free temperature range, no pulling of
rails for extension using rail tensor is required and this will be termed as
natural destressing.
ii) All LWRs, which are not covered under (i) above shall be de-stressed,
deploying tensors.
iii) Activity of pulling the rails with Tensors shall be done at a temperature
lower than the stress free temperature.
iv) Adequate trained personnel, competent and qualified welders and
equipment shall be arranged before taking up the work.
v) Ballasting to the standard profile shall be completed. Stabilization of track
using Dynamic Track Stabiliser (DTS) shall also be ensured before
destressing any segment of permanent track. Blowing of dust shall be
ensured to clean the track. In short sections of track like cut and
connections of permanent tracks and short diversions containing
permanent track up to maximum of 1km, where DTS may not be practical
before destressing, DTS will be done at a later date. Another destressing
would be necessary if track alignment is disturbed by more than 40 mm
vertically and 25 mm horizontally from the final position in which
destressing was last carried out. The length of destressing in such cases
shall be the affected length including a length of 50 m on either side (in the
unaffected portion).
vi) Destressing in a line already opened for traffic shall be done only during
traffic block of adequate duration and· under the personnel supervision of
PWI/PICOW.
vii) Destressing shall commence/end at extremities of turnouts installed by

other agencies. For this purpose start of the turnout will be reckoned at the
stock rail joint and end of the turnout at the joint adjacent to the last long
sleeper.
viii) Joints at approaches of turnouts and glued insulated joints shall not be
used for applying tension using rail tensors.

7.0 PREPARATORY OPERATION FOR DESTRESSING
i) Provide full ballast section
ii) Ensure squareness of sleepers.
iii) Adjust alignment, longitudinal levels and surface close to designed line and
level (within a variation of 40mm with respect to vertical and 25 mm with
respect to lateral alignment as compared to the designed values).
iv) Carrying out Dynamic Track Stabilisation.
v) Survey of track alignment and level.
vi) Prepare destressing plan with pulling point taking into account the
horizontal curve and other obligatory points, such as turnouts.
vii) Lay Glued Insulated Joints.
viii) Clear the rail seat area near the insets free from dirt and dust.
ix) · Arrange supervisory personnel, labour, materials and traffic blocks
8.0 EQUIPMENT
Rail thermometers 3 Nos
Thermometers (duly calibrated) 1 No

(For measuring ambient temperature)
Hydraulic Rail Tensor (if operation planned below
the range of stress free temperature) 2 Sets
Support Rollers (As per Annexure 3) 250 Nos
Side Rollers (As per Annexure 3) 45 Nos

Blower (for removal of dust) 1 No
Jacks Simplex (Need Based) As Warranted
Wooden or plastic Mallets 4 Nos

Or,
Rail Knocker 1 No
Fastening Applicators 12 Nos
Alumino Thermic Welding {As situation warrants}
equipment and portions {As situation warrants}
Rail Cutting Equipment 1 Set
Rail Closures approximately 6 m long 2 Nos
T- Square 2 Nos
9.0 DESTRESSING WITH HYDRAULIC RAIL TENSORS
For carrying out destressing using Rail tensors, it shall be ensured that the
activity of pulling the rails with tensors is planned and executed when the
prevailing temperature is below the maximum of the stress free temperature
(t0 +5°C).

Destressing is to be carried out preferably when the rail temperature is in the

receding trend.
9.1 Preliminary Adjustments
Before destressing, any impediments to free movement of rails, if any, shall be

removed.
9.2 Establish Anchor Length
A length of track on one end of the rail (adjoining the already de-stressed
portion) to be de-stressed shall be well fastened down, before commencing
destressing activities and check and rectification as needed to be carried out at
stress free temperature, to form the anchor length to resist the pull exerted on
rail by the tensor. Anchor length shall be calculated at the rate of 5m per deg C
and shall be not less than 50m for t 0 -tp=1 O"C.
9.3 Establish Tell Tale Points
To monitor the movement of the rails to be de-stressed as well as the

effectiveness of the anchor length, accurate and reliable tell-tale points shall be
established by providing reference marks on the top of the sleepers or on the
insert and on foot of rail where the anchor length would end. Appendix ll(a)
and 11 b describe the procedure for such marking. The tell-tale points shall be
transferred to the foot of the rail after the fastenings are removed and rail is
kept on rollers and locked up stresses removed by tapping with a rail 'knocker'
or by tapping with wooden or plastic mallets.
Tapping will be carried out from the fixed end and towards the free end of the
LWR segment de-stressed. Photograph of the knocker is attached for better
appreciation.
9.4 Calculation of Rail Extension using Rail Tensor
The extension by the use of rail tensor shall be determined based on Appendix
I.
9.5 Rail Supports during Tensioning
Fastening shall be released, commencing from the free end of the rail and the
rail shall be lifted on to rollers positioned at intervals of 12 sleepers. The rubber
pad of the sleeper shall be removed where roller is to be placed. In addition,
side rollers shall be used on curved track.
Based on the radius of curve as under·
Radius (m) Interval of Sleepers

>2000 12 sleepers
2000-1001 10 sleepers
1000- 801 8 sleepers
800-601 6 sleepers
600-400 4 sleepers
<400 2 sleepers

The above is based on the practice in British Railways (Reference

NR/SP!TRK/0011/Issue 05}.
lt shall be ensured that rails are free to move during tensioning. Rail shall be
tapped by rail knocker I wooden mallets. Reference marks located at the top of
sleepers shall be transferred at this stage to the foot of the rail with help of T-
square.
9.6 Reference Points
The end of the anchor length shall be marked at the foot of the rail. Reference
marks, at about 1OOm intervals from this point, shall be provided throughout the
length of track taken up for destressing. These marks shall be made on the top
of the sleeper. Alternatively the edge of the insert could be taken as the
reference point. The last reference point (Nearer to the tensor location) rnay
have a lesser length. These reference marks are denoted as A2, A3, etc. The
reference marks A2, A3 etc. shall be transferred using T square on to the foot
of the rail, when the prevailing temperature is not more than the stress free (to)
temperature.
9.7 Gap at Rail Joint
Suitable gap shall be ensured at the rail joint at the location where tensor is to
be located, so as to have enough gap to accommodate the pull required for the
panel for the prevailing temperature (based on the statement at Appendix I)
and for AT welding. The rail is to be cut suitably to achieve this gap, before
commencing the tensioning operations. In the case of destressing with single
pull (Appendix ll(a)) the cut shall be made in the non-de-stressed length. In the
case of destressing with double pull (Appendix ll(b)), the cut shall be made in
either of the panels. The elongation calculations shall take into account the
reduction in length because of the cut.
9.8 Movement of Rail
it is important that account shall also be taken of any movement of the rail
which occurs at the tell-tale soon after the fastenings are released. The tensor
shall be fixed at the predetermined location and tension applied so as to
remove any kinks or misalignment and to minimise the friction in the rollers etc.
Then the tensor shall be released and movement at the end of the anchor
length, also termed as 'Slip' recorded.
9.9 Rail Temperature Readings, Calculation and Marking of Extension
Thermometers shall be placed at the web of rail on the shaded side of each rail.
At least three thermometers shall be used on one of the panels.
These shall be located near to the pulling point, at the midpoint of free panel,
and near to the anchor length. When the readings of all thermometers are
reasonably uniform an average shall be taken. Rail temperature shall be
recorded every 30 minutes during the destressing process. If the rail
temperature measured proves to be below the designated stress free
temperature, the work shalf be continued and completed.
If the rail temperature exceeds by more than 5° C from the neutral temperature,
destressing shall cease until the rail temperature returns to within specified
range. Measures will be taken to ensure the gap at the free ends does not close
and buckle the rails.

The thermal movement for the measured temperature for the length to be de-
stressed shall be obtained from the formula attached as Appendix I. The full
extension as calculated and after adding the movement of rail at the anchor
length (as explained in Clause 9.8) away from tensor location shall be marked
accurately on the rail foot (behind the reference points marked as at item 9.6
above), so that the rail movement may be monitored during tensioning.
9.10 Positioning of Tensors and Tensioning of Rail
The rail tensors are positioned at the destressing joint and tensioning of the rail
shall be commenced. During tensioning, the rail becomes elongated, which can
be measured based on the reference mark at the pulling point. The movement
shall be checked at the tell-tale and at each established reference points on
each of the sides pulled. The force applied by the tensors shall be adjusted
during tensioning to ensure that desired extensions at corresponding points are
achieved progressively.
9.11 Removal of Rollers and Fastening Down
After achieving the desired extension at the free end and the corresponding
marker points A2, A3 etc., the rollers shall be removed progressively and re-
fixing of the fastening shall be started. Care shall be taken for proper
positioning of rubber pads and liners.
Prior to welding at the free end,

(i) the track shall be fastened with 100% fastenings for a minimum length of
50m from the free end; and
(ii) the required standard weld gap shall be achieved by saw cutting the rail
end; and
The intermediate portion (between the previous anchor point and the 50m
fastened down track) shall initially be fastened down to achieve 50% fixity,
ensuring that
(i) . The rail temperature does not exceed 45+5°C;
(ii) The whole rail length is fasted at a similar temperature; and
(ii) Marker points (tell tales) are in the designated positions.

The 50% fixity shall be achieved either by providing one fastening (i.e.
staggered.) per sleeper seat for all sleepers or alternatively, by providing
complete fastenings on alternate sleepers. The 100% fixity shall then be
ensured within the permitted temperature range of to+ 5°C. A typical sketch for
the fixing arrangements is kept at Appendix IV.
9.12 Welding ofThe Rail joint after destressing
Immediately after fixing the rail to sleeper fastenings in the de-stressed portion
on every sleeper for a length of 50 m from the weld, the gap at the end shall be
measured. 11 is expected that the gap would be more than 25mm. To get
requisite gap of 24mm to 26mm for welding, the fastenings of the panel, yet to
be de-stressed, shall be removed progressively till the requisite gap is
achieved.

9.13 Destressing of Subsequent Segments
9.13.1 For destressing subsequent lengths, an anchor length shall be provided at the
end of the already de-stressed length.
9.13.2 Under extraordinary circumstances, (Such as down pour of rain), if welding is

not possible immediately following destressing on the same block/ same day,
(i) 100% clipping shall be ensured.
(ii) Tensor shall be kept in position (without releasing the tension),

(iii) During the next day, the work shall be carried out after ensuring that there
is no movement at the tell-tale points and the weld gap is within specified
tolerances.
De-stress subsequent segment duly ensuring an overlap of 50m in the
already de-stressed portion.
In such cases, the anchor length will have to be reckoned beyond this length of
50m in the already de-stressed length (please see sketch at Appendix ll(a).
9.14 As an alternative, two adjacent segments can be de-stressed by

positioning the tensor at centre location and carrying out destressing activities
in both segments as detailed in Appendix ll(b). The procedure shall be
repeated for destressing the subsequent panels.
9.15 Where short lengths of LWR track are required to be laid for filling gaps
between two turnouts I glued insulated joints, the individual lengths shall be
installed at 45oC +5, ooc. For connecting two commissioned track lengths,
procedure detailed in Clause 9.13.2 shall be followed.
10.0 SPECIFIC LOCATIONS
10.1 Insulated Joints

10.1.1 Glued Insulated Joints, where required, shall be installed in position and
approaches welded to the track rails before destressing.
10.1.2 In case installation of glued insulated joints is carried out subsequent to
destressing operations, a length of 50m on either side of the glued joint shall be
de-stressed again. In such cases, as a good practice, removing and re-fixing of
fastenings will be carried out at the stress free temperature range.
10.1.3 Stressing shall be carried through glued insulated joints since the glued
insulated joints are approved for use in the CWRs. When planning destressing
work, it is desirable that anchor lengths are positioned close to glued insulated
joints in order to minimize the longitudinal rail movement and to keep the joint
located exactly between sleepers. If this is not possible, account must be taken
of the amount of rail movement at the joint and re spacing of sleepers on either
side of the joint must be done.
10.2 Turnouts
10.2.1 Destressing shall commence I end at either end of the turnouts as defined in
Clause 6.0(vi).
10.2.2 For purposes of destressing the length of the turnout will be reckoned from the
Stock Rail Joint and up to the location between the last long sleepers and the
track sleeper in rear.

The normal destressing (deploying tensors) will be terminated at a distance of

not less than 20m from the extremities of turnout.
Destressing of this segment shall be carried out at the stress free temperature
range without applying any pull on either side.
10.2.3 As far as possible, all turnouts and connecting lengths of minimum 50 m shall
be installed at or near the stress-free temperature of 45"C +5,-0"C.
10.2.4 If installation of a turnout is not done within the stress free temperature of
45"C+5,-0"C, fastenings shall be released and the turn out including the
connecting length of 50 m shall be fastened within temperature range of 45+5,-
0"C.
10.2.5 Where turnouts are located under canopy or depot podiums a specific stress
free temperature will be determined for the turnout and approach portion of 20m
if the stress free temperature of 45"C+5,-0"C cannot be obtained.
10.2.6 The procedure for releasing and re-fastening will be in accordance with the
requirements of the turnout manufacturer.
10.3 Bridges & Tunnels
10.3.1 Guard rails shall normally be fixed after destressing. No special precautions are
required, while carrying out the destressing over the ballasted decks. Care
shall, however, be taken for safe working of staff while on the bridge.
10.3.2 The track over the Prai Swing Bridge will be separated from the CWR track by a
Rail Expansion Joint (REJ) and SEJ.
10.3.3 Installation of track through La rut tunnel and destressing will be governed by
the procedure for a plain track. As an additional precaution, entire length in the
covered portion of the tunnel will be de-stressed as a separate activity.
Following this activity, destressing of the track at either approaches will be
carried out, leaving the joints at extremities of the tunnel, without welding.
Locations at the extremities of the tunnel (for a total of 50m, 25m inside the
tunnel and 25m at the approach will be once again de-stressed at stress free
temperature range and the resultant joints welded.
10.3.4 Installation of track through Berapit tunnel will be governed by the specific
design requirements.
10.3.5 Method of installation of REJs and SEJs and destressing the approach track
will be governed by the requirements for installation of REJs and SEJs.
10.4 Connection to siding lines
New track laid at approaches of sidings shall be de-stressed as per procedure

in place in this method statement. After destressing the newly laid track,
fastenings of the existing siding track will be released for a length of 50 m inside
the siding and the track lifted on rollers and tapped to release any locked up
stresses. The track shall be fastened down at the stress free temperature.
Connection to the newly laid track shall then be made either by welding or fish
plating as per approved drawings.
10.5 Connection to Existing Track inside Thai Border
New track laid up to the proposed connection point with the existing track inside
the Thai border will be destressed as laid out in this Method Statement. After

destressing the newly laid track fastenings of the existing Thai track will be
released for a length of 50m and the track lifted on rollers and tapped to release
any locked in stress. The track will then be fastened down at the stress free
temperature. Installation of SEJ will be carried out at the end of the project
boundary, where SRT's twin block sleeper track starts.
10.6 Procedure depending upon Type of Welding
During the process of in-situ welding, gaps at the rail joints left for destressing
operations shall be so planned that welding can be done without pulling the
rails but by only cutting the rails as necessary. If the gap is excessive, it may be
necessary to pull the rails to obtain proper gap for fixing the tensor for
destressing. This shall be achieved by removing fastenings and pulling the
rails, adjacent to the length proposed to be de-stressed. Similar action shall be
taken to get the correct gap for Aluminothermic welding after destressing. lt
shall be ensured that the joint does not fall over the sleeper seat.
10.7 Local Destressing
Whenever:
(i) any discontinuity is introduced in the already de-stressed track, such as

insertion of glued joint, replacement of ultrasonically defective weld etc. or,
(ii) any disturbance to the track profile involving more than 40 mm vertically
and I or 25 mm horizontally;
then installation shall normally be done at (t0 + 5)°C. In extreme cases,

destressing shall be carried out over the affected length, adding another 50
m length at either ends (in the already de-stressed portion). For this
purpose suitable cuts shall be made in the track rail, destressing carried
out with the help of tensor and a closure rail provided and welded at either
ends.
11.0 RECORDS OF DESTRESSING
Records of destressing shall be maintained in the Pro-forma at Appendix V.

12.0 LIST OF APPENDICES
Appendix I Calculation Pull required for Destressing

Appendix 11 (a) Sequence of Operation for Destressing with Tensors-Alternative I
Appendix 11 (b) Sequence of Operation for Destressing with Tensors-Alternative 11

Appendix Ill Photographs/ diagram of Rail Knocker and Rollers
Appendix IV Diagram showing staggering of fastening system

Appendix V Rail Destressing Record

APPENDIX 1
CALCULATION CHART FOR PULL REQUIRED DE- STRESSING
CALCULATION FOR DECIDING THE AMOUNT OF PUll REQUIRED
Extension E{mm)= La {to-tp), where Lis the length of Segment of the Rail Qn m) to which the extension is applied,
a is the coefficient of linear Thermal expansion of Rail steel= 0.00001151 per degree Celsius
to Rail temperature (Le.) 45' C ( as at present)
tp is the prevailing temperature at the time of Oestressing
For every m of rail and when to-tp is one, the pull required will be
1x0.00001151x1 0.~0001151 mm
The pull required can be easily calculated based on the length to be destressed and the P,revailing temperature.
As an additional information a ready reckoner is attached

~01
@ SEQUENCE OF OPERATIONS FOR DESTRESSING WITH TENSORS· Alternative I Appendix ll a
::::j Segment No 2- Length is dictated by site condition subject (J)

;;;: Segment No 1- Length is dictated by site condition subject to a maximum of as to a maximum of as stipulated under item 5.0 of the m
OJ
"i
stipulated under item 5.0 of the Method Statement o. Method Statement a. 0
• • c:
~~~~~.l,£:::::::::,:,::::::::::=,=,::::::::::,:,::::::::::::::::::::::::::<':;,o;,;u;c;e~R;a;l~l;(;lf~c;e;q;u;l,;e;d;}::::::::::::::::::::::::::::":::::::::::::::::::: m
z(")
provided & welded after Destressing
m
11111 <---1 OOm---> <---1 09m-----> <---1 00---> <---1 00---> <·<-Balance
0
Anchor Length--> ,.. "T1
Length Destressing I segment Destressing 11 segment
" 0
"1J
llll\l!!lli,,,,,' m
Anchor length --------> <--SO--~ ;o
" " " M
~
Breathing
length (see Point NO. 2 below)
PRELIMINARY 0
Rall Strings ( 150 m long or normal length Rails) laid in track are welded in lengths as stipulated in para 5, z :E
(1)
at site, by Mobile Flash 81..111 welding( for Permanent Track) and by a!umino thermic process for Temporary Track and at identified locations in permanent track.
PREPERATIONS
"T1
0
;o
g:
1 Mark Anchor length of SOm m in for (to-tp) up to 10°C. For (to-tp) above 10~c. anchor length to be increased at the rate of Sm per degree C.
c.
2 In subsequent stretches, in situations, c )>
;o;;jl
when welding does notimmediately follow destressing and the rail is fastened down without welding, SOm length of track from free end shall be
left as breathing length to be stressed again after welding, and the anchor length shall be counted beyond this SOm length.
I"
(J)
"1J
"tl
OJ
~3
~
3 Mark the end of the anchor length at the bottom of the railfoot as A1 -1 m I '"
;o z ""'
-
;o 4 Mark reference marks with paint on top of the sleeper approximately at every 100 m from the end of the anchor length. r
CD m c OJ
< 5 Calculate the movement required for the length of the panel from the end of the anchor length and upto the free end. (J)
>< "
5·:E
..,=
0 6 Make suitable cut(s) in the free end of the segment (J)
7
to ensure adequate gap to enable movement of the free end while applying tension.
Remove the fastenings in the length now proposed for destressing. z "''"
'"'<
starting from the free end and proceeding towards the anChor length and note the movement of A1. Gl ~ s:
::J
c.Q)
8
9
Transfer the marks (as referred in Note 4 above) to the outside of the foot of the rail, after removal of the fastenings.
Fix the tensor at the free end (one on each rail).
:E s:,
::j
~.~
10
11
12
Apply tension to get the rail staright (without any visible kinks).
Note the amount of pull given at this stage at the pulling point, at the end of the anchor length(A1 ).
Apply tension in the tensor to get the required elongation at reference point A2+ the elongation obtained
during initial pull at A1( the slippage at the end of the anchor length) and at the reference point A2.
::t:
-1
m
z
s--
::J
Q)
13
14
Fasten down the segment A1-A2.
Repeat the operations for Segments A2-A3, A3-A4 etc. For every pull, calculate the extension required and add the actual slippage at this point
during the intial pull ( to release kinks)
(J)
0
;o
"g
15 Check the final gap obtained, if it is between 24 to 26 mm, weld the joints. (J)
16 If gap is not matching the required gap (and when found excessive),pull the adjacent non destressed panel/segment with the help of
I
tensor and carry out welding with tensor in position. >
r
17 If gap is (found less), make a cut in the adjacent panel/segment and carry out welding with tensor in position.
-1
18 In exceptional cases, when the gap obtained is far in excess of the required gap, provide a closure rail by cutting the required length from the non destressed pane!. m
;o
"1J
I For providing closure, make marks in the track rail
=length of closure rail (6m) +two weld gaps- one saw cut.
z
~
.
"''"
CD
"'
Remove the tensor, cut the track rails, insert the closure and weld at one end.
Weld the other end also, if the gap is in order.
If the gap is execessive, apply tensor, pull the segment on the side yet to be destrsssed to achieve the required gap and
carry out welding, with tensor in positlon.
<
...
m
(")
::r
'"
-.,
""
~I
18 After completion of welding, remove fastenings for 50 m on either side of this location (now welded) and
tap the rails, to equalise the stresses.
..,_
~ ~
19 Repeat the operation in subsequent segments, yet to be destressed. <n<
Appendix 11 b
@
SEQUENCE OF OPERATIONS FOR DESTRESSING WITH TENSORS- Alternative 11
?.\ (J)
s:
OJ
m
"i
0
Segment No1- Length is dicated by site conditions
subject to a maximum as stipulated in para 4 of the
Segment No2- Length is dicated by site conditions subject to a c
maximum as stipulated in para 4 of the method statement m
method statement z
C'l
m
0
"T1
Lengtr. Length
<---100--> <--100----> <-1 00---> <-Balance
0
"C
Length-·-> m
;o
<--150 m----><-----150 m--------><-----------150 m--> ~
<<<<--------------- Destressed Panel ---------------------···········----
~ 3 panels-->>>>> !i
>>>>
oom 0z
Anchor
Length
Anchor
Length "T1 ~
0:
Destressing Next Stage 0 CD
;o 0..
PRELIMINARY 0 ;o"C
Rail Strings (150 m long or normal lengths) laid in track are welded in lengths as stipulated in para4, at site, by mobile flash butt welding {for Permanent track) and by Alumina Thermic welding for
m
I
>
"C "' ~
Temporarey Track and identified locations in the permanent track). (J) "C iif3
-l m I ~
;o PROCEDURE ;o z
''"'
CD 1. Mark Anchor length of min som for (to~tp) upto 10°C, at the ends of two panels to be destressed as shown in the figure. For (to-tp) above 10°C, anchor length is to be increased at m 0 "' ::J
"' the rate of Sm per degree C.
(J)
(J) x <-
s·::e
0 2.
3.
Mark the end of the anchor length at the bottom of the rail foot as A1 and 81.
Mark reference marks with paint on top of the sleeper approximately at every 100 m from the end of the anchor length. z = "' Cl
4,
5.
Calculate the movement required for the length of the panel from the end of the anchor length and upto the free end.
Make suitable cut(s) in the free end of the segment
Gl E
::e
"''"'
5.:;::
to ensure adequate gap to enable movement of the free end while applying tension. ;;:"'
6.
Double pull arrangement will normally need introducing a 6 m plug.
Remove the fastenings in the length now proposed for destressing.
=i
::t ~. ~
starting from the free end and proceeding towards the anchor length and note the movement of A1 and 81. -l et-
::J "'
7. Transfer the marks (as referred in Note 3 above) to the outside of the foot of the rail, after removal of the fastenings. m
8. Fix the tensor at the central gap for pulling both panels. z
(J)
"'::JCl
9 Apply tension to get the rail staright (without any visible kinks).
10 Note the amount of pull given at this stage at the pulling point, at the end of the anchor length(A1) 0
;o
2
11. Apply tension in the tensor to get the required elongation at reference point A2 +the elongation obtained during initial pull at A1( slippage at the end of the anchor length), and at
(J)
reference point 82 +the elongation obtained during the lntial pull at 81 (slippage at the end of the anchor length)
I
10. Fasten down the segments A1-A2, and 81-82.
11. Repeat the operations for segments A2-A3, A3·A4 and 82-83, B3-B4 etc. For every pull, calculate the extension required and add the actual slippage at this point during the intial pull. >
12. Check the final weld gas obtained for the two welds at either end of the 6 m plug., if it is between 24 to 26 mm, weld the joints. !:;
13. In exceptional cases, when the gap obtained is far in variance with the required weld gap, provide a closure rail by cutting the required length. m
For providing closure, make marks in the track rail ;o
"ll
=length of closure rail (6m) +two weld gaps- one saw cut.
Remove the tensor, cut the track rails, insert the closure and weld at one end.
z
!i
.
Cl Weld the other end also, if the gap is in order. C'l
<0
CD If the gap is execessive, apply tensor, pull the segment on one side to achieve the required gap and
< ::J"
"'
"'S, 15.
16.
carry out welding, with tensor in position .
After completion of welding, remove fastenings for 50 m on either side of this location ( now welded ) and tap the rails, to equalise the stresses.
Repeat the operation in subsequent segments.
m
= -.,
-o-c
~;:!.
"'
0 "'
tn< -
ICTIIII Welded Rails - Laying and Maintenance Chapter 25
APPENDIX IV
PHOTOGRAPHS I DIAGRAM OF RAIL KNOCKER AND ROLLERS
1. Rail Knocl<er- Diagram No. M370-EMR-STD-005

2. Bottom Roller (Horizontal Roller) for Sleepers
3. Side Rollers for Sleepers with Pandrol Fast clips-Diagram No. M370-EMR-STD-002
4. Side Rollers for Sleepers with Vossloh Fastenings-Diagram No. M370-EMR-STD-001


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ICTIIII Welded Rails- Laying and Maintenance Chapter 25
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PLAN FOR STAGGERING OF FASTENING SYSTBY
( ITEM 9:11 OF METHOD gr"A.TEUENT FOR DE -STRESSING } I ~
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&····~··.·.·.····.··.··.+••····· Permanent Way Manual Part IV
<. I<TNI Welded Rails- Laying and Maintenance Chapter 25
APPENDIX VI
RAIL DESTRESSING RECORD (FORMAT)
RAIL DESTRESSING RECORD
A3 A2 A1,--_-,AO
Chainage _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __,__ _ ____,Chainage
Tension Point Anchor Length '----~m

Fig: Scheme of Destressing
1. Date
2. Destressing length{excludinganchor length in meter)
3. Location (Between Stations)
4. Line (Up I Down I Loop1/ Loop 2 etc.)
5. Chainage from : to._ _ __
6. Left Rail/ Right Rail
7. Time of application of pull
8. Average Rail temperature at the time of pull
9. Rail gap as measured prior to de-stressing operation
Rail Temperature in °C (every 30 minutes) Ambient Temperature

Time Weather
At Pulling Near Anchor
At Mid Point Average At Start At End
Point length
Movement at reference points {in mm)
Point No. As Calculated As Achieved Remarks

A1
A2
A3
A4
A5
A6
A7
Note: Left I Right rail shall be taken with reference to increasing chainage
Name: .............................. Name: ... ... ... ... ... .. .......... ... .. . Name: ................................ .
Designation: ..........•... ,...... . Designation: ... ............ .. .. ... ... Designation: ........................ .
Date: .........•................... Date: ...... ... ...... .. ... ... .. . ...... ... Date: .................................. .

Annexure 25.4 - Matrix of Responsibility PWI/Ganger/Spiker/Gangman
,, i < --Lo~~~t_level;_st~ff!~.upervi_s~_r'
''',
'/,,
<No,, i Nature,ofwork ';

,' ' ,''
::,> ' ' ' ' '· . '· ..•_•._. .
-' ;,:,p~~~-n_~__ ()f;ytor_k_.::-=,--
.·..._·/. .•-_,_. '< '•: , •• , ' > ··. ·.. : •••·· ..·. ' :. - -_-.-_~--_ ,_: -.:in charge.ot.WOrk·-: · ::_· ·,
· ·a)
••·•••·•••·Mechanised
__ ..._,:<,.,,,'· Tamping Ufting(generallift)
1. Maintenance PWI
Operation Alignment
Minor alignment of cUrves

Deep screening
b) Manual Packing & Lining
c) Lifting/Lowering of track
Ganger
PWI
a) Ensuring that all creep anchors butt against sleepers Spiker
2. Rail, sleeper and during daily rounds
fastening b) Packing or renewal of single isolated sleeper not Ganger
requiring lifting or slewing of track Spiker
c) Renewal of fastening not requiring lifting
d) Renewal/recoupement of fastenings requiring lifting Ganger
e) Renewal of sleepers and fastenings over long PWI
stretches
f) Renewal of defective rails PWI
g) Carrying out welding of rail joint at site PWI/Oepot Technician
a) Making up shortage of ballast in shoulders at isolated
3. Ballast places Ganger
b) Replacement of ballast and checking ballast section &
PWI
Deep screening
c) Screening of ballast- other than deep screening Ganger
a) Realignment of curves
4. Curve realignment PWI
a) Imposing speed restriction if the temperature exceed
5. Hot weather work oo
td + 1 C or 55° C, whihever is less after Ganger
maintenance work is completed, manually or by
machines
b) Organising hot weather patrolling during hot weather PWI
period
c) Ensuring that hot weather patrolman turn out promptly Ganger
for duty during the required patrolling period and when
rail temperature exceeds td + 10° Cor 55° C
whichever is less
d) Hot weather patrolling, observing stability of track, Hot weather patrolman
presence of large number of sleepers with defective
packing, alignment of track, checking if the profile of
ballast is disturbed, tendency for lateral/vertical
deformation of track
e) Inspections during hot weather and checking on the PWI
workinQ of hot weather patrols
6. Rainy period Rainy period patrolling Rainy period patrolman

patrolling
7. Destressing All operations regarding destressing PWI

a) Emergency repairs Spiker/Gangman
8. Rail fracture b) Temporary repairs Ganger
c) Pennanent repairs PWI
a) Protection of track and secure safety of trains in case
9. Buckling of buckling, rail fractures, or any abnormal behaviour PWI, Patrolman, Gangman or
of track and Emergency repairs Ganger, whoever at site.
b) Permanent repairs in case of damage to tracking
followino derailments, accidents etc PWI
a) Derailments, accidents etc
10. Emergencies PWI
a) Checking of REJ/SEJ, oiling and greasing and
11. Inspection and retightening/renewal of fittings once a fortnight Spiker
checking b) Inspection of REJ/SEJ
PWI
Rev.O Page 54 of 60
Annexure 25.5 -Types of Rail Thermometers

They are:-
1. Embedded Type (Liquid or Dial type of measurement)
In this an ordinary thermometer is inserted in a cavity made in a separate rail piece,
which is about 75mm long and consists of rail head section only. After placing the
thermometer, the cavity is filled with mercury and sealed. When the rail piece
embedded with thermometer is exposed to the same condition as the rail in the
track, it takes 25 - 30 minutes for the thermometer to attain the temperature of the
track rail.
2. Dial Type
This thermometer is of bimetallic type and has a magnet for attaching it to the track
rail. The thermometer is attached on the shady side of the web of the track rail and it
takes about 8 minutes to reach a steady temperature.
3. Continuous Recording Type
Basically, it is an embedded type thermometer with an attachment to furnish a
continuous record of the temperature on a graph paper for a long period of time.
lt is desirable that rail temperature records are maintained for each PWI's section
using a continuous recording type thermometer. The highest and lowest rail
temperatures for over a continuous period of at least 5 years shall be ascertained
and the mean rail temperature (tm) for the section arrive at. The temperature record
shall also be analysed to access the probable availability of time during different
parts of the year for attending to track maintenance, destressing operation , and to
provide guidance for hot weather and similar track patrolling requirements.
4. Digital Laser or Probe Type
Digital laser or probe type thermometers may also be used to accurately record the
temperature of the rail as an alternative to the traditional types. These thermometers
can take instant readings and can therefore provide instant temperature data. Such
thermometers can obtain readings almost instantly.

Photographs of rail thermometers:
,., ...
{.··
M·
,.~
~ ~ -
..., ~ - ,..
-
~· ·"f
....... ,._,
-
I
Liquid Type Thermometer (may be embedded inside rail piece or placed externally)
Dial (Analogue) Thermometer
Digital Thermometer Probe Thermometer Laser Thermometer

(maybe embedded in rail
piece)

\

Continuous Recorder in Station Under Canopy

_--IIXING BO;_-
//
--DATA LOGGER CU:LI' OISPLf\Y
\_ BASE FRAME_ /
END VIEW FRONT ViEW
FITTING .DIFFERENT PARTS OF RAIL TEMPERATURE DISPLAY CUM RECORDER

MODEL CRT-1
$ET OF RAIL TEMPERATURE DISPLAY CUM RECORDER

MODEl. CF,T-1
Configurations for Continuous Recorder

Annexure 25.6- Register of LWRICWR Maintenance
1. Maintenance Details
Year/Year/Year
Year/Year/Year
iii. Temperature at the time of destressing
i. Method of packing at the time of
iv. Reasons for carry out the distressing
laying, manual by machines
V. Subsequent distressing done-
ii. If by machines, type of machine/
temperature and date
tamper used
iii. Packing during maintenance -
manual beater/manual MSP/by 4. Unusual Occurrences
machines
iv. If by machines, type of i. Rail fractures
machine/tamper used ii. Buckling (location and reasons for
V. Whether directed maintenance/ buckling)
systematic through packing is done iii. Replacement of components in SEJ
and if the latter, the period when its assembly
done a. Fastenings
vi. Location requiring repeated b. Bolts
maintenance, if any c. Sleepers
vii. Quantity of ballast recouped d. Longitudinal ties
e. MS bracket
2. Climatic Details f. Chairs
g. Rubber pads
h. Tongue rails
(Measurements shall be taken on
i. Stock rails
representative LWR only)
iv. Derailments and accidents on the
i. · Maximum daily variation in
· temperature, vide para 5.2 LWRICWR portion (give km
ii. Max, rail temperature oc of the affected portion)
v. Replacement of sleepers (give km and
iii. Max, ambient temperature oc
the number of sleepers replaced and
iv. Minimum rail temperature oc
reasons)
v. Minimum ambient temperature oc
vi. Replacement of rails (indicate length, km
and reasons)
3. Details of Installation, Destressing etc.
Items (i) to (iv) to be entered soon after LWR 5. Formation

is laid and distressed for the first time. i. Any trouble subsequent to laying and the
i. Installation temperature treatment given
ii. Mean rail temperature for the locality

Annexure 25.7- Chart of Movement of LWRJCWR
CHART MOVEMENT OF LWRICWR No. _ _ _ _ _ _ _ _ _ __
SEJs at the end of this LWR· SEJ No at km · SEJ No at km

'
Date Time Rail Right Distance (nm) Distance (nm) C/C spacing Measure Rectification Remarks
of of Temp between tongue between tongue (nm) between by carried out
meas meas Or stock rail & stock rail & the two central
urem urem Left reference line at SEJ reference line at SEJ sleepers
ent ent No.....•. No .......
Rail
Observed Permissible Observed Permissible At At On By
(d) range (d) range SEJ SEJ Date
No .... No....
1 2 3 4 5 6 7 8 9 10 11 12 13 14
Note:
1. (a) and (b) will be always be positive, except when tongue stock rail crosses mean position. In such
case, a (-ve) sign will be prefixed
2. Left and right rails on double lines are determined looking in the direction of traffic
3. Left and right rail on single line are determined, looking in the direction of increasing kilometrage
4. If spacing of 2 central sleepers of SEJ differ by more than ± 1Onm, immediate rectification will be made
CHART OF MOVEMENT IN CENTRAL PORTION OF LWR/CWR No .............. .
Right Distance (nm) between Ref mark & mark on Rail at various Measured by Rectification carried Remarks
or Ref Pillars' in non-BL of LWR/CWR out
Left
Centre of On date by
LWR/CWR at
km km ..... Km ..... Km .... Km ....
1 2 3 4 5 6 7 8 9 10

EIICTIIII Realignment of Curves Chapter 26
Chapter 26
Realignment of Curves
Document History
Authorised By:
r '
Signature:
Date: 2 8 MAY 2015

Realignment of Curves Chapter 26
TABLE OF CONTENTS
26.1 GENERAL ...................................................................... ..................................................... 3
26.2 CRITERIA FOR REALIGNMENT .......... ................... .......................................................... 3
26.3 ADJUSTMENT PROCEDURE ......................... .................................................................. 6

LIST OF FIGURES .................................................................................................................................. 8
LIST OF ANNEXURES .. ......................................................................................................................... 8
Annexure 26.1 - Example for Calculation of Slews (Manual Method) .................................................. 10

Annexure 26.1 a - Example for Calculation of Slews using Excel ..................................................... .... 11
Annexure 26.2 - Correcting Local Kink by Averaging Method .............................................. ................ 13

<Si. . . . . . . . . . . . . . . . Permanent Way Manual Part IV
, I<TNI Realignment of Curves Chapter 26
26.1 GENERAL
When running on a curve is unsatisfactory, the curve has to be surveyed and adjusted
(realigned) either in part or on its whole length. This Chapter specifies the curve
adjustment procedure.
26.2 CRITERIA FOR REALIGNMENT

26.2.1 General
26.2.1.1 Smooth running on curves depends on:
• Superelevation appropriate to the curvature and speed.

• Smooth variation in curvature and superelevation along the curve.
26.2.1.2 lt is thus necessary to ensure that:
• The variations in curvature from station to station (as measured by the versines) do
not exceed the prescribed value.
• The measured versines do not vary from the designed ones by more than the
prescribed limits and,
o The cant provided suits with the curvature.
26.2.1.3 Whenever a curve is found to be not running satisfactorily, the PWI shall arrange for a
survey of versines (on 20 m chords), gauge and superelevation at stations 10m apart on
the transitions and on the circular curve.
26.2.2 Surveying of the Curve
The survey shall be carried out as below:
1. Mark stations 10 m apart on the gauge face of the outer rail. The first station,
numbered '0', shall be 30 m behind the apparent tangent point
(the start of the transition curve).
2. At each station starting with station number 1.
o Measure the versine on 20 m chord, to the nearest mm.

Note:
The string shall be held between station '0' and station '2' for the versine at station
'1'. The string shall be held 20 mm away from the gauge face, using suitable
holders. (This arrangement facilitates measurement of negative values of versines ).
• Note any feature which will prevent or restrict slew at the station.
• Measure superelevation.
3. On completion of measurements on the whole curve, measurements shall be

repeated in the reverse direction as a check.
4. The results of the survey shall be entered in the format in Table T -26.1 below.

Table T-26.1
Curve from Km ............................ to Km .................................
Between Station ........................... and Station ....................... .
Date of Survey ........................................... ..

Jurisdiction of Permanent Way Inspector .................................................. .
Station No. Existing Existing Existing Remarks regarding

(at 10 m Gauge Versine cant restriction to
intervals) (mm) (mm) (mm) slewing
Note: For double track lines, note track centres at each station.
5. The PWI shall scrutinize the results of this survey and decide whether the curve
should be rectified in full or part of it adjusted. Guide lines are given in para 26.2.3
below:
26.2.3 Guidelines for deciding realignment
26.2.1.4 Variation from the designed versine
Versines at stations 10 m apart shall not vary by more than 15 mm, except in the
transition length.
26.2.1.5 Cumulative Frequency Diagram

A method for deciding the need for curve realignment is by drawing a cumulative
frequency diagram. The variation between actual versines and design versines is
worked out for each station and a cumulative frequency (indicated as percentage) of
occurrence of stations for various range of versine variation is arrived at.
A graph is then drawn showing versine difference and cumulative percentage.
The following guide lines may be adopted for the need to realign a curve by this method.
• The versine variation shall be limited up to 5 mm from the design versines.

• Realignment is carried out if cumulative percentage of stations having versine
variations up to 5 mm is less than 80%.

26.2.1.7 Example
1. An example is given below for illustration:

Statement showing Versine difference
Nle'asllred Difference
,_ vefS:irle
(2) (4)
0 1
2 3 2 1
3 7 4 3
4 5 6 1
5 6 8 2
6 7 10 3
7 6 12 6
8 11 14 3
9 14 16 2
10 15 18 3
11 19 18 1
12 24 18 6
13 24 18 6
14 24 18 6
15 20 18 2
16 12 18 6
17 22 16 6
18 12 14 2
19 12 12 0
20 10 10 0
21 10 8 2
22 5 6 1
23 3 4 1
24 1 2 1
25 0 1 1
Statement showing Cumulative Percentage
• Total Stations: 25
Difference -in No. of %_No: of stations in Cumulative

versine (mm) station col (1) to total %
.
No: Of stations
(1} . (2) (3) (4)
0 2 8 8
1 8 32 40
2 5 20 60
3 4 16 76
4 0 0 76
5 0 0 76
6 6 24 100

I<TNI Realignment of Curves Chapter 26
2. A cumulative frequency curve is drawn from the above table and is shown in Figure
26.1.
3. 11 will be seen that the cumulative percentage of stations with versines varying up to
5 mm from the designed versine is 76; therefore the curve needs realignment. After
realignment the curve should be approximately equal to the position indicated by
dotted lines.
26.2.1.8 Extent of Realignment
A decision on whether to adjust or realign the whole curve or part of it shall be on the
basis, as to how 'bad' the stations are distributed along the curve. If they are
concentrated in one part of the curve, only that part shall be adjusted.
26.3 ADJUSTMENT PROCEDURE

26.3.1 Sequence of Work
The curve adjustment procedure consists of:
• Survey
• Calculation of slews
• Stewing and packing
• Checking of adjusted curve
Note:
1. The interval between survey and stewing shall be as short as possible.

2. On double/multiple lines, each line shall be adjusted independently.
26.3.2 Survey
If the survey is not done within a week before the proposed adjustment, proceed as in
clause 26.2.2. The PWI shall forward the survey results to the CPWI.
26.3.3 Calculation of Slews
26.3.1.1 The basic principles of curve alignment are as follows:-
• the first summation of the differences in versines should be zero at the last station
which will mean that the sum total of existing versines should be equal to the sum
total of proposed versines.
• the second summation of the difference in versines should be zero at the last station
which will mean that the last station of the existing curve would coincide with the last
station of the proposed curve.
• the sign conventions used are + slews indicate slews away from the centre of
curvature and
• slews indicate slews towards the centre of curvature of the curve.
• the slews in any direction affects the versines at the adjacent stations by halve the
amount in the opposite direction.
• the objective of any curve alignment calculation is to obtain the best uniformity in
versines with minimum slews. This can only be achieved by using optimizing
technique in the calculation. Conventional computer programs for curve alignment
calculation do not usually incorporate optimizing techniques and hence may give
unnecessary large slews for a given uniformity in versines unless repeated trials are

Realignment of Curves Chapter26
carried out. A facility exists in Excel for the application of such optimizing technique
and can be conveniently used to carry out any curve alignment calculation.
26.3.1.2 An example of calculation to obtain optimized slews and versines is shown in Annexure
26.1.
26.3.1.3 Where there is a local kink, five stations are chosen and slews worked out by averaging
method as indicated in the example at Annexure 26.1.
26.3.1.4 The slews for complete realignment shall normally be worked out by the CPWI or in the
Regional Engineer's office so as to obtain an optimal solution, minimising slews.
Mechanical devices or, electronic calculators or a computer, can be used for this
purpose.
26.3.2 The CPWI shall forward the slews to the PWI, advising him on the portion to be adjusted.
26.3.4 Stewing and packing
26.3.2.1 Slewing of the curve is done by:
• manually using crowbars or

• lining with tamping machines
26.3.2.2 Slewing and packing is best be carried out by lining and tamping machines. In cases
where slews are more than the limits for the lining machine (usually 50 mm). ballast has
to be opened out and the track slewed in successive runs.
26.3.2.3 The operations shall be as below:

1. Erect peg alongside each station such that the slewed track will be at a fixed
distance from the peg.
2. Impose speed restriction of 15 km/ph over the affected portion and obtain a Line
Possession of sufficient duration.
3. Protect the track according to Rule in Section J, General Manual in the current
KTMB Rules and Regulation Book.
4. Open the track (LWR/CWR shall be opened out in the early part of the day, when
the temperature is below the stress free temperature).
5. Slew the track to the correct distance from the pegs.
6. Tamp the track by on-track tamping machine.

7. Regulate and compact the shoulder and crib ballast by ballast regulator and
compactor.
8. Repeat the tamping on the next day followed by the ballast regulator and
compactor.
9. On LWR/CWR track, do restressing as explained in Chapter 25.
10. Relax the speed restriction in stages after tamping and shoulder compaction as in
Chapter 30, clause 30.5.3.
26.3.5 Checking of Adjusted Curve
Check the distance to· the pegs during the course of speed restriction. If any major
discrepancies are noticed, the procedure for realignment of the curve shall be repeated.

LIST OF FIGURES
Figure 26.1 Cumulative frequency curve.
LIST OF ANNEXURES
Annexure 26.1 Example for calculation of Slews (Manual method).
Annexure 26.1 a Example for calculation of Slews (Using Excel).
Annexure 26.2 Example for correcting local kink by averaging method.

Fig. 26.1
1--
zw 1--
:::;m :::;
6::1 z
l5 "
::1
0:: l5 0::
w
0::
~-
ro
~<
~
a::
~
0::
a a
<( m
~---------------------- ro
I
I
I
~---------------------- ~
I w
I >
0:::
I
~ ---------------------- m :J
(,)
gjl ~
ul ..,
,_1 "' E
>-
(,)
u~----- ---------------- ~
Zl E zw
~I .5
21 :J
~~-----
I
---------------- ~ tl
m w
0:::
~
u:i
N
~I
Fl
~ ----- ---------------- ~
~
a
Lr-
w ii:
0>
::>
::Ill w
z
>
"'I iii
i=
u~ - - - - - - - - - - - - - - - - - - - - j
~
N
I < :J
I ro
I ::l!
'~~}---- -------- ~ :J
~---
1
I
I
--------- (,)
g ~ g R g ~ i g ~
- 3!JV% 3AltVlOYIO:l
o o
Figure 26.1 -Cumulative Frequency Curve

I<TM Realignment of Curves Chapter 26
Annexure 26.1 - Example for Calculation of Slews (Manual Method)
Realignment of Curve by String Lining Method

... .... •··. ·.. COrrecti~g Co_upfe_· ;. -, ·-:._-- ...
...··........·...
...
·
..
·.
.. .
Eii~~>-:
> Versine
. .
Second .... .
·
. ·.· · . ·_,--R.f'
••••••••!sultan'
-'-'
••••••••••••••t -~
.'Stn. ttn~ Proposed difference First
summation Correcti
:- Fi~t~:. Second
Half slew
(Col.9 plus
Fu_n·: versine iri ·,'!t/c
slew. ··.·.··&·
.
·mffi(Ccil.3
......
No:
v~r~
sine
_--:
versme CoL3 minus
. Col.2
summation
.·
(half throw)
onto
versine
summa
'tion
summa
tion .·
Col.6)
.
plus: Col.?)
.
.··· .· .· ·. >
I
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13)
0 2 2 0 0 0 -1 ·1 0 0 0 1
1 0 8 8 +8 0 ·1 -2 ·1 -1 -2 7
2 14 16 2 +10 +8 -1 -2 ·1 -1 ·2 7
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 -1 -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 +72 . -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
Total 484 484 484
+ indicates slew inside
- indicates slew outside

I<TIIII Realignment of Curves Chapter 26
Annexure 26.1a- Example for Calculation of Slews using Excel

Realignment of Curve by String Lining Method
•!
"'"'
Qj : Pa~el:.ru\ P1i f .J ~'n\1 1{3/
!JI Custom 'it.~s -1 Gnt$1 f S .J H3 n.g 1

Pagf 100:- Zoom to Nt.w t.:!'Tolf19t h .:-::t S:i c 5 :tdl
La1ollt :J Fvlf Stn: E ~ SE'i'doorl \'ollldO.•, -~ ~AIIE~ • '.'lcrb:piK! •,,r.d!Jo',:; •
'-
A 1.1 0 0 R
1 I Station 1 Exist Lower TriOII Upper Verslne First second Slew Absolute
2 No. Ver.sln& Sound ~ Ver( s1ne , Bo(~)nd Olff SummatlonSumma.tlon Slew
3 ' (1) ' (2) • (~) 41 , • (6) , (7 ) • (8) ' (9) (10)
' m -~ First
0 0 0 Summ.litlor
-S -S ..S ., ~ 16
13 ·2 -10 -18 -% Second
"
2$ 21
16
24
17
25 4 -S -24 -JS JS Summatlor -104
so 31 32 33 -2 -S -.32 .£< 6J
10 36 31 32 $~ ·J -72 72 r.i;xlmun
11 36 31 .32 33 0 -liS -72 72 Slew 208
12 24 31 ~2 33 ·B ·JJ ·SS u
,~ 13 32 31 32 .?-S ·8 ·52 -10J 10.! Objettive
IJ 28 31 32 33 ·12 -5J ·128 128 Function
15 10 36 31 32 33 ·B -72 -1-!4 1JJ Minimise
16
17
18
11
12
13
3J
32
34
31
31
31
32
32
32
ss
33
33
..
-6
-4
-78
-84
-SS
-156
-168
-1i6
1$13
168
176
Max. Slew
19 14 36 31 32 33 0 -88 -176 170

20 15 2J 31 32 33 -8 -96 -192 192
,. ~1 16 24 21 2-1 2& 0 -8 ·10J -208 208
22 11 28 13 16 17 12 J - lOO -200 200
23 18 6 9 -3 .J - 10.! -208 208
2J 19 3 0 -104 -208 208
25 20 0 0 ·10J ·208 208
26
Screenshot 1
.. 30ala .t.11;ry;i;
- ~Sol. e r
I
A B G I D E G H J K
1 Station Exist Lower Trial Upper Verslne First Second Slew Absolute
2 ~ No. Versine Bound Verslne Bound Diff Summation Summation Slew
3 (1) (2)
First
5 Summatio.c:::::m
6 0
7 14 Second
8 28 Summation -104
4 30
10 I 5 36 Maxlmun
IC$S:IC125 <= 10$5:10125
11 6 36 IO$S:ID125 >= $C$5:1C$25 Slew [_·_-_-_-_-_2_Q'~1
12 7 24 lt~S = O
11~8 =0
13 32 Objective
14 28 Function
15 10 36 Minimise
16 11 34 Max. Slew
17 12 32 31 32 33 ·84 -188 168
18 13 34 31 32 33 ·4 ·BB -176 176
19 14 36 31 32 33 4 0 -88 -176 176
20 15 24 31 32 33 ·8 ·8 -96 · 192 192
21 16 24 21 24 25 0 -8 -104 ·208 208
22 17 28 13 16 17 12 -100 -200 200
rc-:r~-----------,
Screenshot 2

I~TIIII Realignment of Curves Chapter 26
1 Click "Solver"
2. A dialog box entitled "Solver Parameters" appear
3 Under "Set Target Cells:" Click cell M11 corresponding to Maximum Slews
4 Set the Maximum Slews minimum by selecting the radio button "Min" under "Equal
To:"
5. Under "By Changing Cells:" select the range of cells under "Trial Versines" l,e 05 to
025
6. Under "Subject to Constraints: " make Trial Versines less than or equal to Upper
Bound
7. Under the same item make the Trial Versines greater or equal to the Lower Bound
8. Make 1st summation equal to 0
9. Make 2nd Summation equal to 0
10. Click the "Solve" button the table will change to the display given below .
r.l, .. "'· ; !.lilluc\ _lw•< t ~'l-- ..J, pe L'-0 1 !'iiJl .t.Jij '.r•.l:;c-tt:c.:
...
....
H"lmt ...!tri Jlo.;~l<'I)'Ciut F~rmo ~~ Dila Pt.•f Ot tLr-tt
~
1
~·I !f ..vr~or·H..1
... l.rlll • 10
.
A' A
if.,.
Gtntrll
-i#' ~
J • I n .;. A ;): ~~ :!f MtrgE&Ctf!1tr s ~. :.l ,'j CC>Oi.fll'tlal formit.a~ C:tl
,,
FormFtmg • TablE ... St1 1H •
I Jli~
A! ~~ t..l Station
A T B c Q E f G K t.l (l
' l st~llon !Exist lower Trl;l Upper Verslnt Flrtt Second Slew Absolute
2 llo. Vtnlnt Bound Versine Bound Diff summ.11io Summ;tion Slew
3 {1) {2) {3) {4) {S) { 6) '(1) {8) l9) {10)
FII'S!
'0 (2l · (')
,, SUimla5ol 7 56769E-07
.u
7 1
11 ·' .]
·6 " secono:t
"
25
30
13
21
31
13
21
31
<o
33 ·1
· 13
· 12
· 12
·26
·2•
2o
2•
2•
SUn'rnilbOI -1 Qtw2E·1·
·2'
10 35 31 31 33 6 ·1 ·U u f,lamHJl
11
12
3S SI
31
32
32
33
33 .a' 's '5 S!•• 26
2'
13
u
15 10
S2
26
S5
31
31
31
32
S2
52
33
33
33
.. .. ..
0
·I
-1
6
·2
-3
6
2
Olljet1he
Funttir;n
l..lrwnise
16 11 3' 31 33 33 1 ·I ·I l..tar SI-! ~
17 12 32 31 33 33 ·I 0 0 ·1
18 13 a• 31 33 33 3
lP
20
21
"
·~
16
30
2J
2J
31
31
21
:l3
33
2~
33
33
2~
.g
·I
..
·5
2
-3
12
'
-6
12
22 17 28 15 17 17 11 6 s 6
23 18 0 9 ·9 ·3
2J ID 3 0
25 20 0 0
26
14 ~ .~ H sh..u Sheer2 She•tl · 'Vj"" l!rl
~
Screenshot 3
11. The trial versines will automatically change to give the proposed versines. The
minimum slew 26 is obtained and the best uniformity in versines is obtained.

Annexure 26.2 -Correcting Local Kink by Averaging Method

CORRECTING LOCAL KINK BY AVERAGING METHOD
Two examples for correcting a defective curve are given below:
Example 1:
Versine at mark 2 = 100mm

Total = 270mm
=========
Average versine = 270/3 = 90mm
Slew at mark 3 = 90mm - 70mm
= 20 mm outwards
;::::::::::::::::::::::::::::::::::::::::::::::::::::::;
Example 2:
Versine at mark 2 = 50 mm
Versine at mark 4 = 50 mm
Total = 240 mm
::::::::::::::::::::::::;:::;:::
Average versine = 240/3 = 80mm

Slew at mark 3 = 140mm - 80mm
= 60 mm inwards
=============

Rail Defects and their Rectification Chapter 27
Chapter 27
Rail Defects and
Their Rectification
Document History
Issue Date Descri ption
Authorised By:
L ..()..a ~ e43cf2, ,.- 1
Signature:
Date:
MOHD RAMLI MOHD NOH
General Manager Permanent Way
2 8 MAY 2015
Keret'tipl Tanah Metayu !emad
Kuala Lumpur

TABLE OF CONTENTS
27.1 GENERAL ............. ................................................ .............................................................. 3

27.2 DEFECTS IN RAILS ..................................................... ............ .......................................... 3
27.3 PROMINENT TYPES OF SERVICE DEFECTS AND THEIR CAUSES ........................... .4
27.4 UIC CODE 712R- RAIL DEFECTS ................................................................................... 5
27.5 RAIL MAINTENANCE AND OTHER PRECAUTIONARY MEASURES TO REDUCE
RAIL DEFECTS: ................................................................................................................. 6
27.6 RAIL FLAW DETECTION ........................ ........................................................................... 7
27.7 RAIL FLAW DETECTION VEHICLE- RFDV ..................................................................... 8
27.8 CLASSIFICATION OF FLAWS DETECTED BY ULTRASONIC FLAW DETECTORS: .... 9
27.9 MARKING DEFECTIVE RAILS AND RECOMMENDED ACTION ................................... 11
27.10 ULTRASONIC TESTING OF ALUMINOTHERMIC (AT) WELDS .................................... 12
27.11 ACTION TO BE TAKEN IN THE CASE OF RAIL AND WELD FRACTURES ................. 12
27.12 DATABASE OF RAIL FAILURES ....... ............ .................................................................. 13
27.13 REPORT OF RAIL FAILURES ......................................................................................... 13
LIST OF FIGURES ................................................................................................................................ 14
Annexure 27.1 -Format for Reporting Rail Failures ............................................................................ 21
Annexure 27.2- Some Common Terminology ..................................................................................... 23
Annexure 27.3- Photographs/Illustrations of Common Rail Defects ................................................... 25
Annexure 27.4- Technical Specification for Ultrasonic Testing of Welded Rail Joints ...................... 28

27.1 GENERAL
This chapter describes the defects in rails, measures to be adopted to reduce rail
defects, detection of rail flaws, classification of flaws and action to be taken in case of rail
failures.
27.2 DEFECTS IN RAILS

27.2.1 The terms defect and flaw are synonymous, yet flaws generally denote those defects
which can cause rails in the track to fracture. Depending upon their origin, these flaws
can be divided into the following three categories.
27.2.1.1 Defective rail steel

There may be defects in the rail steel such as:
• Unsatisfactory chemical composition,

• Heavy segregation,
• Inclusion,
• Piping or
• Flakes.
27.2.2 Surface defects
These defects appear on the rail surface during rolling in the steel mill. Some of the
prominent surface defects are:
1) Seam
Seams on the rail surface appear as very fine lines. They may be caused by blow
holes near the surface, cracks in the ingot or by faulty rolling.
2) Lap
A lap is caused in the rolling mill when some protruded piece of metal is rolled on
the surface of the rail section.
3) Guide mark
This is a surface mark, usually straight and caused by the guides in the rolling
mill striking against the rail section.
4) Mill defects
These are other defects which may originate in the steel mills. They include
deformations, cavities or entrapped foreign material.
27.2.2.1 Service Defects

1) Imperfections, damage, or deformations may develop in rails during their service life,
leading, at times, to their premature renewal.
2) The types of flaws generally found in rails are indicated in Figure 27 .1.

27.3 PROMINENT TYPES OF SERVICE DEFECTS AND THEIR CAUSES

27.3.1 Corrosion and Rusting
27.3.1.1 Corrosion is caused not so much by the dampness as by acid gases dissolved in the film
of moisture which frequently coats the rails.
27.3.1.2 Corrosion is generally severe at the following locations
• Platform lines where trains make prolonged halts.

• Sidings where saline or corrosive goods are dealt with.
• Where drainage is not sufficient/areas prone to flooding
• Tunnels and deep cuttings with poor drainage
• Near the sea coast/marine atmosphere
• Industrial belts.
27.3.1.3 Corrosion is generally noticed on the web and foot of the rail.
27.3.2 Wear on Rail Table
Normally, such wear is of a very small order. The amount of wear increases with heavy
traffic density as is the case in suburban sections.
27.3.3 Flattening of Rail Table
27.3.3.1 This phenomenon mostly occurs on the inner rail of a curve, caused by high contact
stresses when acting along with the horizontal forces. The vertical pressure may be due
to heavy axle load, large unsprung mass or speed below equilibrium speed on the curve.
27.3.3.2 Horizontal forces are associated with slow running on curved track, i.e. in condition of
cant excess. On curves, conditions also exist for the slipping and skidding of rigid wheel
sets. Spreading of rail table is an indication of overloading of one rail and such a
tendency can be reduced by providing correct cant.
27.3.4 Wear on Gauge Face
The outer rail of a curve has to withstand heavy pressure from the wheels due to cant
deficiency and this results in the running edge becoming worn or side-cut. The
abnormally high stresses at the rail wheel interface especially near outer rail gauge
corner gives rise to the phenomena of gauge corner cracking which can endanger safety.
27.3.5 Hogging of Rail-Ends
A hogged rail is one with its end or ends bent in vertical direction. A hogged rail end in
the track is ascertained by unfishing the joint, removing the fastenings and then
measuring the extent of hog at the rail end by placing a one meter long straight edge
over the rail table, centrally over the joint as shown in Figure 27.2.
27.3.6 Battering of Rail-Ends
Rail-ends batter occurs where the joint gaps are excessive. lt is caused by the impact of
wheels on the end of a rail, particularly if the fish plates do not fit snugly. Rail-ends
batter is measured as the difference in heights of the rail at its end and at a point 30 cm
away from the rail ends, as shown in Figure 27.3.
27.3.7 Wheel Burns
27.3.7.1 Wheel slipping occurs usually on adverse gradients or while starting on rising grades,
and when the train brakes are applied suddenly and the wheels lock and slide. At such

fi.
_ :_· _........... Permanent Way Manual Part IV
.c . I<TNI Rail Defects and their Rectification Chapter 27
locations, considerable heat is generated and the lop of the rail is torn off in patches,
causing depressions. These are known as wheel burns, from which cracks may develop.
27.3.7.2 Wheel burns cause the wheels to hammer the rails and lead to difficulties in keeping the
sleepers packed firmly and fastenings tight. Such rails shall be kept under observation
and changed, in case repair by welding is not feasible.
27.3.8 Corrugation
At certain locations stretches, rails develop ridges and hollows called corrugations. When
vehicles pass over these rails, a roaring sound ensues. Such rails are called "roaring"
rails. Such rails cause excessive vibrations. Consequently fastenings and packing tend
to get loose and track needs frequent attention.
27.3.9 Welding defects
In the flash butt welding process, such defects could occur due to lack of fusion. In
aluminothermic welding, inclusions, porosity and voids could be the causes, in addition to
lack of fusion. Low hardness in welded area can cause cupping (local depression)
during service, in both the types of welds.
27.3.10 Service life and fatigue of rails
In general, the service life of rail and the fatigue it can withstand, depends on the
following factors:
i. Type of rail (Standard, wear resistant or head hardened grade and section profile
used)
ii. Passing tonnage, axle load, frequency, permissible speeds and pattern of traffic
iii. Compatibility between rail and wheel profile
iv. Maintenance quality and maintenance intervention
v. Location where the rails are laid (such as gradient, tangent or curve track and
degree of curvature)
vi. Environmental and weather condition
On an average, good quality and well maintained rail can be retained on the track
providing useful service life of approximately 225 GMT for BS 80 A section and 350 GMT
for 54 kg rail section. Rail failures originated from fatigue under traffic loading that result
in cracks leading to fracture if they are not detected in time. Thus the principal criteria for
rail replacement and de-classification of main line rails for use on secondary lines and
sidings are the various limits of rail defects that arise from wear and tear.
27.4 UIC CODE 712R- RAIL DEFECTS

-. The UIC system of identification & classification of Rail defects as contained in 'UIC code
712R - Rail Defects' may be used for further reference for the Permanent Way staff_
Appendix B of this UIC code defines the standard system for classifying broken, cracked
and damaged rails according to the location, appearance and cause of the defect. 11 also
explains how to detect rail defects and also recommends measures to be taken when rail
defects are discovered in track. The Code also includes supporting photographs for easy
identification and guidance for the permanent way field staff.

27.5 RAIL MAINTENANCE AND OTHER PRECAUTIONARY MEASURES TO

REDUCE RAIL DEFECTS:
Efficient maintenance of rails increases their service life. The following
precautions/maintenance practices will effectively reduce rail deterioration and shall be
implemented.
27.5.1 Prevention of Corrosion
Painting of rails, with an approved anti-corrosive paint at locations which are prone to
corrosion.
27.5.2 Reducing Side Wear on Rails
27.5.2.1 On sharp curves where the tendency to wear on the outer rail is noticeable, lubricators
shall be installed. Trolley mounted lubricators or engine mounted lubrication system
provides more cost-effective solutions in sections with long lengths of sharp curves.
27.5.2.2 Interchanging (Transposing) the outer and the inner rail or turning the rails. During this
operation the rail ends shall be properly matched by making suitable adjustments in rail
to sleeper fastenings.
27.5.2.3 Spot renewals with new rails shall not be carried out particularly if the heads of the
existing rails are badly worn out. Matching sections of old serviceable rails shall be used
for this purpose. Otherwise the worn-out rail need to be replaced throughout the length
of the curve. Rails subject to curve wear may be transposed and reused in tangent track,
subject to lateral wear on rails not exceeding the stipulated rail wear limits.
27.5.3 Use of Special Quality Rails
27.5.3.1 Standard 900 Grade A used in KTMB are of standard carbon and have hardness ranging
from 260 to 300 BHN. These rails may also be considered 'wear resistant rail' as they
are also effective to resist wear on straight track and flat curves of radius > 500 meters
because of the greater width of rail wheel contact zone.
27.5.3.2 On curves sharper than (radius 500m and less), special quality rails shall preferably be
used to avoid frequent renewals of rails on account of excessive side wear. These
special quality rails have a service life two to three times that of standard rails on sharp
curves.
27.5.3.3 For new rail installation or renewal in high speed Class 1 line, head hardened rails with
hardness value in the range of 330-340BHN shall be used for curves of radius less than
500m on account of the narrower band of wheel-rail contact and higher forces to the rail
head. Similar type of special quality rails includes also the U75V-H370" grade rail (from
China) equivalent to R350 HT rail of European standard with surface hardness not less
than 341 BHN (341 to 401 BHN) and UIC Grade 1100 rail with hardness range of 320 to
360 BHN.
27.5.3.4 For turnouts that are subject to busy traffic and heavy loads, R 350 HT (Heat treated) rail
with surface hardness in the range 350 to 390 BHN (not less than 350 BHN) are used.
27.5.3.5 Special Quality Rails are of two types:

1. Wear resistant rails with higher hardness and having special wear resistance
properties (by means of heat treatment):
These shall be used as single rails, as welding of these rails is a complex

process, carried out under strict controlled condition, Eg. Manganese Steel, Low

Carbon Bainitic Steel. Special AT welding using appropriate higher hardness

portion will be used in this situation.
2. Head hardened rails:
These rails have their heads hardened (to a depth of 12 to 14 mm from the surface)
by a special heat treatment process carried out in the rail mills. They can be welded
into long lengths by a comparatively simpler process.
27.5.4 Hogged Rail Ends
De-hogging shall be preferably done by de-hogging machines. Hogging can be

eliminated by cropping the rail ends.
27.5.5 Battered Rail Ends

Battered rail ends shall be repaired by in-situ welding. In extreme cases, rail-end
cropping shall be done.
27.5.6 Wheel Burns and Cupped Welded Joints
Repairs at these locations shall be carried out by in situ welding.
Note:
In situ welding shall be carried out by trained welders, using electrodes and
welding techniques, specifically approved by the General Manager Permanent Way
for the type of rail being repaired.
27.5.7 Corrugations
27.5.7.1 To remove corrugation, pitting, scabbing and other surface defects, grinding of rails
offers the only workable solution. Small hand held grinding equipment, or rail-grinding
trains are used for this purpose.
27.5.7.2 The progress with manual equipment is slow and is resorted to only at isolated spots
requiring grinding.
27.5.7.3 Rail grinding trains equipped with a number of grinding wheels are able to remove
corrugation to a depth of about 0.2mm in a single pass. Usually 5 to 6 passes are made
to completely grind off the corrugations. These grinding trains are also equipped for
complete re-profiling of the rail table, often needed to treat gauge corner cracking of rails
or worn out rails on curves.
27.5.7.4 Although the grinding of rail may not offer any permanent solution as the corrugations
may re-appear after a few years thus needing re-grinding, it results in reduction of Rail
Contact Fatigue and improved ride quality thus enhancing track performance and
extending the life of track and vehicle components.
27.5.7.5 Rails for used in Depot track and pit lines shall be installed with proper rail fastenings.
Welding of the rail foot to the base of the pit lines must not be carried out as this results
in rail breakage.
27.6 RAIL FLAW DETECTION

27.6.1 Rails with flaws, if allowed to remain in track, may fracture, with dangerous
consequences. Therefore, timely detection of these flaws, much before they fracture in
service, is important. Both visual and instrumental methods shall be used for this
purpose.

27.6.2 Visual Method
Rails in track shall be inspected to by trained and certified permanent way personnel.
Rail ends, particularly the area around bolt holes, shall be examined more thoroughly.
For this purpose, the fishplates shall be removed, the area cleaned with petrol and
cracks located with the help of magnifying lens. Reflecting mirrors and torches may be
used. Whenever a crack is noticed, the rail shall be replaced at the earliest. Such
inspections by trained personnel have a marked effect in the reduction of rail failures in
service.
As part of yearly maintenance, this inspection is carried out by the Assistant

Ganger/Senior Trackman during lubrication of rail joints.
27.6.3 Instrumental Method
27.6.3.1 A more efficient and effective method of rail flaw detection is with the use of ultrasonic
rail flaw detecting (USFD) instruments, either the manually operated instruments or the
self-propelling ultrasonic rail flaw detecting car.
27.6.3.2 The operators of manually operated instruments shall be properly trained and tested on
their knowledge of identification and classification of flaws. As a minimum requirement,
they shall be certified competent under the category of Non- Destructive Test -
Ultrasonic Test (NOT-UT) Level 2 carried out by KTMB. In addition, they shall be sent to
refresher courses as prescribed in chapter 49 (Training of Permanent Way Staff).
27.7 RAIL FLAW DETECTION VEHICLE • RFDV

This car has ultrasonic probes mounted on retractable bogies and tests both the rails
simultaneously. The testing with RFDV car has the following limitations:
27.7.1 Switches and crossings
27.7.1.1 The minimum size (length) of flaw which can be detected is 5mm, which can be termed
as the least count of the system.
27.7.1.2 Rail defects hidden under scabbed rail surface or other rail table defects are not properly
detected.
27.7.1.3 After the RFDV car run, the suspected locations have to be manually tested for
confirmation of the defect and for further follow-up action.
27.7.2 Periodicity of Testing
27.7.2.1 Initial testing
At rail manufacturing planUflash butt welding depots or immediately after laying of rails.
(Testing before laying shall be mandatory)
27.7.2.2 Initial Test free period
After the initial testing, no further testing is required to be done within a year after
installation or when 25% of the stipulated service life tonnage is reached in less than a
year, whichever is applicable.
The initial test free traffic cumulative tonnage approximately may be taken as:
i. 60 GMT for 80 A rails
ii. 90 GMT for 54 kg and 60 kg rails.

27.7.2.3 Subsequent testing
• Annually in all classes of lines, and twice a year after reaching service life.
Note:
1. After the rail has reached its stipulated service life in terms of Gross Million
Tonnes (GMT) of traffic carried, the frequency of testing shall be doubled.
2. The frequency of testing shall be suitably increased for sections/locations
prone to rail fractures, or with a history of fractures, as prescribed by the
General Manager Permanent Way Division.
27.8 CLASSIFICATION OF FLAWS DETECTED BY ULTRASONIC FLAW

DETECTORS:
27.8.1 Depending upon their nature and extent, internal flaws have been classified into three
categories:
• Those where Immediate Renewal of the flawed rail is required, classified as "X".
• Those where Renewal of the flawed rail may be necessary but not immediate,
classified as "R".
• Those where the flawed rail is to be kept under observation, classified as "0".
27.8.2 The criteria for classification are indicated in Table T-27.1.
TableT- 27.1
Permissible Tolerances for Rail Defects Action Sheet
1
Defects·
1. Bolt hole crack either
·.
Abrv ...
BHC
.· ·•· . > si~e
....
i) More than 50mm either
I Action
.. ···.··•········.. ··.•·.•,
from:
i) Fishplated a) one hole or more Fit emergency clamps for
or Welded Joints.
ii) Welded For Fishplated Joints, impose
speed restriction of 25km/hr and
change rail within 36 hours
b) combination of two cracks Impose speed restriction of

propagating from two 25km/hr and change rail within 36
holes but meeting each hours
others
ii) Between 30mm to 50mm. 2 monthly inspection by ultrasonic.
iii) Between 1Omm to 30mm 6 monthly inspection by ultrasonic.
2. Defective weld DW Any size Fit emergency clamps.

(Lack of fusion) Impose speed restriction of
25km/hr and change rail within 36
hours
3. Wheel Burnt Fracture WBF i) Within fishplated limit. Action within 7 days to change
(formerly Engine Burnt (EBF) rail.
Fracture)

I<TM Rail Defects and their Rectification Chapter 27
TableT- 27.1 (Continued)
·•••·. /·•. ·.··.·····D"fects< .• ·•···· Abrv. ·si:Ze .. ···. >. •.· · ·.•......· 1····. ·. .•..•.. ··. ·.·.· .•·..•.· .··. Acti9 n· ·. • . y. .
·····.····
ii) One spot cover Impose speed restriction 40km/hr
more than 75% and take remedial action either by
of the head. welding or change rail.
iii) One spot has a Impose speed restriction 40km/hr

depth of more than and take remedial
15mm action either by welding or change
rail.
iv) More than 5 spots on one - do -

rail length of 40 feet or any
combination of the above.
4. Visible crack Any size Fit emergency clamps.
i) Detail fracture DF Any size Impose speed restriction of

25km/hr and change rail within 36
hours.
ii) Transverse head defect THD Any size - do -
iii) Transverse crack TC Any size - do -
iv) Horizontal split web HSW Any size

- do -
v) Horizontal split head HSH Any size - do -
iv) Head web separation HWS Any size Impose speed restriction 25km/hr
. and change rail within 36 hours .
vii) Web feet separation WFS Any size
- do -
5. Others detected
ultrasonically.
i) Vertical split head. VSH 2mm displacement Fit emergency clamps.
ii) Compound fissure CF Any size Impose speed restriction 25km/hr
and change rail with 36 hours.
iii) Big dipper BD Any size
Note:
(1) If any segregation, scabbing or wheel burn has a transverse crack-giving indication
on the Cathode Ray Tube (CRT) screen by angle beam probe between 2.5 to 5
Mhz, it should be marked as "R". Otherwise it should be kept in "0" category.
(2) In case of scabbing, wheel burn, segregation of chipping that does not have
transverse crack and is in "0" category, the decision to remove or otherwise should
rest on CPWI concerned.

27.9 MARKING DEFECTIVE RAILS AND RECOMMENDED ACTION

27.9.1 "X" (Immediate Removal)
27 .9.1.1 A flaw which is serious in nature and can lead to sudden failure is classified as "X".
27.9.1.2 Immediately after detection, locations with such flaws shall be marked with red paint
(three stars) on the web of the rail on both faces.
27 .9.1.3 The marked rail portion shall require urgent action and shall be replaced by a sound
tested rail piece, not less than 6m in length, within three days after detection.
27.9.1.4 Until the rail flawed portions are replaced, a speed restriction of 25 km/hr shall be
imposed. Clamped fish plates shall be provided at the flaw location. Until clamped fish
plates are provided, a flagman shall be posted to ensure that trains are stopped in time in
case of rail fracture.
27.9.1.5 For Class 1 line, this speed restriction of 25km/hr shall be imposed until the replacement
rail piece is welded into the existing CWR. This is to be done within 36 hrs. Rail stress
measurements need to be carried out to ascertain there is no undue rail stress in the
CWR track.
27.9.2 "R" (Removal)
27 .9.2.1 A flaw which propagates with time and can become serious enough to cause a fracture is
classified as "R".
27.9.2.2 After detection, such defective locations shall be marked with red paint (two stars) on
both faces of the web of the rail.
27.9.2.3 These locations shall be rescanned by USFD manual testing within a time limit (as
indicated in TableT -27.1 ). Based on the results of the second scanning, the rails can be
reclassified, in which case some "R" defects may qualify as "X" defects warranting action
as applicable to "X" defects. The remaining defective rails will continue to remain in track
with "R" classification. Rescanning at a periodicity of two/six months in respect of rails
marked "R" will thus continue, so that the propagation of the flaw is kept under watch.
27.9.2.4 The patrolman of the section shall, however, observe these defective locations during the
course of his patrol inspections, as they are potential locations for fracture. When "R"
defects are few and spread over long distance, it may be preferable to replace the
defective portion straight-away by a sound tested rail piece, not less than 6 m in length,
within six months after detection and thus dispense with rescanning.
27.9.2.5 For Class 1 line speed restriction of 100km/hr shall be imposed until the replacement rail
piece is welded into the existing CWR.
27.9.3 "0" (under observation)
27.9.3.1 If the nature of the defect is such that it is not expected to result in fracture, till
rescanning is done in a year's time, it is classified as "0".
27.9.3.2 Such defects shall be marked by red paint (one star) on both faces of the web and need
to be kept under observation.
27.9.4 Action Summary
The action to be taken in respect of the above classifications is summarised in Table T-

27.2.

Table T-27.2
Action to be taken on detection of defective rails .
'.·.
ClaS-~Itfi:a-ti6i1.' .·.·•· Painting <>n
/
...................... ··• bi>tt\'iac~,;······ .
·Actil>ntl>l:le taken
'/ .. . . . ·. .··•·
. ••.
·· .. ·
.
Interim Action
......
· . . . . . ..
··
. · ...·.
.· ·•··· .
.. .•..
· ·
•
"X" Red 3 Stars Replacement by a Impose speed restriction of 25 km/hr.

sound tested rail piece, Post a flagman for observing the flaw
not less than 6m in and taking appropriate action till
length, within 36 hrs of clamped fishplates are provided.
detection. Speed restriction of 25 km/hr to
continue until the marked portion of rail
is replaced. For Class 1 line, impose
speed restriction of 25km/hr until the
marked rail is welded into the CWR.
"R" Red 2 stars Re-scanning not later Patrolman to observe during his normal
than six months. daily patrol inspections.
"0" Red 1 star Rescanning once in a To be kept under monthly observation

year.
27.10 ULTRASONIC TESTING OF ALUMINOTHERMIC (AT) WELDS

27.10.1 The fatigue life of the Aluminothermic Weld is estimated to be about 50 percent of the
parent rail. AT welds also tend to fracture early in service if proper precautions are not
taken during the execution of work.
27.10.2 The flaws are mainly due to lack of fusion between parent rail-metal and the weld-metal.
Other flaws could be the existence of blow holes, inclusion of extraneous matter and
impurities in the weld metal.
27.10.3 In about 80 per cent of the cases, the flaws have their origin in the foot, in 10 per cent of
the cases, in the head and in the remaining 10 percent, in other portions of the rail. This
is mainly due to the rail foot not heated to the required temperature, before the weld
metal is poured in. Consequently this leads to lack of fusion in the rail-foot area.
Insufficient duration to carry out the operation during line possession is a possible reason
for this poor quality of the weld ..
27.10.4 To detect defective AT welds before they actually fracture in service, a method of
ultrasonic testing of such welds is adopted, using portable ultrasonic flaw detector. In this
method, normal and angular probes are used for detection of flaws in the head portion
and in the foot portion. For the detection of flaws, their categorization and action to be
taken for their removal or for keeping them under observation, detailed instructions
issued by the Permanent Way Depot Engineer shall be strictly followed.
27.11 ACTION TO BE TAKEN IN THE CASE OF RAIL AND WELD FRACTURES

27.11.1 lt is of paramount importance that whenever a fracture of a rail/welded joint is noticed,
immediate action is taken to restore the track, if necessary al restricted speed, with the
least possible delay.

27.11.2 The Ganger/Patrolman/Gangman, who notices the rail/weld fracture shall first protect the
track, until emergency repairs (as indicated in para 27.10.3 to 27.10.6 below) are carried
out. He shall also send information to the PWI and the Station Manager of the nearest
Station.
27.11.3 If the fracture is with a gap of less than 30mm in the case of fish-plated track, the
fractured portion shall be supported on a wooden block or by shifting the nearest
sleepers on both sides under the gap. In the case of LWR/CWR, the fractured rail shall
also be clamped. (Speed restriction is as stated in para 27.8.1.4 above)
27.11.4 When the (fracture} gap is wider than 30mm, a closure of appropriate length shall be
used with a clamp and further action taken as in sub-para 3. Normal speed can resume
only after destressing and welding into LWR/ CWR has taken place.
27.11.5 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. No train shall pass until emergency repairs are
completed.
27.11.6 In the case of weld failure, joggled fish plates and clamps shall be used.
27.11.7 After carrying out emergency repairs, the trains may be passed at 15 km/hr by a
Ganger/Patrolman, until the PWI replaces the rail and increases the speed restriction or
restores full speed depending on the action taken.
27.12 DATABASE OF RAIL FAILURES

Database of rail failures, in running lines including switches and crossing assemblies
(irrespective of type and age of the rails), shall be recorded at the earliest in the Section
Register by the PWI. This serves as a database, which shall be available in the Office of
the PWI/ Regional Engineer's office. This database also assists in furnishing data, if
required subsequently, for any statistical analysis or for framing out proposals for track
renewal works.
27.13 REPORT OF RAIL FAILURES

27.13.1 In addition to the records maintained in the Section Register as described above, a Rail
Failure Report shall be prepared in the format at Annexure 27.1 for all cases of rail
failures occurring in track, except the following categories:
• Rail failures occurring in non-running lines.

• Failure of non-standard and obsolete rails.
• Accidental damages to rails (such as wheel burns and scabbings), buckling, kinking,
derailments, abnormal slipping of loco wheels, excessive wear, loss of section by
corrosion, battering, and elongation of holes) leading to their removal from track.
• Failure of rails in switches and crossings.
27.13.2 The PWI shall prepare the 'Rail Failure' Report in triplicate and shall forward two copies
to the Regional Engineer, who shall transmit one copy with his remarks to the General
Manager Permanent Way Division. Sketches and photographs illustrating the fractures
shall also be prepared and submitted along with the failure report for each case, duly
indicating the running face of the rail.

27.13.3 All case of failures of new rails occurring within the guarantee period, shall be immediately
reported to the General Manager Permanent Way Division
LIST OF FIGURES
Figure 27.1 Typical Defects in rails
Figure 27.2 Hogging of Rail - Method of Measurement
Figure 27.3 Rail End Batter - Method of Measurement
LIST OF ANNEXURES
Annexure 27.1 Format for Reporting Rail Failures.
Annexure 27.2 Some common terminology
Annexure 27.3 Rail Defects Photographs/Illustrations
Annexure 27.4 Technical Specification for Ultrasonic Testing of Welded Rail

Joints

Permanent Way Manual Part IV_
I<TM Rail Defects anG their Rectification Chapter 27
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Figure 27.2- Hogging of Rail- Method of Measurement

SlRAIGfiT EDGE BOTIOM OR N'\'lON CORD
RAIL END BATTER = a-b
Figure 27.3 - Rail End Batter - Method of Measurement

Annexure 27.1 -Format for Reporting Rail Failures
Broken/Cracked/Defective rail removed on ............................. day of 19........ ..
1.0 General Information
1.1 Region ·
1.2 Section (name of line branch).
1.3 Between Stations ........................ and ....................... ..
1.4 Location {Track Kilometer)
1.5 Line.
1.5.1 Up/Down/Single
1.6 AlignmenUGradient
1.6.1 StraighUCurve (indicate degree/Radius of curvature)
1.6.2 Inner/Outer in case of curve.
2.0 Characteristic of Traffic and Traction.
2.1 Traffic density in M.T/annum.

2.2 Total traffic carried in GMT before failure {for released 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 Year of Manufacture/Cast No.
3.5 Manufacturer Name
4.0 Characteristics of Track.
4.1 If fracture occurred 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 ultrasonic flaw detector.

5.2 Remarks, if any ............................ ..
Signature of
Permanent Way Inspector
Date:
Rev. 0 Page 21 of 38
Remarks of the CPWI:
Remarks of the Regional Engineer:

Annexure 27.2- Some Common Terminology
(1) Transverse fissure
This is a progressive fracture that starts from a crystalline centre or nucleus inside
the head from which it spreads crosswise and outward as a smooth, bright, or dark,
round or oval surface substantially at a right angle to the length of the rail. The
distinguishing features of a transverse fissure from other types of fractures or
defects are the crystalline centre or nucleus and the nearly smooth surface of the
development which surrounds it.
(2) Compound fissure

This is a progressive fracture originating in a horizontal split head that moves up or
down in the head of the rail as a smooth, bright, or dark surface progressing at a
right angle to the length of the rail. Compound fissures require examination of both
faces of the fracture to locate the horizontal split head from which they originate.
(3) Horizontal split head

This is a horizontal progressive defect originating inside of the rail head, usually
about half centimetre or more below the running surface and progressing
horizontally in all directions, and generally accompanied by a flat spot on the
running surface. The defect appears as a crack lengthwise of the rail when it
reaches the side of the rail head.
(4) Vertical split head

A vertical split through or near the middle of the head, and extending into or through
it. A crack or rust streak may show under the head close to the web or pieces may
be split off the side of the head.
(5) Split web
A length-wise crack along the side of the web and extending into or through it.
(6) Piped rail
This is a vertical split in a rail, usually in the web, due to failure of the shrinkage
cavity in the ingot to unite in rolling during manufacturing of the rail.
(7) Broken base
This means any break in the base of the rail.

(8) Wheel burn/Engine burn fracture
This occurs where driving wheels have slipped or skidded on top of the rail head. In
developing downward they may resemble compound or transverse fissures for
which the permanent way personnel should not be confused in classifying them.
(9) Damaged rail

These are any rail broken or injured by damaged wheels, broken, flat, or
unbalanced wheels, slipping, defective vehicle suspension, defective vehicle parts
or other similar causes.
(1 0) Flattened rail
This is defined as a short length of rail, not at a joint, which has flattened out across
the width of the rail head to a depth of about 5-Smm or more below the rest of the
rail. Flattened rail occurrences have no repetitive regularity and thus must not be
confused with rail corrugations, and have no apparent localised cause such as a
weld or engine burn. Their individual length is relatively short, as compared to a
condition such as head flow on the low rail of curves.
(11) Bolt hole cracks

These are cracks across the web, originating from a bolt hole, and progressing on a
path either inclined upward toward the rail head or inclined downward toward the
base. Fully developed bolt hole cracks may continue horizontally along the
head/web or base/web fillet, or they may progress into and through the head or
base to separate a piece of the rail end from the rail. Multiple cracks occurring in
one rail end are considered to be a single defect. However, bolt hole cracks
occurring in adjacent rail ends within the same joint must be reported as separate
defects.
(12) Defective weld
This is a weld containing any type of discontinuities or pockets, exceeding 5 percent

of the rail head area individually or 10 percent in the aggregate, oriented in or near
the transverse plane, due to incomplete penetration of the weld metal between the
rail ends, lack of fusion between weld and rail end metal, entrainment of slag or
sand, under-bead or other shrinkage cracking, or fatigue cracking. Weld defects
may originate in the rail head, web, or base, and in some cases, cracks may
progress from the defect into either or both adjoining rail ends.
(13) Head and web separation
This is a rail progressive fracture, longitudinally separating· the head from the web of
the rail at the head fillet area.

I<TIIII Rail Defects and their Rectification Chapter 27
Annexure 27.3- Photographs/Illustrations of Common Rail Defects
Manufacturing Thermal Defect :

Tache Ovale \'&'"Tit:ul
11\" liiSYlRSt l1lf (C f

rl\0'1 SURfACf 01\
fll'llllllllA JT '>(I I h 0 \1 U.M .Kil lt\CI
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IJII (C I
BOLT HOLE
" WHEEL
CRACK
FOOT CRACK
Rail Crack
Rail Spalling
Rail Corrugations

Head Checks Gauge Corner Cracks RCF (Hadfield)
• Usually on high canted curves

• Are also called gauge corner cracks arising from rail contact fatigue(RCF)
Photographs of Head Checks
Fracture surface of squat
Dark spot
(Squat) ' - --, ·; --~ ~ - - -- ..=-- - =. -. ..,...-;-....~ .. . -. i
- -f Origin of crack
•· - Horlzont<lf
cr~ck T~ansverse
crack
Single squat
• Indentations in the rail head

• Crack propagates similar to head checks
• Shows widening of the running band
Rail Squats Multiple squats

Photographs of Rail Squats

\
I<TNI Rail Defects and their Rectification Chapter 27
Wear & other RCF damage
Head check & Gauge corner crack (squat)

Head check & Flaking
(curve rail)
(curve rail)
Head check (curve rail)
Photographs of Wheel Burn Defects

Annexure 27.4- Technical Specification f or Ultrasonic Testing of Welded

Rail Joints
1.0 GENERAL
All new rail welded joints (AT welds and Flash Butt Welds) and also the existing welded
joints (AT welds and Flash Butt Welds) in recovered rails (rails recovered from project
site and for use in temporary track) shall be tested using approved type of ultrasonic
testing equipment (Ultrasonic Rail Flaw Detector- USFD). The testing of the welds shall
only be performed by qualified and experienced personnel approved by the Client. .
This procedure details the manner in which welded rail joints should be ultrasonically
tested in the track for vertically orientated lack of fusion defects as well as blow
holes/cavities in the head, web and foot areas of the welded joint. Weld joint shall be
initially scanned for a length of 500mm on either side for horizontal defects.
The procedure is divided into:
Section 2 Initial rail scan at oo and 70°

Section 3 The tandem probe rig scan on rail table (Figure 1)
Section 4 The pitch catch scan on side of rail head (Figure 2)
Section 5 Lower web and the central area of the rail foot (Figure 3)
Section 6 Scanning of the rail foot see (Figure 4&5)
Section 7 Reporting
Section 3 to 6 above will detect vertically oriented lack of fusion defects and shall be
applied to both fusion faces. Before application of sections 3, 4 & 5 either side of the
weld shall be scanned for horizontal defects as per Section 3.
Fig-1 Fig-2 Fig-3
Fig-4 Fig-S

2.0 INITIAL RAIL SCAN AT oo AND 70° FOR HORIZONTAL OR TRANSVERSE

DEFECTS
Prior to the application of Sections 3, 4 & 5, 500mm of the rail on each side of the weld
shall be tested to establish that the rail is free from horizontal or transverse defects. At
the same time the weld region on the top of head shall be scanned to detect blow holes
in head web and central region of foot.
2.1 Equipment
• Approved ultrasonic flaw detection instrument

• o• Single Crystal 2.5 MHz (BR Ref. SP 5 2.5 MHz)/ or 4 MHz probe.
• Probe Miniature 70•, 4 MHz Single Crystal, (BR Ref. SP 39 4 MHz 70)
• Metric Calibration Block (BR Ref. CB87M)
• Approved Couplant Motor oil SAE 40 or soft grease
2.2 Calibration - oo Probe
Timescale: Calibrate the timescale to 20mm per division for compression waves in steel,
which will cover test range up to 200mm on the screen.
Sensitivity: Obtain the signal from the bottom of the rail and set this signal to full screen
height. Record the rail depth for use in 3.2.
2.3 Scanning - 0° Probe

Scan the rail for 50mm on each side of the weld. This scan is intended to detect
horizontal/longitudinal defects at any point between the head and central part of foot,
which will affect the application of the tests stipulated in sections 3, 4 and 5.
2.4 Calibration - 70° Probe

Timescale: Connect the 70° probe and calibrate the timescale to 25/50mm per scale
division for shear waves in steel.
Sensitivity: Place the probe on the side of the calibration block and obtain the "half skip"
signal from the edge of the block.
The signal will maximise at a range of approximately 58mm. See Figure 9. Maximise this
signal by probe manipulation. Set the signal to full screen height then increase the gain
by 10dB.
2.5 Scanning - 70° Probe

Scan the rail for 50mm on each side of the weld. This scan is intended to detect
transverse defects at any point in the rail head, which will affect the application of the
tests stipulated in sections 3, 4 and 5. If a defect signal is detected the operator must
record its amplitude as %of FSH.

3.0 TANDEM PROBE RIG SCAN
This scan shall be applied to detect Jack of fusion defects on both fusion faces, in the
head and that part of the web shown in Figure 1.
3.1 Equipment
• Approved ultrasonic flaw detection instrument.

• Tandem probe rig
• Matched pair of 45•, 2.5 MHz Single Crystal probes (BR Ref. SP31 2.5 MHz
45)
• Metric calibration block (BR Ref. CB87M)
• Approved couplant Motor oil SAE 40 or soft grease
3.2 Calibration
Timescale Set the instrument to single probe working. Using the

unsecured 45• probe from the tandem rig connected to the Tx
socket and the 50mm quadrant of the metric calibration block,
calibrate the timescale to 25mm per division for shear waves in
steel to cover test range up to 250mm).
Return the Tx probe to the rig, connect both 45° probes to the
instrument and switch to double probe working,
Sensitivity A datum point is required to align the tandem probe rig with
respect to the welds fusion face to allow the two probes to fully
scan the weld. The rig datum point is the reading on its scale
equivalent to the rail depth as obtained in 2.2.
Place the probes such that the probe connected to the Tx

socket is nearest to the datum and is "looking away" from the
weld, The Rx probe, connected to the Rx socket, looks towards
the weld (see fig. 6) and commencing with the probes at the
extremities of the probe holder guide, obtain and maximize the
signal from the rail bottom by moving the probes towards one
another. Using the attenuator control set this signal to full
screen height, then increase its amplitude by IOdB. Record the
attenuator setting for re use in 5.

I<TIIII Rail Defects and their Rectification Chapter 27
,
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3.3 Scanning
Remove the Tx probe from its carriage and replace it such that this probe also "looks
towards" the weld. See Figure 6. Having made sure that adequate couplant has been
applied to the surface of the rail head, move the probes backwards and forwards along
the probe guide. lt is important to note that during the movement of the probes, that
adequate downward pressure is applied to the probes to ensure proper acoustic
coupling.
Signals from any lack of fusion defect present at the fusion face will appear at the same
range on the timescale as that indicated by the rail bottom in 3.2 above. This scan must
be applied twice, once to each fusion face.
If a defect signal is detected the operator must record its amplitude as % of full screen
height and the distance 'D' of the Tx probe index measured from the fusion face of the
weld. See Figure 7.
Fig-7

ICTIIII Rail Defects and their Rectification Chapter 27
4.0 THE PITCH CATCH SCAN FOR RAIL HEAD

For covering the unscanned zone of head (shown in Fig. 1) side scan probing of rail
head by 45° probes as per pitch catch method is essential.
4.1 Equipment
• Approved ultrasonic flaw detection instrument.

• Tandem probe rig or pitch catch arrangement
• Matched pair of 45°, 2.5 MHz Single Crystal probes (BR Ref. SP31 2.5 MHz
45)
• Metric calibration block (BR Ref. CB87M)
4.2 Cal ibration
Timescale Set the instrument to single probe working. Using 45° probe and the 25mm
quadrant of the metric calibration block, calibrate the timescale to 25mm per division for
shear waves in steel
Sensitivity In case of pitch catch method; sensitivity is calibrated with the help of 3mm
horizontal drilled hole at the railhead of reference test rail piece by placing the probes on
the sides of head as shown in Figure 12. The simulated flaw signal is to be adjusted by
gain control at full scale height.
4.3 Scanning
Scanning is to be done by pitch catch method as shown in fig (at annexure) by hand
probing and applying light grease on the sides of the rail head. If a flaw echo appears,
the operator must record the amplitude as% of FSH.
5.0 SCANNING OF LOWER WEB AND CENTRAL AREA OF RAIL FOOT

This scan is required to inspect the lower area of the web and the central area of the rail
foot, not covered by Clause 3.3. See Figure 3.
5.1 Equipment
• Approved ultrasonic flaw detection instrument

• 45° Single Crystal 2.5 MHz. (BR Ref. SP31 2.5 MHz 45)
• Metric calibration block. (BR Ref. CB87M)
5.2 Calibration
Timescale and Sensitivity are as in Clause 3.2
Remove the rig from the railhead and the unsecured probe from the rig leaving it
connected to the Tx socket of the instrument and switch to single probe working.
Note: This test must be carried out after each tandem rig scan is made to allow for the
different calibration levels for the two sides of the weld.

5.3 Scanning
Mark the probe standoff position on the railhead at the equivalent rail depth distance as
measured in 3.2.2 from the weld fusion face and further positions at 40mm either side of
the probe position. See Figure 8.
Scan the lower face by moving the probe backwards and forwards between the two
40mm marks, to scan adequately the area shown in Figure 8. Signals from lack of fusion
defects should appear, depending on rail depth, at a range of approxim ately 220mm.
This scan must be applied to each side of the weld.
If a defect signal is detected the operator must record its amplitude as % of FSH, the
distance 'D' of the probe index measured from the fusion face of the weld.
0 40mm
r
Fig-8
6.0 SCANNING OF THE RAIL FOOT

This scan is required to inspect the fusion faces in the rail foot, for lack of fusion defects,
see Figure 4. For the purpose of this procedure and subsequent reporting, the angled
area of the foot is referred to as the "ANKLE" and the flatter outer area as the "TOE".
See Figure 5.
6.1 Equipment
• Approved ultrason ic instrument.

• Probe Miniature 70°, 4 MHz Single Crystal, (BR Ref. SP 39 4 MHz 70)
• Metric calibration block, (BR Ref. CB87M)
• Wire Brush and Scraper.
6.2 Calibration
Timescale Connect the 70° probe and calibrate the timescale to 25/50mm per scale
division for shear waves in steel.
Sensitivity Place the probe on the side of the calibration block and obtain the "half skip"
signal from the edge of the block.
T he signal will maximise at a range of approxim ately 58mm. See Figure 9. Maximise this
signal by probe manipulation. Set the signal to full screen height then increase the gain
by 10dB.

Fig-9
6.3 Scanning the Toes
(i). Place the probe on the outer flat zone of the rail foot, such that the probe index is
approximately 60mm from the weld reinforcement. See Figure 10.
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(ii) Th is zone of the fusion face shall be scanned, ensuring that the probe is moved
forwards and backwards with respect to the weld. This movement must extend to
60 mm on either side of the probe index stated in (i) above. See Figure 10.
(iii) W hilst scanning backwards and forwards, move the probe laterally along the weld
from the outer edge of the toe, to the ankle of the rail. See Figure 10. lt is essential
to ensure that a swivelling motion of the probe is added, particularly near to the
outer edge of the toe.
6.4 The Ankles
(L) Having completed the toe area, the probe shall be placed on the ankle of the rail foot
(see Figure 11 ), such that the probe index is 75mm from the weld reinforcement.
(ii) This area shall be scanned, employing the same manner of probe movement as
shown in figure 9. i.e. forward and backwards, together with a lateral movement up and
down the radius. (See Figure 11)

Fig-11
Welcl
The scans described in 3.6.3 shall be repeated 4 times, at each fusion face for both toes
and ankles.
7.0 REPORTING
If a defect signal is detected the operator must record its amplitude as % of full screen
height and the distance of the Tx probe index measured from the fusion face of the weld.
For each individual weld tested, the operator shall complete and submit a separate
points count form (see FORM PBUJ UT 1/2014).
8.0 ACCEPTANCE/REJECTION CRITERIA

The acceptance/rejection of flash butt joint shall be as per following criteria.
8.1 General Scan by oo probe
Any flaw signal exceeding 20% of full screen height shall be rejected and no further
scanning is required.
8.2 General Scan by 70° probe
Any flaw signal exceeding 25% of FSH shall be rejected.
8.3 Scanning of head and upper web of rail (Tandem probing from top end).
Any flaw signal exceeding 40% of FS H shall be rejected.
8.4 Scanning of side of head (by tandem or pitch catch).
Any flaw signal exceeding 40% of FSH shall be rejected .
8.5 Lower web of Rail (by Single 450 probe).
Any flaw signal exceeding 40% of FSH shall be rejected.
8.6 Scanning of foot of rail (by 700 probe).
Any fl aw signal exceeding 25% of FSH shall be rejected.
T he above criteria of rejection are fixed for localized defect in any zone of scanning.

I~TIIII Rail Defects and their Rectification Chapter 27
9.0 ADDITIONAL CRITERIA FOR ACCEPTANCE I REJECTION
If the flaw signal is within the threshold limit of all the defect signals, points are to be
accrued as per following point count system.
9.1 Point Count
For each pair of observations ( a pair consists of both "on and off "observations relevant
to the each of the eight fields of scanning), tal<e the largest observation and divided by
10 and write the result on the point count line in prescribed format for reporting (FORM
PB UJ UT 1/2014). For example, flaw signal of 30% screen height corresponds to 3
points and so on.
9.2 Sub Total of Point Count
Add up the points of each observation of eight scanning fields written in columns and
write the sub total in the box provided.
If the sub total is 11 or less, the weld shall be passed. If the total exceeds 11 the shape
factor must be determined,
9.3 Shape Factor
For a dipped weld a penalty of 1 point per 0.1 mm of dip must be written in the box
provided. For humped weld, a penalty of Y:z point per 0.1 mm hump must be awarded.
If the total of the point count (adding shape factor) is 12, the weld may be passed but if it
is more than 12, the weld shall be REJECTED.

Pos.ition of 45deg. angle probes and beam path for

various flow locations when examining the head of butt
Determining flow locations

horizontal
Determining flow locotions
eld vertical
Flow on
left hand
side
l_
35MM
T
Flow in
Middle
Veld
Veld
Flaw on
right hand
side
Fig 12

FORM PBUJ UT 1/2014

ULTRASONIC TESTING OF WELDS
LOCATION: 70° PROBE- RAIL
JOINT NO.: 0° PROBE 70° PROBE TANDEM 45°SIDE 45° SINGLE I FIELD SIDE I GAUG~ SIDE I
PANEL NO.: TOE ANKLE ANKLE
Threshold amplitude
% of Full Scale
Stand Off Position (mm)
Rail Depth (mm)
Individual Point Count
Sub Total Point Count
Amount of Dip or Hump
Total Points
I Pass I I Fail I
Name of Operator
Signature of Operator Date:

Test Checked I
Countersigned
Name PWI/Technician
Signature of
PWI/Technician Date:

Maintenance of Track Components Chapter 28
Chapter 28
MAINTENANCE OF TRACK
COMPENENTS
Document History
Authorised By:
r '
Signature:
MOHD RAMLI MOHD NOH 2 8 MAY 2015
Date: General Mana er Permanent W
Keret'l!lpi Tanah Melayu Berttad
Kuala Lumpur

TABLE OF CONTENTS
28.1 GENERAL ........................................................................................................................... 3

28.2 MAINTENANCE OF SLEEPERS ................................ ....................................................... 3
28.3 OTHER MEASURES FOR GETTING BETTER LIFE FROM ........................................... .4
28.4 MAINTENANCE OF SLEEPER FASTENINGS .................................................................. 4
28.5 PRECAUTIONS IN MAINTENANCE OF JOINTS AND CURVES ..................................... 5
28.6 RAIL-WHEEL LUBRICATORS ........................................................................................... 5

I~TM Maintenance of Track Components Chapter 28
28.1 GENERAL
28.1.1 Proper maintenance of track components ensures integrity of track structure and
enhances their own life in track. lt also helps in the retention of track geometry for longer
period of time. This chapter deals with the system and methods that are adopted in
proper maintenance of track components except the rail maintenance, which has been
covered in chapter 27.
28.1.2 Methods of reconditioning and reclamation of track materials are described in chapter 33
(Reconditioning Track Materials).
28.2 MAINTENANCE OF SLEEPERS

28.2.1 Wooden Sleepers
1. Inherent defects:
Sleepers with inherent defects like Sapwood. Wanes, Split ends, Decay, Warp, Twist,
Bore holes and Knots shall not be laid on track. If such defective sleepers are noticed
during inspection, a special watch shall be kept on their condition. Sleepers with split
ends shall be provided with end binding or with a "S" hook. Sleepers with other type of
defects shall be renewed when they fail to provide adequate support for the rail or hold it
to gauge.
2. Service defects:
Wooden Sleepers develop damage or deformation during their service life resulting in
their being:
• Spike-killed.
• Burnt.
• Badly split or broken particularly at rail seat.
• Cut into by rails.
• Indentation.
• Rounded underside.
3. Precautions:
The following precautions and maintenance practices will effectively reduce decay of
sleepers. PWis shall ensure that:
• Sleepers are stacked before use as indicated in clause 5.3.9. (Also see Figure 5.2)
• Base plates are provided under the rails where stipulated.
• Sleepers are clamped or end-bound to prevent splitting.
• Old spike holes are plugged before re-boring new holes.
• The sleeper is moved laterally clear of indentation.
• Correct size of augers is used for drilling holes.
• Sleeper fastenings are correctly fixed using appropriate tools.
• Centre binding of sleepers is prevented.
282.2 Concrete Sleepers:

1. The in-service defects in concrete sleepers relate to:
• Corrosion of steel.

I<TM Maintenance of Track Components Chapter 28
• Seizure of elastic rail clip within the insert.

• Damage during handling.
• Damage due to derailments.
• Cracking of underside of sleepers.
• Damage during tamping by tamping machine (especially when sleepers are out of
square)
2.. Precautions to be taken during maintenance of concrete sleepers are:
• Handle the sleepers carefully. They shall not be dropped from a height.
• Maintain ballast to the required standard profile.
• Clean ballast and provide full ballast cushion of hard stone.
• Prevent centre-binding of sleepers.
• At locations prone to corrosion, remove the elastic rail clips from the inserts
annually.
• Clean the clip and eyes of the insert.
• Apply special oil or special grease in the central leg of the clip and eyes of the
insert.
• Repair cracked concrete with epoxy.
28.3 OTHER MEASURES FOR GETTING BETTER LIFE FROM

SLEEPERS
• Lay and maintain sleepers square to the rail and to correct spacing.
• Lay Primary hardwood sleepers with sapwood on top and heartwood below.
• Lay secondary hardwood treated sleepers with heartwood on top and sapwood
below.
• Do not drill holes on treated secondary hardwood sleepers in the field.
• If new holes are to be drilled or adzing is unavoidable, the holes/surface shall be
treated with hot creosote or other equally effective chemical.
• Avoid beater-packing of wooden sleepers where possible.
• No beater packing of concrete sleepers. Use portable hand tampers
• Handle concrete sleepers carefully to avoid damage.
28.4 MAINTENANCE OF SLEEPER FASTENINGS

The following maintenance measures shall be taken:
• Keep the fittings and fastenings tightened.

• Avoid frequent driving of rigid fastenings.
• Use the Elastic Spike Gauge while driving Elastic spikes.
• Treat spikes with an approved anti-rust compound, at locations, when conditions are
conducive to rusting.
• Use the specially designed tool for driving and extraction of elastic fastenings
• Avoid overdriving or under-driving of Elastic fastenings.
• Tighten sleeper screws (using the prescribed tool) to the correct extent.
• Arrange early replacement of cracked insulating liners.

Maintenance ofTrack Components Chapter 28
• Place rubber pads correctly. Inspect periodically to ensure that they are properly
seated and in good condition. Replace worn and missing pads.
• Do not allow fastenings loose on two consecutive sleepers.
28.5 PRECAUTIONS IN MAINTENANCE OF JOINTS AND CURVES

28.5.1 Special precautions shall be taken in maintenance of joints and curves as indicated
below.
28.5.2 Joints
• Joints on either rail shall be square, except on curves of radius less than 300 m,
where they can be staggered.
• Monitor creep and rail expansions
• Maintain rail joints properly as indicated in clause 23.3
• Tighten the rail fastenings to the prescribed extent.
• Use Junction Rails for joining rails of different sections.
• Lubricate rail joints regularly at prescribed intervals.
• Do not allow gaps between rails at joints to exceed 25 mm.
• Attend to the blowing and pumping joints by cleaning the ballast and packing the
joint and shoulder sleepers firmly.
• Crop defective rail ends or defective welds.
28.5.3 Curves
• Lay sleepers radial to the curve.

• Provide on wooden sleepers a minimum of three spikes/sleeper screws per rail seat
with two on outside and one on inside.
• Provide the correct cant (as described in clause 12.6)
• Lubricate gauge face of outer rails where wear is significant (as described in clause
12.13)
28.6 RAIL-WHEEL LUBRICATORS

Lubricators are required to be installed on curves with a radius of less than 650m in new
Class 1 Lines.
On sharp curves where the tendency to wear on the outer rail is noticeable, lubricators
should be installed or hand lubrication of gauge face should be done, care being taken
not to apply the lubricant on the top of the table.
Rail Lubricators reduce rail wear from contact forces between the rail gauge face and
wheel flanges of rail vehicles. They deliver a quantity of lubricant from a reservoir to a
location on the gauge face of the rail head where it is picked up by wheel flanges. The
lubricant are then deposited further along the gauge face as the wheel progresses in the
direction of travel, providing lubrication in the wheel/rail contact area.
The PWI shall examine that the distribution of grease is performed efficiently, so that the
grease is carried by the wheels as far as possible along the rail in the direction of travel
with a minimum of grease wastage at the greasing plate and along the track.
Examination is carried out both visually and physically at the lubricator and along the
curve at the rail gauge face.

Maintenance servicing and repair of lubricators is carried out at regular intervals related,
generally to the density of rail traffic and the size of the lubricant reservoir and in
accordance to its supplier's Operation and Maintenance Manual under the jurisdiction of
the PWI.
Track maintenance personnel shall ensure that rail lubricators do not suffer damage
during ballasting, re-railing and other mechanised track maintenance operations such as
tamping, re-sleepering, ballast cleaning and ballast regulating etc.

Procurement and Distribution of Ballast Chapter 29
Chapter 29
Procurement and
Distribution of Ballast
Document History
I
Authorised By:
Signature: '
Date:
tre ~ p1
Kuala Lumpur

(51CTIIII Procurement and Distribution of Ballast Chapter 29
TABLE OF CONTENTS
29.1 GENERAL .......................................................................................................... ................. 3

29.2 ASSESSMENT OF REQUIREMENTS .............................................................. ................. 3
29.3 SOURCES .......................................................................................................................... 4
29.4 COLLECTION ......................... ....................................... ................................................. .... 4
29.5 DISTRIBUTION .................................................................................................................. 4
29.6 BALLAST TRAIN OPERATION .......................................................................................... 5
29.7 TRACK DISTURBANCE ................................... .................................................................. a
LIST OF ANNEXURES .... .................................................................................... ............................... .... 8
Annexure 29.1 - B Form E.127 ............................................................................................................... 9
Annexure 29.2 - Form KTMB 001 ......................................................................................................... 10

6<·······.·.·
·>I<TM
. Permanent Way Manual
Procurement and Distribution of Ballast
Part IV
Chapter 29
29.1 GENERAL
29.1.1 Ballast is an integral part of the track structure and performs many important functions,
which have been described in Chapter 8. Specification and standards for track ballast
are contained in Chapter 8 and 10. This chapter deals with the method of assessment
of deficiency of ballast and the system of procurement and distribution of ballast.
29.1.2 Rules for working of Ballast Trains are contained in Section 'C' and 'H' and Appendix
10 of. the General Manual in the current KTMB Rules and Regulation Book. In the
event of a contradiction between the provisions in the current KTMB Rules and
Regulation Book and the contents of this chapter of the Manual, the former shall prevail.
29.2 ASSESSMENT OF REQUIREMENTS

29.2.1 The requirement of ballast shall be assessed separately for:
• making good the deficiencies in existing track.

• making good the shortfalls arising out of ballast cleaning.
• providing extra cushion, while converting into LWR/CWR track.
• track renewals.
29.2.2 During maintenance, effort has to be made to maintain the ballast profile as per
specification and standards for track ballast defined in Chapter 8 and 1 0. If during the
various inspections, any deficiency is noted in respect of shoulder width, humping of
ballast & crib ballast, the same should be recouped at the earliest but not later than one
month.
29.2.3 For the purpose of annual planning, in the months of Aprii/May every year, the PWI shall
survey one rail length in every kilometre and assess the quantity of ballast required to
bring it to the requisite standards. Care shall be taken to ensure that the cores under the
sleepers are not disturbed during the survey. The assessment shall be forwarded to the
CPWI.
29.2.4 For newly laid track with provision of sub-ballast over well compacted formation, major
variation of depth of ballast is normally not expected. However, with the passage of traffic
and at hazard locations the depth may get reduced. The depth of ballast need to be
examined during the PWI detailed inspection and the deficiency made up in a planned
manner.
29.2.5 Where ballast has been fouled due to poor formation, heavy rainfall and inadequate
drainage, it is required to be cleaned. In such cases, the best method for assessment of
ballast required for recoupment and provision of the standard profile is to screen the
ballast section to the full depth around one sleeper at representative locations.
29.2.6 The requirement for providing extra cushion while converting into LWR/CWR and for
track renewals is also assessed according to the standard profiles specified in Chapter-
10 (Figure 10.2 a, 10.2 band 10.2 c)
29.2.7 The assessment received from the PWI shall be test checked by the CPWI and
forwarded to the Regional Engineer for approval. The Regional Engineer shall
consolidate the annual requirement for the whole Region and submit it to the Permanent
Way Headquarters Office.

29.2.8 The General Manager Permanent Way will approve the quantities and the locations
where ballasting has to be done in each Region. An approved Ballasting Programme
will be sent to the Regional Engineer.
29.2.9 On receipt of the approved programme, the Regional Engineer shall take appropriate
action to procure ballast in time.
29.3 SOURCES
Ballast required for track maintenance or construction works shall be taken only from
specific quarries as approved by the General Manager Permanent Way. Ballast shall
conform to the specification indicated in Chapter 8 (Annexure 8.1).
29.4 COLLECTION
29.4.1 The collection of ballast in the region shall be done in a Ballast Stockpile Area
designated and approved by the Regional Engineer. The following points need special
attention:
a. Stockpile sites should be constructed on firm well-drained ground, and should not
interfere with drainage of other areas,
b. Sites should be graded to a uniform surface and provided with a minimum 100 mm
bedding layer of coarse sand or crushed fines over the whole of the stockpile area,
c. Stockpiles should been constructed to a maximum height of 4m and,
d. Edges of all ballast stockpiles should be kept at least 6 m clear of the centerline of
tracks and 3m clear of adjacent stockpiles.
29.4.2 Ballast from the quarries shall be carried in lorries to the Stockpile Area. Before leaving
the quarries, the lorries shall be weighed on a weigh bridge and the contents in tonnes
shall be reflected in the Computerised Lorry Slips.
29.4.3 Ballast received at the Stockpile Area shall be verified on the basis of the Computerised
Lorry Slips.
29.4.4 The PWI in charge of the Stockpile Area shall ensure that the lorries discharge the
contents fully in the Stockpile Area.
29.4.5 The PWI shall account for the ballast in units of tonnes.
29.4.6 The PWI shall be responsible for safe custody of the ballast until it is trained out.
29.5 DISTRIBUTION
29.5.1 Loading and Accounting
29.5.1.1 The ballast shall be procured at the Stockpile Area and distributed to the locations as
indicated in the Approved Ballasting Programme (Clause 29.2.8).
29.5.1.2 The PWI shall ensure that ballast is loaded to the full capacity in wagons.
29.5.1.3 The receiving PWI shall verify the receipt of the wagons.

29.5.1.4 A register shall be maintained by the despatching PWI to indicate all transactions of
collection and disposal of ballast from the Ballast Stockpile Area. The accounting shall
be tonnes/volume.
29.5.2 Unloading
29.5.2.1 For efficient transport of ballast, high capacity hopper wagons with automatic discharge
arrangements are used. Ballast from such hoppers can be unloaded, either on the sides
or at the centre of the track, when the train is moving at a slow speed.
29.5.2.2 The distribution process should result in:
• Minimum wastage,
• Avoidance of ballast contamination and unnecessary handling and regulation which
may degrade the ballast, and
• Minimum segregation.
29.5.2.3 Where the ballast profile or presence of ballast, is such that it may interfere with the
operation of infrastructure (e.g. signals or switch operation) or rolling stock (e.g.
interference with clearances or flangeway blockage at level crossings) the PWI shall
arrange for the required action to be taken by his men to maintain safe operations, as
follows:
• When unloading ballast along the line, care shall be taken to ensure that the heaps
at the sides and at the centre are clear of prescribed railway vehicle moving
dimensions.
• Ballast shall not be unloaded upon signal wires, point rods and other track side
signalling installations. While working in turnout areas, care should be taken to
ensure that no piece of stone is left inadvertently between the stock and switch rails
of turnouts.
• . When ballast is unloaded from trains, it shall be clear of rail level for a distance of
1.20m from the nearest rail.
• Ballast regulators shall closely follow the Ballast Trains to spread and regulate the
ballast to correct profile.
29.5.2.4 The PWI shall send every month a Statement to the Regional Engineer indicating the
locations (to the nearest quarter kilometre posts) where ballast has been unloaded.
29.6 BALLAST TRAIN OPERATION

29.6.1 Working of Ballast Trains
A Ballast Train shall be worked only with the permission of the Station Manager on either
side and in accordance with Special Instructions.
29.6.2 Advice of running
When it is planned to run a Ballast Train, the Regional Engineer shall address the
Operations Manager in advance, indicating the locations and details of the work and also
the duration for which the Ballast Train is required. The programme will be published in
the Bi-Weekly Notice/Operations Bulletin. The locations shall be in accordance with the
approved ballasting programme indicated- in clause 29.2.8. In the event of change
from a Notice already issued, due intimation of the alteration shall be given to all
concerned by the Operations Controller.
©KTMB Rev.O Page 5 ol11

I<TNI Procurement and Distribution of Ballast Chapter 29
29.6.3 Ballast Guards
Every Ballast Train shall be in charge of a Ballast Guard, who shall have a Competency
Certificate and shall be responsible for the safe working of the train. The Ballast Guard
shall take his orders for working, from the CPWI or the Regional Engineer.
29.6.4 Brake Vans
29.6.4.1 A Ballast Train shall have sufficient brake vans (or vehicles fitted with hand brakes) to
control the train, taking into consideration the ruling gradient of the section on which it is
working.
29.6.4.2 The Ballast Guard shall be responsible to see that the brakes of all vehicles on his train
are applied as necessary. When working on a section with a gradient steeper than 1 in
150, the Driver, before moving the train, has to see that a sufficient number of brakes
have been applied to enable him to control his train. The Ballast Guard shall ensure that
this has been done by the Driver.
29.6.5 Ballast Train running through
Unless a Ballast Train is going to work on the line, it shall be treated and worked as a
through Goods Train.
29.6.6 Procedure when Ballast Train is to work in a section
29.6.6.1 A Ballast Train shall always stop at the Station to the rear of the section in which the train
is to work. The Ballast Guard shall send to the Station Manager an application (as in
Annexure 29.1) stating at what time he will be ready to start and obtain the Station
Manager's reply, stating what arrangements he has made for the Ballast Train to start.
29.6.6.2 The Station Manager has to advise the Station Manager at the other end, about the
duration of the work of the Ballast Train and also inform whether it shall proceed to the
next Station or return to the Station from which it started. The Station Manager has also
to issue to the Driver a Caution order in KTMB 001 (as in Annexure 29.2) and duly
advising whether he has to return to the despatching Station or to proceed to the next
Station. (Vide Rule C.6.6.2 of General Manual 1994 ). The Ballast Guard shall ensure
that this procedure is adhered to correctly.
29.6.6.3 No Ballast Train working on a Double Line Section shall return on the same line to the
Station from which it started, but shall go to the next Station.
29.6.6.4 In Relay Auto Block (R.A.B) territory and sections with Full Automatic Signals, the Ballast
Guard shall arrange for the Stations at both ends of the Block Section to be "switched-in"
and he shall endorse so in the Train Signal Register. The Station Managers at either
end shall not "Through-Switch" until the Ballast Train has been withdrawn complete from
the Block Section.
29.6.7 Warning Before Moving a Ballast Train
When a Ballast Train is about to be moved, the Driver has to sound two clear long blasts
on the engine whistle as a warning to the workmen. After receiving the Guard's signal to
start, he has to sound one short blast of the whistle before starting his train. The Ballast
Guard shall ensure that this procedure is adhered to.
29.6.8 Workmen on Ballast Train

I<TM Procurement and Distribution of Ballast Chapter 29
Before giving the signal to start, the Ballast guard shall see that all the workmen have
boarded the train and shall warn them to sit down.
29.6.9 Unloading of ballast while in motion
When the unloading of a Ballast Train whilst in motion is authorised, the Ballast Guard
shall forewarn the Driver in writing, so that the Driver may exercise greater caution in the
movement of his train. The speed of the train shall not exceed 3 km/hr.
29.6.10 Ballast Train not to be divided
When working outside station limits, Ballast Trains shall not be divided, that is, vehicle
shall not be detached and separated except on the authority of the Ballast Guard who
shall take the following precautions for securing the safety of the vehicles:
• Sufficient number of brakes shall be applied.

• Sprags (wooden or steel wedges) shall be used where the line is on a gradient.
• Vehicles fitted with hand brakes shall have their brakes put on.
• Brakes of the brake vans shall be screwed on fully.
29.6.11 Running at night or during fog

A Ballast Train carrying workmen in open wagons shall not be allowed to run during fog
or at night except when proceeding to an accident site or for proceeding to the first
Station where stabling accommodation is available.
29.6.12 Pushing Ballast Trains (Propelling Operation)

A Ballast Train may, when necessary, be pushed by the locomotive between Stations at
a speed not exceeding 25 km/hr. When the gradient is steeper than 1 in 150, the speed
shall not exceed 10 km/hr and the Ballast Guard and Driver shall exercise special care to
keep the train under complete control.
29.6.13 Protection of train when stabled

When a Ballast Train with workmen on board is stabled at a Station, it shall be protected
in the following manner:
• The Ballast Guard shall ensure that the points have been correctly set against the
train and secure the points with his clamps. He shall then inform the Station
Manager in writing.
• The Station Manager shall then lock the clamps with his own padlock in the
presence of the Ballast Guard and hand over the keys to the guard in writing.
• At interlocked Stations, lever collars shall be placed on the levers of points and
signals controlling entry into the line on which the Ballast Train is standing. The
Ballast Guard shall check and confirm this.
• In fully automatic signal station, the Station Manager will replace the reminder collar
on the knobs operating the point and signal leading to the line on which the ballast
train is stabled. This should be confirmed by ballast guards.
29.6.14 Programme for the following day

On closing work for the night, the Ballast Guard shall give the Station Manager a written
application for permission to start at a certain time on the following day, stating therein,
where the train is going and whether it is working or running through.
29.6.15 Monitoring

Productivity depends on efficient and expeditious working of Ballast Trains. The CPWI
shall monitor the performance and output of Ballast Trains closely and take timely
corrective action. Causes of delay shall be traced and reported to the Regional Engineer
who shall take appropriate remedial measures.
29.7 TRACK DISTURBANCE

Where the ballast in track has been disturbed by factors including new track construction
work, maintenance operations or the environment,
and:
• is in an uncompacted state, or
• is otherwise disturbed (e.g. where the track is undercut and ballast replaced on a
face, or following large lifts and stews),
the PWI shall assess the need to impose speed restrictions or other appropriate actions,
until the ballast has been consolidated by rail traffic, or mechanical stabilisation or
compaction. Additional compaction or operational restrictions may need to be applied
when the ballast has been disturbed during or before hot weather.
LIST OF ANNEXURES
Annexure 29.1 Form E-127 Notice to Station Manager about arrival
and departure of Ballast Train.
Annexure 29.2 Form KTMB 001

{6.21····<·•····· Permanent Way Manual Part IV
· · · · · I<TNI Procurement and Distribution of Ballast Chapter 29
Annexure 29.1- B Form E.127

From
GUARD
No ............................. Ballast Train,
..................................Region.
Station ........................................ .
Date: ........................ .
To, STATION MANAGER,
No.......................................... Ballast Train arrived here at
on .............................................................and will be ready to leave here for
..................................................at.. ...........................................on ....................................... .
* Running through*.
Working at KM .........................................
Sent at. ..........................................................................................
Received at. ..........................................................
Ballast Guard.
Reply Sent at .................................................. ,.......................................... .
Reply
Arrangements will be made for your Ballast Train to leave
at. .............................................. .
Station Manager Station .............................................. .

Date ........................ .
To be written in duplicate. Station Manager to write his reply also in duplicate
and keep the top copy.
* Erase one of these phrases

Annexure 29.2 • Form KTMB 001
Station ............................ Date ....................... .
CAUTION ORDER
To: The Driver ) of Train No................................. .

Copy: The Guard )
You are hereby instructed to exercise caution and where applicable to observe
the speed restriction indicated, between the places shown below:
No. Between From To Speed Restriction Cause
Station Station Km ph.
1.
2.
3.
4.
5.
6.
Signature of Issuing
Officer Staff
No .................................... . Time .......................... .

Designation .................... .
ON TRIPLICATE ONLY
Received Caution Order

Signature of
Driver ........................... .
Staff No ................... :..... .

(:51~TIIII
Annexure 29.3- Form KTMB 001A

No. But 57-2373- 3-0
KTMB 001 A
Tarikh .................... ... ............ ........
PRRTNTAH AWAS
(Dhmnakan di luar kawasan Peneesan Tren Elektronik (PTE)
Pcmandu
No. Trcn ................................... .. NO: CO 00051
Pcngawal
Adalah dengan ini diarahkan supaya berhati dan mematuhi sebarang sekatan laju yang
diletakkan antara tempat-tempat seperti di bawah ini :-
ANTARA SEKATAN
DARIKM KEKM SEBAB
STESEN LAJU (KJ\1/J)
Dite1·ima Tand:ttangan Pcgawai Yang Mengeluarkan
Pemandu No.Perlthidmatan : .... . . ....... ....... ........... . ..
1\tuatan \\'aktu : ................ ............. . .......... ....... .
Jawatan :............... ........ ............ ......... ..

Ballast Cleaning Chapter 30
Chapter 30
Ballast Cleaning
Document History
0 May,2015 First issue
Authorised By:
Signature:
~r'
Date:
MOHD RAMLI MOHD NOH 2 8 MAY zm~
General Manaaer n. I WAu
Ktre~ PI Tanah M• 1ayu Berhad
Kuala Lumpur

(51<TIIII Ballast Cleaning Chapter 30
TABLE OF CONTENTS
30.1 GENERAL ........................................................................................................................... 3

30.2 SITUATIONS WHEN BALLAST CLEANING IS NECESSARY .......................................... 3
30.3 PROCEDURE FOR BALLAST CLEANING ..................... ..................................... .............. 4
30.4 METHODS ....................................... ......................... .......................................................... 4
30.5 MANUAL CLEANING ......................................................................................................... 4
30.7 MECHANICAL CLEANING OF BALLAST .......................................................................... 6
30.8 LIST OF FIGURES ..................... ........................... ........... .................................................. 6
30.9 LIST OF ANNEXURES ......................................... ...... ........................................................ 6
Annexure 30.1 - Sequence of Operations for Manual Ballast Cleaning ........................ ........ ........... :..... 8
Annexure 30.2 - Key Features of Ballast Cleaning Machine .................................................................. 9

30.1 GENERAL
30.1.1 An elastic bed of ballast is essential for obtaining satisfactory running quality of track.
The following items tend to choke up the ballast bed, thereby impairing its elastic
properties:
• Bad formation
• Attrition of ballast
• Dust and other soil particles blown over the ballast
• Droppings from running trains.
• Other environmental pollution.
30.1.2 A thorough cleaning restores the elasticity of the ballast bed to maintain its resiliency and
results in an improved ride quality of track and an efficient drainage.
30.1.3 This chapter deals with the systems (manual and mechanical) prescribed to obtain a
clean ballast bed.
30.2 SITUATIONS WHEN BALLAST CLEANING IS NECESSARY
30.2.1 The entire ballast section shall be cleaned and made up fully on completion of the
operation in the following situations:
• Prior to complete track renewal.

• Prior to through sleeper renewal.
• Where the caking of ballast makes it difficult to maintain track geometry
satisfactorily.
• Before converting existing jointed track into LWRICWR.
• After treatment of bad formation.
• At periodical intervals as specified in Table 21.1, Chapter 21, Track Maintenance
System.
30.2.2 The need for ballast cleaning may also be determined using track recording car equipped
with suitable analysing system. Investigations using Geo Radar or Ground Probing
Radar measurements will provide information about the layer of the ballast bed.
Nevertheless direct appraisal of the condition of ballast by taking samples is a more
prudent solution. Samples can be taken either manually or by a probing device to obtain
boring cores from the track, such as with the use of subsoil probing machine. If the
fouling of the ballast has reached over 30% in weight by sieve analysis, the ballast bed
need to be cleaned.
30.2:.3 In addition, ballast which has been detrimentally affected by pumping and which contains
clay mixed with degraded ballast should be deemed not suitable for recycling arid should
be spoiled or otherwise disposed of. Additional new ballast should be added as required.
Screened ballast stone returned to the track should:
• Pass the 63 mm sieve and,

• Contain less than 2% by weight, material passing the 14 mm sieve.

30.3 PROCEDURE FOR BALLAST CLEANING

30.3.1 Survey
30.3.1.1 The longitudinal profile of the track shall be surveyed and plotted indicating the following
details:
• rail levels cess level and ballast cushion at every 30m,

• changes of grades,
• obligatory points like culverts, bridges, and
• over line structures, tunnels, level crossings, and switches and crossings.
30.3.1.2 In station yards, cross sections at every 50m shall be plotted indicating details like
platform levels, rail levels, and clearances to adjacent structures.
30.3.2 On the basis of the longitudinal profile and cross sections, the final rail levels to be
maintained shall be decided. This shall take into consideration the depth of ballast
cushion to be provided and improvement to the existing profile (by elimination of humps,
sags and unevenness as possible).
30.3.3 Preliminary Works
30.3.3.1 Cess shall be brought up to correct level in relation to the final rail level,
30.3.3.2 Pegs shall be provided at intervals of 30m to indicate the final rail level.
30.3.3.3 Stewing of curves shall be done in advance.
30.3.3.4 Sleeper renewal as necessary shall be completed in advance.

30.3.4 Planning and supervision
30.3.4.1 The work shall be done only under the supervision of a PWI.
30.3.4.2 The daily output shall be pre-determined, depending on availability of traffic block, labour
and capacity of ballast cleaning machine. For guidance, the Plasser & Theurer ballast
cleaning machine features a single screening unit with a screen surface of 30m2 that
offers a cleaning output of up to 400 m3/hr. (equates to about 200m/hr). The rate of
cleaning however drops when there is a high volume of mud or caking in the ballast
layer.
30.3.4.3 Line possessions shall be planned and to be included in the Bi-Weekly Notice( Operation
Bulletin) and the 1-Caution on KTMB website.
30.3.4.4 Indicators and Speed Restriction Boards shall be put up in time at the appropriate
locations.
30.4 METHODS
Ballast cleaning shall be carried out either manually or by ballast cleaning machines.
30.5 MANUAL CLEANING

30.5.1 Procedure
The cleaning of the full ballast section shall be carried out in ten stages as illustrated in
Figure 30.1.

Note: The stages in Manual Ballast cleaning are described in Annexure 30.1.
30.5.2 Precautions
30.5.2.1 The cleaning work shall progress continuously from the beginning to the end of the
length planned for cleaning.
30.5.2.2 When ballast is being removed from below any sleeper, there shall be at least four fully
supported sleepers between it and the next sleeper under which ballast is being dug out
for cleaning.
30.5.2.3 Lifling shall be limited to 50mm at a time.
30.5.2.4 The PWI shall check and ensure that packing, cross-levels and grade run-off are
satisfactory before closing the day's work.
30.5.3 Speed Restrictions

The work shall be done under a speed restriction of 15kmph. The speed shall be
gradually raised as shown in the Table T -30.5 below. Separate schedules are
prescribed for packing of sleepers manually and for tamping by machines.
TableT • 30.5
Speed Restriction to be Imposed
.· .. •.
Day
D Ballast Cleaning & Initial Packing 15 D Ballast Cleaning & initial 15

packing.
D+1 First through packing 15 D+1 First Tamping. 15
D+2 Second through packing 15 D+2 Speed raised. 30
D+3 Speed raised 30 D+5 Second Tamping. 30
D+9 Third through packing 30 D+6 Speed raised. 60
D +10 Speed raised 60 D+8 Third Tamping 60
D +19 Final packing 60 D+9 Raising speed Normal
speed
D+20 Raising speed Normal
speed
Note:
1. D is the day on which ballast is cleaned.
2. When tamping is by machine, normal speed can be resumed 11 days earlier.

3. Where Dynamic Track Stabliser (DTS} is used, normal speed can be resumed
afler tamping and stabilising with DTS is completed.

I<TM Ballast Cleaning Chapter 30
30.7 MECHANICAL CLEANING OF BALLAST

30.7.1 Ballast cleaning may be carried out using "on-track" ballast cleaning machines. Ballast
cleaning with machines is usually far superior to manual cleaning. With machine
cleaning, it is also possible, at the same time, to trim the formation to a proper (cross)
slope, which facilitates effective drainage of track. When cleaning of the ballast section
is done by such machines, loss of ballast is negligible.
30.7.2 Traffic Block Requirements
Ballast cleaning machines can work only under Line Possession. A minimum duration of
four hours of Line Possession is desirable to have an effective, economical, working
period of about 3 hours. Longer working periods will make the cleaning operations more
effective and economical. The machines can work satisfactorily at night as well.
30.7.3 · Key Features
The key features of the modern ballast cleaning machines are indicated in Annexure
30.1. Ballast cleaning machines perform the following functions:
1. Screen the excavated material

2. Grade the screened ballast into various sizes and distribute them according to
requirement.
3. Return to the track all good screened ballast immediately behind the excavating
mechanism.
4. Discharge the spoil from the front of the machine in order to keep the track behind
the machine free for unloading of new ballast and for tamping operations or
discharge the ballast into muck wagons attached to the machines.
5. All the material in the ballast bed can be excavated without screening, if required
and,
6. Sand blanketing between the sub-grade and ballast can also be provided using
such machines.
30.7.4 Post-Cleaning Operations
Ballast cleaning operations shall generally be followed by:
1. Unloading of additional ballast as required.

2. Tamping by "on-track tamping machines" and,
3. Consolidation of the ballast in sleeper cribs and shoulders by Dynamic track

stabilisers for restoration of track stability and normalisation of line speed.
30.8 LIST OF FIGURES

Figure 30.1 Manual Ballast Cleaning Sequence of Operations.
30.9 LIST OF ANNEXURES

Annexure 30.1 Sequence of Operations for Manual Ballast Cleaning
Annexure 30.2 Important features of Ballast Cleaning Machine.

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Annexure 30.1 -Sequence of Operations for Manual Ballast Cleaning

(To be read along with Figure 30.1)
Stage 1:
Ballast is removed from the spaces "A" and "B" on either side of sleeper '1' down to
final formalion level. Depend on the method and scope of the works, wooden blocks or
ballast in gunny sacks are provided in the spaces to support the rails to pass trains.
Stage 11:
Ballast is removed from under sleeper '1 ', down to the formation level or to the top of
sub-ballast.
Stage Ill:
The removed ballast is screened and placed back under sleeper '1 ', which is then
packed.
Stage IV:
The wooden blocks from space 'A' are removed.
Stage V:
Ballast from space 'C' is removed down to formalion level and, after screening is placed
in space 'A' up to the bottom of the sleepers. The left-over ballast in space 'C' is taken
outside the track for screening. The rail in space 'C' is supported by wooden blocks.
Stage VI:
Ballast is removed from under sleeper '2' down to formation level.

Stage VII:
Screened ballast is put under sleeper '2' and the sleeper well packed.
Ballast is removed from space 'D' down to formation level and after screening is placed
in space 'B' up to the bottom of sleepers; the balance may be taken outside the track
and screened. The wooden blocks are removed from space 'B' and placed to support
the rail in space 'D'.
Stage IX:
The procedure is repeated till the whole rail is provided with screened ballast up to the
bottom of sleepers.
Final Stage:
The track is lifted to provide additional cushion where required. The track is packed in
the final position and ballast section made up to the designed profile.

Annexure 30.2 -Key Features of Ballast Cleaning Machine

1. GENERAL
1.1 The machine works on a hydraulic system.
1.2 The excavator chain of the machine removes the ballast from underneath the track,
deposits it on the vibrating screens, where ballast is separated from waste. The
cleaned ballast is then deposited on the track by conveyor belts (just behind the
cutler bar) or directly from the screens, or a combination of the two. The waste is
either dropped to the side or loaded on wagons.
1.3 The working cabin is directly in front of the cutler bar, which provides a good view to
the working site. The engine is fixed to the rear part of the machine. The engine
housing is equipped with removable sides.
2. DIMENSIONS AND WEIGHT
Length with central buffer couplers (approx.) 25,500 mm
Height over rail top 3,886 mm
Width (in transfer) 2,820mm

Distance between bogie pivots. 18,200 mm
Wheel base on bogies. 1,830 mm
Wheel diameter. 900mm

Total weight, (approx). 64 t
Performance of the machine: up to 400 m3 /h
3. DRIVE AND POWER TRANSMISSION
3.1 Engine
Air cooled Diesel Engine with an output of approx. 333 kw (453 HP).
3.2 Drive.
Max. driving speed self-propelled: up to 60 km/h in both directions.

Max. Permissible speed, hauled: 80 km/h.
4. BALLAST EXCAVATION UNIT
4.1 Excavation chain

The excavation chain is composed of scraper blades and intermediary links,
connected by bolts. Each scraper blade is provided with two adjustable scraper
fingers. All parts of the excavation chain are made of specially wear-resistant
materials.
4.2 Adjusting unit
The· adjusting unit is composed of two vertical and two horizontal cylinders holding
the lateral guiding channels.

During work, excavation depth may be adjusted from the operator's cabin ranging
from 200 mm below lower sleeper surface to 900 mm below rail top. To avoid
unmovable obstacles, the chain guide may also be deviated from its central position
by a control from the operator's cabin.
4.3 Excavation width

For a standard model, the excavation width is 3700 mm.
4.4 Mounting and dismounting of the chain

At the beginning of the working site, the cross beam is introduced underneath the
sleepers and connected to the lateral guides by quick action locks. A hydraulic hoist
is provided for easy handling of the cutter bar. AI the end of the working site, the
cross beam is again removed. During interruptions, the cross beam remains under
the sleepers.
5. SCREENING UNIT
5.1 The vibrating screening unit cleans and clarifies the excavated materials. The
screening unit has 2 screens made of wear resisting materials. The screens are
exchangeable. The mesh size is so chosen as to allow only ballast of the desired
grain size to be reintroduced in the track.
5.2 Usually the following mesh sizes are chosen:
Upper Screen: 50 mm
Lower Screen: 30mm
5.3 A hydraulic installation prevents the vibrating screen from depositing all the ballast
on one side on super-elevated track by always keeping it in horizontal position. For
super-elevations up to 110 mm, the ballast is evenly discharged.
5.4 The upper end of ascending chain trough system has a flap, by which it is possible
to discharge all excavated ballast into waste conveyor belts.
6. BALLAST DISTRIBUTING UNIT
There are guide sheets, hydraulically adjustable, underneath the vibrating screens
by which the following ballast distribution is possible.
6.1 The entire reclaimed and cleaned ballast is deposited on the track, behind the cross
beam over the two automatically swivelling conveyor belts, fixed on either side of
the vibrating screen. In this way, sufficient ballast is also deposited to the track
centre. Heaped up ballast is evened up by the following ploughs.
6.2 Most of the reclaimed and cleaned ballast drops on to the track behind the screens
and is evened to rail level. The remaining ballast is distributed by the lateral
conveyor belts.
6.3 The guide sheets are adjusted to allow part of cleaned ballast to drop directly on to
the track and the balance is deposited to the sides, over the distributing conveyor
belts.

g·············.··························· Permanent Way Manual Part IV
Chapter 30
· I<TNI Ballast Cleaning
7. WASTE CONVEYOR BELTS
7.1 From underneath the screening unit, the waste drops on a fixed conveyor belt,
which transports it to an adjustable belt, controlled from the cabin. From there, the
waste may be discharged next to the track, on wagons in front of the machine, or on
wagon travelling on the parallel track.
7.2 The waste conveyor belt may be folded during transfer; no match wagon is therefore
needed as the belt protrudes outside only during work.
8. PLOUGH
A plough behind the ballast distribution unit sweeps the ballast from rails and sleepers.
9. TRACK LIFTING AND SLEWING DEVICE
9.1 For reducing the excavation depth (lifting) and for avoiding of obstacles (slewing),
this device is required.
9.2 The lifting and slewing device is located next to the cross beam; four roller clamps
moving under the rail heads, lift and slew the track in continuous operation.

The Maintenance of Formation Chapter 31
Chapter 31
The Maintenance of Formation
Document History
Issue Date Descr iption
Authorised By:
Signature:
Date: 8 MAY 2015

TABLE OF CONTENTS
31 .1 GENERAL .......................................................... ........................ ................... ...... ................ 3

31.2 IDENTIFICATION OF POOR FORMATION ....................................................................... 3
31.3 TREATMENT OF POOR FORMATION: ............................................................................ 3
31.4 SLOPES OF EMBANKMENTS AND CUTTINGS ...................... ........................................ 6
LIST OF ANNEXURES ........ ....................... ....... .................... ................................................................. 7
Annexure 31.1 - Soil Testing and Suitability of Tested Soil ............................ ....................................... 8

31.1 GENERAL
31.1.1 Formation refers to the prepared ground, on which ballast is laid to support track. This
provides ideally a smooth and regular surface with good drainage and distributes the
weight of the train (and track and ballast) over a wider area. lt is above the natural
ground level on embankment and below the natural ground level in cutting.
31.1.2 Modern construction practices call for mechanical compaction of formations and for
design of slopes to be in accordance to good engineering practice. Systematic analysis
of the soils is undertaken to produce stable and trouble-free formation to support the
traffic loads on the track. However, on existing lines, there are many locations where
formations are troublesome, leading to:
• Variations in track line and level,

• Loss of ballast, and
• Excessive maintenance effort.
There are also locations where side slopes on embankments and cuttings are unstable
and failures like slips take place, resulting in interruptions to traffic.
31.1.3 This chapter describes the common causes of formation problems and remedial
measures.
31.2 IDENTIFICATION OF POOR FORMATION

31.2.1 Poor formation is generally identified by abnormal variations in track geometry (alignment
and cross-level) or uneven settlement. This is often accompanied by loss of ballast
which penetrates into the formation. Since the line and level of the track have to be
necessarily maintained to acceptable tolerances for the safety of rail traffic, locations with
poor formation have to be repaired more frequently than is the case otherwise. The
poorer or more troublesome the formation, the more the number of attentions. Where
acceptable track tolerances cannot be maintained, speeds of trains have to be restricted.
31.2.2 The PWI shall note in his Section Register (refer Chapter 37, clause 37.28) all
locations where there is excessive/uneven settlement of track requiring more
maintenance effort or imposition of speed restrictions, and bring them to the notice of the
CPWI. All cases, where measures like cleaning the ballast and improving the drainage
fail to stabilise the track, shall be reported to the Regional Engineer.
31.2.3 For new track construction, the formation shall be constructed so as to achieve a
minimum safe bearing pressure of 60kPa (0.6N/mm2), or as per KTMB's requirements.
For design calculations, static load of train is taken as 38.3kPa.
31.2.4 The Regional Engineer shall initiate action for remedial measures with the approval of
the General Manager Permanent Way.
31.3 TREATMENT OF POOR FORMATION:

31.3.1 Some of the likely causes of formations with track level variations and loss of ballast and
suggested treatment are given in the Table T-31.1 below:

I<TM The Maintenance of Formation Chapter 31
Table T-31.1
TRACK LEVEL VARIATIONS AND LOSS OF BALLAST
Causes and Treatment
N~· ,,~atu.-,r~1·~ r:;['l\Ci)>, -- ••••••••• . . . . .. . ·.· · . .· ; ~~~~ . /''!: '

ye~"'c~'
~ .. Remafl<s . ·.
.···.
I''
~''' · >.defect y. f•, i ....... ..···· ·. · .·. . . i• . • ,: ; .. . · ...
. ·.··
.· ..
1. Track level 1. Inadequate drainage due to lrriproving side drainage, Effective.
variations high cess, dirty ballast, etc. lowering cess and screening
ballast.
2. Weakening of soil at (i) Provision of a sub-ballast Most effective. Can be laid between
formation top on contact with rain blanket below ballast. trains under speed restriction.
water resulting in 'mud pumping'
(ii) Bitumen impregnation. Fairly effective.
under train.
3. Strength failure below (i) Provision of sub-ballast. Most effective. Can be laid between
causing heaving up of cess or trains under temporary speed
between sleepers. restrictions.
4. Seasonal variation in (i) Provision of geotextile Effective. Difficult to lay. Extended

moisture in formation top in sandwiched between sand line possession essential.
expansive soils causing alternate layers below ballast or sub-
heaving and shrinkage of ballast.
formation.
(ii) Provision of sub-ballast. Most effective. Can be laid between
trains up to 300 mm. If depth is 300
mm or more, Line Possession is
essential.
(iii) Bitumen spray. Fairly effective.
(iv) Treatment with lime. Effective with soils of moderate to

high plasticity. Extended fine
possession essential
5. Gradual subsidence of the (i) Provision of lime piles. Fairly effective. Can be done
bank core under live loads due to between trains.
inadequate initial
(ii) Cement grouting of ballast Effective. Can be done between
compaction/consolidation of
pockets. trains.
embankment.
6. Gradual consolidation of earth (i) Lime piling in subsoil. Fairly effective. Can be done
below embankment. between trains.
(ii) Sand drains in subsoil. Fairly effective, Can be done

between trains.
7. Creep of formation soil. Easing of side slopes. Effective but difficult to execute.
8. Ash pockets due to treatment Cement-sand grouting of Effective.

of previous slips. pockets/ shotcreting
2. Loss of 1. Weakening of formation top (i) Provision of a 'blanket' layer Most effective. Can be laid between
ballast. on contact with rain water below ballast. trains under speed restriction.
resulting in inter penetration of
(ii) Provision of asphalt below Fairly effective.
ballast and soil or strength failure
ballast.
below soil.
2. Subsidence of ballast into (i) Lime piles below ballast Fairly effective. Can be done
formation under liveMioads due to pockets. between trains.
inadequate initial consolidation/
(ii) Cement-sand grouting of Effective
compaction.
ballast pockets.
3. Ballast falling into shrinkage Provision of blanket and Effective. Difficult to lay. Long line
cracks in expansive soil. geotextile. possession essential.

31.3.2 Formulation of remedial measures at a location will depend on several factors and
should normally be done after a proper investigation has been carried out by experts
approved by the General Manager Permanent Way.
31.3.3 Such investigations will include:
31.3.3.1 Site inspections to ascertain details like:
• Bulging of slopes,
• Heaving of cess and/or the soil between the sleepers. ·
• Shrinkage cracks.
• Drainage, especially in cuttings.
The objective of site investigation is to locate incipient failures and the shrinking/swelling
characteristics of the soil.
31.3.3.2 Review of the history of trouble like speed restrictions imposed, and incidence of
maintenance.
31.3.3.3 Survey of depth of ballast penetration, and
31.3.3.4 Collection and testing of undisturbed soil samples. Annexure 31.1 contains a list of the
features to be documented, the properties for which soils are generally tested and an
assessment of the suitability of the tested soil (for formation) from its properties. The
nature of the formation problem dictates the type of testing.
31.3.4 Treatment Procedures
31.3.4.1 Improvement of drainage
In many cases, especially in cuttings, measures like screening of ballast, and

provision/improvement of drains will be of benefit.
31.3.4.2 Provision of a sub-ballast layer
This treatment is useful when the strength of the sub-grade (near the formation top) is
found to be inadequate to withstand dynamic wheel loads.
31.3.4.3 Goetextiles
Introduction of geotextiles either directly below the ballast (density of geotextile being
2 2
400 - 600 gm/m ) or below the sub-ballast {density of geotextile being 250 gm/m ),
preferably sandwiched between sand layers (of 50mm to 75mm thickness for each layer
of sand}, will prevent intermixing of ballast and soil, distribute concentrated forces and
improve drainage.
31.3.4.4 Bitumen Emulsion Impregnation
Where the trouble is on account of 'mud pumping' only, there being no deep ballast
pockets, the embankment being stable, spraying of cationic bitumen emulsion may be
effective.
31.3.4.5 Treatment with lime
In soils of certain characteristics, generally containing clay, treatment with lime,

preferably as an injection of slurry under pressure, will lead to significant improvement.
The suitability of this treatment shall be established by tests before it is undertaken.
Note: Chapter 8 contains the standards and specifications for blanketing
material and geotextiles.
OKTMB Rev. 0 Page 5 of9

31.4 SLOPES OF EMBANKMENTS AND CUTTINGS

31.4.1 Inspection
During their inspections, the Patrolman, Ganger, PWI and CPWI shall carefully inspect
the slopes of banks and cuttings, especially those with a history of causing trouble, for
any signs of nascent or incipient failure like slips, bulges, cracks, movement or signs of
settlement.
31.4.2 Where the soil is erodable, they shall be vigilant about run-off intrusions on the sloping
surfaces. Such intrusions, unless arrested promptly, may lead to serious erosion of soil
and failure of the slope.
31.4.3 Cuttings in rocky terrain
Permanent Way staff shall be on the look-out for large boulders which may roll down on
to the track, causing obstructions, if not direct danger to a train. Such boulders shall be
safely dropped.
31.4.4 Similar action is required for unstable trees on cutting slopes.
31.4.5 Protection of unstable slopes
31.4.5.1 Some of the types of defects, likely causes-thereof, and the type of possibly successful
treatment are indicated in Table T-31.2 below:·

I<TM The Maintenance of Formation Chapter 31
Table T-31.2
INSTABILITY OF BANKICUTTING SLOPES
CAUSES AND TREATMENT

.·. ...... . < . . . ·. ·. . . . . . . . . Tr~atm~11l •.•• · · .··• ' · >
·•-• •· > Cause. j:<·········· .·.· · -·. .
1. Inadequate side slopes Flattening slopes or provision of berms
grades, prolonged rains.
2. Consolidation/settlement of {i) Provision of sand drains to expedite

subsoil causing bank slips. consolidation.
{ii) Widening of bank, flattening of slopes and

provision of additional berms.
3. Hydrostatic pressure built {i) Draining out of ballast pockets by drain pipes
e.g. vinyl pipes.
up under live loads in
ballast pockets containing {ii) Cement-sand pressure grouting of ballast
water, causing bank slips. pockets.
4. Creep of soil {i) Reducing stresses by flattening the slopes

Or
{ii) Chemical stabilisation.
5. Swelling of slopes in cutting {i) Flattening side slopes.

causing loss of shear strength
{ii) Chemical stabilization
and slipping
31.4.5.2 All cases of unstable slopes in banks and cuttings shall be reported to the Regional
Engineer who shall select, with the approval of the General Manager Permanent Way,
the remedial measures required.
31.4.5.3 There may be locations where flattening of the unstable slope or provision of a berm is
constrained by lack of space. There may also be cases where the toe of an embankment
is liable to erosion by water flowing alongside In such cases, an engineered design slope
protection such as toe walls, retaining walls, crib wall, stone pitching or sheet piling that
is based on the result of geotechnical investigation may have to be installed. The
measure may also include drainage improvement at the site.
LIST OF ANNEXURES
Annexure 31.1 Features to be documented for collection and testing of
undisturbed soil samples.

Annexure 31.1 -Soil Testing and Suitability of Tested Soil

1. Nature of soil sampling:
1.1 In case of formation trouble, undisturbed soil samples are collected from the formation
below the depth up to which the ballast has intruded. Where the bank has been found to
be structurally unsafe, soil samples are also collected from the bank along the probable
circle through which the slip had occurred. Besides, soil samples below the ground level
at the toe of the bank are taken where base failure has occurred in the past.
Undisturbed soil samples should generally be collected at every 50 m.
1.2 In cases where slips have occurred, samples shall be collected at two sections in the
slipped portion and one section each at the two adjoining sides where slips have not
occurred in the past. Cross sections of the bank in the sections should also be taken by
means of precise levelling.
2. Nature of soil testing:
2.1 The soil samples collected shall be tested for the following properties:
1. Index properties viz. grain size analysis and Atterberg limits {Liquid Limit, Plastic
Limit, Shrinkage Limit),
2. Natural Moisture Content and Natural Dry Density,
3. Optimum Moisture Content and Optimum Dry Density,
4. Shear Strength Parameters,

5. Differential free swell index, and
6. Settlement characteristics.
Note: lt is not necessary to carry out all the above tests for all the samples collected.
Selection of the tests to be performed would depend on the nature of the site.
2.2 For banks which are structurally weak, determination of shear parameters of the soil is
very important. Sufficient number of samples shall be tested so as to get a fair idea of
the shear strength of the bank soil as well as the base soil.
3. Assessment of soil suitability from soil properties:
3.1 Grain size analysis:
Generally fine grained soil {particles finer than 75 micron more than 5%) is not good as a
formation soil. Well graded soils have better strength than poorly graded soils.
3.2 Liquid Limit {LL):
Soil having liquid limit of more than 50 is considered to be troublesome.

3.3 Plasticity Index {PI):
This index indicates the degree of plasticity of soil. Evaluation of the degree of plasticity
based on the value of the Plasticity Index is indicated below:
©>KTMB Rev. 0 Page 8 of 9

PI equals 0 - 5 Non - plastic

5 - 15 Moderately plastic
15 - 40 Plastic
> - 40 Highly plastic
Soils having a Plasticity Index of more than 15 generally present formation problems.
3.4 Natural Moisture Content (NMC):
Generally, clayey soils having moisture content approaching the plastic limits will be
comparatively stiff and those having Natural Moisture Content approaching the liquid limit
will be comparatively soft. Even if such soils are firm, these will be very sensitive to
remoulding.
3.5 Activity of the clay:
Plasticity characteristics are usually adequate to understand behaviour of normal clays
but an abnormality may appear for inactive and active clay. Activity of the clay is the
ratio of Plasticity Index and the clay fraction and it is convenient to classify the activity of
the clay in three groups:
Activity= Plasticity Index

Clay fraction
Activity Classification
< 0.75 Inactive clays
0.75- 1.25 Normal clays

> 1.25 Active clays
Soils under the category of active clays are generally not suitable for the formation.
3.6 Shrinkage limit (SL):
A soil having very low shrinkage limit will shrink considerably on drying, leading to
settlements.
A soil having shrinkage limit of less than 12 is considered to be highly shrinkable.

3. 7 Degree of compaction:
This is the ratio of the Natural Dry Density and the Maximum Dry Density and gives an
idea of compactness of the soil. Wherever the degree of compaction is more than 90%,
settlement is likely to be insignificant.
3.8 Differential free swell (DFS):
This gives an idea of the swelling property of the soil. If the value is more than 60 the
soil is considered to be highly swelling type, while the value between 40 and 60 indicates
moderate swelling. If it is less than 40 then the soil is not likely to give trouble due to its
swelling characteristics.

Track Renewal System s Chapter 32
Chapter 32
Track Renewal Systems
Document History
_.I
0 May, 201 5 First Issue
Authorised By:
Signature:
- A a
~
_,a '
~··
2 8 MAY 2015
"" ..,. -,
'Wau
Keretep• Tanah Melayu B.mad
Kuala Lull'pur

Track Renewal Systems Chapter 32
TABLE OF CONTENTS
32.1 GENERAL ............. .............................................................................................................. 3

32.2 CLASSIFICATION OF TRACK RENEWALS ..................................................................... 3
32.3 CRITERIA FOR RENEWAL ............................................................................................... 3
32.4 TRACK STANDARDS FOR RENEWALS .......................................................................... 6
32.5 PLANNING OF TRACK RENEWALS ................................................................................. 6
32.6 METHODS FOR CARRYING OUT RENEWAL ................................................................. 7
32.7 CHOICE OF THE SYSTEM ................................................................................................ 7
32.8 COORDINATION W ITH OPERATION DIVISION .............................................................. 7
32.9 ARRANGEMENTS FOR DEPARTMENTAL WORK .......................................................... 8
32.10 OTHER PRELIMINARY WORKS ....................................................................................... 8
32.11 COMPLETE RELAYING BY MANUAL METHOD ........................ .............. ....................... . 9
32.12 PIECEMEAL METHOD OF MANUAL RELAYING .................................................. .... ..... 10
32.13 RELAYING WITH TRACK RELAYING TRAIN ................................................................. 11
32.14 RELAYING WITH PREFABRICATED TRACK PANELS AND PORTAL CRANES ......... 11
32.15 PRECAUTIONS RELATED TO QUALITY IN RELAYING ............ ................................... 13
32.16 PRECAUTIONS RELATED TO SAFETY ......................................................................... 14
32.17 TRACK LAYING STANDARDS ........................................................................................ 14
32.18 RENEWALS OF TURNOUTS .......................................................................................... 14
32.19 SPOT RENEWALS OF SLEEPERS ................................................................................. 16
32.20 CLASSIFICATION OF RELEASED MATERIAL ............................................................... 16
32.21 POINTS TO BE OBSERVED IN CLASSIFI CATION AND DI SPOSAL OF RELEASED
MATERIALS .................................................................. ....... ............................................ 17
32.22 WORKS TO BE ATTENDED TO AFTER COMPLETION OF RELAYING ....................... 17
LIST OF FIGURES ................................................................................................................................ 18
Annexure 32. 1 - Proforma to be submitted for j ustification of track renewals ...................................... 22

I<TIIII Track Renewal Systems Chapter 32
32.1 GENERAL
This chapter describes the classification of track renewals, criteria for renewals, and the
systems adopted for renewal of track and disposal of released materials. Track laying
standards have also been prescribed to ensure quality control.
32.2 CLASSIFICATION OF TRACK RENEWALS

Track renewals are broadly classified as
• Complete Track Renewal.

• Through Rail Renewal.
• Through Sleeper Renewal.
• Renewal of Turnouts
• Spot renewals .
32.3 CRITERIA FOR RENEWAL

32.3.1 The following are key factors that individually or collectively determine the need for
renewal.
• High incidence of rail fractures/failures/internal defects.

• Excessive wear on rails.
• High percentage of unserviceable timber sleepers.
• Problem in maintaining track to prescribed standards.
• Total traffic carried (in terms of gross million tonnes) exceeding a specified value.
• Introduction of heavier axle loads, and/or higher speeds.
• Plan-based renewals.
32.3.2 Incidence of Rail Fractures/Failures

On sections, where number of rail fractures and rail removals due to serious internal
flaws detected during ultrasonic flaw detection, exceeds 2 per kilometre, the frequency
of Ultrasonic Tests shall be increased and closer monitoring carried out by the PWI to
ascertain the need for rail renewal.
32.3.3 Wear on Rails
Also refer to Chapter 12, Clause 12.13.
32.3.3.1 Loss of Section
Loss of section in terms of material loss may be allowed to be increased without

compromising safety. This is desirable from an economic point of view. However, that is
only possible through laboratory and in track testing of each case. As rail strength
adopted is usually much higher than required, modern rails are now designed for
removal principally due to railhead wear, not for strength concerns.
As a guide, when the loss of rail section due to wear and corrosion exceeds the limits in
TableT -32.1, then rail renewal shall be taken up.

Table T-32.1
•. Raii size .•...• Loss 1% by w~ight or % btsectib~al arE!~F

60 kq 6.0
54 kg 6.0
80 lb 4.5
32.3.3.2 Corrosion
Corrosion can affect the rail integrity in at least three ways:

(i) reduced shear and bending strength;
(ii) reduced fatigue life, and

(iii) possibility of rail rollover due to section loss.
Material loss from top and bottom of the rail foot and base reduces fastener toe load and
also increase the possibility of rail roll over or track gauge widening on sharp curves.
Corrosion beyond 1.5 mm in web and foot is the criterion for renewal of rails.
32.3.3.3 Vertical and Lateral Wear:
Refer to Chapter 12, extract of Table T-12.4 below:
Extract of Table T-12.4 (Chapter 12)
·limitsofLatera!W~ar(miTl)······
- -- --
'- _, "
Limits of
Tangent track· · CllrvedTraciC

<dJt~rkaiiJ ·• ··
60kg and 54kg rail 6 10 10
801b rail 6 9 4.5
When the reduction of depth of the rail head reaches a point, where there is a risk of
wheel flanges grazing the fish plates, rails shall be renewed. The limits of vertical wear
at which renewals are to be taken up shall be in accordance to Table T-12.4 shown
above. Profiles of new and worn rails, showing vertical wear and measurement of lateral
wear are as shown in Figure 32.1 and Figure 32.2.
32.3.4 Maintainability of track to prescribed standards
There may be cases, where renewals are necessary on the following considerations.
o Poor running quality of track, inspite of extra maintenance effort put in.
o Disproportionate cost of maintaining the track in safe condition, due to excessive
scabbing, wheel burns and corrugation of rails.
32.3.5 Service life
Also refer to Chapter 27, Clause 27.3.10.

As a guide, the rail shall be programmed for through renewal after it has carried a total
traffic as follows, irrespective of the fact that renewal is not warranted by any other factor
like rail wear, correction etc.
Table T-32.2
Type ofrails Al)prpxin)fteTraffic

. ·. L()ad (g~I) •.
801bs 225
54 kg 350
60 kg 550
Note:
By definition, the fatigue limit (equates to service life) for plain to medium carbon steels
this occurs when a fatigue defect is initiated. For rail, the development of shelly surface,
fatigue spalling, gauge corner cracking etc. would suggest that a fatigue threshold has
been reached. To protect against the development of fatigue related defects, the primary
defences are Rail Grinding, Track Geometry Testing (which also measures rail wear) and
Ultrasonic Rail Testing (UT). The Permanent Way Manual outline the minimum frequency
for Track Geometry testing (twice per year on Main Lines and UT testing (at least once a
year).
32.3.6 Plan based renewal
Renewals to a predetermined plan with the objective of modernizing the track structure
on selected routes to a schedule are undertaken even if it involves premature renewals
by the Railway Administration.
32.3.7 Criteria for Sleeper Renewals
32.3.7.1 A sleeper is considered serviceable if it can:
• hold gauge.
• provide satisfactory rail seat.
• permit rail fastenings being maintained within the required tolerances,
• retain the packing underneath the sleepers.
• retain its strength and resiliency.
32.3.7.2 Sleepers which cannot fulfil one or more of these functions shall be renewed.
32.3.7.3 Where re-sleepering is justified, it shall be carried out in continuous stretches.
Serviceable sleepers which are released are utilised for spot-renewals elsewhere.
32.3.8 Renewal or reconditioning of turnouts:
lt becomes necessary to replace or recondition the turnouts or parts of the turnouts if:
• The vertical wear or lateral wear on the switches exceeds 6mm. For high speed
turnouts, the limits shall be as per the manufacturer's recommendation.
• Vertical wear on wing rail or nose of crossing exceeds 10 mm.
• lt becomes difficult to maintain the gauge and the specified clearances within the
prescribed limits.
• The rail section on either side is changed to a higher section in through running
lines.

32.3.9 Spot Renewals:
Spot renewals relate to replacement of isolated rails, sleepers and fastenings, when they
become unfit.
32.4 TRACK STANDARDS FOR RENEWALS

The track structure to be adopted for various classes of lines (Class 1 to Class 3) shall
be strictly in conformity with the standards prescribed in Chapter 10. The rail section,
type of sleepers, spacing of sleepers, fastenings, ballast cushion and switches and
crossing to be adopted shall, therefore, be in accordance with the provisions contained in
Chapter 10, Table T-10.1.
32.5 PLANNING OF TRACK RENEWALS

32.5.1 Initiation of the Proposals:
32.5.1.1 Track renewal proposals shall be initiated by PWI in the month of November every year
based on factual data of the condition of track and on observations by him during the
various inspections carried out during the year.
32.5.1.2 The proposal shall include the following:
• Description, type and standard of existing track materials.

• Justification for renewals as in the proforma at Annexure 32.1.
• Cost of materials and labour.
• Abstract cost of the work.
• Probable completion time.
• Quantities of released material and the credit likely to be realised.
32.5.2 Scrutiny by CPWI:
The CPWI shall satisfy himself about the reasonableness of the proposal submitted by
the PWI. He shall ensure that every stretch requiring renewal is included in the proposal.
Since the programme is prepared a year in advance and a period of two years or more
may elapse before actual renewals are carried out, special care is required in framing the
proposal. The CPWI will then forward the proposal to the Regional Engineer.
32.5.3 Formulation by Regional Engineer:
The Regional Engineer shall personally check the details submitted by the CPWI. He
shall prepare the track renewal proposal for his Region and indicate the priorities. The
Regional Engineer will submit the proposal to the Headquarters by the end of March.
32.5.4 Finalisation in the Permanent Way Headquarters Office:
In this office, important items shall be verified by the nominated officer. He will
• Coordinate the proposals received from various Regional Engineers.

• Frame programmes for renewals in various sections.
• Decide relative priority for the works.
• Ensure that no premature renewal is carried out (except plan-based renewals).
• Finalize the yearly track renewal programme for the entire railway network and
• Obtain approval of the General Manager Permanent Way.

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{6 ..2·····"··· Permanent Way Manual
Track Renewal Systems
Part IV
Chapter 32
32.5.5 Aspects to be kept in view:
The programming of renewal work shall keep in view, the following:
32.5.5.1 Renewals may be planned in, as long and continuous lengths, as practicable.
32.5.5.2 Short isolated stretches of less than 10 km falling between two sections of track being
renewed shall also be programmed, even if they are not due for renewal on condition
basis.
32.5.5.3 Priority should be given to busy and important lines.
32.5.5.4 Availability of Line possessions.
32.5.5.5 Speed restrictions to be imposed during renewal operations.
32.5.5.6 Methodology for carrying out the work.
32.5.5.7 Access Infrastructure availability.
32.6 METHODS FOR CARRYING OUT RENEWAL

32.6.1 Complete track renewal is carried out either manually or by mechanised systems.
32.6.2 The manual system can be either:
• Complete dismantling of old track and relaying with new track manually, or
• a "piecemeal" method, in which re-sleepering and re-railing are carried out
separately.
32.6.3 Mechanised relaying operations can be carried out by:
• a track relaying train or

• portal cranes which handle prefabricated track panels.
32.7 CHOICE OF THE SYSTEM

32.7.1 The Headquarters Office shall decide on the system to be adopted for carrying out the
renewal, taking into account:
• the availability of materials,

• staff,
• labour,
• equipment and
• the agency for execution of the work, by contract or departmentally.
32.7.2 In certain cases of relaying, the work involves many preliminary arrangements,
temporary works and facilities as described in Clauses 32.8 and 32.14. These factors
will also influence the choice of the system to be adopted and the agency for execution.
32.8 COORDINATION WITH OPERATION DIVISION

32.8.1 Line possessions and/or speed restrictions may be necessary depending on the method
of relaying. Timely advice. is to be given to the Operation Division to enable them to

frame the time table and regulate the trains as considered necessary, providing
adequate engineering time allowance in the time table.
32.8.2 Arrangements for special rakes for movement of rails and sleepers shall be made by the
Regional Engineer in consultation with the Operation Division. Separate locomotives will
also be arranged where necessary.
32.8.3 In the case of major relaying works, additional sidings may have to be provided at the
depots for receipt and despatch of materials.
32.8.4 Arrangements shall also be made for:
• issue of notification by the Operation Division to undertake the work,

• possession of lines and protection by temporary Engineering indicators, and
• Issuance of caution orders to Drivers by Station Managers.
32.8.5 Provision of communication facilities shall be arranged at site of work for liaison between
the various work sites, adjacent Stations and the Train Control and Command Centre
(TCCC}.
32.9 ARRANGEMENTS FOR DEPARTMENTAL WORK

Where the work is to be done departmentally, the following shall be kept in view:
• Procurement of track materials and their training out.

• Arrangement for tools and plants, machines and measuring gadgets required for the
work.
• Posting of experienced labour, watchmen artisans, supervisors and other man-
power.
• Selection of camp sites and housing of labour with requisite amenities.
• Transport facilities for mobility of men and material.
• Facilities for First Aid and medical attention.
32.10 OTHER PRELIMINARY WORKS

The track renewal operations shall cover the following incidental works, which shall be
done in advance of the actual renewals.
• Widening and strengthening of the existing formation and treatment of bad

formation. (Chapter 31).
• Improvements to drainage. (Chapter 18)
• Realignment of curves and transitioning for higher speeds. (Chapter 26).
• Fixing of centre line and level pegs.
• Cleaning of existing ballast. (Chapter 30).
• Procurement and distribution of ballast sufficient to provide the specified cushion.
Ballast for cribs and shoulder can be supplemented later. (Chapter 29).
• Lifting, stewing, packing and ballasting of existing track to meet the final profile.
(Chapter 39).
• Squaring of joints and rectification of the joint gaps on the track to be renewed for
mechanically jointed tracks. (Chapter 39).

I<TNI Track Renewal Systems Chapter 32
32.11 COMPLETE RELAYING BY MANUAL METHOD

32.11.1 Preparatory work before the line possession
32.11.1.1 The ballast shall be cleaned and ballast section levelled up to lhe bottom of sleepers to
facilitate relaying.
32.11.1.2 Fish boils shall be oiled and eased one day in advance of the actual day of line
possession/work.
32.11.1.3 Temporary construction and safety signage shall be erected at appropriate places.
32.11.1.4 A speed restriction of 15 km/hr shall be imposed at the site of work.
32.11.1.5 A couple of hours before the actual operation of the line possession, the ouler fish bolts
of each joint and fastenings of alternate sleepers are removed.
32.11.2 Work during the Line Possession Period:
The following operations shall be carried out in sequence:

32.11.2.1 Dismantling of Old Track
• Remove remaining fishbolts and fastenings.

• Dismantle old track.
• Remove released materials to the site opposite to that where new materials have
been unloaded (care shall be taken to avoid disturbance to line and level pegs).
32.11.3 Linking New Track
• Spread new sleepers to correct spacing (use a tape or spacing rod on which sleeper
spacing is marked).
• Link new welded rails 146 m (480 feet) long (or as per the welded length).
• Ensure correct expansion gaps.
• Tighten lightly two fish bolts per joint.
• Straighten and align rails.
• Adjust sleepers to spacing marked on rails.
• Fix fastenings to sleepers and rails.
• Align the base rail (reference rail) and fasten.
• Adjust the other rail to gauge and fasten.
• Insert rail closures to join new and old track at the end of the day's work.
• Lift and pack the track.
• Provide ramps to the track as specified in Chapter 22, Clause 22.6.1.21.
• Line operation commissioning form to be filled in by respective officers as per Rules
• Surrender the line possession and impose a speed restriction of 15 km/hr.
While renewals are being carried out during the line possession, unloading of new
materials and picking up of released materials shall also be carried out.
32.11.4 Work after the Line Possession
After traffic has resumed, the new track shall be inspected and defects attended to, at
suitable intervals, particularly on the following items:
• Squaring of sleepers.
• Tightening of fittings.
• Gauging.
• Packing of sleepers either manually or by machines.

• Correcting cross levels.

• Providing correct super elevation and fixing curve boards and indicators for each
curve.
• Aligning and surfacing.
• Boxing and providing full ballast section.
• Making the cess to correct level.
• Cleaning of side drains.
• Removal of all released materials and clearing the site.
32.11.5 Speed Restriction

The speed restriction to be imposed during various sequences are indicated in Table T-
32.3 below where "D" is the date of renewal.
Table T-32.3
0 Opening, relaying & initial packing 15 0 Opening, relaying & packing. 15
0+1 First through packing 15 0 +1 First Tamping. 15
0+2 Second through packing 15 0+2 Speed raised. 30
0+3 Speed raised 30 0+3 Second Tamping. 30
0+9 Third through packing 30 0+5 Speed raised. 60
0 +10 Speed raised 60 0+7 Third Tamping 80
0 +19 Final packing 80 0+8 Oestressing and Raising Normal

speed speed
0 + Destressing and Raising speed Normal If DTS is employed, normal speed can resumed
20 after tamping, stabilising with DTS and
speed
destressing completed.
32.12 PIECEMEAL METHOD OF MANUAL RELAYING

32.12.1 General
In this method, through sleeper renewal shall be carried out first. Through Rail renewal is
subsequently done after the track gets consolidated by three rounds of through
packing/tamping and by passage of trains and/or use of DTS. This method is only
applicable where the old and new rail sections are similar (especially the foot of the rail).
32.12.2 Preparatory work before relaying
32.12.2.1 Ballast shall be cleaned and shortfall recouped.
32.12.2.2 The exact position of rail joints (after allowing for expansion gaps) shall be marked
accurately on the base rail using a steel tape.

32.12.2.3 The position of new sleepers is then marked on the base rail with white paint and
transferred-to the opposite rail by means of a Tee Squafe.
32.12.2.4 A speed restriction of 15 km/hr shall be imposed.
32.12.2.5 Temporary construction and safety signage shall be fixed at appropriate places.
32.12.2.6 Work during the Line Possession
32.12.2. 7 Ballast section shall be levelled upto the bottom of sleeper and renewal of the sleepers
carried out simultaneously. At the end of the day, the track shall be lifted and packed to
the final level. A ramp as specified in Chapter 22, Clause 22.6.1.21 shall be provided to
meet with the levels of the existing track.
32.12.2.8 After three rounds of packing or tamping, through rail renewal shall be carried out, taking
a suitable line possession. The final round of packing is undertaken and the
speed relaxed to normal as indicated in Clause 32.11.5.
32.12.2.9 Work after surrender of line possession/traffic resumption
During this period, special attention shall be given to the various items as indicated in
Clause 32.11.3.
32.13 RELAYING WITH TRACK RELAYING TRAIN

32.13.1 The track relaying train carries out all the operations from dismantling and picking up of
the existing track to laying of new track automatically, with the help of a number of light
and heavy duty machines.
32.13.2 The train is designed to carry out the:
• removal of old rails;

• removal and stacking of old sleepers-levelling and compacting of ballast bed-placing
of new sleepers in position; and
• laying of new rails.
32.13.3 There are many types of sophisticated track relaying machines available and their
operation, speed, output and procedure of renewal vary according to the specification of
the supplier.
32.14 RELAYING WITH PREFABRICATED TRACK PANELS AND PORTAL

CRANES
32.14.1 General
32.14.1.1 With the advent of concrete sleepers which are heavy, mechanical handling of sleepers
has become inevitable. In this type of renewal, the track panels are preassembled in a
base depot using service rails. These are loaded along with portal cranes in special
relaying rake with the consist indicated below:
• Engine.
• Brake Van.
• Mobile workshop cum tool van.
• Bogie wagons loaded· with portal cranes.
• About 8 flat wagons loaded with new panels.

I<TM Track Renewal Systems Chapter 32
• 2 or more empty bogie flat wagons for loading of released panels.
32.14.1.2 A sketch showing the marshalling of the relaying rake is at Figure 32.3.
32.14.1.3 Removal of the old track, loading it on empty wagons and laying of the new panel are
concurrently done in the same line possession with the help of these cranes. The
service rails are replaced by long welded rails (146m long or longer) subsequently.
32.14.2 The following operations shall be carried out in sequence.
32.14.2.1 Preparatory Work
• Clean ballast mechanically.

• Make up ballast section to the design level of bottom of the sleeper of the relayed
track.
• Oil fish bolts and ease them one day in advance of line possession.
• In case of welded track, cut rails into suitable lengths which can be handled by
portal cranes.
• Lay auxiliary track for the portal crane.
• Erect temporary engineering indicators.
32.14.2.2 Pre-assembly of Panels
• Assemble track panels at the base depot ensuring correct spacing of sleepers and
all fastenings.
• Load assembled panels on flat trucks.
32.14.2.3 Work during the Line Possession
o Lift pre-assembled panels and lay on the prepared ballast bed using portal cranes.
o Link new track panels.
o Join with old track using rail closures (run out difference in level on a ramp length of
at least 24 m long).
• Pack/tamp track.
• Load portal cranes back on the relaying rake.
• Clear relaying rake out of the line possession section.
• Surrender line possession to Operations and impose speed restriction based on
track consolidation condition.
• Return relaying rake to the base depot.
o Unload old track panels.
32.14.2.4 Work after traffic resumption
32.14.3 In subsequent line possessions, after the necessary track consolidation, the service rail
shall be replaced by welded panels (146m long) received from the Flash Butt Welding
Plant. These panels are then welded in situ to form LWR/CWR. Restressing of the panel
shall thereafter be done at the designated temperature as indicated in Chapter 25.
32.14.4 The newly laid track shall be attended to by tamping, levelling and lining machines
following the renewal. Speed restrictions may be relaxed in stages as per the schedule
mentioned in Clause 32.11.4. Before relaxing the speed to normal, provision of ballast to
the profile specified for LWRICWR shall be ensured.
32.14.5 Special attention shall be paid to the items as indicated in Clause 32.11.3 during the
post-line possession period.

I<TM Track Renewal Systems Chapter 32
32.15 PRECAUTIONS RELATED TO QUALITY IN RELAYING

32.15.1 Rails
DO:
• Provide expansion gaps according to the temperature at the time of laying.

• Oil/grease fishing planes of rails and fish plates before fixing in position.
• Paint rails used at level crossings and in station yards wilh an approved anti-
corrosive compound.
• Use rails of the same length in pairs in jointed track.
DONT'S:
• Do not put rails which create misalignment in track.

• Do not put rails less than 6 m long in track.
32.15.2 Joints
DO:
• Ensure joints square to the track.

• Locate joints on bridges (more than 6m in span) at not less than 1/3 of the span
distance from the bridge end.
DONT'S:
• Do not provide rail joints within level crossings and 3 meters on either side of level
crossing and bridges.
• Do not provide rail joints on bridges with spans less than 6m.
32.15.3 Sleepers
DO:
• Adze and bore wooden sleepers correctly ensuring a cant of 1 in 20 towards the
centre of the track.
• Ensure the following spacing:
• Concrete/Wooden sleeper 600 mm.
• Bridge sleeper 550 mm.
• Wooden sleeper at joints 460 mm.
32.15.4 Gauge
DO:
• Provide gauge widening for sharp curve as detailed in Table T-32.4 below:
Table T-32.4
Radius of the curve Gauge widening required

(m) (mm) .
R =oo (Tangent) Exact gauge

R>200m nil
150m < R,; 200m 4
100m < R,; 150m 11
80m < R$100m 16

Note: Also refer to gauge widening guide in Chapter 12, Clause 12.17.
32.15.5 Alignment
DO:
• Check alignment especially on curves and transitions with reference to centre line
pegs.
32.15.6 Level
DO:
• Lift track in stages of not more than 100 mm at a time.

• Ensure correct superelevation.
32.16 PRECAUTIONS RELATED TO SAFETY

32.16.1 Lifting, packing and ballasting of the track shall be done so as to provide 300mm of clean
ballast under the sleepers on class 1 & 2 lines and 250mm of clean ballast on class 3
lines. Where heavy lift is involved, lifting of the track shall be limited to 1OOmm in each
stage.
32.16.2 During ballasting, care must be taken to ensure that the finished longitudinal profile of the
renewed track allows for a smooth change of grades along vertical curves, (as per the
line speed of the class of line) (Chapter 12). Special attention is required at approaches
of bridges, level crossings and turnouts.
32.16.3 Destressing of LWR/CWR shall be done at the nominated temperatures as indicated in

Chapter 25.
32.16.4 Speed restriction to be imposed during various stages of the work shall strictly follow the
sequence in accordance with table at Clause 32.11.5. This shall be relaxed
progressively after ensuring that the track is fit for the higher speed.
32.16.5 Ramps as specified in Chapter 22, Clause 22.6.1.22 shall be provided at the junction of
newly relaid track and the old track every day, to run out the difference in level.
32.17 TRACK LAYING STANDARDS

32.17.1 Utmost care shall be taken during renewals to ensure good quality of work.
32.17.2 Every component of track has permissible tolerances from the standard dimensions. Any
adverse combination of the tolerances in various components can therefore affect the
track geometry beyond the acceptable standards.
32.17.3 The standards of track geometry and dimensions as per Chapter 11 and 13 shall be
achieved for all classes of tracks renewed with new materials.
32.18 RENEWALS OF TURNOUTS

32.18.1 Preliminary work
Before renewing turnouts, the ballast shall be opened up to the bottom of sleepers.
Drainage shall be improved. Centre line pegs must be fixed for the new assembly.

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' I<TM Track Renewal Systems Chapter 32
32.18.2 Renewal
Renewals can be carried out by any of the following methods:
32.18-.2.1 Building up the turnout insitu
In this method, all the components and materials required for the turnout installation are
brought to the site. The old turnout is dismantled and the new one assembled at site in
its correct position. This method may be adopted in the case of laying new yards or
remodelling of existing yards.
32.18.2.2 Pre-assembly and slewing in at site
By the side of the existing layout, the ground is levelled. Where adequate space is not
available, a working platform with old rails and sleepers is created. The new layout is
assembled adjacent to the existing layout. The assembly is built on a rail grid and the
top surface is greased to facilitate easy stewing of the new turnout. During the line
possession period, the existing layout is dismantled and removed. The new pre-
assembled layout is slewed to its correct position, aligned and packed. Alternatively the
new layout can be lifted by cranes and put in position in convenient lengths.
32.18.3 Pre-assembling in depots
32.18.3.1 In this method, the layout is assembled in a central depot on a platform specially built for
this purpose. After assembling the layout, the corresponding parts shall be suitably
numbered indicating the matching rail ends of the various components, before the layout
is split into components.
32.18.3.2 The layout is then dismantled and the component parts kept in proper sequence
according to their relative position. The old layout is dismantled and the new layout laid
in its position. In this method, the workmanship achieved is of a high standard and
therefore it shall be preferred to other methods.
32.18.4 Special precautions
32.18.4.1 Complete renewal shall only be carried out with standard rail section and turnouts.
32.18.4.2 Track at either end of the turnout shall be adequately anchored.
32.18.4.3 At least one rail length on either side of the turnout shall have the same rail section as
the turnout.
32.18.4.4 Stock rail joint and joints in lead rail shall be welded.
32.18.4.5 In case of LWR, one normal lengths of rails with fish-plated joints shall be provided
between:
• The stock rail joint and the LWR and

• The crossing and the LWR.
• These single lengths of rails shall be provided with creep anchors to arrest
creep.
o Gauge tie plates shall be provided at the toes of the switch and the crossing.
• Standard stretcher bars shall be fitted to obtain the requisite throw.
o In case of interlocked points, close coordination shall be maintained by the PWI
with the Signalling Inspector (SI) and the work shall be carried out jointly
(Chapter 55, Clause 55.4).

32.18.4.6 For CWR in Class 1 routes with High Speed CMS turnouts, the requirement as per the
first 3 bullets of Clause 32.18.4.5 above are not required as the CWR will be welded
through the turnout.
32.19 SPOT RENEWALS OF SLEEPERS

32.19.1 Assessment
32.19.1.1 Before the end of March each year, the PWI shall inspect all sleepers in his section to
determine the number of sleepers which will require to be renewed in the following year.
(in accordance to with Chapter 20).
32.19.1.2 Timber sleepers to be renewed shall be marked by a cross in white paint. Details of
such sleepers for every half a kilometre shall be listed out by the PWI. (See Annexure
20.2).
32.19.1.3 Information given by the PWI shall be verified by the CPWI by examination of not less
than 10% of the total number of sleepers to be replaced.
32.19.1.4 The Regional Engineer shall:
• Inspect all sections, where sleepers needing replacement exceeding 10% of the
total numbers in the region, and
• Advice the total requirement of sleepers to the Head Quarters office before the end
of April each year.
32.19.2 Operations
The operations involved in spot renewals of sleepers are described in Chapter 39.
32.20 CLASSIFICATION OF RELEASED MATERIAL

32.20.1 After a section of track has been renewed, the released materials shall be carefully
sorted out, so that the best possible use may be made of them. They shall be classified
by the CPWI into three classes, depending upon the conditions detailed below:
32.20.2 Rails:
Class A: Fit for use in running lines of class 2 after end cropping.
The ends of rails are to be painted with a daub of white.
Class B: Fit for use in class 3 line and in non-running lines. The ends of rails are to
be painted with a daub of yellow.
Class C: All unserviceable rails not fit for use on track. The ends of rails are to be
painted with a daub of red.
32.20.3 Sleepers and other track materials:
Class A: Fit for use in running lines (white paint}.

Class B: Fit for use in non-running lines (yellow paint).
Class C: Unserviceable material, not fit for use (red paint).

32.21 POINTS TO BE OBSERVED IN CLASSIFICATION AND DISPOSAL OF

RELEASED MATERIALS
32.21.1 Where the rail ends only are worn or hogged, the feasibility of cropping the ends shall be
considered, if the overall condition of the rail is otherwise satisfactory.
32.21.2 In classifying the sleepers, it shall be examined whether they can be reconditioned and
holes in wooden sleepers can be plugged. If the sleeper is not decayed throughout its
length, it can be cut to short lengths and spliced for use as a composite sleeper.
32.21.3 Other fastenings shall be sorted into those:
• suitable for reuse,

• that can be reconditioned and
• that are scrap.
32.21.4 If the turnouts themselves are too badly worn to be reused, parts of it and its fittings such
as stretcher bars, distance blocks, heel blocks, check rails, bolts and nuts shall be
reused.
32.21.5 Switches and crossings may be reconditioned by welding, if the wear is not too severe,
subject to the type of material of the switches or the crossings. (Chapters 33 and 39).
32.21.6 The materials of each class including fittings should be separately stacked with suitable
indication plates for convenience of accounting and despatch.
32.22 WORKS TO BE ATTENDED TO AFTER COMPLETION OF RELAYING

32.22.1 The released materials shall be concurrently collected, classified and despatched to
destination. No released material shall be left lying at the site of renewals.
32.22.2 Close attention shall be paid to the newly relaid track in the first few months. Inspection
and timely rectification to all track defects shall be done at this stage.
32.22.3 Maintenance organization for the new track shall be in accordance with the type of
maintenance to be introduced. Reorganization of the gang has to be done to suit the
same.
32.22.4 The permanent way men shall be trained in advance in the system of maintenance to be
introduced.
32.22.5 The permanent way diagram, standard yard diagram, index diagram, sectional register of
PWI and other relevant records shall be amended to reflect the new track particulars and
year of laying. Copies of the amended diagrams shall be supplied by the Regional
Engineer to the CPWI and the PWI for record in their offices.
32.22.6 The accounts for relaying work shall be closed within three months of completion
of the work and a completion report submitted.

LIST OF FIGURES
Figure 32.1 Vertical Wear Limits.
Figure 32.2 Lateral Wear Limits.
Figure 32.3 Marshalling of a Relaying Rake.
LIST OF ANNEXURES
Annexure 32.1 Proforma to be submitted for justification of track renewal.

Fig 32.1
(NEW PROFILE
(,:~ __ __}_ ' LVORN PROFILE

-~=* 4.50 VERTICAL WEAR (V)
BSSOA
rNEW PROFILE
1 jNORN PROFILE
_ _j_, -:.!
(.---- ~)_l 10.00 VERTICAL WEAR (V}
~\1
UIC54KG
VERTICAL WEAR
Fig. 32.1
,.!oil [}IMENSIOI>JS IN MtWtrlElRES
Figure 32.1 -Vertical Wear Limits

([))
~
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14
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~~ tW;~: P~O:~:
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...
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i
WEAR MEASURED WEAR MEASURED AT BSBOA
A POINT 14mm A POINT 14mm
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3.
4.
CREW REST VAN.
MACHINE BFR TO CARRY PORTALS ~
5.
6.
7.
BFR's LOADED WITH NEW ASSEMBLED
PANELS.(FOUR PANELS IN EACH)
EMPTY BFR's FOR LOADING RELEASED
PANELS.
PORTALS CARRYING NEW PANEL$.
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Annexure 32.1 - Proforma to be submitted for justification of track renewals
Region .......................Section ...................... .
From Km ....................to Km ........................ .
1. Total Service Traffic carried so far (G.M.T.) ........ .
2. Present Annual Traffic Density (G.M:T):

Single Line .............................................
Double Line .............................................
3. Present Nature ofTraffic:

(i) Average No. of trains per day............. .
(ii) Maximum Permissible Speed ............ .
(iii) Heaviest Locomotive in use:
Type .................. Axle load ................ .

4. Present Track Structure:
Rails ............................ .
Sleepers ....................... .
Density ........................ .
Type of Fastenings .................... .

5. Class of line ................. .
Observations
SI. Ki_lo:rri~tra9c( :f~O_rrf;:-the: ':b_~gi:n_r!_in·g_-·_=O_f :t)~stgn_3tiC>n: Of :the Offi-Ci3f,
:the:_:. ;pro{l_()SEid,-~:J~•;nww~i-:::- (exc_ludi_ng -:::~eCordinQ obS_e_rVations :-
No.
lcjopS-a~d SidiiiQs_ _in:-va~dS} --
0.1 1 . .2 3 ·4 . 5. 6
1. Rails
(a) Type
(b)Age
(c) Percentage wear of rails
(d) Corrosion(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 percentage/Km
(ii) Battered percentage/Km
(g) Scabbed Rails: percentage/Km.
{h) Other defects (Corrugation etc).

I<TM Track Renewal S'{.stems Chapter 32
SI; Item ·> . > •·

·.
No;
·..· • ••
_ ...··.
·.·.·. ·•··.··•·····•···· .· ......
·
2. Sleepers
(a) Type
(b) Age
(c) Condition
(d) Unserviceable (percentage)
3. Ballast Cushion (mm)
4. Formation
(i) Soil
(ii) Condition
(iii) Treatment proposed if any.
5. Spot Renewals
(during last 3 years)
(i) Rails (Nos)
(ii) Sleepers (Nos)
Date: ......................... .
P.W.I
©KTMB Rev. a. Page 23 of23

Reconditioning of Track Material Chapter 33
Chapter 33
Reconditioning of Track Material
Document History
0 May, 2015 First Issue
Authorised By:
r \
Signature:
Date: MOHD RAMLI MOHD NOH 2 8 MAY 2015
Keretepl Taoah Metayu Berhad
Kuala LumJtur

TABLE OF CONTENTS
33.1 GENERAL ......................................................... .................................................................. 3
33.2 PROCESS ....................................................... ................................................................ ... 3

33.3 REFURBISHI NG RAIL SURFACES ....................... ................................................. ........... 3
33.4 RECONDIT IONING OF WOODEN SLEEPERS ............................................................... .4
33.5 RECTIFICATION OF DEFECTS IN CONCRETE SLEEPERS .......................................... 5

33.6 REPRESSING OF FISHPLATES ....................................................................................... 5
33.7 RECONDIT IONING OF COACH SCREWS AND PLATE SCREWS ................................. 5
33.8 RESURFAC ING OF SWITCHES AND CROSSINGS ........................................................ 5
33.9 LIST OF ANNEXURES ..................................... .................................................................. 6

Annexure 33.1 - Repair Welding of Rails or Crossings .......................................................................... 7
© KTMB Rev.O Page 2 of9

33.1 GENERAL
Track materials in seNice deteriorate with time due to wear and tear. The rate of
deterioration depends on the traffic density, state of maintenance and the environment.
Defective components which are not expected to give a further seNice of 18 months are
programmed for replacement (Chapter 20). This chapter indicates the measures to be
adopted for reconditioning of suitable released materials to make them seNiceable.
33.2 PROCESS
33.2.1 The process of reconditioning shall be initiated at an early stage rather than at the end of
the life of the component. This can only be done by a thorough and careful check by the
PWI, while he conducts personal inspection of each kilometre of track during the
prospecting suNey mentioned at (Chapter 20, clause 20.9).
33.2.2 Materials which shall be reconditioned include:
• Rails
• Wooden sleepers
• Concrete Sleepers
• Fishplates
• Coach screw & plate screws
• Switches and Crossings
33.2.3 Reconditioning shall preferably be done at a depot, where quality control can be better
exercised. The Regional Engineer shall decide where the reconditioning facility should
be located.
33.3 REFURBISHING RAIL SURFACES

To improve the service life of rails, and to get further life from released rails, the following
measures shall be adopted:
33.3.1 Cropping and Welding of Rail Ends
Rails which have hogged and battered ends shall be cropped for a length of 450mm from
the ends. The cropped rails shall be tested ultrasonically and welded either in the Flash
butt Welding plant or in a Centralised Depot/Field, adopting the aluminothermic welding
technique.
33.3.2 Grinding of Rails (Rail Corrugation removal)
Grinding of rails shall be resorted to for removal of corrugation, pitting, scabbing and
other defects. Grinding is done by a small portable hand grinding equipment or rail
grinding train as indicated in (Chapter 27, clause 27.5.7.3).
33.3.3 In-Situ Welding

Defects in rails such as wheel burns and cupped welded joint are rectified by in-situ
welding adopting appropriate welding techniques as specified by the General Manager
Permanent Way.

~ir················
·········I<TM
Reconditioning of Track Material
Part IV
Chapter 33
33.3.4 Reprofiling of Running Surfaces
Reprofiling of rails is done by on-track machines or in a stationary plant. This may be

carried out, where economically justified to get additional lease of life.
33.4 RECONDITIONING OF WOODEN SLEEPERS

33.4.1 Reconditioning Spike-killed Wooden Sleepers
The sequence of operation for reconditioning such sleepers is as under:
• Remove the fastenings.

• Clean the sleeper of all dust.
• Rebore the existing holes to ensure that the entire surface is adequately crapped all
round.
• Dip specially prepared tapered octagonal plugs (of size slightly larger than the
holes) in an oil based mixture.
• Insert the plugs in the rebored and cleaned spike holes. Drive them right up to the
bottom of the sleeper.
• Bore a new hole at some distance in line with the old holes and parallel to the centre
line of the track.
33.4.2 Reconditioning Spike-killed Holes with Chemical Compounds
The life of spike killed wooden sleepers can be enhanced by grouting the holes with a
suitable quick setting Epoxy Compound.
33.4.3 Timber Sleepers with Worn-out Rail Seats
Such sleepers can be reconditioned by provision of hydulignum pads adopting the

following procedure:
• Cut out the worn-out portion on the top surface.

• Level the surface by adzing and dress it to have 1 in 20 slope (where required).
• Place hydulignum pads of appropriate thickness so as to be level with the sleeper
top.
• Fix the pads with ordinary screw.
33.4.4 Sleepers Released in Bulk
(i) Timber Sleepers
Where sleepers are released in bulk due to relaying or other reasons, these shall be
reconditioned in a central depot as under:
• Sort out the sleepers according to the classification (see Chapter 32,clause 32.20).
• Clean the sleeper to be reconditioned of dirt.
• Provide end-binding.
• Enlarge the holes with a boring machine.
• Plug the holes with tapered wooden plugs dipped in suitable oil.
• Adze the sleeper to give necessary cant.
• Drill new holes.
• Spray with creosote.

(ii) Concrete Sleepers
o Sort out the sleepers according to the classification (see Chapter 32,clause 32.20).
o Clean the reusable sleepers of dirt
• Stack the sleepers accordingly
33.5 RECTIFICATION OF DEFECTS IN CONCRETE SLEEPERS

Concrete sleepers may develop looseness around the malleable cast iron inserts. The
defect may originate at the manufacturing plant but gets exaggerated during service,
especially under corrugated rails. Such defects shall be rectified by injecting epoxy resin
around the insert area. This rectification can be done in the field.
33.6 REPRESSING OF FISHPLATES

Worn fishplates can be repressed in a plant, if it is economically justified. The metal from
the strong middle zone after heating is pushed up into the fishing plane at the plant.
Repressed fish plates are then graded on the basis of the camber in the residual profile.
33.7 RECONDITIONING OF COACH SCREWS AND PLATE SCREWS

33.7.1 Reconditioning of these fastenings may be carried out in a plant, if it is economically
justified:
33.7.2 The screws received at the depot are sorted out into three categories, namely,
• good and serviceable,

• fit for reconditioning and
• scrap.
33.7.3 In the plant, heating, rethreading and quenching processes are adopted.
33.8 RESURFACING OF SWITCHES AND CROSSINGS

33.8.1 For conventional Class 2 and 3 (low speed and built-up types) of turnouts, maximum
vertical and lateral wear on switches shall not be permitted to exceed 6 mm and
maximum vertical wear on the nose of crossing shall not be permitted to exceed 10 mm
(See Chapter 35 ,clause 35.4.3). Once this wear occurs, the switches or crossings
have to be replaced. To prolong their life, resurfacing is done.
33.8.2 Resurfacing can be done either in the field or in a centralised depot depending on the
facilities available. Welding with electric welding process shall be preferred. The
welders shall be trained and the procedure prescribed by the manufacturer shall be
strictly followed.
33.8.3 Procedure for resurfacing and refurbishing High Speed Turnouts shall be referred
to in the High Speed Turnout manual.
33.8.4 Annexure 33.1 gives the procedure for repair welding of rails or crossings by the
Hedkote® process.

33.9 LIST OF ANNEXURES

Annexure 33.1 Repair welding of rails or crossings

Annexure 33.1 - Repair Welding of Rails or Crossings
A. Inspection
The following work must be completed before the process can begin.
1. All crossing bolts have been tightened.
2. All sleepers, especially under the nose of the crossing, have been packed.
3. All check-rail bolts have been tightened.
4. Check-Rail effectiveness in steering wheels away from nose must be checked and
fixed if necessary.
5. The rail or crossing must be properly aligned and levelled.

6. Turnouts or plain track must be packed and in good condition.
7. All track fastenings must be correctly fitted.
8. All crossing bolts must be straight, in sound condition, of correct length, with nuts
fully threaded and properly tightened.
9. All Huckbolting is to be completed before welding begins.
If internal defects have been identified for removal, the inspection report must be
available to for examination. Report must show the location, depth, size and type of
defect. This will be used in determining if defect is suitable for removal. Bolt hole cracks
are not to be repaired.
Visual inspection of the proposed work is to be completed before any work is to begin.
Visual inspection is used to determine if the proposed work is suitable for
rebuild/resurfacing.
The spacing of wheel burn and squat repairs must be measured so as to determine the
repair method. Bent rail must be identified and noted for wheel burn and squat repairs
before work is to begin. Straight edges, taper gauges and P1 gauges should be used in
determining bent rail.
B. Preparation
Before welding begins:
1. The repair area must be cleaned. All previous repairs must be removed by grinding.
2. Check for old weld laminations and cracks, which will become noticeable when heat
from grinding is applied. Remove all laminations or cracks.
3. The damaged area plus 25mm on either side must be removed by grinding.
4. Sharp corners, ridges, scale and slag must be removed.

5. A minimum of 3mm below the level of previous repairs must be removed by grinding
before welding begins.
6. The repair area must have 3mm removed below last crack to ensure that all cracks
have been removed.

I<TM Reconditioning of Track Material Chapter 33
Once the area for repair has been ground out and all cracks, laminations, old welds and
defects have been removed, the area will be tested using magnetic particle inspection.
Any cracks shown up by the inspection should be removed and the area re-tested.
C. Welding
a) The area to be repaired, plus 100mm either side, is to be pre-heated to the proper
temperature depending on rail type, rail metal composition, size of repair, process
used and ambient conditions. Guidance must be sought from the Permanent Way
Depot Engineer on the proper temperature. A soak time of 2 minutes is required
before welding commences. If the pre-heat temperature is less than the required
minimum after the 2 minute soak time, then a further pre-heat is to be applied and a
further 2 minutes soak time allowed until the correct temperature is reached. The
temperature is to be checked using a thermomelt crayon which should be applied to
the bottom of the rail head.
b) lnterpass temperatures must be maintained during welding. This temperature is to
be checked after every 2-3 welds. Temperature is to be· measured using a
thermomelt crayon.
c) If the welding is stopped for 3 minutes or longer, then an additional pre-heat and a
soak time of 2 minutes should be applied. Temperature should again be checked
with a thermomelt crayon.
d) The welding is carried out using DC reverse polarity. The wire feed unit is connected
to the positive terminal of the generator and the negative is connected to the rail.
The connection at the rail should be cleaned with a grinder to ensure a good
connection.
e) Where possible weld starts and finishes should not be in a single line. If multiple
weld layers are necessary then the layers should not start and finish in the same
line. Stringers or weaving can be used depending on conditions.
f) Once welding is completed it is allowed to cool naturally. No forced cooling is

allowed.
g) While being allowed to cool, the weld area should be covered with a blanket to
identify the hot area and prevent burns.
h) Coarse grinding of the weld can be carried out while the weld is still hot. Final profile
grinding must not be conducted until the repair area has cooled naturally to a
temperature of 1OO"C or less.
i) The repaired area is then ground to the correct alignment, cross-levels and
longitudinal levels with particular attention to the crossing nose. A hand-held angle
grinder must be used to profile the nose of a crossing. The nose is to be tapered to
correct profile and level as dictated in the manufacturer's specifications. The wings
can be ground using a profile grinder.
j) Straight rail repairs can be ground using a profile grinder.
k) The welder must paint his welding licence/certification number, location (km) and
date of the repair on the foot of the rail within 600mm of the repair. For crossing
repairs, if no ID number is present, then welder will stamp an ID on the wing of the
crossing. For wheel burn repairs, the start and finish of the repair must be marked
on the head and web of the rail. Each individual repair must be given an ID number.

Reconditioning ofTrack Material Chapter 33
I) The work will be checked for levels and alignment using a 1 meter straight edge.
m) A taper gauge can be used to check for bent or curved rail on wheel burn or squat
repairs.
n) A P1 gauge should be used to confirm that ramp angles conform to standards.
o) Final ultrasonic testing of the work is to be carried out by the Permanent Way
Ultrasonic Testing Team or outsource to a Third Party tester.
D. Recording the work

A welding return sheet shall be filled up and completed for each repair for submission to
the Permanent Way Depot Engineer. The form will be signed and given to the site
supervisor at end of each shift. The welding return sheet will document the following
information.
i. Job Number
ii. Location
iii. Supervisor Name
iv. Date of work

v. Track location of work
vi. Crossing ID and points number
vii. Component type and material
viii. Location of repair including length and depth, wire type, batch number and Quality
Control number
ix. Welders name and ID number
x. Assistant name
xi. Equipment/Vehicle used
xii. Details of any unusual circumstances.
E. Follow up work
The following work is to be completed within 14 days of the welding being carried out.
i. Grind off any flow that has occurred due to work hardening (post grinding).
ii. Recheck bolt tightness.

iii. Check surface of weld and rebuild if necessary.
iv. Ultrasonically test crossing in accordance with procedures detailed in Annexure
27.4.

Vegetation Control Chapter 34
Chapter 34
Vegetation Control
Document History
Authorised By:
Signature:
Date: MOHO RAMLI MOHD NOH
General Mana r Permanent Wa
2 8 MAY Z015
Keretepl Tanah Melayu Bemad
Kuala Lumpur

TABLE OF CONTENTS
34.1 GENERAL ................ ................................................. .......................................................... 3

34.2 WEED MANAGEMENT ......................... .. ........................................................................... 3
34.3 GRASS CUTTINGS ........................ .................... ....... ......................................................... 4
34.4 JUNGLE FELLING ............... ................................................................................ ............... 5
LIST OF FIGURES ............................................................. ..................................................................... 5

I<TM Vegetation Control Chapter 34
34.1 GENERAL
34.1.1 Vegetation control for the permanent way comprises the following key activities:
a) Weed management
b) Grass Cutting
c) Tree fouling to track.
34.1.2 Control of vegetation especially on the track ballast and formation is important to keep
down track maintenance costs and ensuring good quality track. The impact of poor
vegetation control will result in:
a) Poor track drainage - Growth of grass and weeds on ballast accelerates fouling of
ballast and prevents good drainage. These will lead to deterioration of formation
affecting the track top line and level.
b) Corrosion - Growth of vegetation keeps the track damp for longer periods and
accelerates corrosion of the rail and fastenings.
c} Slippages of traction wheels may occur due to grass and weeds on rail. Besides
affecting train performance, wheel slips may cause wheel burn damages to the rail
crown.
d) Impediment to maintenance work - Poor vegetation control and overgrowth of
bushes and trees impairs inspection works on the track, the formation,
embankments and cuttings. Normal maintenance tasks will be rendered more
difficult with vegetation on the cess and track.
e) Public image- Heavy growth especially in station platform lines and track in public
views such as near level crossings presents a bad image to the public.
f) Safety - Heavy growth posed a risk to the safety of train operations and for
personnel working on or near the track.
34.1.3 Special attention for Vegetation Control must be made for the following areas:
• Station Yards
• Around Structures & Wayside Equipment
• Spots with Noxious Weeds
• Track & Cess Vegetation Growth
34.1.4 As a minimum, grass cutting and weeding shall be carried out 7.0 metre from the nearest
rail.
34.2 WEED MANAGEMENT

Weeds on the permanent way are unsightly and cause drainage problems. In course of
time, they lead to the decay of the track components and instability of the track. The only
way to prevent weeds growing on the track is to keep the ballast. clean. Where weeds
are growing on the track or nearby, it is necessary to remove them or in the case of long-
rooted weeds, to check their growth.

34.2.1 Methods of Weeding
34.2.1.1 Weed Management Principles
An integrated weed management involves a combination of treatments. The methods

used will be dependent on the size of the infestation, the weather and time of year.
Periodic follow up may be required (for example, mechanical treatment with grass cutter,
hoes or machines followed by herbicide spray, or repeated herbicide treatments.
Weeding is done by one of the following methods:
1) Uprooting or chopping of weeds manually, using hoes or machines.
2) Chemical weed killing with environment-friendly chemicals like Hormone-selective

herbicide sprayed from:
• a coach or a trolley having a tank of chemical mixture and a pump with

spraying units and flexible pipes, or
• a knapsack unit carried on a man's back.
34.2.2 Points to be Observed in Weeding
34.2.3 Avoid cutting of weeds as much as possible as this causes them to seed and gives extra
work in weeding.
34.2.4 Ensure that. in chemical weed killing, the solution remains in contact with the leaves of
the weeds for a time. Avoid spraying during or just before rain.
34.2.5 Apply chemicals at the correct rate, evenly over the area, with maximum safety.
34.2.6 Apply chemicals before the weeds have seeded but after they have developed a fair
amount of young foliage.
34.2.7 Where growth is prolific, give a second application.
34.2.8 Do not cut the weeds treated with weed killers but allow them to die off.
34.2.9 Remove the weeds and grass at kilometre posts. gradient posts and other track signs. so
that they areeasily visible.
34.2.10 Clear all vegetation and obstructions from drains and waterways within railway limits so
as to allow water to flow freely.
34.2.11 Keep away weeds and grass from power signalling cable routes, (since the weeds, when
dry, are liable to catch fire and damage the cables).
34.3 GRASS CUTTINGS

34.3.1 Grass in track and on the cess shall be cut before it begins to seed. When the cut grass
is dry, it shall be gathered up and disposed off. Any burning of cut grass must be done
away from the railway track and be done in a control manner under direction of the
ganger.
34.3.2 The grass collected shall not pose risks of fire hazard. A "fire barrier" shall be
maintained for a width of three meters around all buildings and structures. These
"barriers" shall be kept free of grass.

34.4 JUNGLE FELLING

34.4.1 Vegetation Fouling Track
Train runs are at risk from trees and branches falling onto tracks. Therefore the PWI
must ensure that adequate clearance is maintained to prevent vegetation growing too
close and fouling passage of trains. Tree siblings must be cut before it reached heights
above 1 metre. For existing grown up trees that are yet to be cut, they must be kept a
safe distance, away (D) greater than 1.5H + 1.5 metre (H = estimated mature height of
the tree) as shown in Figure 34.1 .
34.4.2 Trees and bushes which may interfere with the visibility of train drivers shall be cut.
Attention shall be paid for the line of sight along the inside/outside of curves from a train
or trolley.
34.4.3 The branches shall be lopped off wherever required to ensure clear line of sight for train
drivers and safety of the track against potential obstructions due to falling branches,
particularly in rainy and windy conditions.
34.4.4 The PWI shall
34.4.4.1 Make a special report to the Regional Engineer on trees which he considers should be
cut down.
34.4.4.2 Not fell any tree without the permission of the Regional Engineer.
34.4.4 .3 Ensure that the trees which are felled, fall away from the railway line.
34.4.4.4 Protect the line in accordance with the Rules when the felling operations is likely to
cause infringement of the fixed structure dimensions.
34.4.4.5 Cease felling operations at least ten minutes before a train is due to pass.
34.4.4.6 Refer to the Regional Engineer for instructions when it is necessary to cut trees or
bushes which are on private land.
34.4.4.7 Remove tree stumps and roots near the top of cuttings or adjacent to the track, which are
likely to fall.
34.4.4.8 Not damage rubber trees, fruit trees, standing crops or other private property.
34.4.4.9 Lop the branches of trees and trim the shrubs as necessary for proper line of sight for
train drivers and for safety of train operation
LIST OF FIGURES
Figure 34.1 Vegetation Fouling Track

Figure 34.1 -Vegetation Fouling Track
Note : "D=Minimum safe distance to track"

Contents
VOLUME 2
PART V
TRACK MAINTENANCE
INSTRUCTIONS
Permanent Way Manual Part V
E?iiCTIIII Duties of the Regional Engineer Chapter 35
Chapter 35
Duties of the Regional Engineer
Document History
Authorised By:
,--'
Signature:
General M na
2 8 MAY 2015
Keret'6pl Tanah Melayu Berhad
Kuala Lumpur

Duties of the Regional Engineer Chapter 35
TABLE OF CONTENTS
35.1 INTRODUCTION ................................................................................................................ 3

35.2 STAFF .......... .......................... ................................................. ........................................... 3
35.3 INSPECTIONS ................................................................................................................... 3
35.4 PROGRAMMED TRACK MAINTENANCE ........................................................................ 4
35.5 EXECUTION OF WORKS .................................................................................................. 4
35.6 STORES ............ ...................................................................................................... ........... 5
35.7 KNOWLEDGE OF RULES ................................................................................... .............. 5
35.8 ACCIDENTS AND EMERGENCIES ................................................................................... 5
35.9 TRANSFER OF CHARGE ........ ....... ................................................................................... 5
LIST OF FIGURES .................................................................................................................................. 6

35.1 INTRODUCTION
The Regional Engineer is responsible for his Region to the General Manager Permanent
Way. He will receive orders from the general Manager Permanent Way or his authorised
representative. The Regional Engineer shall be generally responsible for the. proper
maintenance of track, and permanent way structures and for the safe custody of all
Permanent Way Department Stores in his Region. This Chapter of Manual deals with
the Regional Engineer's responsibilities concerning the Permanent Way under his
jurisdiction.
35.2 STAFF
The Regional Engineer's Permanent Way staff will normally consist of Regional
Engineer's assistants, Chief Permanent Way Inspectors, and Permanent Way
Inspectors, with support staff for office and store.
35.3 INSPECTIONS
35.3.1 The Regional Engineer shall inspect the track (including Turnouts), bridges, and tunnels
of his Region according to the procedures laid down in Chapters 40, 41 and 42 and
schedules laid down in Chapter 50 by inspection trolley and by train.
35.3.2 Ample time shall be allowed to enable thorough inspection of Gangs, the permanent way
and structures. The Regional Engineer shall verify that all systems and procedures are
correctly implemented.
35.3.3 When inspecting by trolley and subject to operating time slot available, the Regional
Engineer shall stop where Gangs are at work in order to:
• Examine that Ganger's checkroll;

• Initial it after checking the number of men present;
• Satisfy himself that
The Gang is working according to the prescribed weekly programme (see
Chapter 20).
The technical standards specified are attained.
35.3.4 During March/April each year, the Regional Engineer, accompanied by the CPWI and/or
PWI and/or necessary technical personnel shall carry out inspections in his region,
following the procedures specified in Chapter 32.
(Chapter 32, clause 32.19.1.4 The Regional Engineer shall:

Inspect all sections, where sleepers needing replacement exceeding 10% of the
total numbers in the region, and
Advice the total requirement of sleepers to the Headquarters office before the end of
April each year.)
35.3.5 The Regional Engineer shall arrange for charts to be maintained in his office showing the
track inspections carried out by the CPWI and PWis. Similar Charts showing the
inspections carried out by the Regional Engineer shall be forwarded to the General

M Duties of the Regional Engineer Chapter 35
Manager Permanent Way by end of June of every year. The format for such Charts is
illustrated in Figure 35.1.
35.4 PROGRAMMED TRACK MAINTENANCE

The Regional Engineer shall be responsible:
35.4.1 To collect data from the PWis in the prescribed format.
35.4.2 To allot priorities for the works indicated by the PWis.
35.4.3 To allocate the available resources according to the guidelines of the General
Manager Permanent Way, getting his approval as required.
35.4.4 To advise the allocation to the PWis.
35.4.5 To obtain the finalised Works Plan from the PWis.
35.4.6 To watch on the receipt and deployment of on-track machines, labour, track material and
tools and plant.
35.4.7 To monitor the progress of the Works Plan and
35.4.8 To report serious problems to the General Manager Permanent Way according to
procedures specified in Chapter 20.
Note:
The Regional Engineer shall be assisted by the CPWI in discharging the above
functions.
35.5 EXECUTION OF WORKS

35.5.1 Special Works
The Regional Engineers shall be in directly in charge of all special works within the
scope of the Permanent Way Department in their Region. However, the implementation
of new Government funded projects as and when notified to the Regional Engineers shall
be the responsibility of the Project Management Division. In this case, the Regional
Engineers shall still retain the responsibility of the existing track maintenance and shall
be responsible to liaise and coordinate with the respective appointed Project Managers
with respect to the project works within their regions.
35.5.2 Setting out
The Regional Engineer shall be responsible for the setting out of all new works .•
excluding works which are under the scope of the Project Management Division.
35.5.3 Approvals
The Regional Engineers shall ensure that no work affecting the safety of running lines as
specified in Chapter 51 is commenced without the sanctions stipulated therein.
35.5.4 Execution
The Regional Engineers shall generally ensure that the provisions of Chapter 45 are
complied with, especially in the preparation of the Operation Bulletin, the arrangement of
Line blocks and adoption of all safety precautions.·. They shall also personally liaise with

4••···".·>··~······•·•• Permanent Way Manual Part V
~ .. I<TM Duties of the Regional Engineer Chapter 35
their counterparts in other Departments as required for smooth and timely progress of
these works.
35.5.5 Commissioning of Completed Works
35.5.5.1 The Regional Engineers shall personally inspect before opening to traffic any work or
alteration carried out like:
A new Station
Public or private siding
Junction
Bridge
Temporary bridge
Track Deviations/Diversions
Reconstruction or alteration materially affecting the structural character of any work
or works forming part of or directly connected with, running lines, or in any way
affecting the safety of travelling public or servants of the Railway.
35.5.5.2 Before opening the work, the Regional Engineer shall satisfy himself prior to
commissioning the work that the completed work will not pose danger to the public or to
passing trains.
35.5.5.3 Commissioning Certificates shall be issued as specified in Chapter 51.
35.6 STORES
The Regional Engineer shall fix stock levels for different items of Permanent Way
material on the basis of 'PTM 1' statements given by the PWis (Chapter 20). He shall
ensure, through periodic verification, that the stock is properly stored and that their
accounting is correct and up to date.
35.7 KNOWLEDGE OF RULES

The Regional Engineer shall be conversant with:
Permanent Way Manual;

General Manual in the current KTMB Rules and Regulations Book;
Extant instructions of the Head of the Civil Engineering Department.
He shall satisfy himself that the CPWI, PWis and Gangers are familiar with the
instructions applicable to them and hold tests, as considered necessary, to verify the
knowledge of his staff.
35.8 ACCIDENTS AND EMERGENCIES

The Regional Engineer shall attend accidents and deal with emergencies and enquiries
into accidents as specified in Chapter 44.
35.9 TRANSFER OF CHARGE

Du lies of the Regional Engineer Chapter 35
35.9.1 When handing over or relinquishing charge of a Region, the Regional Engineer shall sign
a Handing Over Certificate in which he shall enumerate:
35.9.1.1 The position of any bank, culling or length of Permanent Way which requires to be kept
under watch.
35.9.1.2 Any bridge or drain which calls for special attention or treatment.
35.9.1.3 Locations that are affected or are likely to be affected during severe rains or are subject
to flooding or potential flooding.
35.9.1.4 All prominent features in the past history of the Region like:
Slips
Damages
Accidents
35.9.2 The Handing Over!Taking Over Certificate shall be signed by the Regional Engineer
taking over charge also. A copy shall be forwarded to the General Manager Permanent
Way.
35.9.3 The relieving Engineer shall spend some days on the Region to enable him to travel over
it in company with the Engineer being relieved and to examine personally and discuss
any items mentioned in the Handing Over Certificate. Controversial points, if any, shall
be referred to the General Manager Permanent Way.
35.9.4 While assuming charge, Regional Engineers shall make themselves thoroughly
conversant with the past history of the Region by perusal of the Section Registers and
other records and by ascertaining information from the CPWI/PWis. This aclion is
especially necessary when, for any reason, it is not possible to take over from the
Regional Engineer being relieved.
35.9.5 After assuming charge of a Region, the Regional Engineer shall travel over the whole
length of his jurisdiclion as early as possible and salisfy himself as to its general
condilion and the adequacy of the system for efficient maintenance. The CPWI or PWI
shall accompany the Regional Engineer on these inspections.
LIST OF FIGURES
Figure 35.1 (sheet 1 & 2) Track Inspection Chart.

Figure 35.1 (sheet 1)- Track Inspection Chart
TRACK INSPECTION CHART FOR THE YEAR ......... .
Designation PWI/Kl
Section Kajang - Kuala lumpur
Jurisdiction Km 310 to 346
Month Mode of Kilometers Signature Remarks Remarks

of
Inspection ofPWI ofCPWI
Region
310 311 312 313 314 315 .................... 343 344 345 346
Engineer:
Jan. Foot
Trolley
Loco
Last vehicle
Feb.
March
April
Note:
Hatch the Kilometres inspected and write the date of inspection as shown in Figure 35.1
(sheet 2.

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Figure 35.1 (sheet 2)- Track Inspection Chart

Duties of the Chief Permanent Way Inspector Chapter 36
Chapter 36
Duties of the
Chief Permanent Way Inspector
Document History
Authorised By:
Signature:
t~.ll.~-~ .~J2 -
~ -....
\
Date:
MOHD RAMLI MOHD NOH
General Manager Pennanent_Way
2 8 MAY 2015
Keretepl Tanah Melayu !erhad
Kuala lumpur
© KTMB Rev. O Page 1 of7

TABLE OF CONTENTS
36.1 GENERAL INSTRUCTIONS ............................................................................. ...... .. ......... 3
36.2 INSPECTIONS ................................................................................................................... 3

36.3 WEEKLY DIARIES .................................................. .................. .. ............................. .......... 3
36.4 WEEKLY REPORT ............................................... .............................................................. 4
36.5 CORRESPONDENCE ........................................................................................................ 4
36.6 CHECK OF GANGS ........................................................................................................... 4

36.7 BALLAST TRAINS .............................................................................................................. 4
36.8 PERMANENT WAY STORES ............................................................................................ 5
36.9 BALLAST QUARRIES .......... ......................................................... ..................................... 5

36.10 ESTABLISHMENT RECORDS ............................. ............. ...................... ........................... 5
36. 11 EXECUTION OF WORKS .............................. .................... ................................................ 5
36.12 PATROLLING .. ................................................................................................................... 6

36.13 WORKS PLANNING ..................................................... ...................................................... 6
36.14 LIAISON WITH OTHER DEPARTMENTS ......................................................................... 6

36.16 HANDING OVER OF CHARGE .......................................................................... ............... 7
36.1 7 TAKING OVER CHARGE ......................................... .......................................................... 7

36.1 GENERAL INSTRUCTIONS

36.1.1 The Chief Permanent Way Inspector (CPWI) shall be under the immediate orders of the
Regional Engineer and the Regional Engineer's assistant. Permanent Way Inspectors
(PWis) are under the immediate orders of the CPWI who shall be responsible to ensure
that the PWis properly discharge their functions as laid down in Chapter 37.
36.1.2 The CPWI shall be responsible, in general, for the safe, efficient and economical
maintenance of:
• The Permanent Way

• Level Crossings
• Drainage works affecting the Permanent Way and
• Other installations or structures as specified by the General Manager Permanent
Way
36.1.3 Although the Bridge Engineer and his staff are responsible for the maintenance of
viaducts, bridges, culverts and tunnels, the CPWI shall inspect them and act as laid
down in Chapter 41 and 42.
36.1.4 The CPWI shall make himself thoroughly acquainted with:
• The Working Time Table

• Operation Bulletin
• Special Train Notices
36.2 INSPECTIONS
The CPWI shall:
36.2.1 Travel as frequently as possible on the locomotive or in the rear vehicle of fast trains to
observe the condition of the track and communicate freely with Drivers about locations
needing attention by Permanent Way staff.
36.2.2 Inspect, on foot or by trolley and by train, on each Section in his Region, (according to
the schedules laid down in Chapter 50) the following:
• Track including Turnouts

(refer to Chapter 23, 25, 39 & 40).
o Bridges (refer to Chapter 41)
o Tunnels (refer to Chapter 42)
o Level Crossings (refer to Chapter 46)
o Formation (refer to Chapter 18 & 31)
• Drainage (refer to Chapter 18)
o Track components (refer to Chapter 28)
Note:
The CPWI shall not stay away from his Headquarters when on duty without the previous
sanction of the Regional Engineer. He shall give advice to the Regional Engineer
before-hand of what work or inspection he intends to carry out.
36.3 WEEKLY DIARIES

The CPWI shall enter every day in his weekly diary a complete record of the work done
each day, including locations and structures inspected and Gangs visited and checked.
36.4 WEEKLY REPORT

The CPWI shall forward a Weekly Report to the Regional Engineer (to reach him on a
day specified by the General Manager Permanent Way) in which he shall:
36.4.1 Enclose a copy of his Weekly diary for the week indicating the Kilometrages of track
inspected.
36.4.2 Enclose copies of important instructions to the PWis.
Note:
A copy of instructions of special importance shall be forwarded at once, without waiting

for the weekly report.
36.4.3 Describe the general condition of track and other structures like bridges and tunnels
inspected, indicating special works required to be done in the near future, if any.
36.5 CORRESPONDENCE
The CPWI shall forward to the Regional Engineer:
• Correspondence
• Timesheets
• Important periodic returns, as indicated by the Regional Engineer from time to time
• Weekly and monthly reports of PWis with his remarks
36.6 CHECK OF GANGS

The CPWI shall:
36.6.1 See that the Ganger's check roll is correctly entered up and after calling over the names
of the employees, initial the book.
36.6.2 Inspect the work done on the previous days by the Gang and instruct the PWI/Ganger as
required.
36.6.3 Check the progress to see that it is commensurate with the Works Plan as per Chapter
20.
36.7 BALLAST TRAINS

36.7.1 The CPWI shall:
36.7.1.1 Accompany Ballast trains occasionally when he shall:
• Check the number of employees

• Sign the check roll
• Examine the Ballast Guard's Journal and initial it.

Duties of the Chief Permanent Way lnspeclor Chapter 36
• Check for avoidable delays and undesirable practices.
36.7.1.2 Enter the journeys in his Weekly Diary.
36.7.1.3 Report to the Regional Engineer any serious delay or bad practice.
36.7.2 In the event of a slip or washout or other emergencies, the CPWI is authorised to
arrange immediately for Ballast trains if the situation so warrants.
36.8 PERMANENT WAY STORES

The CPWI shall inspect Permanent Way stores held in the region, including the stores
held by PWis, and, spare Permanent Way materials, in hand. He shall check whether:
36.8.1 The stock held is at the authorised level.
36.8.2 Action has been taken for timely replenishment.
36.8.3 Any urgentlyneeded material is in short supply.
36.8.4 A correct account is kept by all the PWis of all materials received and despatched.
36.8.5 All worn-ouVobsolete tools are returned to store if not required.

36.8.6 Stationery is economically used.
36.9 BALLAST QUARRIES

The CPWI shall inspect quarries and the ballast stockpiles used for the supply of track
ballast in the Region and enforce extant instructions.
36.10 ESTABLISHMENT RECORDS

The CPWI shall see that the records of service kept in the Regional Engineer's Office of
all Gangers and others employed on Permanent Way are maintained up to date. He
shall obtain the required information from PWis through their monthly reports.

The CPWI shall:
36.11.1 See that works are included in the Operation Bulletin.
36.11.2 Maintain liaison with the Operations Manager about Line Possessions and speed
restrictions (See extract below of Clause 20.10.5}.
20.10.5 Programming for Line Possessions:
On the basis of the work load assessed as in Annexure 20.3, Line Possessions required
for carrying out maintenance and other works shall be planned. For this purpose, the
CPWI shall prepare a statement as in Annexure 20.10 and submit it to the Regional
Engineer. The Regional Engineer shall review the programme and submit to the
Permanent Way Headquarters office in order to. finalise the programme for Line
Possession duration and locations with the Operations Department.
©-KTMB Rev. 0 Page 5 of7

The CPWI shall then advise the final programme to the PW/s concerned.
36.11.3 The CPWI shall:
• Supervise the execution of trackwork on temporary bridges.

• Supervise laying of temporary deviations.
• Ensure procedures specified in Chapter 45.
• Be satisfied that speed restriction boards and safety signage are properly displayed.
• Ensure approval procedures as specified in Chapter 51 are followed.
36.12 PATROLLING
The CPWI shall carry out the functions specified in Chapter 47.
36.13 WORKS PLANNING

The CPWI shall carry out procedures specified in Chapter 20 for preparation,
implementation and monitoring of the Works Plan and report to the Regional Engineer as
specified therein.
36.14 LIAISON WITH OTHER DEPARTMENTS

The CPWI shall maintain liaison with his counterparts in:
36.14.1 The Operations Division for
• Line Possessions
• Speed restrictions
• Ballast Train working
• Other related issues
36.14.2 The Signalling and Communication Division for
• Work in track-circuited territory and near signalling installations as specified in

Chapter 55.
• Work by the Turnouts Gangs as specified in Chapter 40.
36.14.3 The Electrification Division for
• Work in electrified lines and near electrification equipment as specified in Chapter

55.
36:15 ACCIDENTS AND EMERGENCIES

The CPWI shall:
• Attend accidents as laid down in Chapter 44

• Keep himself informed fully about accidents and occurrence of a serious nature in
any way connected with his work.
• Ensure that all relevant observations are recorded and evidence preserved.
• Testify before Accidents or Incidents Enquiry Authorities as required.
• Ensure that PWis and other staff under him also act as specified above.

36.16 HANDING OVER OF CHARGE

36.16.1 When a CPWI hands over a Region, he and the Officer relieving him shall travel over the
Region either by trolley or in a train as required by the Regional Engineer.
36.16.2 The Officer handing over shall leave a written note with the following particulars:
36.16.2.1 List of special works planned or in progress and the Regional Engineer's instructions if
any.
36.16.2.2 Formation giving trouble or needing constant inspection.
36.16.2.3 Locations prone to heavy rain or liable to flood. Locations to be watched for any other
reason.
36.16.2.4 Stocks of serviceable sleepers and locations.
36.16.2.5 Requirement of ballast and particulars of Ballast Trains at work and the work to be done
by them.
36.16.2.6 List of Permanent Way materials in his charge.
36.16.2.7 List of curves with superelevation.
36.16.2.8 List of bridges which require special attention.
36.16.2.9 Jungle felling required by line-side.

36.16.2.1 0 List of Permanent Way Inspectors.
36.16.2.11 Any other item required by the Regional Engineer.
36.17 TAKING OVER CHARGE

36.17.1 On taking over a Region, the CPWI shall, as soon as possible, inspect:
• All turnouts, and cross check their condition with the reports of the PWis.
• All sleepers in stock.
• All important Permanent Way material in stock.
• The alignment and superelevation of all curves
• All special works.
• Any other items required by the Regional engineer.
36.17.2 CPWI shall report to the Regional Engineer:
• Serious defects which cannot be immediately rectified and

• Serious shortages or discrepancies.

Permanent Way Man ual Part V
Duties of the Permanent Way Inspector Chapter 37
Chapter 37
Duties of the Permanent Way
Inspector
Do cument History
Issu e Date Description
0 May, 2015 First Issue
Authorised By:
Signature:
Date: 2 8 MAY 2015

ei1CTIIII Duties of the Permanent Way Inspector Chapter 37
TABLE OF CONTENTS
37.1 GENERAL ........................................................................................................................... 4

37.2 JURISDICTION ................... ................................................................................................ 4
37.3 GENERAL RESPONSIBILITY ................. ..... ...... ............................... ......................... ....... . 4
37.4 SAFETY ........................... .......... ............................................................... ................... ....... 4
37.5 MAINTENANCE OF LINE .................................................................................................. 4
37.6 CUSTODY OF MATERIAL .............................. ............ ....................................................... 4
37.7 INSPECTIONS ................................................................................................................... 5
37.8 DOCUMENTS ..................................................................................................................... 5
37.9 GANG AND THEIR EQUIPMENT ...................................................................................... 5
37.10 GANG WORK ..................................................................................................................... 6
37.1 1 PROSPECTING ........................................................................ .......................................... 6
37.12 MECHANISED MAINTENANCE ..................... ................................................................... 6
37.13 TURNOUTS ............ ............................ ................... .................... ............................... .......... 6
37.14 LEVEL CROSSING ......................................... ............... ........... ...... ................................... 6
37 .15 LOOK-OUT MEN AND FLAGMEN ..................................................................................... 6
37. 16 WORKS AFFECTING SAFETY OF TRACK ...................................................................... 7
37.17 PATROLLING ................................ .......................... ........................................................... ?
37.18 CLEARANCES OF STRUCTURES .................................................................................... 7
37.19 PRECAUTIONS BEFORE AND DURING RAINY W EATHER ........................................... 7
37.21 ABSENCE FROM SECTION .................................................. ............................................ a
37.22 USE OF RESOURCES ............................... ...... ........ ......................................................... 8
37.23 CHECK ROLLS ........................................................... ..... .............. ...... ....................... ....... 9
37.24 OTHER STAFF MATTERS ........................................... ..................................................... 9
37.25 LAND BOUNDARIES ......................................................................................................... 9
37.26 TRACK CIRCUITS AND TRACK SIDE SIGNALLING INSTALLATIONS: ....................... 10
37.27 BALLAST AND BALLAST TRAINS .................................................................................. 10
37.28 SAFETY OF PASSENGERS, GOODS AND WORKM EN ............................................... 10
37.29 SECTION REGISTER ........................................................ .............................................. 10
37.30 OTHER DUTIES ............................................................................................................... 10
37.31 HANDING OVER CHARGE ............................................................................................. 10
37.32 CORRESPON DENCE ...................................................................................................... 11
37.33 REPORTING BREACH OF RULES ................................................................................. 11
37.34 KNOWLEDGE OF PERMANENT WAY MANUAL ........................................................... 13


Annexure 37.1 - List of Subjects to be Reflected in the Permanent Way Inspectors Section
Register ............................................................................................................................ 14

37.1 GENERAL
The General Manual in the current KTMB Rules and Regulation Book contains Rules
on the responsibilities of the Permanent Way Inspector.
37.2 JURISDICTION
A Permanent Way Inspector (PWI) is appointed to be in charge of a section. The section
will consist of a number of maintenance unit, lengths, each maintained by a Gang or
mobile gangs.
37.3 GENERAL RESPONSIBILITY

The PWI shall be responsible for:
• The condition of the Permanent Way and works under his charge.
• The proper supervision of the work of the Gangs.
• The general conduct of affairs relating to Permanent way throughout his section.
37.4 SAFETY
The PWI shall be responsible for the safety of track in his section. He shall bring to the
attention of the CPWI and, if necessary, of the Regional Engineer, conditions which are
beyond his powers to correct.
37.5 MAINTENANCE OF LINE

The PWI shall:
• See that his section is efficiently maintained.

• Promptly report to the CPWI all accidents to, or defects in the permanent way or
works which he considers likely to interfere with the safe running of trains, and take
such action as may be necessary to prevent accidents.
37.6 CUSTODY OF MATERIAL

• Requisitioning of track and other materials for replenishment of the fixed

maintenance stocks at such periods as may be specified by the General Manager
Permanent Way.
• Requisitioning of materials for larger repairs and works as approved.
o The accounting and safe custody of the stocks of maintenance materials.
o Exceeding the level of stock fixed by the General Manager Permanent Way. The
stocks shall be maintained- in one location approved by the General Manager

I<TM Duties of the Permanent Way Inspector Chapter 37
Permanent Way. The materials shall be properly stacked, and kept well clear of the
line. Some small fittings may be kept with Gangers, if necessary.
37.7 INSPECTIONS
37.7.1 The PWI shall inspect by trolley or on foot all the route length in his section as often as
may be necessary but at least according to the Schedule in Chapter 50. He shall carry
with him, during such inspections, a track gauge-cum-level. He shall periodically check
the gauge, cross-level and alignment of the track.
37.7.2 In addition to such visual inspections, the PWI shall accompany the track recording Car
runs on his length. He shall study its recordings as are made available to him to identify
the nature and location of track defects that need attention.
37.7.3 The PWI shall also ride on trains either in the locomotive or at the trailing end of the
fastest train on his Section, as laid down in Chapter 50.
37.7.4 The PWI shall give attention to drainage, and earthwork and inspect bridges and tunnels
in his Section as laid down in Chapter 23, 31, 41 and 42.
37.8 DOCUMENTS
The PWI is responsible for obtaining the following current documents:
• A copy of the current Working Timetable, with all correction slips and appendices
there to.
• Permanent Way Manual.
• KTMB Rules and Regulation Book
• Track Safety Handbook
• Track Register
37.9 GANG AND THEIR EQUIPMENT

The PWI shall ensure that:
• In every Gang employed in his Section, there is a Ganger in charge.

• Every Ganger in his Section has a correct knowledge of hand signals and
obstruction signals.
• Every Ganger (Gang) in his Section is supplied with a Track (measuring) Gauge,
level, hand signal flags, hand signal lamps and detonators, in addition as such other
equipment as may be prescribed by the General Manager Permanent Way.
• At least once in every month all the equipment supplied to the Gangs in his section
is inspected by him to ascertain whether the equipment is complete and in good
order.
• Defective or missing articles are replaced.

37.10 GANG WORK

The PWI shall supervise the activities of the Gangers under his control, visiting and
spending time with the Gangs during his inspections.
He shall arrange to:
• Forward the Weekly Plans to the Gangers

o Monitor the implementation of the plans
• Forward the specified returns to the CPWI with his comments.
(For detail refer to Chapter 20 on Work Planning).
37.11 PROSPECTING
The PWI shall carry out the prospecting work as specified in Chapter 20 to determine
the work to be done in the next year and the materials and manpower required therefore.
37.12 MECHANISED MAINTENANCE

The Regional Engineer shall issue the PWI a programme for the work of on-track
machines on his Section. The PWI shall:
o Programme the work of Gangs in his Section to fit in with the programme of the
Machine Unit.
• Arrange such assistance as is required by the Machine Unit to ensure maximum
effective output.
• Mark out transitions, cant, station number, curve peg/monument, 1-Caution updates,
fixed points, obstructions and general lifts ahead of tamping and lining. (For details,
refer to Chapter 22).
• Spot check of work done by the Machine Unit for quality.
• Complete the work within the time limit of the Line Possession (Chapter 49).
37.13 TURNOUTS
37.13.1 The PWI shall inspect all turnouts in his Section according to the Schedule laid down in
Chapter 50 and the details in Chapter 40.
37.13.2 He shall lend all necessary assistance to Turnouts Gangs when they work in his Section
and check their work.
37.14 LEVEL CROSSING

The PWI shall inspect and maintain Level Crossings as laid down in Chapter 46.
37.15 LOOK-OUT MEN AND FLAGMEN

37.15.1 The PWI shall maintain lists of qualified

• Look-out men
• Flagmen
37.15.2 He shall arrange for their examination/re-examination at intervals specified by the

General Manager Permanent Way.
37.15.3 He shall arrange for periodical reading of the relevant Rules to all his staff essentially
required to know them.
37.16 WORKS AFFECTING SAFETY OF TRACK

37.16.1 The PWI shall
• Submit the required notices, for Line Possession, speed restrictions and cautious
driving.
• Provide and erect Warning Boards at the appropriate places and times.
• Arrange for hand signalmen and look-out men.
• Send 1-Caution update everyday about speed restrictions and cautious driving that
are required ..
(Refer to Chapter 45 for details).
37.16.2 Where new lines or sidings are constructed but not taken over by the Operations Staff,
the PWI shall spike, wedge and clip lock the relevant switches and keep the keys with
him (see Chapter 51, clause 51.1 0).
37.17 PATROLLING
• The periodical patrolling as laid down in Chapter 47 is carried out regularly in his
Section.
• Special patrols in times of bad weather and on track with LWR in hot weather are
carried out as required.
• Any other patrolling ordered by the General Manager Permanent Way is effectively
done.
37.18 CLEARANCES OF STRUCTURES

• Checking clearances of structures and any temporary erection on the line side.
• Reporting infringements to the CPWI.
(Refer to Chapter 11 for details).
37.19 PRECAUTIONS BEFORE AND DURING RAINY WEATHER

The PWI shall adhere to the precautions specified in Chapter 43.
©KTMB Rev.O Page 7. of 15

37.20 ACCIDENTS AND EMERGENCIES

37.20.1 The PWI shall act as specified in Chapter 44 to:
• render assistance
• preserve and record clues and evidence
• report to his superiors
• make arrangements for deployment of the available manpower for emergency
duties.
37.20.2 On receipt of Driver's report of track defects, the PWI must inspect the sile, attend to the
track and arrange to remove or modify the speed restriction imposed on the basis of
Driver's report as laid down in Chapter 23, Clause 23.9.3
23.9.3 Reports from Train Crew and Traffic Staff regarding track defects:
23.9.3.1 The Driver who experiences or notices undesirable conditions of track (such
as, rough running, visual buckling tendency, water flowing across the track or
heading on the track, etc.) will stop his train at the next station and advise the
Station Manager as per clause 7 section C of the current Rules and
Regulations book indicating the defect noticed, like rough riding, floods, fallen
trees and slips. The Driver shall also use his mobile phone and inform TCCC.
The Station ManagerfTCCC operator will advise all concerned. Trains shall
be allowed into the Section only after the site has been inspected and
cleared by the PWI.
23.9.3.2 On receipt of Driver's report of track defects, the PWI shall:
• Proceed to the site by the quickest available means

o Inspect the location,
• Record particulars in detail
o Arrange for rectification of defects and then arrange to remove or modify
the restriction imposed on the basis of the Driver's report.
23.9.3.3 A detailed report shall be submitted by the PWI in each case to the CPWI and
the Regional Engineer. The CPWI shall also inspect the site and initiate
further remedial measures, if required, making a report to the Regional
Engineer.
37.21 ABSENCE FROM SECTION

The PWI must always be 'on-call'. If he requires to be absent from his Section, he shall
notify the CPWI who shall arrange a relief. The PWI must not leave his section until the
name and location of the relief have been advised to Control.
37.22 USE OF RESOURCES

The PWI shall control the use of manpower, tools and equipment in his charge in
accordance with the requirements ofthe Works Plan. He shall make sure that activities
are directed lo these parts of the Section most in need of remedial work.

4!1 . . .·. ·. . . . . . . .. Permanent Way Manual Part V
<.. I<TM Duties of the Permanent Way Inspector Chapter 37
37.23 CHECK ROLLS

When visiting a Gang, the PWI shall:
• see that the Ganger's attendance record (Check Roll) is correctly entered up and
initial it after checking the number of employees present.
• arrange for all checkrolls to reach the Regional Engineer Office on the date fixed
according to Regulations, duly certifying that they are correct.
37.24 OTHER STAFF MATTERS

i. The authorised strength of each maintenance gang is kept up.
ii. Report absenteeism due to any reason to the CPWI promptly.

iii. Satisfy himself that none of his employees suffers from any infirmity that may be a
source of danger to the employee and to others.
iv. Obtain the approval of the CPWI/Regional Engineer before ordering.
• fines
• degradations
• dismissals
• promotions
• loan to another department
• permission to leave service.
• join another department.
37.25 LAND BOUNDARIES

The PWI shall:
• Acquaint himself with the boundaries of all Railway Reserves on his Section.
• Report promptly to the Regional Engineer any obvious or suspected encroachment.
• Stop anyone from doing any of the operations shown below,
Pending instructions from the Regional Engineer.
Excavation.
Cutting or alteration to drains
- Erection of buildings
Cutting oflrees
Depositing earth
• Ensure that no survey stone on railway boundary is disturbed.
• Put rail posts, painted white for the top 0.5 m, where there is cultivation or mining
adjacent to Railway land. These posts shall be fixed at a distance of 1 m away from
the boundary stones.
• Report any activity likely to affect the Railway, even outside the boundary.

37.26 TRACK CIRCUITS AND TRACK SIDE SIGNALLING INSTALLATIONS:

37.26.1 The PWI shall carry out joint inspection along with the signals and communication
inspector as indicated in Chapter 50, Clause 50.6. He shall also ensure that instructions
contained in Chapter 55 are followed without default.
37.26.2 In execution of works involving the Signalling Unit, he shall liaise with the signal inspector
so that engineering and signalling works progress simultaneously (see Chapter 51,
Clause 51.5).
37.27 BALLAST AND BALLAST TRAINS

The PWI shall:
• Keep an account of all ballast unloaded in his section with reference to the numbers
of the quarter kilometre posts between which the ballast is dumped.
• Report in writing to the Regional Engineer if he receives ballast trucks not fully
loaded from the quarry or if the ballast is of the wrong size.
• Accompany the Ballast Train working in his Section except in case of emergency.
• If unable to accompany, supply detailed instructions to Ballast Guards on location
where the train is to work.
• Make all efforts to avoid delay and minimize working time of the Ballast Train.
• Ensure that the provisions in Chapter 29: Procurement and Distribution of
Ballast are complied with.
37.28 SAFETY OF PASSENGERS, GOODS AND WORKMEN

The PWI shall take all precautions for safety. Important precautions have been brought
out in Chapter 52. Precautions against fire are given in Chapter 44.
37.29 SECTION REGISTER

37.29.1 The PWI shall maintain a Section Register containing all important information including
brief history of his section. Entries shall be brief and categorised under various subjects
as indicated in Annexure 37.1.
37.29.2 The entries in the Section Register shall be brought up to-date from time to time.
37.30 OTHER DUTIES

The PWI shall undertake such additional duties as may be specified, from time to time,
by the Regional Engineer.
37.31 HANDING OVER CHARGE

While handing over charge, the PWI shall leave for the guidance of his successor, in
writing, the following. particulars:

• Special works with their progress and instruction from superior Officers if any.
• Locations requiring special attention
• Locations affected by severe rain or prone to flooding
• List of Level Crossings
• Stock of materials in his possession.
• Number and location of serviceable sleepers in stock, which must tally with the
weekly report of sleeper renewals.
• List of other spare Permanent Way materials in the PWI's charge.
• List of curves with super-elevation and transition details.
• List of Gangers and other staff.
• Section Register posted up-to-date.
• List of bridges and culverts, turnouts and other details of the section.
37.32 CORRESPONDENCE
37.32.1 The PWI shall address all communications to his Regional Engineer or the General
Manager Permanent Way through the CPWI. Timesheets and relevant returns shall be
forwarded direct to the Regional Engineer. All other returns and certificates shall be sent
to the CPWI. For this purpose a calendar of returns to be submitted by the PWI shall be
maintained in his office.
37.32.2 The PWI shall submit a weekly report indicating the Kilometrages of the lengths
inspected by them during the week on foot, trolley or by train and giving brief particulars
of the conditions of the track (The Regional Engineer will maintain a diagram).
37.33 REPORTING BREACH OF RULES

37.33.1 The PWI shall report any breach of Rules which he may observe, particularly regarding;
• Speed of trains.
• Non-observance of Signals and Caution Orders (See Chapter 45, clause 45.9).
• Slack system of working.
37.33.2 The Table T -37.1 below gives a ready reckoner for speed in km/hr from the time taken
for a train to travel a 250 m long stretch (quarter kilometre post).

(6_:_··········•c.••··················· Permanent Way Manual Part V
····I<TM Duties of the Permanent Way Inspector Chapter 37
Table T-37.1
Table of Speed Versus Time For A Train to travel a 250 metre stretch
I• ;,!,;c
. . {. . .. •" .· ..
· •• Speecl•·in ~mltir•·· · ·. <.'Time in.Seconds ·

..
·
5 180.0
10 90.0
12 75.0
15 60.0
18 50.0
20 45.0
22 40.9
25 36.0
27 33.3
30 30.0
35 25.7
40 22.5
50 18.0
60 15.0
70 12.9
80 11.3
90 10.0
100 9.0
110 8.2
120 7.5
130 6.9
140 6.4
150 6.0
©KTMB Rev. a Page 12 of 15

37.34 KNOWLEDGE OF PERMANENT WAY MANUAL

37.34.1 The PWI shall be knowledgeable and conversant with the contents and instructions of
this Manual.
37.34.2 He shall, in turn, examine his staff in such instructions and rules as apply to their work
like the exhibition of signals, protection, and working of Level Crossing gates.
LIST OF ANNEXURES
Annexure 37.1 List of subjects to be reflected in the Permanent Way
Inspector's Section Register.

I<TNI Duties of the Permanent Way Inspector Chapter 37
Annexure 37.1 - List of Subjects to be Reflected in the Permanent Way

Inspectors Section Register
1.0 Administration
1.1 Change in incumbency of Permanent Way Inspectors,
1.2 Changes in jurisdiction.
2.0 Permanent Way
2.1 Formation:
All locations giving frequent trouble with brief history and remedial measures adopted.
2'.2 Track structure:
• Details of rails, sleepers and fastenings,

• Method of maintenance,
• Details of locations giving frequent trouble and remedial measures adopted.
2.3 Grades:
• Regrading done, with brief details of lifting or lowering of track.
2.4 Long Welded Rails & Continuous Welded Rails :
• Details of length and locations of track laid with long welded rails.
• Incidence of buckling and their location.
• Maximum and minimum rail temperatures observed.
2.5 Curves:
• Realignment and/or transitioning of curves,

• Curves needing lubrication/transposition of rails due to lateral wear.
2.6 Ballast:
• Kilometrages where ballast is deficient.

• Details of replenishment done.
• Particulars of ballast cleaning carried out yearwise.
2. 7 Creep Adjustment:
• Details of creep adjustment done.

• Action taken to reduce creep.
2.8 Permanent Way renewals:
• Major renewals carried out such as relaying, rerailing and resleepering.

• Large scale renewal of track components on the section.
2.9 Station yards and sidings:
• Extension or alteration to sidings & platforms.

• Renewals of switches and crossings.
2.10 Rail failures:
• Brief particulars of all types of rail failures, including weld failures connecting
references to the failure reports.

~········.··········/····· Permanent Way Manual Part V
· I<TNI Duties of the Permanent Way Inspector Chapter 37
2.11 Fish-plate failures:
• Brief particulars and reasons for failure.
2.12 Rail Testing and Renewals:
• Records of rail testing by Ultrasonic Testing method.

• Brief details of all rails removed with reasons for removal.
2.13 Lubrication of rail joints:
• Particulars of work done with dates each year.
2.14 Track recording:
• Summary of the results of the various track recording runs.
3.0 Bridges and Floods
3.1 Yearly record ofrainfall:
• Month-wise distribution.
3.2 Important repairs and renewal to bridges:
• Details of extensive repairs to bridges,

• Dismantling and rebuilding bridges.
• Strengthening of girders,
• Renewal of girders,
• Extension of bridges and
• Through renewal of sleepers, {Ordinary repairs need not be recorded).
3.3 Damage due to floods:
• Extent of damage.
• Particulars of rainfall,
• Arrangements made for restoration and
• Remedial measures adopted.
3.4 List of vulnerable locations
• Location where stationary patrol is to be posted.
3.5 Special Patrolling
• List of stretches where special patrolling during heavy rains/rainy season is to be

introduced.
3.6 List of other vulnerable locations.
4.0 Miscellaneous.
4.1 Encroachment and steps taken to remove thern.
4.2 Infringement particulars.

4.3 Accidents attributable to Permanent Way with details.
4.4 List of reference books available in the Section.
4.5 Any other important information.
©!fTMB Rev. 0 Page 15 of 15

Duties of the Ganger Chapter 38
Chapter 38
Duties of the Ganger
Document History
Authorised By:
~r I
Signature:
MOHO RAMLI MOHO NOH
Date: General ~anager Pennanent W@'L 2 8 MAY 2015
Keretep1 Tanah Melayu Berhad
Kuala lumpur

(51€TIIII Duties of the Ganger Chapter 38
TABLE OF CONTENTS
38.1 GENERAL .............................. ............................................................................................. 3
38.2 KNOWLEDGE OF SIGNALS .............................................................................................. 3
38.3 EQUIPMENT ............................................. ......................................................................... 3
38.4 SAFETY OF LINE ................................................................. .............................................. 3
38.5 TRESPASSING .................................................................................................................. 3
38.6 FIRE ............................. ....................................................................................................... 3
38.7 WORK INVOLVING DANGER TO TRAINS OR TRAFFIC ................................................ 3
38.8 LOOK-OUT MEN ..................... ......................... .................................................................. 4
38.9 WORK IN HEAVY RAIN OR FOGGY WEATHER ............................................................ .4
38.10 BLASTING ........................................................... ............................................................... 4
38.11 WORKS NEEDING CAUTIOUS DRIVING OF TRAINS .............. ........ ................ ............... 4
38.12 APPREHENSION OF DANGER ......................................................................................... 4
38.13 WATCHING THE LINE AT NIGHT ..................................................................................... 5
38.14 RENDERING ASS ISTANCE FOR PROTECTION OF TRAINS ........ ................................ 5

38.15 PATROLLING ............................ ....................................... .................................................. 5
38.16 CHECK ROLLS .................................................................................................................. 5
38.17 ROUTINE MAINTENANCE OPERATIONS ... ,.... ............................... ................................ 5
LIST OF ANNEXURES ...... .. ..... ................................................................................ .............................. 6
Annexure 38.1 - Items to be looked by a Ganger ................................................................................... 7

38.1 GENERAL
Each PWI shall see that in every Gang. employed in his length of line, there is a Ganger
or other competent person in charge. The General Manual in the current KTMB Rule
and Regulation Book contains rules on the knowledge and responsibilities of the
Ganger. In Case of any contradiction between the contents of the current KTMB Rules
and Regulation Book and the provisions below the former shall prevail.
38.2 KNOWLEDGE OF SIGNALS

The PWI shall ensure that every Ganger employed under him has a correct knowledge of
hand and obstruction signals. The Ganger, in turn, shall see that each of the men in his
gang has a correct knowledge of hand and obstruction signals (flags, lamps and
obstruction signals).
38.3 EQUIPMENT
38.3.1 The PWI shall ensure that every Gang is supplied with a Track Gauge, a hand level,
hand signal flags, hand signal lamps and obstruction signals, in addition to other tools
and equipment prescribed by the General Manager Permanent Way.
38.3.2 The Ganger shall see that the equipment supplied to him kept in proper order and ready
for use.
38.4 SAFETY OF LINE

Every Ganger shall see that his length of line is kept safe for the passage of trains.
38.5 TRESPASSING
Each Ganger shall endeavour to prevent trespassing by any person or animal especially
buffalo, cattle and wild elephant on his length of line or within the fences of such line.
Animals found within the fences or on the line shall be removed immediately.
38.6 FIRE
If a fire occurs on any railway premise or near any portion of the Railway where
gangmen are employed, they shall endeavour to extinguish it and prevent it from
spreading.
38.7 WORK INVOLVING DANGER TO TRAINS OR TRAFFIC

A Ganger shall commence work involving danger to trains or traffic only with the previous
sanction of the PWI (or his superior) and only in the presence of the official giving such
sanction. But, in cases of emergency and in the interest of safety, if it is necessary to

M Duties ofthe Ganger Chapter 38
commence the work before the PWI or his superior can arrive, the Ganger may
commence the work at once and shall himself see that the provisions of Section J of the
General Manual in the current KTMB Rules and Regulation Book are observed.
38.8 LOOK-OUT MEN

The Ganger shall ensure that look out men are provided for protection of his men when
they are working in busy station yards or on such works as relaying, renewal of sleepers,
in tunnels or other locations where rail vehicles can approach without timely warning.
(See Chapter 52 for details).
38.9 WORK IN HEAVY RAIN OR FOGGY WEATHER

The Ganger shall not displace any rail or do any work which is likely to cause obstruction
to the passage of trains in heavy rain or foggy weather. In cases of absolute necessity,
he shall make sure line is protected in accordance to the current KTMB Rules and
Regulation Book.
38.10 BLASTING
The Ganger shall ensure that no blasting operations are carried out on or near the
Railway except as permitted by the PWI or his superiors.
38.11 WORKS NEEDING CAUTIOUS DRIVING OF TRAINS

When repairing, lifting or laying the line or when performing any other operation which
will make it necessary for a train to proceed cautiously, the Ganger shall himself be
present at the spot and shall be responsible that the necessary signals are shown.
38.12 APPREHENSION OF DANGER

38.12.1 If a Ganger considers that the line is likely to be rendered unsafe for any reason (like
defect in Permanent Way or work, abnormal rain or floods) he shall take immediate steps
to use the prescribed signals for trains to "Proceed with Caution" or to "Stop" as
necessary, and report the circumstance to the PWI and the nearest Station Manager.
(Refer to Chapter 52 for details on the use of such signals).
38.12.2 When a Ganger has exhibited "stop signals" and, subsequent to repairs, considers the
track safe for trains to pass at "dead slow" speed (walking pace - 3 to 5 km/hr), he shall
protect the restricted area in accordance with the provisions of the current KTMB Rules
and Regulation Book.

38.13 WATCHING THE LINE AT NIGHT

In cases of emergency the Ganger shall put on any or all of his Gang to watch the line for
the night and take every available precaution for the safe passage of trains.
38.14 RENDERING ASSISTANCE FOR PROTECTION OF TRAINS

The Ganger shall render assistance for the protection of a train, on the requisition of its
Guard or Driver.
38.15 PATROLLING
38.15.1 Once a week, the Ganger shall interchange duties with the Patrolman and inspect his
whole length.
38.15.2 During periods of heavy rainfall, the Ganger shall organise patrolling of his length, action
as in Chapter 47, Clause 47.7.2.4 being taken in case danger is apprehended.
38.16 CHECK ROLLS

The Ganger will be supplied with two pocket check rolls for use during alternate months
in which the names of all the men in the Gang will be written. The Ganger will mark men
present with a mark thus '\' in the morning and at the end of the day thus '/', forming a 'x'
for a full day's work. The letter 'a' shall be written opposite the name of any employee
absent. Ganger shall get his check rolls examined and initailed by the PWI during his
visits to the Gang. At the end of every timesheet month, the check roll in use during that
month shall be forwarded to the PWI and the alternate one brought into use.
38.17 ROUTINE MAINTENANCE OPERATIONS

38.17.1 Routine maintenance operations on track shall be carried out, as directed by the PWI.
(See Chapter 20, clauses 20.10 and 20.11 for the Ganger's duties under the Works
Plan).
38.17.2 During such operations, it shall be assumed that a train is expected at the work site any
time and the track shall be in a condition to pass the train safely. Chapter 52 may be
referred to for the safety precautions to be observed during such operations.
38.17.3 The PWI shall supply a copy of the approved Annual Maintenance programme (See
Chapter 20, Clause 20.10.1.5) and the Maintenance programme diagram for each gang
(See Chapter 20, Clause 20.10.2) indicating the work to·be done for each week. The
ganger shall ensure that the work is carried out according to the programme for the day.
(See Chapter 20, Clause 20.11.1.2).
38.17.4 A list indicating the items which the Ganger shall look for and rectify in his length is at
Annexure 38.1. Those defects which are beyond his immediate capacity to repair, shall
be reported to PW f.

LIST OF ANNEXURES
Annexure 38.1 Items to be looked by a Ganger

Annexure 38.1 -Items to be looked by a Ganger
1.0 DAY BY DAY
1.1 Top
Is there a good top?
Do any sleepers need packing?
Are any joints down?

Is there any subsidence?
Do any bolts need tightening?
Are all spikes properly tensioned?

Do the rails sit properly on base plates?
Are the fish-bolts bolted up tight?
Are any rails broken, cracked or defective?

1.2 Alignment
Is there a good line on the straight and regular alignment on the curves?
Is any slewing required?

Is any straightening of rails necessary?
Is the gauge right?

Are check rail clearances correct?
Are any fishplates cracked or broken?
Are the expansion gaps correct?
Are the sleepers square and correctly spaced?
Are alignment monuments, where provided in good order?
1.3 Level
Are the cross levels correct?

Is the cant right?
Is the run out of cant right?
Is the proper cant maintained under traffic?

1.4 Turnouts
Are any stud bolts or stock rail blocks loose or broken?
Are any crossing blocks or bolts broken?
Are all screws and bolts screwed up tight?
Do any crossing timbers need packing?

1.5 Track Circuited area
Is ballast clear of rails?

Is there any unsecured wire or metal lying near the rails?
Are any bonds broken?
Do any insulated fishplates require new packings?
1.6 General
Are there any gaps or loose wires in fences which might encourage trespassing?
Are there any encroachments on the Railway's property?
If any excavation near or under the lines is in hand, is the track properly supported?
Is any work proceeding which requires a speed restriction?
Are all Level Crossing gates which are required to be kept closed in the normal position
are closed?
Is any work progressing close to the tracks, and if so, are proper clearances being
maintained?
2.0 PERIODICALLY -AS REQUIRED BY CIRCUMSTANCES
2.1 Drains: - (As required by local needs and in anticipation of weather conditions).
Are the drains clear and working?
Are catchpits clean?

Are all ditches clean?
Has water a free passage in culverts, streams or rivers?
Is there any scouring round abutments and wing walls of culverts and river bridges?
Are there any springs issuing close from the slopes of cuttings or embankments?
Are there any signs of slips?
Are the drains and troughs in cutting or embankment slopes in good order?
Are there any cracks in the slopes?
Is any water from outside the railway flowing on to railway property without authority?
Are animals, (such as rabbits) harboring in the slopes?
Are any poisonous weeds growing?

2.2 Structures and Road ways
Are there any signs of new settlement cracks or movement in retaining walls, bridge
piers or abutments, arches, etc.?
Is there any loose brickwork in tunnels and arches?
Are the manholes clear of obstruction in tunnels?
Are the highways and approach roads, maintained by the Railway, in good repair?
Is there any immediate patching of roads and footpaths necessary?
Are all Road Notices, Warning Boards and Speed
Restriction boards, etc. in good repair, and legible?

I<TM Duties of the Ganger Chapter 38
Are all Level Crossing in good repair?
2.3 Materials and Tools
Are the men's and tool huts in a clean and tidy state?
Is the stock of materials kept up to the standard?
Are stocks of materials neatly stacked?
Are stacks of sleepers maintained as specified (Chapter 5, clause 5.3.10).

Does the stock of tools agree with the list?
Do any tools need repairing or replacing?
3.0 PERIODICALLY
3.1 Fencing and Hedging
Is grass cleared away from fences ?

Is there a proper fire border?
Are all stiles, wicket gates and level crossing gates in good order?
Are boundary posts maintained in their correct place?

Are all Kilometre, quarter Kilometre, gradient, and other marking posts in good order?
Do any trees or shrubs on the railway or adjoining land need cutting back or cutting
down?
3.2 Greasing Fishplates, adjusting Rails and Sleepers.
Are there any defects or cracks in the rail ends apparent when the fishplates are
removed?
Do any expansion gaps need adjusting?
Do any rails need anchoring?
3.3 General Repairs to Track
Are any sleepers split, broken or decayed?
Are any sleepers badly worn?

Are there any weeds in the ballast or the cess?
Does the cess need trimming?
Is the length clear and tidy, free of rubbish and scrap materials?
3.4 Cleaning and Renewing Ballast
Is the ballast in good condition?

Is there a proper shoulder on the outside ends?
Is the track short of ballast in any way?
Is any clay appearing in the ballast?
Is the formation properly sloped to the cess or drain?

3.5 Cutting Grass and Trimming Hedges
Is the grass, etc. being cleared or burnt as quickly as practicable?
Is it being burnt in a safe position?
Where grass, etc. has been burnt, has the fire been completely extinguished at the end
of the day's work?

<51CTIIII Track Maintenance Operations Chapter 39
Chapter 39
Track Maintenance Operations
Authorised By:
\
r
Signature:
Date: MOHO RAMLI MOHD NOH 2 8 MAY 20l5
Keret-api Tanah Melayu Berhad
Kuala lumpur
e~I~TIIII
Track Maintenance Operations Chapter 39
TABLE OF CONTENTS
39.1 GENERAL ........................................................................................................................... 3

39.2 OPERATIONS INVOLVED IN PLANNING ......................................................................... 3
39.3 ROUTINE TRACK MAINTENANCE OPERATIONS .......................................................... 5
39.4 OPERATIONS RELATING TO RAIL .................................................................................. 6
39.5 OPERATIONS RELATING TO SLEEPER ....................................................................... 15
39.6 OPERATIONS RELATING TO FASTENINGS ................................................................. 19
39.7 OPERATIONS RELATING TO BALLAST ........................................................................ 21
39.8 OPERATIONS RELATING TO FORMATION .................................................................. 21
39.9 OPERATION RELATING TO DRAINAGE ....................................................................... 22
39.10 OPERATION RELATING TO LIFTING AND LOWERING OF TRACK ................ ............ 23
39.11 OPERATIONS RELATING TO JOINTS ........................................................................... 25
39.12 OPERATIONS RELATING TO TRACK GEOMETRY ...................................................... 29
39.13 OPERATION RELATING TO TURNOUTS ...................................................................... 35
39.14 OPERATIONS RELATING TO LEVEL CROSSINGS ...................................................... 38
39.15 EMERGENCY OPERATIONS .......................................................................................... 39
39.16 GUIDELINES FOR ACTION TO BE TAKEN .................................................................... 42
39.17 GUIDELINES FOR POSSIBLE SOLUTIONS TO WEAR OR FAILURE OF INDIVIDUAL
TRACK COMPONENTS .............................................................................................. ..... 44
LIST OF FIGURES .. ................................................................................................. ............................. 45
LIST OF ANNEXURES ................................................. ........................................................................ 45
Annexure 39.1 - Typical Example of Adjustment of Creep ................................................................... 53
Annexure 39.2- Typical Example of Adjustment of Gauge .................................................................. 54
Annexure 39.3- Typical Example of Adjustment of Expansion Gaps of Rail Joints ............................. 56
Annexure 39.4 - Renewal of Concrete Sleepers .................................................................................. 57

39.1 GENERAL
Operations involved in planning of track works are summarised in this chapter.
39.1.1 Works Planning has been described in Chapter 20. The operations involved in
planning of track works are summarised in this chapter.
39.1.2 Track maintenance systems have been covered in detail in Chapter 21 of the
Manual. This chapter describes the steps that are required to be taken for carrying
out various track maintenance operations.
39.1.3 The chapter at its end, lays down the priorities for attending to track defects and
the action to be taken for their rectification.
39.2 OPERATIONS INVOLVED IN PLANNING
39.2.1 Action by PWI in the year Y - 1.

(Y- the year of execution of works)
39.2.1.1 Inspect the stretches of track in each gang's length with the ganger (or spiker) as per the
methodology in Annexure 20.1.
39.2.1.2 Record the requirement of materials in Form PTM1 in Annexure 20.2.
39.2.1.3 Forward Form PTM1 to the CPWI and the Regional Engineer.
39.2.1.4 Estimate the amount of work to be executed in the ensuing year and record in
39.2.1.5 Form PTM2 in Chapter 20, Annexure 20.3.
39.2.1.6 Summarize the man power requirement in Chapter 20, Annexure 20.3.
39.2.1.7 Draw up the Annual Maintenance Programme,
39.2.1.8 Prepare the monthwise work schedule for all 12 months in Form PTM3 in Chapter 20,
Annexure 20.4 and submit to the CPWI.
39.2.1.9 Obtain the approved programme from CPWI.

39.2.1.1 0 Prepare the final approved programme in quadruplicate and send it to the CPWI,
Regional Engineer and General Manager Permanent Way Department.
39.2.2 Action by PWI in the year Y
(Year of execution of works)

39.2.2.1 Take the month-wise work schedule for each gang prepared a year in advance during
Works Planning in Chapter 20, Clause 20.12.1.9.
392.2.2 Review the works duly allocating priorities as indicated in Clause 39.16.
39.2.2.3 Determine the maintenance operations to be undertaken.
39<2.2.4 Prepare the revised month-wise work schedule, if necessary.
3&.2.2.5 Bring to the notice of CPWI & Regional Engineer, if there is a significant variation to the
original approved programme.
39.2.2.6 Send a copy of the revised month wise work schedule to the Ganger before the
beginning of the month.
©>KTMB Rev.O Page 3 of 59

39.2.2.7 Determine the works to be executed in each week for every gang.
39.2.2.8 Allocate the deployment of man power for each day in Form R1 in Chapter 20,
Annexure 20.6.
39.2.2.9 Send the weekly programme on every Friday to the Ganger (for the works to be executed
in the following week).
39.2.2.1 0 Collect the Form R1 from the Ganger at the end of the week, after the execution of the
work.
39.2.2.11 Check that the actual work in the field is carried out in accordance with the approved
programme.
39.2.2.12 Evaluate the output of work and man days spent in Form R2 in Chapter 20, Annexure
20.7.
39.2.2.13 Submit the weekly report to the CPWI as in Chapter 20, clause 20.9.4.
39.2.2.14 Update the progress in the Maintenance Programme Diagram.

39.2.2.15 Record the actual work done for the month in Form PTM3 in Chapter 20, Annexure
20.4.
39.2.2.16 Send the Form PTM3 to the Regional Engineer before 5th of the following month.
39.2.2.17 Check frequently whether progress is according to the plan and whether quality is
according to the prescribed technical standards.
39.2.3 Action by the CPWI and the Regional Engineer.
• The CPWI shall satisfy about the correctness of the estimate of materials given by
PWis in Form PTM1 (Chapter 20, Annexure 20.2). He shall conduct checks of at
least 5% of the requirements.
• The Regional Engineer shall conduct check at random.
• Review the manpower requirement of PWis submitted in Form PTM2 (Chapter 20,
Annexure 20.3) and arrange for supply of additional manpower or reduce the scope
of the work to be executed.
• Scrutinize the month wise work schedule submitted by PWis in Form PTM3
(Chapter 20, Annexure 20.4) and modify the programme taking into account the
availability of resources and relative priorities amongst the needs of different PWis.
• Decide the works to be executed by outside agencies.
• Return the modified programme to the PWis.
• Programme for the deployment of "on-track machines" in a statement (Chapter 20,
Annexure 20.9) and forward to Permanent Way Headquarters.
• Obtain the finalized programme for machines from Headquarters and advise PWis.
• Plan for the Line Possessions in a statement in Chapter 20, Annexure A - 20.1 0.
• Finalise the programme for Line Possession in consultation with the Operations
Division and advise the PWis.
• Check that the work carried out in the field is in accordance with the approved
programme.
• Give directions if the PWis suggest a deviation to the approved programme due to
special circumstances.
• Get the weekly report from PWis in Form R2 (Chapter 20, Annexure 20.7) to
review the progress and to monitor the utilisation of manpower.

• Get the monthly report in Form PTM3 (Chapter 20, Annexure 20.4) from PWis on
5th of the following months.
• Check whether progress is according to the plan and quality is according to the
prescribed technical standards.
• Keep a Master Record of track maintenance works and evaluate unit cost of each
maintenance operation.
• Identify areas of weakness in maintenance procedures and take remedial action.
o Compare the performance of various PWis and rectify operations involving abnormal
costs.
o Send extracts from the Master Record to the Headquarters.
• Utilise the data generated for effective management of the work.
39.3 ROUTINE TRACK MAINTENANCE OPERATIONS

39.3.1 Track maintenance operations cover routine operations to keep track in a good
shape. These operations also constitute important activities in scheduled works
like COH, EOH, Lining and Levelling. The operations are grouped under the
following categories.
1. Operations relating to Rails

2. Operations relating to Sleepers
3. Operations relating to Fastenings
4. Operations relating to Ballast
5. Operations relating to Formation

6. Operations relating to Drainage
7. Operations relating to Lifting and lowering of track in long length
8. Operations relating to Slab Tracks (Refer to Chapter 9)
9. Operations relating to Track on structures and in tunnels (Refer to Bridge
Maintenance Manual and Tunnel Manual)
10. Operations relating to Joints

11. Operations relating to Track geometry
12. Operations relating to Turnouts

13. Operations relating to Switch Expansion Joint (SEJ) and Rail Expansion Joint (REJ)
14. Operations relating to Level Crossings
15. Operations relating to Emergency

39.3.2 The various operations are described in sequential steps in the ensuing
paragraphs. The manpower, materials and equipment required have also been
indicated for guidance. The number of men shown against each operations is only
indicative, as this depends on several factors like
• Type, versatility and suitability of tools and equipment used

• Productivity ol men
• Quantum of work involved

• Working hours
• Skill and expertise of the men in the concerned job
• Direction and supervision
• Environment and working conditions
• Duration of Track possession likely to be made available.
• Facilities for mobility of men and materials.
Note:
The manpower indicated does not cover the labour required for loading and transporting
materials and equipment to site and again taking them back after the operation is
completed. it does not also include the workers required for protection of track.
39.4 OPERATIONS RELATING TO RAIL

The following operations are covered under this group:
• Examination of rail ends and measuring of rail wear, hog and batter.
• Changing of a rail.
• Grinding burrs of rail ends.
• Cropping of rail with hogged or battered rail ends.
• Repair welding for wheel burns.
• Manual greasing of rails.
• lnsitu welding of rail.
• Pulling back rail creep.
• Destressing of LWR.
39.4.1 Examination of Rail Ends and Measuring of Rail Wear, Hog and Batter
39.4.1.1 No of men required
Ganger and one man.
39.4.1.2 Equipment required
• Spanner for fish bolts.

• Spike wrench or special tool for sleeper fastening.
• Scraper.
• Wire brush.
• Piece of chalk.
• Special gauge to measure wear.
• Mirror and magnifying glass.
39.4.1.3 Operations:
Step 1 Protection of Track
• Protect the track as per General Manual in the current KTMB Rules and
Regulation Book.
Step 2 Opening of the joint
• Loosen the spikes or sleeper fastenings of the joint sleepers by an

appropriate tool.
• Remove the four fish bolts of the fishplate using a spanner

• Remove both the fishplates of one joint.
Step 3 Cleaning
• Clean both the rail and the fishplates with a scraper and a wire brush.
• Apply petrol or kerosene and wipe with a cloth.
Step 4 Examination
• Inspect the rail with a mirror and magnifying glass for cracks and defects.
• Record the condition of the rail.
Step 5 Measuring wear
• Put a chalk mark on the rail at 20mm on each side of the rail joint and at
the same place on the fishplate for wear on fishing surfaces.
• Measure the wear of the rail using the special gauge (sketch at Figure
39.1).
• Record the wear of the rail.
• Measure the wear on the fishplate by putting the gauge perpendicular
and against the fishplate.
• Record the wear of the fishplate.
Step 6 Measuring hog and batter
• Place a one meter long straight edge over the rail table centrally over the
joint.
• Measure hog as indicated in Chapter 27, Clause 27.3.5 and record.
• Measure the rail end batter as indicated in Chapter 27, Clause 27.3.6
and record.
Step 7 Assembling the joint
• Put back the fishplates and fish-bolts in position.

• Tighten the fastenings.
Step 8 Removal of protection arrangement
• Remove the banner flag and detonators

• Call back the flagmen.
39.4.1.4 DONT'S
• Do not dismantle opposite rail joints at the same time.

• Do not allow a train to pass on a dismantled joint.
39.4.2 Changing of a rail
Ganger and about 8 men.

Staff for welding.
39'.4.2.2 Equipment required:
• Rail tongs.
• Spanner.
• Tools for sleeper fastenings.
• Rail cutting machine.
~KTMB Rev.O Page 7 of 59

• Hole drilling machine.

• Chamfering equipment.
• Protection equipment.
• Aluminothermic welding equipment (if it is a welded track).
• Rail Tensor for LWRICWR track.
39.4.2.3 Material required
• Rail of appropriate length (not less than 6 m) of same section. quality, age and wear.
• Joggled fishplates or ordinary fishplates as required.
• Clamps for LWR/CWR.
• Wooden Blocks.
• Welding Portion
Step 1 Preliminary Work
• Arrange for half an hour line possession for fish plated track and 2Yz
hours for CWR/LWR track.
• Select a rail of the same section age and wear as the rail requiring
replacement.
• Test the rail ultrasonically prior to bringing to site
• Bring the rail to the site.
• Keep ready spare fittings, tools and equipment.
Step 2 Measurement
!
• Loosen fishplates of rail to be replaced. I
• Put them back in position.

• Measure the gap between adjacent rails.
• Mark on the new rail equivalent to the length between adjacent rail ends
minus the gap at both ends.
• If it is a LWR/CWR track, provide for welding gaps.
Step 3 Cutting of rail
o Cut the new rail with rail cutting machine.

o Drill new holes at the correct spacing if it is a jointed track.
• Chamfer the bolt holes.
Step4 Work during line possession
• Block the line and protect the track.

• Open the fishplates and fish-bolts of joints.
• Open the sleeper fastenings.
• Remove the old rail.
• Put the new rail.
• Assemble fishplates & fish-bolts (For a welded track, carry out
aluminothermic welding as in Clause 39.4.7 and equalise the stresses
for a length of 100 m on either side by loosening the fastenings and
tapping the rails}.
• Put back the sleeper fastenings.
• Tighten the fish-bolts and sleeper fastenings.

• Check the gauge.
Step 5 Clearing the line possession and traffic resumption
• Clear the block section and surrender lirie possession.
39.4.2.5 DONT'S
• Do not put less than 6 meter rail in track.

• Do not allow the released rail to remain near the main track. Keep it on the cess or
take it to the adjacent station.
39.4.3 Grinding Burrs at rail ends
39..4.3.1 No of men required
Two men.
• Spanner for fish bolts.

• Scraper.
• Wire brush.
• Grinder.
• Protect the track as in the General Manual in the current KTMB and
Rules and Regulation Book.
• Open the joint as in Clause 39.4.1.
Step 3 Cleaning
• Clean the rail ends as in Clause 39.4.1.
Step4 Grinding burrs
• Remove by a grinder all rough edges and burrs at the rail ends.
• Keep the rail ends free from brake dust, dirt and other foreign materials.
Step5 Assembling the joint
• Put back the fish plates and fish-bolts in position.

Step 6 Removal of protection arrangement
o Remove the banner flags and detonators.

o Call back the flagman.
39.4.4 Cropping of hogged or battered rail ends
Depends on the quantum of work.
Staff for protecting the track.


• Hole drilling machine.
• Chamfering equipment.
• Rail puller.
39..4.4.3 Materials required
• A rail piece of same section, quality, age and wear.

• Fishplates.
• Fish bolts.
• Obtain line possession.

• Protect the track.
Step 3 Measurement
• Mark a distance equivalent to half the pitch of the fish bolt holes from end
of the battered rail with a chalk.
• Check that there is no rail flaw at this location.
Step 4 Cropping
• Cut the rail at the mark with a rail cutting machine.

• File the rough surface.
• Check that the rail end is free from wheel burns, piping and other defects.
• Clean the rail ends.
• Drill new holes at the correct spacing.
• Cut simultaneously 4 or 5 rails, where a number of rail ends are to be
cropped.
• Chamfer the fish bolt holes.
• Pull back other rails in series and provide a rail piece at the end where a
number of rail ends are to be cropped.
• Adjust the sleeper spacing at the joints.
Step 5 Assembling the joint
• Put back the fishplates and fish-bolts.

Step 6 Clearing the block
• Remove the block.

Note
i. If isolated rail has batter or hog, it shall be replaced by a new rail.
ii. Crop both the rails so as to avoid damages at joints.

39.4.5 Repair welding of wheel burns

2 men (Additional men for leading gas cylinders and other equipment),
Wire brush
Special torch
Microfine allo)( powder
Special equipment for powder spraying.
39.4.5.3 Operations
39.4.5.4 Step 1 Cleaning
o Clean the locations having wheel burns with a wire brush and keep it free
from any foreign matter.
o Grind the surface.
o Check for any crack.
Step 2 Preheating
o Preheat the cleaned surface with the help of a special torch.
Step 3 Powder spraying
• Spray micro fine alloy powder over the worn out surface with the help of
special equipment and bellows.
Step 4 Heating and finishing
• Heat the base metal to enable the powder deposit to get bonded by
diffusion. Grind and finish the top surface level.
39.4.5.5 Precautions
o Deploy only trained welders.

• Ensure that the welders comply with the instructions of the supplier of the micro-
fine alloy powder.
• Satisfy that the repair welding will be effective and suitable before undertaking the
work as the quality depends on the technique and expertise of the welders.
39.4.6 Manual greasing of Rails
One man.
39".4.6.2 Equipment required
Rail lubricators or hand greasing equipment.

39.4.6.3 Operations
Step 1 Determine the location where there is side-wear especially on outer rail of
curves.
Step 2 Apply grease by rail lubricating machine or by hand.
Step 3 Remove excess grease by a cloth.

39.4.6.4 DONT'S

• Do not allow the grease to spill on the top of rail. Keep the top of rail table clean.
39.4.7 In-situ welding of rail
Welder, and 4 men.
Staff for ultrasonic testing.
Aluminothermic welding equipment including grinder

Ultrasonic testing equipment.
Rail thermometer.
Step 1 Preparatory Work
• Arrange a line possession of one hour.

• Loosen the rail fastenings for at least 5 sleepers on either side.
• Create a working space of 250mm between the joint sleepers.
• Start line possession and protect the track.
• Prepare the rail ends to be welded.
• Clean the rail ends.
• Check that the rail ends are square.
• Ensure appropriate gap.
• Align the rail ends to be welded in horizontal and vertical plane.
• Keep the joint 1.5mm higher at the ends in vertical plane.
• Check the shelf life of the portion.
• Fix the mould with effective luting.
Step 2 Welding
• Preheat the rail ends to attain the designed temperature.

• Put the portion in crucible.
• Ignite the portion and wait for the slag to come on top (i.e. after reaction
time).
• Tap the plug & allow the molten alloy to flow into the mould and fill up the
gap between the rails.
• Remove the slag.
Step 3 Demoulding & Trimming
• Preheat the rail ends for 450mm on either side to make them slightly hot.
• Demould after the stipulated period.
• Remove the excess metal.
• Trim the rail top and sides when red hot.
• Trim the foot risers, after the rail has cooled down.
Step4 Finishing
• Grind the joint to correct profile.

• Inspect.
• Adjust the sleepers to correct spacing.

Track Maintenance Operations Chapter 3~
• Pack the sleepers.

• Put back the fittings of five sleepers.
• Paint the weld with anti-corrosive paint.
Step 5 Checking
• Carry out dimensional check.

• Ensure that the tolerances are within permissible limits.
o Test ultrasonically a group of joint so that every joint is tested in a month.
o Ensure the prescribed time for cooling before allowing traffic.
Step 6 Recording
• Maintain proper records.
Step 7 Surrender line possession
o Clear the block section and surrender the line possession.
39.4.7.4 DO'S
o Deploy only trained welders whose fitness for the job is certified.
• Ensure that the techniques advocated by the firm for welding are complied.
39.4.8 Pulling back rail creep
Depends on the quantum of work to be done.
Creep pulling equipment or rail adjuster

Spanner
Hammer
Rail thermometer
Chamfering equipment
Rail cutting equipment
Hole drilling equipment
39.4.8.3 Materials required
Expansion liners
Closure rails 10 mm to 150 mm of same section as the existing rail.

Step 1 Preparatory Work
o Decide on the length to be dealt with in one operation. Pulling back has
to be done between two anchor location. This could be the portion of
track between two switches and crossings located at a distance apart.
• Calculate the amount ol pulling back required for each rail.
• Choose an anchor location from where pulling back can start.
• Arrange for block.

I<TM Track Maintenance Operations Chapter 39
Step 2 Opening the joint
• Block the line.

• Loosen/remove rail fastenings.
• Loose the fishplate & remove two fish bolts.
Step 3 Pulling Back
• At the anchor location keep the rails square (cut the rails to bring it to
square or to the amount of pulling if required).
• Pull back the rails with a creep pulling equipment or other mechanical
device.
• Measure rail temperature.
• Keep standard expansion gap to correspond to the rail temperature.
• Insert appropriate expansion liner at the joint.
• AI the finishing end of the work, put a closure rail or put a new rail equal
to the gap and available rail length.
Step 4 Assembly of joints
• Put back the rail fastenings.

• Respace the sleepers where required especially joint and shoulder
sleepers.
• Pack the disturbed sleepers.
Step 5 Clearing the line possession
• Impose speed restriction, if closure rails are left in track

• Surrender the line possession
39.4.8.5 DONT'S
• Do not execute the work in hot season.

• Do not fail to impose speed restriction where closure rails have been used
• Until they are replaced by regular rails.
• Do not undertake the work without the presence of PWI.
39.4.9 Destressing of CWR/LWR
20 men
Rail tensor.
Rollers.
Rail thermometer.
Mallets wooden.
Rail tongs.
Crow bars.
Rail cutting device.

Joggled plates and clamps..
Rail piece.
3S.4.9.3 Operations (refer Chapter 25, clause 25.6.5)
Step 1 Establishing Anchor lengths.
Step 2 Establishing tell-tale points.

Step 3 Establishing reference points.
Step4 Extension at pulling points.
• Determine the extension.
Step 5 Restressing operations.
• Adopt the procedure as in Chapter 25, Clause 25.6.5

39.4.9.4 DONT'S
• Do not undertake the work without the supervision of the CPWI.
39.5 OPERATIONS RELATING TO SLEEPER

The following operations are covered under this group.
• Respacing and squaring of sleepers.

• Lateral shifting on account of crushed rail seat.
• Renewal of a sleeper.
• Adjustment of gauge.
39.5.1 Respacing and squaring of sleepers
Ganger and two men.

• Crow bar
• Beater
• Spanner
• Tools for sleeper fastening
• Chalk .
39.5.1.3 Operations
Step 1 Preliminary Work.
• Marl(the spacing of sleepers correctly on one rail.

• Transfer corresponding marks on the other rail using a square.
Step2 Removal of Ballast
• Pick the core of ballast under sleepers that are out-of-square or not
spaced correctly, with the "pick" end of beaters.
OKTMB Rev.O Page 15 of 59

Step 3 Loosening fastenings
• Loosen the fastenings of the sleepers to be squared or respaced.
Step4 Squaring
• Lever the sleepers to correct position as indicated by the marks by

planting crow bars firmly against the sleeper and pushing it.
• Regauge the sleepers that are squared immediately, tighten their
fastenings and pack.
• Observe the correct stabilisation time in CWR/LWR between two
operations.
39.5.1.4 DONT'S
• Do not disturb the ballast bed under the sleeper.

• Do not remove the ballast on more than 4 consecutive sleepers or more than 20% of
sleepers on one length of rail.
• Do not hammer the sleeper while levering.
39.5.2 Lateral Shifting on account of crushed rail seat (for timber sleepers)
39,5.2.1 No of men required
2 men

• Jacks
• Ballast fork
• Equipment for packing sleepers
• Equipment for preparation of rail seat
39.5.2.3 Operations
Step 1 Removal of ballast
• Remove the ballast in the shoulder
Step 2 Removal of fastenings
• Take out the fastenings of the sleepers to be shifted laterally.

• Lift the rail just enough to remove the base plates.
• Remove the base plates of the sleeper.
Note: Lifting in LWR track is to be done under close supervision.
Step3 Attending to rail seat
• Shift the sleeper for preparation of rail seat.

• Cut out the worn out portion on the top surface.
• Plug the existing holes with wooden plugs.
• Drill new holes.
• Level the surface.
• Push back the sleeper.
Step 4 Marking
• Mark the new position of base plates.

Step5 Shifting of sleeper
• Shift the sleeper laterally to the correct position.
Step 6 Gauging
• Place the base plates.

• Fix the fastenings to obtain correct gauge.
• Tighten the faslenings.
Step 7 Finishing
• Replace the ballast to correct profile.

• Pack the sleeper to proper level.
39.5.3 Renewal of wooden sleepers by manual method

Ganger and 4 men.

• Tongs for sleepers.

• Tools for sleeper fastening.
• Ballast fork/rake
• Crow bars.
• Beaters for packing.
• New sleepers
• Sleeper fastenings
39.5.3.4 Operations
Step1 Removal of ballast and sleeper fastenings
• Remove ballast (in the crib and shoulder and from under the sleeper to
loosen it).
• Remove (rail to sleeper) fastenings.
Step 2 Removal of base plate
• Dig below the sleepers to facilitate the removal of the sleeper.

• Rail shall not be lifted to enable removal of the base plate or the sleeper,
except under special instructions and supervision.
• Lever the rail just, enough to remove the base plate.
• Remove the base plate from the sleeper.
Step3 Removal of old sleepers
• Lower down the sleeper

• Pull it out from one end.
• Rail shall not be lifted to enable removal of the base plate or the sleeper,
except under special instructions and supervision.
Step 4 Insertion of new sleeper
• Drill holes in the sleeper for spikes with a jig and drill.

• Insert the new sleeper in position.

• Place the base plate properly.
• Lift the sleeper so that it supports the rail.
Step 5 Gauging
• Place the fastenings and tighten.

• Replace ballast to correct profile.
Step 6 Finishing
o Pack the new sleeper adequately to the proper level.

• Replace ballast to correct profile.
39.5.3.5 Precautions to be observed. This operation is to be undertaken when the rail

temperature is below the stress free temperature
o As far as possible bring new sleepers with pre-drilled holes duly treated.
• If lifting of the track to remove the sleeper is done in exceptional cases, it shall be
done under close supervision. The track shall not be lifted more than 40 mm with
rail jack in one operation.
• The sleepers to be renewed shall be so selected that for every sleeper renewed, at
least 8 sleepers an either side remain undisturbed. Thus, at a time, only one in 9
sleepers may be renewed. If more than 1 in 9 sleepers are to be renewed, the work
shall be carried out in different stages, allowing a period of 7 days for consolidation
between two stages.
39.5.4 Renewal of concrete sleepers by manual method
Refer Annexure 39.4
39.5.5 Procedure for adjustment of gauge for timber sleepers
Ganger and 2 men

• Gauge
• Chalk
39.5.5.3 Operations
• . Measure the gauge on all the sleepers systematically over rail length and
write variation as + and - on the sleeper with chalk.
• Mark sleepers requiring regauging in chalk, keeping in view variation
permitted in absolute gauge as well as sleeper to sleeper variation.
Step 2 Correction
• Identify the side on which gauge is to be corrected- either by sighting or

by taking· measurements by stretching a cord {the purpose is to rectify
alignment defect with the correction in gauge}.
• Remove the sleeper fastening.
• Plug the old holes.

• Drill the new holes correctly in sleeper if it is a direct type fastening. The
holes shall be drilled at a location such that the gauge on the sleeper will
be:
i. Within absolute gauge variation limits
ii. Within sleeper to sleeper variation limits
iii. The mean of the gauge on the two adjoining sleepers ..
• Adjust the sleeper fastening as required to get desired gauge.

• Tighten the fastening with appropriate tool.
Note: Ensure gauge of adjacent sleepers does not vary by more than 2mm.
• Where necessary, replace a few sleepers (one sleeper out of five will be
sufficient to obtain uniformity in gauge).
39.5.5.4 DONT'S
• Do not regauge frequently wooden sleepers with direct type of fastening to avoid
"spike-killing".
• Do not correct gauge without squaring the sleepers.
39.6 OPERATIONS RELATING TO FASTENINGS

The following operations are covered under this group
• Tightening and replacement of fastenings.

• Replacing crushed rubber pads.
39.6.1 Tightening and Replacement of fastenings
2 men
Prescribed tools for the fastening

Step 1 Preliminary Works
• Put a mark on all loose fastenings and missing fastenings with a chalk.
• Count the number of loose and missing fastenings
• Identify the cause of looseness if necessary by removing the fastenings.
Put them back immediately.
• Tighten loose fastenings, if it is found effective.
• Remove ineffective loose fastenings from one sleeper at a time.
• Check how many can be reused.
• Arrange for the requisite number of new fastenings.
Step 2 Renewal of fastenings
• Replace the missing fastenings

• Ensure gauge
• Remove defective fastening.

• Clean the areas from where fittings are taken.

• Renew defective fastenings. Ensure correct gauge while fixing the
fastenings.
• Tighten all fastenings with appropriate tool ensuring correct gauge.
• Remove the released fastenings from site.
Step 3 Checking
• Check that all fastenings have been placed correctly and are tight.
• Check the track gauge.
39.6.2 Replacement of crushed rubber pads

2 men for isolated location

(At other locations, it depends on the quantum of work)
Jack or crowbar.
Tools for sleeper fastenings
New rubber pads

Step 1 Identification
• Identify the rubber pads which are crushed

• Mark the locations with a chalk
• Determine the number required for replacement
Step 2 Protection of track
• Protect the track as in the General Manual in the current KTMB Rules
and Regulation Book.
Step 3 Replacement
• Remove the sleeper fastening of at least 6 sleepers at a time

• Lift the rail by a jack or crowbar
• Remove the crushed rubber pad
• Clean the area with a brush
• Place the new rubber pad
• Position the pad correctly
• Release the jack or remove the crowbar
• Insert the sleeper fastening
• Tighten with appropriate tool
• Remove the released pads from site.
Step 4 Checking
• Check that rubber pads and fittings are correctly placed and are tight.
• Check the gauge.
©KTMB Rev.O Page 2(} of 59

39.7 OPERATIONS RElATING TO BAllAST

39.7.1 Maintenance of Ballast profile
4men
39·.7.1.2 Equipment required
• Ballast fork/rake
• Handrammer
• Template
• Baskets
• Mono rail wheel barrow.
Ballast
39.7.1.4 Operations .
• Mark the locations where profile is to be made good

• Determine the quantity of ballast required
Step 2 Spreading Ballast
• Bring ballast from adjoining areas, where it is excess, on wheel barrows.

• If ballast is available outside the track, bring it in baskets.
• Spread the ballast in the deficient areas.
• Box the ballast.
Step 3 Profiling
• Profile the ballast to the specified dimension using a template and forks.
• Consolidate the ballast by hand rammers.
• If there is deficiency in ballast, show it in centre of track
• Line the top and bottom edges of ballast section using a cord
• Where the ballast is in excess of requirement, remove the excess
quantity and stack on the ground.
39.8 OPERATIONS RElATING TO FORMATION

39.8.1 Maintenance of Formation
Ganger and 2 men

Shovel
Pick axe
Basket
39.8.1.3 Operations


• Mark the locations where the formation is not according to the standard
profile indicated in Chapter 14.
• Identify the profile of formation with respect to the cess.
• Determine the quantity of earth work involved.
Step 2 Maintaining the Cess
(i) If Cess is higher
• Cut the cess to the desired depth

• Dress it giving proper slope.
(ii) If Cess is lower
• Pull out ballast from shoulders to ascertain the formation level

• Bring earth from nearby area and make up the cess
• Ensure that the cess level does not become higher than the
formation level as determined by removal of ballast from
shoulders.
Step 3 Finishing
• Tidy up the cess width

• Remove the surplus earth if any away from site so that drainage is not
affected.
• Ensure proper slope at the edge of cess in banks and proper side drains
in the case of cuttings.
39.9 OPERATION RELATING TO DRAINAGE

39.9.1 Maintenance of Drainage
Depends on the quantum of work.

Shovel
Basket
39.9.1.3 Operations
Step 1 Drainage from track
• Ensure that water drains out of the track easily.

• Check that there is no stagnation near the track.
Step 2 Cuttings
• Clean the blockade in side drains and catch water drains.

• Ensure that drains are functional.
• Keep the ballast in a clean condition.
Step 3 Embankments
• Maintain the cross slope of the formation to the specified level.

• Check that the cess is at the requisite level.

• Keep the ballast in a clean condition.
• Make out cross drains if necessary.
Step4 Bridges, Tunnels and Viaducts
• Keep the waterways clear.

Step 5 Station yards
• Ensure that network of drains is effective.
39.10 OPERATION RELATING TO LIFTING AND LOWERING OF TRACK

• Lifting of track by ballast.

• Lowering of track.
39.1 0.1 Lifting of track by Ballast

Depends on the quantum of work

39.1 0.1.2 Equipment required
Equipment for handling earthwork

Equipment for spreading ballast
Equipment for lifting and packing of track
39.1 0.1.3 Materials required
Ballast
39.1 0.1.4 Operations
• Determine the location where lifting is required

• Fix correct level pegs at every 30 m
• In case of curves, set the pegs for the inner rail level
• Arrange for additional ballast required
Step2 Lifting
• Dump the ballast

• Impose speed restriction
• Commence lifting from the downhill in the direction of rising grade
• Limit the lifting to a maximum of 50 mm at a time using jacks or tamping
machine.
• Ensure that both the rails are lifted simultaneously and cross levels are
kept correct.
• Ensure that an easement gradient of 25 mm in one standard rail is
provided before passage of traffic.
• Check that cant gradient is not exceeded in case of curves.
• Ensure that there is no infringement of standard dimensions, while lifting

track under bridges and overhead structures.
• Repeat the lifting operation until final level is attained.
• Pack after every lifting operation.
Step3 Ballast profile
• Bring the ballast profile to the requisite standards.

• Box the ballast
Step4 Checking
• Check the top levels with the pegs.

• Check that cross levels or super-elevations are satisfactory
• Check that vertical curves are provided in sags and summits
• Check that alignment of both straight and curves are correct.
39.10.2 lowering of track
Normally lowering of track shall be avoided, as it affects the ballast cushion under the
sleepers and disturbs the consolidated bed. Where it has to be resorted to, the following
action shall be taken
39.1 0.2.1 No of men required

Depends on quantum of work
Equipment for handling earthwork
Equipment for handling ballast
Equipment for packing of track
39.1 0.2.3 Operations:
• Determine the location where lowering is needed

• Make trenches and fix level pegs at every 30 m
• In case of curves, set the pegs for the correct level of inner rail.
• Arrange for block
• Impose speed restriction
Step 2 lowering
• Take over line possession and protect the track.

• Open the ballast.
• Make trenches across the track indicating final cess level.
• Remove the ballast far away from the track to prevent it getting mixed up
with excavated material.
• Lift the track with jack.
• Remove the ballast below the sleepers and take it away from track.
• Level the space.
• Commence lowering in the direction of falling grade.
• Lower the formation in stages of 75 mm at a time.
• Remove the excavated material away from track.

• Level the formation.

• Put back ballast.
• Pack the track keeping it at the required level duly supporting it on jack
(after lowering to the requisite level}.
• Remove the jack.
• Repeat the lowering operation till the final level is reached.
• Ensure that an easement grade of 25 mm per standard rail length of 18m
(1 in 720) is provided before passage of traffic.
• Ensure that cant gradient is not exceeded in case of curves.
• Ensure that there is no infringement to standard dimensions.
Step 3 Ballast profile

• Keep the ballast cushion and profile to the requisite standards.
Step4 Attention to cess
• Keep the cess to proper level.

• Dress the cess.
Step 5 Checking
• Check the final longitudinal level of track with reference to the pegs.
• Check that the cross levels and super-elevation are satisfactory.
• Check that vertical curves are provided in sags and summits.
• Surrender the line possession.
• Continue the speed restriction till the track is fully stabilised.
39.11 OPERATIONS RELATING TO JOINTS

• Measuring wear of fishing surfaces.

• Remedial measures for the wear of fishing surfaces.
• Adjustment of expansion gaps.
• Lubrication of rail joints.
• Attending to Hogged joints.
39.11.1 Measuring wear of fishing surfaces
39.11.1.1 No. of men required
Ganger and one man.

• Spanner for fish-bolts.

• Special tool for sleeper fastening.
• Scraper
• Wire brush.
• Piece of chalk.
• Special gauge for measuring wear.

I<TNI Track Maintenance Operations Chapter 39
39.11.1.3 Operations
Step 1 Opening of joint
Step 2 Cleaning
• Clean the joint as in Clause 39.4.1.
Step 3 Measurement
• Measure the wear of rail and fishplate as in Clause 39.4.1.

• Add the two measurements of wear of rail and fishplate.
39.11.2 Remedial measures for the wear of fishing surfaces
Ganger and one man.

• Spanner
• Tool for sleeper fastenings.
• Special gauge for measuring wear.

Shim of various sizes
New fishplates.
Step 1 Measurement of Wear
• Find out the wear of the rail and fishplate as indicated in Clause 39.11.1.
• Arrive at the sum of rail and fishplate wear.
Step 2 Finding size of shims
• Take action as indicated below depending on the cumulative wear of the

fishing surfaces.
Sum of Wear Action to be taken

i) In case wear of fishplates is less than 2mm
< 15/10 mm Existing Fishplate is re-used.
15/10 mm to 25/10 mm Use shim of 1 mm
25/1 0 mm to 35/10 mm Use shim of 2 mm

ii) In case wear of fishplate is more than 2 mm
35/1 0 mm to 45/10 mm } Change the fishplate if the wear of
} fishplate is more than 2 mm.
} Otherwise provide a shim of 3 mm.
> 45/10 mm Change the fishplate.

The rail shall require replacement or the rail ends may need cropping if the wear exceeds
the limits specified in Chapter 12, Clause 12.13.
Step 3 Oiling
• Apply the approved lubricant (oil or grease) on both the rail and the
fishplates at the fishing surfaces.
Step4 Placing of shims
• Place the fishplate along the rail in its proper position.

• Take the correct size of shim.
• Slip the shim over the fishplate on the correct side of the joint.
• Do not place only one shim in a rail joint.
• Do not tackle more than one joint at a time.
Step 5 Tightening the Joint
• Oil the fishbolts.

• Put the fishbolts in proper position and tighten using a spanner.
• Tighten the spikes or other sleeper fastenings.
39, 11.2.5 Precautions
• Do not dismantle two opposite rail joint at the same time.

• Never allow a train to pass over a dismantled joint.
• Where traffic is to be passed, replace the fishplates and put at least one fishbolt.
39.11.3 Adjustment of the expansion gaps
39.11.3.1 No. of men required
Depends on work load.

Graduated gauge.
Rail thermometer.
Rail pulling equipment.
Spanner.
Tools for removing sleeper fastening.

Step 1 Measurement
• Identify the stretch where expansion gap is to be adjusted.

• Divide the stretch into sub-sections between fixed points
• (anchor locations) such as Level Crossing, Bridges and Switches and
Crossing.
• Record the gap for each joint using the graduated gauge.
• Measure the rail temperature with a rail thermometer.
• Measure the expansion gaps systematically during track overhauls and
creep adjustment.
©'KTMB Rev.O Page 27 of 59

Step 2 Determination of average gap
• Add the gaps

• Divide by the number of joints
• Get the average gap at each joint.
Step 3 Guide lines for adjustment
• If the average gap exceeds the standard gap by 2 mm or more, then

adjust only those joints with wider gap, by pulling the minimum number
of rails.
• If the average gap is less than the standard gap, the following cases will
arise.
• When the average difference is small (less than 2 mm), distribute equally
between the rails.
• When the average difference is more (2 mm or more), the PWI shall
adjust gaps systematically from one end of the subsection by pulling the
rails with a bar or mechanical device and make up the residual gap by
introducing a short rail (not shorter than 6.0 m).
Step 4 Adjustment
• Take line possession and protect the track.

• Open the joint.
• Open the sleeper fastenings.
• Pull the rails with the rail pulling equipment.
• Keep the expansion liner of the size decided in step 3 at various joints.
• Assemble the joint.
• Adjust the joint sleepers.
• Provide the sleeper fastenings and tighten.
• Disturb only the minimum number of joint sleepers.
• Where creep is prevalent, carry out the gap adjustment along with the
adjustment of creep.
• Surrender the line possession.
39.11.3.4 Precautions to be taken
• Eliminate creep of rails by providing anchors.

• Remove promptly burrs and lips on rail ends as soon as they appear.
• Do not over-tighten fishbolts.
• Replace bent bolts.
• Oil and grease joints as indicated in para 39.11.4 below.
39.11.4 Lubrication of Rail Joints
Ganger and one man.
39·.11.4.2 Equipment required
Spanner for fish bolts.
Scraper
Wire brush

Approved lubricant
Magnifying glass.
Mirror
Step 1 Protection

(Note : Depending on the no. of joints to be attended, the PWI shall assess the
requirement for line possession)
Step 2 Opening and cleaning of joint
• Open the fishbolts and fishplate.

• Clean the fishing surfaces of rail and fishplate.
• Check the rails and fishplates for any cracks, with the help of mirror and
magnifying glass.
Step 3 Lubrication
• Lubricate the fishing surfaces of rail and fishplates with approved

lubricant.
• Dip the threaded portion of fish bolts and nuts in black oil.
Step4 Assembly
• Put back the fishplates in position after interchanging the fishplates on
either side of the rail.
• Tighten the bolts.
Step 5 Surrender of line possession (when applicable).
• Ensure all obstructions are clear of the line, safety requirements are met
and then PICOW to advise PICOP to surrender the line possession.
39.11.4.4 Precautions
• Open only one joint at a time.

• Carry out the work in the morning hours and complete it before the rail temperature
exceeds td +5°.
• Do not lubricate insulated fishplated joint.
39.11.5 Attending to Hogged joints

Hogged rail shall be determined in accordance to Chapter 27, Clause 27.3.5. Hogged
joints shall be removed by cutting the hogged rail and replacing with good quality used
rail or new rail. The procedure shall be in accordance to Clause 39.4.2.
39.12 OPERATIONS RELATING TO TRACK GEOMETRY

• Complete Levelling.
• Partial Levelling.

• Joint Levelling.
• Lining.
• Realignment of curves.
• Attention to lurches in approaches of bridges and level crossings.
39.12.1 Complete Levelling
Levelling may be done continuously over a stretch by any of the following methods
• Beaters.
• Portable Tampers
• Machines.
Sectional gang and machine staff.

Tamping machine.
Manual lifting and packing equipment.
• Ensure availability of clean ballast cushion.

• Decide the lifting required, keeping in view the variation in cross levels
and dips existing in track.
• Correct long sags and misalignment.
• Change broken sleepers.
• Remove humping of ballast.
• Correct squaring of sleepers which are out by more than 25 mm.
• Ensure uniform spacing of sleepers.
• Attend the hogged/low joints.
• Mark the lift on every 5th sleepers, if absolute profile method of levelling
is to be done.
• Mark the super-elevation on every second sleeper in curve.
• Mark all obstruction such as signal rods, cable pipes.
• Decide the number of insertion of tamping tools.
• Provide adequate ballast around sleepers for tamping.
• Tighten all fittings and fastenings.
• Correct gauge.
Step2 Tamping Operations
• Take the line possession.

• Bring the tamping machine to site of work.
• Enforce the system of "Look out" for safety of workmen.
• Adjust the tamping depth and squeezing pressure.
• Ensure that tamping tools are inserted centrally between the sleepers
into the ballast.
• Start at least 36 meters behind in the previously tamped portion. In any
case, cover the entire ramped stretch.

• Tamp every sleeper and ensure proper cross level or super-elevation by

cross level control of the machine.
• Ensure requisite number of insertions.
• Keep a very close watch behind tamping to detect faulty working of the
machine particularly under raising or misalignment of track. Stop the
work in such cases.
• Pack the unattended sleepers of fishplated joint, glued joints etc. after
tamping. Adjust cross level and longitudinal level.
• Provide a run off ramp of 2 mm per sleeper as a temporary measure
before closing the day's work.
• Provide a permanent ramp flatter than 1 mm per sleeper.
Step 3 Action after the tamping
• Tighten the loose fastenings and replace broken and missing fastenings.
• Check and adjust gauge.
• Check the quality of work.
• Consolidate the ballast.
• Bring the machine to adjacent station.
• Clear the block section and surrender line possession.
Step4 Submission of Proforma
• Fill up proforma JM 5 and JM 6.

• Submit in time to the CPWI and Regional Engineer.
39.12.2 Partial Levelling
• Follow the operations as indicated in Annexure 21.2.

39.12.3 Joint Levelling
• Follow lhe operations as indicated in Annexure 21.3.

39.12.4 Lining
3S.12.4.1 Lining by Manual Method

1. No of men required
About 6 men for wooden sleepers.
2. Equipment required
Crow bar.
Pick axe.
Shovel.
Beater.
3. Operations
Step 1 Opening Ballast
• Open out the ballasl.

• Loosen the ballast at sleeper ends.
• Draw the loosened ballast out.
• Observe the provisions in CWR/LWR track as indicated in Chapter 25.
©KTMB Rev.O Page 31of 59

Step2 Sighting
• Ganger shall sight one rail (the sighting rail) from a distance of about 30
meters on straight track.
• On curves, he shall sight the outer rail.
Step 3 Stewing
• Depute the gangmen with crow bars where stewing is required.

• Plant the crow bars well into the ballast at an angle not more than 30
degrees from the vertical; (otherwise, lifting of the track may result).
• Ganger shall direct the men to slew the track in the desired direction.
• Carry out stewing before rail temperature reaches td +5° to ensure
track is in stable conditions.
(NOTE: TRACK MUST NOT BE DISTURBED WHEN THE RAIL TEMPERATURE

REACHES (td + 5°) UNDER ANY CONDITION, EXCEPT UNDER
EMERGENCYISAFETY SITUATION AND ONLY WITH THE APPROVAL OF THE
PWI).
Step 4 Checking

• Put back the ballast.
• Verify if the clearances to the adjacent structure including electrical mast, signal
post etc. and the track spacing comply with the standard requirement.
39.12.4.2 Lining by machines
Sectional gang and machine staff.
"On Track levelling and lining tamping machine".
3. Operations
• Decide whether lining is to be done by 4 point system (compensating or

smoothening method) or 3 point system. (Precision method). If track is
to be lined according to fixed points or specified versines, adopt 3 point
system.
• Mark the beginning and end of transition curves.
• Put reference marks of alignment at intervals of 10 m where 3 point
system is adopted.
• Open the ballast if slew is more than 50 mm.
Step 2 Lining Operations
• Take the line possession.

• Bring the machine to site of work.
• Enforce the system of "lookout" for safety of workmen.

• Feed the predetermined values in the lining system for transitions or

location having designed versine.
• Operate the lining mechanism.
• Check that the slew are not large and that alignment is not abruptly
altered.
• Slew the track in successive runs if slew is more than 50 mm.
Step 3 Action after Lining
• Tighten loose fastenings and replace broken fastenings.

• Tamp the track with on track tampers.
• Correct the gauge.
• Dress the ballast.
• Move the machine from block section and surrender the line possession.
Step4 Submission of Proformae
• Fill up proformae JM 5 and JM 6.

• Submit in time to the CPWI and Regional Engineer.
39.12.5 Realignment of curves
10 men
• Equipment of sectional gang

• On track lining cum tamping machine.
• Inspection by PWI.
• Mark station at 1Om apart.
• Measure the versines and record.
• Indicate if there is any restriction to slewing.
• Draw the cumulative frequency curve.
• Decide whether to realign the whole curve or adjust a part of it locally.
• Calculate the slews at various stations as in Chapter 26 (Realignment of

Curves).
• Erect stakes along each station.
• Decide about the method of correction (Manually or by machines).
• Check the ballast profile.
• Arrange for additional ballast if necessary.
Step2 Stewing operation
• Obtain a line possession

• Open the track.
• Bring the lining cum tamping. machine.
©·KTMB Rev.O Page 33 of 59

• Slew the track to the correct distance from stakes.

• Tamp the sleepers by on-track tamping machine.
• Regulate and compact the shoulder and crib ballast.
Step 3 Clearing the line possession
• Tighten the loose fastenings.

• Check and correct the gauge.
• Move the machine to the adjacent station.
• Clear the block section and surrender line possession to Operations.
• Impose a traffic speed restriction of 30 km/hr.
• Pack manually the fish plated joints and glued joints.
Step4 Relaxing the speed
• Tamp the sleepers the next day.

• Pack manually the fish plated and glued joints.
• Relax speed restriction in stages.
Step 5 Checking
• Check the distance to the stakes once during the speed restriction
period.
• Recheck the versines and super elevation.
• If any major discrepancy is noticed, repeat the procedure.
39.12.6 Attention to lurches (based on inspections reports, driver's message)
4 to 6 men for track with wooden sleepers.
• Equipment of sectional gang.

• Equipment for lining and packing.
3. Operations
Step 1 Physical check
• Inspect the site where lurch has been experienced.

• Check the alignment, Cross levels, longitudinal level and packing.
• Identify the defects.
• Arrange for labour and machinery.
Step 2 Attention to track
• Open out the ballast.

• Carry out lining operation as in Clause 39.12.4.2.
• Tamp the sleepers as in Clause 39.12.1 and 39.12.2.
Step 3 Checking
• Check the quality of work


39.13 OPERATION RELATING TO TURNOUTS

• Resurfacing of Crossings.
• . Replacement of worn out or damaged Switches or Crossings.
39.13.1 Resurfacing of crossings
2men.
• Spanner
• Hammer
• Welding generator
• Welding electrodes
• Magnifying glass
• Grinder
• Profile gauges.
3. Materials required
• Spare fastenings .
4. Operations:
• Replace missing and defective fastenings.

• Tighten all loose fastenings.
• Square the sleepers.
Step 2 Surface preparation
• Bring welding generator to site.

• Mark the portions requiring welding.
• Grind the wing rails and vee rails of crossing with grinders.
• Check for any cracks with magnifying glass.
• Gouge by electrodes any deep crack.
Note If the vertical dip of crossing is less, it shall be taken out,
straightened and put back. Otherwise arrange for replacement of crossing.
Step 3 Setting the current
• Keep the current at the amperage advocated by the manufacturer of

electrodes.
Step 4 Welding sequence of crossing
• Weld on edge on the nose, starting from nose tip. Do not carry out
continuous welding.
• Weld on left wing rail at the edge.
• Weld on right wing rail at the edge.

Step 5 Welding operation
• Provide weld layer to cover the entire worn-out area in separate beads
so as to keep the temperature low.
• Deposit the runs longitudinally following the weld sequence so as to
cover half portion of the previous run.
• Manipulate the speed to have uniformity in the built up layer.
• Lightly tamp the weld with a ball point hammer.
• Clean the weld bead with a wire brush to remove slag.
• Use a chipping hammer to remove spatters.
Step 6 Hot peening
• Peen lightly after each run using a half pound hammer.

Step 7 Grinding
• Grind to obtain a smooth surface.

• Check constantly with the gadgets.
Step 8 Testing
• Fix the components and tighten.

• Carry out dimensional check with a profile gauge.
• Check the wing rail clearances.
• Check level and correctness of height.
5. Precautions
• Deploy only trained welders, whose competency for the job is certified by
Permanent Way Division
• Ensure that the techniques and instructions of the firm supplying electrodes are
complied.
• Adjust the gauge and repack the sleepers.
39.13.2 Replacement of worn out switches and/or crossings
• Sectional gang and Regional gang for switches and crossings.

• Staff of signalling unit for interlocked switches.
• Tools for sleeper fastening .
• Crowbars .
• Rail tongs
• Jacks .
• Shovels
• Ballast forks
• Tamping bars•
• Equipment for packing sleepers .
• Equipment of sectional gangs .
• Protection equipment.

• New switches
• New crossing assembly
• Spare fillings like nuts, bolts, fishplates and distance blocks.
4. Operations:
• Arrange for line possession of about 2 hours for changing switches and
crossing and about 1/2 hours for changing crossing alone.
• Coordinate with signalling staff if the switch is interlocked.
• Inspect the switches and crossings and arrange for track components
which are missing or defective.
• Renew unserviceable sleepers and fix base plates/slide chairs in correct
position.
• Keep the new switches and crossing opposite the existing assembly.
• Check that the switch rails are not twisted.
• Provide the bend in turn out side of the stock rail at T.T.S., in case of
over-riding switches.
• Mark the position where new switches and crossings will be laid.
• Drill holes for signalling rods/stretcher bars etc.
Step 2 Possessing the Line
• PICOP to block the line by taking over line possession.

• Arrange for disconnection of switches duly associating signalling staff.
Step 3 Removal of existing assembly
• Open the stock rail joint, joint connected to lead rails and joints near the
toe and heel of crossing.
• Remove the rail sleeper fastening of the switches and crossing portion.
• Disconnect the stretcher bars.
• Take out the existing switches and crossing assembly.
• Clean the contact surfaces with a wire brush.
• Grease the fishing surfaces and slide chairs.
• Apply oil to all bolts and nuts.
Step4 Insertion of new switches and crossings.
• Insert the new switches and crossing at the marked location.

• Fix the rail sleeper fastenings.
• Put back the fishplates and fish-bolts at all joints.
• Connect the stretcher bars.
• Renew all missing and defective components.
Step5 Checking
• Bring the track to correct level, gauge and alignment.

• Check that correct throw is maintained in normal and reverse position.
• Check the clearances and adjust where required.
©-KTMB Rev.(} Page 37 of 59

• Check the curvature of the turnout curve.

• Check that the layout is in accordance with the standard drawing.
• Ask the signalling staff to check about working of switches and locking of
gears.
Step6 Surrender the line possession to Operations
• Arrange for interlocking of switches with signalling staff.

• Keep the released materials clear of moving dimension.
• Clear the block section and PICOW to advise PICOP to surrender line
possession.
• Take the released materials from site to the depot.
5. Precautions
• Replace stock and switch rails as a complete set, including lead rails and one
approach rail.
o Ensure that ballast is clean and drainage is effective.
39.14 OPERATIONS RELATING TO LEVEL CROSSINGS

39.14.1 Over-hauling of Level Crossing
• Depends on the quantum of work .
• Pick axe
• Crow bar
• Beater
• Shovel
• Tools for fastenings
• Spanner
0 Baskets
• Rail
• Sleepers
• Fittings
• Bolts and nuts
• Distance blocks
• Anti-corrosive paint
4. Operations
• Prepare the draft of notice regarding the programme of maintenance of

public level crossing.
• Send the notice to the concerned Local Authority/JKR for issuance to
public.
• Advise local body and nearby villages.

(l/ii7iM Permanent Way Manual
Track Maintenance Operations
Part V
Chapter 39
• Arrange for tools equipment and labour.

• Keep spare sleepers and fastenings.
Step2 Examination
• Exhibit danger signals for road traffic.

• Open the road surface.
• Clean the rail and fastenings _in contact with the road by a wire brush.
• Examine the condition of rails, sleepers. fastenings and check blocks.
• Check the flange way clearance.
• Check the gauge, cross level and alignment.
Step 3 Over-hauling
• Apply anti-corrosive paint to rail.

• Replace defective sleepers.
• Renew defective fastenings.
• Correct the gauge, cross level alignment, and flange way clearance.
• Check that all track parameters are as per standards laid down including
check rail clearances.
• Repair the road surface.
• Arrange to get the roadway maintained by the road owner/road
authorities (Local Authority/JKR) concurrently.
Step4 Clearing the danger signals for road traffic
• Remove the danger signals for road traffic.
Step 5 Upkeep of other items
• Check that the visibility of approaching trains is at least 400 m for a

person in a road vehicle 5 m from the rail. Clear bushes and branches of
trees obstructing visibility.
• Provide proper grade in approach road.
• Check if the gates and barriers swing easily and are painted
satisfactorily. (For gates under Permanent Way responsibility)
• Ensure proper working of the catches of gale leaves.
• Check and maintain the indication boards at the level crossing to the
prescribed standards.
• Check focusing of gate lamps and ensure that their fixing arrangement is
correct.
• Record the date of Over-hauling in the register.
39.15 EMERGENCY OPERATIONS

• Rail failure.
• We I~ failure.
• Buckling.

39.15.1 Attention to Rail fracture in CWR/LWR
8men
• Rail tensor.
• Wooden blocks.
• Aluminothermic welding equipment.
• Equipment for destressing.
3. ·Materials required
• 6 m or longer rail piece of same section type and wear.
• Screw clamps.
• Special fishplates.
4. Operations
• Suspend the traffic operation.

• Take a Line Possession.
• Examine the rail fracture at site.
• Arrange for equipment, and a new rail of at least 6 m long o the same
section and age.
Step 2 Temporary repairs
• Join the fractured rail using special fishplates and screw clamps, if the
gap is less than 30 mm.
• If the gap is more than 30 mm, use a closure piece with clamp.
• Shift the sleepers on both sides near the fractured portion or support the
fractured portion on wooden blocks.
• Restore the traffic at 10 km/hr speed restriction.
Step 3 Permanent repairs
• Take line possession.

• Remove the fishplates and clamps.
• Measure the length L of new rail piece.
• Evaluate "L +gap at fracture+ 2 Welding gaps- 2 mm for two saw cuts".
• Mark this distance on the fractured rail and punch two points on either
side of the fractured portion measuring over the gap.
• Cut the rail at the punch points by a saw.
• Insert the new rail piece.
• Adjust the gap at one end of the closure rail to the welding gap and weld·.
• If the gap at the other end is equivalent to the welding gap, carry out the
welding. If not, clamp the other joint ancJ. support on wooden blocks.
• Clear the block.
• Weld the other joint if necessary using a rail tensor.
• Release the line possession.

Step4 Destressing
• Carry out destressing as in Clause 39.4.9

• At a temperature lower than Id, loosen fastenings for 1 00 m on either
side, tap the rail with hammer and refasten.
39.15.2 Attention to Weld failure
Repeat the operations as in Clause 39.15.1 except the use of joggled fishplates and
clamps instead of special fishplates.
39.15.3 Action on buckling of track

• Depends on the quantum of work involved
• Rail cutting machine

• Rail tensor
• Thermit welding equipment
• Equipment for destressing
• A rail piece of same section, age, quality and wear.
• Screw clamps
• Special fishplates
• Wooden blocks
4. Operations
• Open out ballast

• Suspend the traffic
• Take a Line Possession
• Examine the cause of buckling
Step2 Temporary repairs

• Slew the track to a flat reverse curve. If it is curve, slew the track
outwards (in case of track other than LWR).
• Check that none of the rails or joints are crippled by buckling. Tap the
sleepers to check for hollowness. Pack the loose sleepers and restore
traffic at a restricted speed of 10 km/hr.
• Ensure that moving dimensions are not infringed by slewing.
• If the above conditions do not prevail, cut the buckled rails at (on
CWR/LWR track) two places 6 meter apart. Cutting shall be done far
away, where the rail is not under stress. Remove the cut rail.
• Slew the track to the correct alignment.
• Insert a new rail of the required length in the gap making provision for
welding of joints on both sides.
• Connect the new cut rail by special fishplates and clamps.
• Open the line for traffic with a speed restriction of 15 km/hr.

• Raise the speed to 30 km/hr after tamping.
Step 3 Permanent repairs
• Take line possession

• Weld the clamped joints using a rail tensor
• Tighten all fastenings
• Correct the gauge and alignment
• Do full boxing
• Release line possession
Step4 Destressing
• Thoroughly examine the whole CWR!LWR

• Destress the whole CWR/LWR panel as in Clause 39.4.9
• Ensure complete and effective fastenings, proper alignment, good
packing and full boxing and track is fully stabilised
• Remove the speed restriction.
Note: For a CWR, the rail shall be convert to LWR to be manageable for
destressing operation of not more than 1050m. For 146m LWR, its full length shall
be destressed. Where the cause is precisely known, destressing may be confined to
the affected length.
Step 5 Reporting
• Investigate the cause of buckling

• Record the remedial measures
• Send a detailed report to the CPWI and Regional Engineer.
• Indicate the details in the Section Register.
39.16 GUIDELINES FOR ACTION TO BE TAKEN

39.16.1 The possible course of action for different types of defects are indicated in Table
T-39.1 below.

Table T-39.1
!r. ~,c(T,)'peoh~ef0fis :••· I>I/ ./>. ·. · ·.· ···.Actiont91>e

.··.•·.· ·•.·
7t~lle~"
, .·
• >•.•················ ·· • ~~ference to para .of··· .
" ...: rn~int~ri~nce
... . ope;ation •..
·. . . ·. · ..
1. Isolated spots with track parameters exceeding the prescribed tolerances in:
Gauge Spot gauging, if gauge is not uniform. Clause 3R5.5
Vertical alignment Lift the track & pack the loose sleepers. Clause 39.12.2
Attend to the joints Clause 39.12.3
Lateral Alignment Remove the kinks & slew the track if
Clause 39.12.4
necessary and pack.
Twist Correct the longitudinal levels over the Clause 39.12.1 & Clause
affected length. the twist. 39.12.2
2. Short scattered patches with poor running or where track parameters exceed the prescribed
tolerances in:
Gauge Regauge if gauge is not uniform. Clause 39.5.5
Replace the defective sleepers. Clause 39.5.3
Vertical Alignment Lift, level and tamp.
Attend to the approaches of Bridges,
Clause 39.12.2
Level Crossing and Switches &
Crossing.
Lateral Alignment Do local slewing and tamp Smoothen the Clause 39.12.4, Clause
curve by local adjustment. 39.12.5 & Clause 39.12.6
Twist Attend to longitudinal levels over the
Clause 39.12.1 &
affected length, which will improve the
Clause 39.12.2.
twist.
3. Long stretches of bad track indicated by Track Quality Index (TQI)-0 involving the following
parameters.
Gauge Continuous re-gauging Clause 39.5.5
Vertical alignment Lifting
Levelling. Clause 39.12.1
Tamping.
Lateral alignment Lifting

Clause 39.12.1
Levelling.
Clause 39.12.4 &
Lining.
Clause 39.12.5.
Tamping.
Twist Lifting
Clause 39.12.1
Levelling.
Tamping.
39.16.2 The PWI shall arrange to plan the required repairs, reporting to the CPWI where
such repairs are beyond his capacity.
Rev.O Page 43 of 59
39.17 GUIDELINES FOR POSSIBLE SOLUTIONS TO WEAR OR FAILURE OF

INDIVIDUAL TRACK COMPONENTS
Wear or failure of individual track components requires timely maintenance. The
guidelines for such attention are summarised in Table T-39.2.
Table T-39.2
Operations relating to track components
turn the rail or
Wheel burns
Rolling defects
I I faults
Wooden Slit
Sleeper
Concrete
Sleeper
Loose inserts
Seizure of elastic clip within Apply oil or special grease on the central leg clip and
the insert. eyes of the insert. Repeat the process periodically at
prescribed intervals.
Hole elongation method the
Structural failure Renew the sleeper.

(Transverse Cracking)
Fastening Loose Tighten or change
Excessive movement Change or renew
Worn or missing pads Replace

LIST OF FIGURES
Figure 39.1 Special gauge for measuring wear of rail.
Figure 39.2 Removal of ballast for renewal of a sleeper
Figure 39.3 Driving of Elastic spike.
Figure 39.4 Fixing of Dorken spike.
Rgure 39.5 Fixing of ERC or Pandrol clip

Figure 39.6 Fixing of Vossloh Fastening
Figure 39.7 Fixing of Nabla Fastening
LIST OF ANNEXURES
Annexure 39.1 Typical example of pulling back rail creep.
Annexure 39.2 Typical example of adjustment of gauge.

Annexure 39.3 Typical example of adjustment of expansion gaps.
Annexure 39.4 Manual Replacement of Concrete Sleepers
©KTMB Rev.(} Page45 of 59

Fig. 39.1
\
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l
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/
l
/,.,...,,.., ......
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I I
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II
/WORN-OUT RAIL
I I ,
I
I
I I
I
I I I' '
1,;
I
..............
........
-.... --- -....
( )
L---------------------------~
Figure 39.1 - Special gauge for measuring wear of rail.

Fig. 39.2:
2
Cl
z
<
:I: w
(.) 0..
bJ w
m w
-I
g (/)
ffi
n.
La..
UJ 0
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(I)
l_ ~~
-,, 0~
~~ 0:: N
Wj:: oi
mo 0:: >0
om<x:
'~-w_w
~ ,;,
liii!'~ 1-
ii:
~o-'
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-...
"-..
<O..U.
m::>o :5
-~
-I
<
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La..
0
-I
<
>
0
:::;:
w
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'y'
Figure 39.2- Removal of ballast for renewal of a sleeper.

Fil} 39.3
(.!)
z
~ w
0:: (.!)
0 ::>
<(
..... (.!)
0
0
w
~
"'<»
ts/!!
0
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0>
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i=
V)
t; j
~ifltJ
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flii$tt w
0::
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f!!l!2& 0
u
O,~aJ
Figure 39.3- Driving of Elastic spike.

Fig. 39.4
"'
w
Ill
:;!
w
-'
< 0: ffi
0
0 ~
"'... 1i1 "'zw
0
w ""-1 g""
"'z
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..... w
::.:
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-, Cl
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ii:
:::!: 0<
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oi
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0<
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mi}i~o:
"'=> w
e,JiWD.
z3"' iE"'
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Figure 39.4 - Fixing of Darken spike.
©>KTMB Rev. 0 Page49 of 59

Fig. 39.5
(!)
z
X a..
:::::i
G: ()
4.
0 ...J
0
0 et: If)
0 0 ci
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:c -<(
I-
w a..
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:::!i ~
tl
I- 0
()
w ()
~ ~
et: w
0
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Figure 39.5 - Fixing of ERC or Pandrol clip.

Fig. 39:€
CORRECT METHOD
THE TENSION CLAMP IS

CORRECTLY FITTED AS
~~~ ·~~·0 ~f ~~~~~E

~HtNRfs ~Tf~~EWTH
ANGLED GUIDE PLATE
BY llGHTENING OF THE
SLEEPER SCREW .
A (3Ap oF' !:. O•Pmm

IS PERMISSIBLE.
THE CORRECT
CQ.MP[lESSION . .OF THE
CLIPS JS OBJAII:-JE(l. BY
UsiNQ A TORQUE OF
APPROX. ·250~350 Nm
HOW EVER THE
TORQUE VALUE IS NOT
THE G.OVERNING
\ CRITERIA
~ INCO.RRECT METHOD
THE MIDDLE BEND HAS

A GAP > .0.5mm OR
THE TORQUE VALUE
USE:D IS WELL OUTSIDE
THE NOMINAL RANGE.
\ I
\
Figure 39.6- Fixing of Vossloh Assembly
IYKTMB Rev.O Page 51 of 59

Fig. 39.7
Figure 39.7- Fixing of Nabla Fastening.

Annexure 39.1 -Typical Example of Adjustment of Creep

Example
Assume that the creep as recorded at Km Post No.63.00 is 160mm and 10 consecutive
joints have closed up. The creep is greater than 150mm and more than 6 consecutive
joints have closed up. Hence it is time to pull back the rails.
Procedure
1. The nearest anchor points are Bridge at Km 62.80 and level crossing at km 64.00.
Pull back the creep and confine the adjustment of the expansion gap between km
62.80 and km 64.00.
2. Measure the temperature and see the standard gap from the chart at Annexure
23.1
Let the temperature be 22•c
Standard expansion gap from chart = 4 mm
3. Start from the joint at Bridge approach at km 62.80 where the gap is maximum.
Proceed pulling back towards km 63, where the gaps are zero.
4. Keep the rails square at km 62.80. Insert an expansion liner of 4mm at this joint.
5. Loosen the rail fastenings of joints from km 62.80 to km 64.
6. Pull back the rails starting from km 62.80 with a creep pulling equipment.
7. Insert expansion liner of 4mm at every rail joint.
8. After every pulling operation, tighten rail fastening at the joints.
9. Repeat the operations and proceed up to km 64, which is an anchor location.
10. Check if a closure rail is to be put at km 64 or a new rail piece is to be inserted to
provide a standard expansion gap of 4mm at the joint at the approach of level
crossing.
11. Pack the disturbed sleepers.

I<TNI Track Maintenance Operations Chapter 39
Annexure 39.2 -Typical Example of Adjustment of Gauge
1. Assume that the chart of track recording car has shown km 52 to 52.1 as having
gauge variations exceeding the planned maintenance tolerance + 6 mm and -2mm.
The field measurements of gauge are thereafter taken on the sleepers in this reach
and recorded.
2. The values obtained for the first 50 sleepers are given below
1 1002 +2 0&2
2 1103 +3 1&1
4-6 1004 +4 1&1
7-10 1005 +5 1& 1
11 1006 +6 1&1
12-16 1007 +7 1& 1
17-18 1008 +8 1&1
19 1007 +7 1&1
20-21 1008 +8 1&1
22-27 1009 +9 1& 1
28 1010 +10 1&3
29-30 1007 +7 3&3
31 1000 +10 3&1
32-33 1009 +9 1&1
39 1008 +8 1&2
35-41 1006 +6 2&1
41-42 1005 +5 1&2
43-44 1003 +3 2&1
45-46 1002 +2 1&1
47-50 1001 +1
3. Show the values exceeding the planned maintenance tolerances of +6mm and -2
mm in bold figures. Similarly show sleeper to sleeper variations exceeding 2mm in
bold.
4. From the table at para 2, it will be seen that the gauge is exceeding the planned
maintenance tolerance limits from Sleeper No.12 to 39. However sleeper to sleeper
variation is exceeding the limit of ± 2mm only from Sleeper No.28 to 31.
5. Confine the adjustments between sleepers 12 to 39 only.
6. Take sleeper No.12. The adjacent sleeper No.11 is having a gauge of 1006mm.
7. Keep the gauge at sleeper No.12 as 1004 mm to have 2mm variation.

8. Keep the gauge at sleeper 13 as 1004-2 =1002rnm

9. Keep the gauge at sleeper 14 to 32 as 1000mm (absolute gauge).
10. Keep the gauge at sleeper 33 as 1002mm.
11. Keep the gauge at sleeper 39 as 1004mm, since sleeper 35 has a gauge of
1006mm.
12. Follow the procedure in Clause 39.5.5 in adjusting the gauge from sleeper
13. No.12 to 39.
14. Repeat the operations for the rest of sleepers beyond sleeper No.50 up to km 52.10.

Annexure 39.3 - Typical Example of Adjustment of Expansion Gaps of Rail

Joints
Example 1
Expansion gaps of 10 rail joints of 12.2m rails have been measured at a temperature of
22°. The total of the gaps is 50 mm.
Average gap =50/10 =5 mm

Standard expansion gap as per chart at Annexure A-23.1 for 22°C to 2rc =4 mm
Average gap is slightly higher than the standard gap by only 1 mm. Hence provision of
uniform gap of 5 mm at all joints is adequate.
Adjust alithe 10 joints by pulling the rails to get uniform gap of 5 mm at all the rail joints.
Example2
Expansion gaps of 15 rail joints of 12.2m rails have been measured at a temperature of
33°C. The total of the gaps is 30 mm.
Average gap= 30/15 =2 mm.

Standard expansion gap as per chart at Annexure A-23.1 for 33°C =3 mm
The average gap is less than the standard gap by only 1 mm. Hence provision of uniform
gap of 2 mm at all joints is adequate.
Adjust all the 15 joints to get uniform gap of 2 mm.

Example 3
Expansion gaps of 12 joints of 12.2 m rails have been measured at a temperature of
36°C. The total of the gaps is 60 mm.
Average gap= 60/12 = 5 mm
Standard expansion gap as per chart at Annexure A-23.1 for 36°C =2mm
Average gap is greater than the standard gap by 3 mm.
The difference is > 2 mm.
Hence adjust the gaps systematically from nearest fixed point (anchor location) such as
level crossing, bridges and switches. The operations are similar to pulling back rail creep
and adjustment of expansion gaps as described in para 39.4.9 of this chapter. In this
case introduction of a longer rail or shorter rail at the end of the subsection will be
involved.

Annexure 39.4 - Renewal of Concrete Sleepers

1. Concrete sleepers may not be in the same condition along the track. Frequently, a
limited number have to be quickly changed. In this case , selective replacement is
required to maintain and/or upgrade the track.
2. Changing concrete sleepers requires the use of a range of machines suited f or

efficient and economical sleeper replacement. The replacement of the sleepers shall
be carried out in a manner that :
• lifting of the track are avoided

• ballast tamping are carried out under the newly inserted sleepers immediately.
This will avoid or minimise speed restriction
• sleeper changing machine of types that can ensure speedy replacement
(machines are available in the market that can replace up 60 to 80
sleepers/hour) are used .
• equ ipment that can be taken off the track within a few minutes to resume train
operation as soon as practicable are used
3. The following equipment shall be required to enable effective and efficient

replacement of concrete .sleepers:
i. Hand-held machinery for removing fasten ings from the o ld sleepers. These
include coachscrewing machines, spike pullers and clippers for extracting the
elastic fastenings.
ii. One rail/road loader, fitted with an attachment for clearing the ballast from the
casings of the sleepers to be changed and for ensuring the necessary space for
inserting the new sleeper without lifting the track.
iii. One sleeper changing machine for extracting the old sleeper.
iv. A second sleeper changing machine for inserting of the new sleepers.
v. Hand-held machines (as for fastenings removal) or self-propelled sleeper fixing

machine for fastening rails on the new sleepers.
vi. A second rail/road loader with a ballast grab to fill the casings and reshape the
shoulders.
vii. One medium size portable or on-track ballast tamper with 1 or 2 tamping heads.
viii. Various tools for manual work (ballast forks, etc.)

I~TIIII Track Maintenance Operations Chapter 39
Sleeper Changing Machine

Multipurpose road-rail loader/excavator
(Wooden or Concrete sleepers)
4. Sleeper Changing Manual Method

4.1 Manual changing of concrete sleepers are very strenuous and use of
loading/unload ing machines such as backhoe/off-track loader shall be preferable
where available and where there is no site constraints.
4.2 The whole operation shall be carried out under line possession.
4.3 The preparatory and finishing work for concrete sleeper replacement is exactly the
same as for wooden sleepers, the ballast is dug away, rail clips are removed using
the appropriate tools for the type of fastening, the rails are jacked up and chocked.
Where the shoulder of ballast was quite high, this had to be dug away to enable the
sleepers to be slided in from the cess.
4.4 A concrete sleeper will weigh around 250-280 kg , and the lifting and carrying of a
sleeper should be done with a team of 8 persons. This is achieved with 4 sets of
'nips' or lifting handles that locate into the rail attachments moulded into the sleeper.
There shall be 4 workers for the lifting at each end of the sleeper, in close proximity
to each other. A sleeper trailler shall be placed in readiness on the track to move
the sleepers into position.
The team handling operation is in four stages:
i. Removing the existing sleeper from under the rails
ii. Moving the replacement sleeper onto the track and moving to position
iii. Moving the sleeper off the rails
iv. Installing the sleeper into position under the rails
4.5 Removing the existing sleeper
A team of 4 workers shall carry out this operation (Photo 1). Dig th rough the
shoulder as much as possible to remove the sleepers . A worker shall lever the
sleeper forward from the rear using a bar to assist in the removal. The sleeper shall

\
be half lifted and half dragged out of the trench and into the cess. Once out of the
trench the sleeper shall be able to be moved relatively easier.
\.,
Photo 1: Pulling sleepers out from under the rails
4.6 Moving the replacement sleeper onto the track/sleeper trailler

Moved the sleeper along the track to its point of use by lifting it from the cess with
the use of lifting handles and up onto the trailler on the track. Ensure that during the
lifting operation the lifting handles do not become unattached. lt can then be moved
along the rails to its point of use using the sleeper trailler.
4. 7 Installing the sleeper into position under the rails
The sleeper shall then be lifted from the trailler into the cess and then back under
the rails into the trench that had been dug out for it. The surface of the ballast in the
trench shall be level and fine adjustment and squaring of the sleeper position shall
be be done with respect to the rail position. Once the sleeper is in proper position,
the fixing of the clips shall be carried out to be followed by packing and profiling of
the ballast.
4.8 A speed restriction of 30km/hr shall be imposed until the track has stabilised either
by passage of train or with the use of tamping machine and stabiliser.
(NOTE: SLEEPER CHANGING SHALL BE DONE BEFORE RAIL
TEMPERATURE EXCEEDS td +5°. EXCEPTIONS ARE ALLOWED ONLY WITH
THE APPROVAL OF THE PWI)

Inspection and Maintenance of Turnouts Chapter 40
Chapter 40
Inspection and Maintenance of
Turnouts
Document History
Authorised By:
Signature:
Date:
MOHD RAMLI MOHD NOH
eral Mana er Permanent Wa
8 MAY 201
Keretepl Tanah Melayu Berhad
Kuala Lumpur

<::IICTIIII Inspection and Maintenance of Turnouts Chapter 40
TABLE OF CONTENTS
40.1 GENERAL ............................................................................ ............................................... 3

40.2 INSPECTION ...................................................................................................................... 3
40.3 TURNOUT GANG ............................................................................................................... 3
40.5 CHECKLIST OF MAIN ITEMS TO BE ATTENDED TO IN MAINTENANCE OF
TURNOUTS ........................................................................................................................ 3
LIST OF ANNEXURES .......................................................................................................................... . 6
Annexure 40.1 -Checklist for Detailed Inspection of Turnouts .............................................................. 7
Annexure 40.2- Turnout Inspection Form (Standard Turnout Main Line Speed< 130km/hr) ............ 12
Annexure 40.3- Turnout Inspection Form (Class 1 Lines, High Speed Turnouts) .............................. 17

40.1 GENERAL
This chapter deals with the functions of Permanent Way Staff in the inspection of
turnouts and their maintenance.
40.2 INSPECTION
40.2.1 Turnouts shall be inspected by the PWI, the CPWI and the Regional Engineer, as per the
schedule laid down in Chapter 50. Reference shall also be made to Chapter 6 for general
understanding of turnout design and maintenance.
40.2.2 The PWI, CPWI and Regional Engineer shall be in possession of a diagram for each
yard, each turnout being given a unique number by which it will be identified in all
documentation.
40.2.3 The check list for detailed inspection of turnouts are given in Annexure 40.1 and sample
Turnout Inspection Forms are in Annexure 40.2 (Conventional Turnout) and Annexure
40.3 (High Speed Turnouts).
40.3 TURNOUT GANG

40.4.1 Maintenance of Turnouts shall be carried out by a special Turnout Gang under the
control of the CPWI. This Gang consists of Permanent Way staff (One Senior Ganger
and adequate number of Spikers and labourers) working together with Signal Division
staff. The programme of work shall be jointly agreed between the CPWI and the
Regional Signal Inspector who shall also ensure that adequate materials are available at
site for this Gang, according to the agreed programme which shall have the approval of
the Regional Engineer, Regional Signal Engineer and the Regional Operations Manager.
40.4.2 The Turnout gang shall function under the supervision of the PWI of the section who
shall provide additional labour as required. The gang shall undertake the work on a
length three rails ahead of the stock rail joint of the turnout and three rails to the rear of
its crossing.
40.4.3 The Turnout gang shall also be deputed for reconditioning of switches and crossings as
and where required by the PWI.
40.4.4 The PWI shall remain responsible for the maintenance of all turnouts in his section
whether with or without the assistance of the Turnout gang. He shall ensure that all work
by this Gang is under the supervision either of himself or of another qualified and
competent PWI and is done to his full satisfaction in accordance with current technical
requirements.
40.5 CHECKLIST OF MAIN ITEMS TO BE ATTENDED TO IN MAINTENANCE OF

TURNOUTS
40.5.1 Preliminary Works
Drainage
Creep adjustment.

I<TM Inspection and Maintenance of Turnouts Chapter 40
Ballast cleaning.
40.5.2 Items for Maintenance
* Stock rail joint - Square, regauge, respace sleeper. (refill old

sleepers holes in the timbers)
* Unserviceable - Replace
* Rails, sleepers, fastenings - Check, tighten/replace
* All sleepers - Pack
* Heel fixing - Check and adjust
* Setting of switch blades - Check/correct
* Joints - Oil/clean
* Distance block - Check/replace
* Crossing - Check wear at nose and on wing rails
* Lead rails - Check alignment
* Turn-in curve - Check alignment
• Turnout number - Paint
* Sliding/moving parts - Clean/oil
• Whole area - Tidy up
Note: * Permission of the Station Manager is necessary for works at any Turnout
except Non-Interlocked Turnouts/Hand-Points under the control of the Permanent Way
Division ..
40.5.3 Item to be ensured (for Conventional Turnouts)
(Refer to Annexure to Chapter 6 for High Speed Turnouts Inspections and Maintenance)
40.5.3.1 Switch assembly
1. Gauge shall be uniform except just ahead of the toe of switch where it shall be slack
(enough to house the tip).
2. Stock rail (on the turnout side) shall be bent to the correct extent at the theoretical
toe of switch.
3. The switch shall flush fully against the stock rail for its full tapered length; if not, the
switch rail shall be replaced.
4. Cracked/chipped switches shall be replaced.
5. Switch rails shall bear evenly on all slide chairs which shall be lubricated.
6. Vertical wear on the switch rail shall not exceed 6mm.
7. Lateral wear measured 15mm below the rail table shall also not exceed Gm m.
8. Gauge tie plates shall be provided at the toe of switch on turnouts with timber
sleepers.
9. Creep shall not exceed 25mm in track adjacent to switches.
40.5.3.2 Crossing assembly
1. Gauge and clearances at the crossing shall be exact as specified.
2. Vertical Wear on wing rails and at nose of crossing shall not exceed 10mm.

3. Gauge tie plate shall be provided at the nose of the crossing on turnouts with timber
sleepers.
4. There shall be no creep in excess of 25 mm in track adjacent to the crossing.

5. Flange way clearance 41 mm to 43 mm.
40.5.3.3 Lead portion
The curvature of turn out curve shall be within acceptable limits. (Refer to Chapter 26).
40.5.3.4 General (also applicable to High Speed Turnouts)
1. All fittings shall be complete and tight.
2. Huck or similar fastenings shall be carefully inspected for failure.

3. No two consecutive sleepers shall be unserviceable if traffic is to pass at full speed.
4. Sleepers shall be spaced as marked on the rails, square to the straight except in the
crossing assembly where they shall be square to the centre line of the crossing.
5. Packing shall be sound and firm.

6. Adequate depth of ballast cushion shall be ensured.
7. Ballast shall be kept in a clean condition.
8. Drainage shall be effective.
9. Alignment and Surfacing throughout the Switches and Crossing shall be accurately
maintained within the prescribed tolerance.
10. Turn-in curve shall be maintained to the same standard as the straight track of
mainline.
40.5.4 Cleaning & Lubrication
1. Permanent Way Staff shall be responsible for the cleaning and lubrication of slide
· chairs of all hand operated switches.
2. At interlocked stations, Signalling staff shall be responsible for cleaning & lubrication
of slide chairs.
40.5.5 Maintenance of interlocked switches
Provisions contained in Chapter 55 shall be ensured.

40.5.6 Alteration to Switches & Crossings
The PWI, on his own, shall not alter the position of switches and crossings. Specific
sanction shall have to be obtained for alteration, insertion and removal of switches &
crossings in existing lines, as indicated in Chapter 51 clause 51.2.

Inspection and Maintenance of Turnouts Chapter40
LIST OF ANNEXURES
Annexure 40.1 Check list for detailed inspection of turnouts
Annexure 40.2 Turnout Inspection Form (Standard Turnouts on lines with

speeds less than 130km/hr)
Annexure 40.3 Turnout Inspection Form (Class 1 Lines, High Speed Turnouts)

Annexure 40.1 -Checklist for Detailed Inspection of Turnouts
Station ............................ Point No........................... Location .............................. .
Type of laying/type of turnout... ..................................................... .
Date of reconditioning of crossing ............................................. .

Sleepers/assembly ................................. .
Angle of crossing
Left hand or Right hand/Laid on straight or on curve of radius
Similar/contrary flexure .......................................... .

Turnout design divergent speed km/hr. .............. .
Mainline speed ................... .
I. General:
1. Condition of sleepers
2. Condition of ballast and drainage
3. Alignment (Versine on 10 metre
chord near toe of switch and nose
of crossing).

11. Switch Assembly:

4. Condition of tongue rails:
(a) Right hand
(b) Left hand
5. Condition of stock rails:
(a) Right hand
(b) Left hand
6. Condition of fittings of switches:
7. Gauge:
(a) At theoretical toe of switch
(b) 150mm behind toe of switch
(c) At heel of switch
(i) For straight road
(ii) For turnout
8. Cross levels 300 mm ahead of toe of
switch:
9. Divergence at heel block:
(a) Right hand
(b) Left hand
10. Do the switches house properly if
the throw over is operated gently?
11. Clearance between toe of open
switch & stock rail (Throw of
switch):
(a) Right hand 110 to 115 mm (for
conventional Turnout) High Speed
Turnout Throw may go up to
160mm. Refer to High Speed
Turnout Manual
(b) Left hand
12. Creep at toe of switch
13. Packing under the switch assembly

Inspection and Maintenance ofT urnouts Chapter40
Ill. Crossing Assembly:

14. Condition of the crossing and wear
(a) Nose of crossing (90mm from actual
nose). (Refer to drawing for a
different design)
(b) Wing rail:
(i) Right hand
(ii) Left hand
15. Clearance of wing rail opposite nose of
crossing-:
(a~ Right
(b) Left
16. Gauge and cross level at crossing:
(a) 1 m in advance of nose:
(i) On straight road
Gauge
Cross level
(ii) On turn-out
Gauge
Cross level
(b) 150mm behind actual nose:
Gauge
Cross level
(ii) On turn out
Gauge
Cross level
(c) 1 m behind actual nose:
Gauge
Cross level
(ii) On turn-out
Gauge
Cross level
17. Condition offastenings
18. Clearance of check rails opposite point
gauged on the crossing as per item
16:
(a) 1 m in advance of (Left)
nose (Right)
(b') 150 mm behind (Left)
(actual) nose (Right)
(c) 1 m behind (Left)
nose

IV. Lead Portion:
19. Gauge at every 5th sleeper:

(a) Straight portion
(i) Sleeper No.
Gauge
Cross level
(ii) Sleeper No.
Gauge
Cross level
(iii) Sleeper No.
Gauge
Cross level
(iv) Sleeper No.
Gauge
Cross level
(v) Sleeper No.
Gauge
Cross level
(b) On turn-out
(i) Sleeper No.
Gauge
Cross level
(ii) Sleeper No.
Gauge
Cross level
(iii) Sleeper No.
Gauge
Cross level
(iv) Sleeper No.
Gauge
Cross level
(v) Sleeper No.
Gauge
Cross level

ICTifll Inspection and Maintenance of Turnouts Chapter 40
First inspection on Second inspection on

Particulars Details of Action Particulars Details of
inspection taken with inspection
date and
signature.
(1) (2) (3) (4) (5)
20. Lead curvature to be checked either by:

(a) Off sets (or)
(b) By measuring versines on 6 metre
chord.
V. Turn-i n-curve:
21. Curvature to be checked on 6 meter
chord.
22. Superelevation.
23. Ballast shoulder
VI. General:
24. Any other special features/defects.
25. Signature of the Inspecting with date.
Note:
• Item 20: T he off sets should be measured at fixed distance from heel of switch as per
standard design drawing of various types of angle of crossing.
• For High Speed Turnout (HSTo) in Class 1 route, please refer to the Annexure 40.3 and the
separate Maintenance Manual for Vossloh Co~ ifer High Speed Turnouts.
• Creep marker or creep monument shall be installed for measuring amount of creep at
turnout to enable adjustments to be made. Creep shall not exceed 25mm in track adjacent
to turnouts

Annexure 40.2 - Turnout Inspection Form (Standard Turnout Main Line

Speed < 130km/hr}
PERMANENT WAY DEPARTMENT
TURNOUT INSPECTION - STANDARD TURNOUT MAIN LINE SPEED <130km/hr
Turnout No:, _ __ _ _ _ __ Exa miner:,_ _ _ __ Date: _ _ _ __ _
Location: KM: _ _ _ __ Station:___ _ __ T/Out angle:_ _ _ __
Left hand or Right hand:_______ Laid on straight or on curve:
Similar/contrary flexure: _ __ _ _ _ __
A: GENERAL CONDITIONS
1. Conditions of Sleepers (Record bad sleepers only)
ISleeper No.
Condition
2. Condition of Ballast: _ __ _ _ _ __
3. Condition of Drainage:
4. Condition of Ballast Shoulder: - - -- - - - -
5. Measurements:
(PLEASE USE THE AlTACHED DRAWING)
B. SWITCH ASSEMBLY
1. Condit ion ofTongue Rails (HDCtype) Vertical/Lateral Wear shall not exceed 6 mm
Location A.T .s. (12 mm) 600mm (22 mm) 1600mm (45 mm) Action Taken Date
Right 1.
Left 2.
2. Condition of Stock Rails (80A height: 133.35 mm) Existing Height: .........................
Location A.T.S. (63.5 mm) 600mm l600mm Action Taken Date

Right 1.
Left 2.
3. Condition of fittings of switches: - - - -- - -- - - - - -

4. Do the switches house properly? _ _ _ __ _ _ __ _ __

~
@
:::"\
-I
s
~
O:J
~KTM
ITURNOUT INSPECTION FORM I
Gauge I
MAIN LINE
I L:J I
Part A-5: Measurements
I I I I I I I c::::J
i
Cross level I I L::J I I I I I I I I I I
TIOS 150mm from ATS HQS Lead ,centre 1 metre 150mm 1 metre ::l
(/)
,. i -.; -o
1 CD
I
------ I
$4
Alignment TOS I I
I
I a· .,
:::! CD
I I Ill ...
::l 3
a.SII
;:o s:~
CD Ill ::l
:::. M/L T/0
0
Throw of Switch I I I I ~i
::l Sll
tu'<
~s:
CD Sll
0 ::l
TURNOUT -c
-I SII
c -
....
Gauge I::::J I I I
L::J I I I I ::l
0
c
Cross level C:J I I I
I
I
I::::J I I I I Ui
M/L T/0 T/0
I_ I Crossing alignment M/L
Wear I I I I
Measure at NOC r-1
Action to be taken Date
"'0
Ill
(0
0
CD ':r
....
~
Sll
~.,
Q. CD !»
., ::1.
....
~
~<
I~TIIII Inspection and Maintenance of Turnouts Chapter40
C. CROSSING ASSEMBLY
MAIN LINE 41-43mm
Clearance
TURNOUT
Clearance
90mm ahead of AON AON 90 mm from AON

Nose I I
Wear M/L ~...-_ ___,~I I.__ ____. L...-_ __.1 Wear at nose/ w ing
Wear of
rails shal l not exceed
Rail
T/0 ~...-_ ____.I I.__ ____. .------ -.110mm
Action to be taken Date
Pa e3of 5

ICTIIII Inspection and Maintenance of Turnouts Chapter 40
0: LEAD PORTION
Gauge and cross level at every sth sleeper
Straight
Sleeper no Action taken Date

Gauge 1.
Cross level 2.
Turnout
Sleeper no Action taken Date

Gauge
Cross level
Curvature checking by off sets o r versines (6 metre chord)
Action taken Date

Versine
Any other special features/defects/observations:
Name/ Signature of the Inspecting Official: - -- - - - -- - - -- -
Date: _ _ _ _ __
Verified by: (Name/Signature) - - - - - - - - - - - - --

'I
Date:------

@
;:o:;;
-1
s:
llJ
:=::
PWI:
G KTM
TURN OUT INSPECTION SUMMARY (RINGKASAN PEMERIKSAAN SESIMPANG)
CPWI: _ _ _ _ _ _ _ _ _ _ _
;
c
Point Turnout angle 0 Condition of Sleeper Condition of fittings General Condition
'0:: llJ
No. Location "'llJ ...
(U
Notes
No. a.O :::J
en
1:9 1:12 1:1S "'
.5 Switch lead Crossing Switch Lead Crossing Ballast Drainange "0
Cl)
(')
1. g.,
:::J C1)
2. ru ...,
:::J 3
a. I»
3.
;;u ~~
(!) ru ::s
:< 4.
0
5.
~i
:::J I»
ru'<
6. ~:5:
Cl) Ill
0 ::s
7. -s::::
-1 1»
c:::-
...,
8. :::J
-
0
c:::
9. en
10.
- - · --
Prepared by: Verified by:
lJ
Ql
(Q - -------- - -- - -- - - n
::;
(!)
..... Ill
Name: Name : ~.,
-....
0)
0 C1) Ill
'""::I.
w Date: Date: ~<
I~TIIII Inspection and Maintenance of Turnouts Chapter 40
Annexure 40.3 - Turnout Inspection Form (Class 1 Lines, High Speed

Turnouts)
I<Tifll
PERMANENT WAY DEPARTMENT
TU RNOUT INSPECTION
{For High Speed Turnouts Sector lpoh Padang Besar)
Turnout No:_ _ _ _ _ __ Examiner:_ _ _ _ _ __ Date:_ _ _ _ _ __
Location: KM: _ _ _ _ _ _ _ _ Station :_ _ _ _ __ _
Left hand or Right hand: _ _ ___ Laid on straight or on curve: _ __ _ _ __ __
Similar/contrary flexure: - - -- -- - - -
A : GENERAL CONDITIONS
Item
Item Maintenance Action and Date
No.
1. Conditions of Sleepers (Crack at seat,
fasteners and rebars areas):
Please marked unacceptable sleeper condition
Sleeper No Defect
(Add rows as necessary)
2. Condition of Ballast
IAcce~table I Not Acceptable

I
3. Condition of Ballast Shoulder
IAcce12table I Not Acce12table

I

I CTIIII Inspection and Maintenance of Turnouts Ch apter 40
Item
Item Maintenance A ction and Date
No.
4. Condition of Drainage
IAcce~table I Not Acce~table

I
5. Crossing Condition

I
6. Alignment of the w eld s and GIJ< 2mm

I
7. Welds and GIJ cond itions
IAcce~table I Not Acceetable

I
8. A lignment of the turnout :1:6mm
Acceptable If Flangeway/Stopper/
Contact sr/sw Gap are in Tolerance.
Otherwise(± 3m m)

I
9. Intermediate rail condition
IAcceetable I Not Acce~table

I
10. Shifted of 20% surface or missing pads
or missing pads< 2 pads

I
11. Missing/unscrewing of fastening :
<5% at bearers
1 at check rail
1 at stopper
IAcceetable I Not Acce~ta ble

I

1/15 TURNOUT inspection form reference(page 20- 23}
Inspection and Maintenance of Turnouts Chapter40
Main Uoo CUrved line
b1 1000 b2 1000
" 1004 o2 1004
dl 1003 d2 1003
" 1000 e') 1000
: 39 f1 1000 f2 1000
48 q1 1000 " 1000
' 62 h1 1000 h2 1000
• 64 " 1000 a 1000
••••• ·••• .•. Gap I J :i,i,l1{ < ; '"I > .•· .• ·.' •. ·.·.·., .· . ·. ·•· · .· · · . .•. . ·.· / / .· . •.. . . . . . · •· . . . . . . · .·
1 1
2 2
3 3
4 4
5 5
6 •
7 7.
.Gap ~etWeenSiide • • .·· .• · . ••
.··
.
--
.··
.
/
,·...·. .. ..·" . ...·
·· · •. •········. "o"n <1mn\!' •• · • • · ·•
IG:
....·.. ...·· · .. · ..
IG: N: N:
· ... .· ..
> 58min · · ·.·· .. .... and Oa.te

....' .. :-Maintenance-Action
· . •. .·· .·
""
,, .· ·. 1 and Date . .
(Touching acce?table at cold r)

Crossing
T•
(Touching acceptable at hot T)

Inspection and Maintenance of Turnouts Chapter4fr
page 2/4
TURNOUT NO: • . ' ··.·• ,··· MAtN1ENMc;S:Acnl>'N:Ailtiol'.rE · •• ·.·.· ·.... ·...·.··:•:.··•.• ·:·.·
CurvadSw.R Strilight Sw.R
,._:..R::;olled I Not Rolled

.____,I I I
Me_a:sur~ment-_Of- wear,::?r::~~;i_tcti/st_Ock·r.ail: with·-we_ar

•< · · ·..<lauge. • .
Curved s~J.R- lstraigflt sw.R
r--'A.::cc:;eptable I Not acceptable j
~-==='~~'==~'~~~--------------------~·
I', ·..•....·•·.·'.. ··:, / ">·· ' ·, '' •
CO'!tingo~fe;l$&9!1slidJ>chair . . •
Yes r No
!
Yes I No
-- BaCk:tfove_· _condition ••
r--'A"'c"'iceptable I Not acceptable
':
I I I
---' .Sal_ancihg·:_of-the'{lua_id:·raii_S:-: ± Smm
•.. .· •.··.. ·,·.>·.·.·...· m:l<!5minl.o;04Smm ·
Des. Ga~,tge Gap Total Des Gauge Gap Total
m1 ~1
n1 n11
m2 m22
n2 n22
frog protectiohjng·9_56--~1/+.4mm
Des. Gauge Gap- Totat oes Gallge Gap Total
~ ~1
o2 o22
Wear of wing rails 4mm
Curved S#. R !Straight Sw.R
wear ofs 4rnm ®: Reading Nose

RP(6) I 273(1) 650(0.8) 1181(0)
®{ ®[ ® ®
Acceplable 1 Not accept<lbte
Wear- of check raii"80mm 0/4mm

Cur:ved&n.R straight Sw.R

ll'lSl'E$']"1<:/N FORM Page 3/4

·fu~t:J'ou-r1.ns
TURNOUT NO:
Atceptabl~ I Not acceptable

c:J I I
Acceptable I No.t acceptable

c:J I I
Ali_9_ninCnt- of_ ~he ~hlrrlQU~,±4m_nl'_ #:~ptabi~~-~~
Flange~ayf_$to,P.Pe_r/C0n~Ct;sr!s:ij'$a_p ;u_e: i_n
·'Tolerance.· qthe!W_!~--e (:Hmtn).;
Acceptable I Not acceptable
c:J I I
lnterrhedi3te:rall
-.COOdltlOJi .
c:J I I
Shifted· of- 20%'SulfaC_~_~c).'r JniSsitlg .-pads
-bt mrsslng-_pads
<2- ·aas
Mi_ssing/un·sc_r~_wji)Q:ot-fasbming
. <5o/oat
bearerS-0_1-:at
_Cheok raiU at
c:J I I
Sleeper quality
Crack at sea~ fasteners
&-rebarS-.area
c:J I I
Opening-Of Switch (at-40omm)
nworeHcal :160 +101-5
C~,;;veOSw.R. Stteight Sw_R
Cross Level (+l..Smm) and-Twist (<4.5mm) over'3M

base i.e 5 Bearers.

,.,j ' 4' \.oj i;::il '0\
b~,~~-:.~~~~~-::i
- "
NAME SIGNATURE
PWI
CPWI
19KTMB Rev. 0 Page 23 of 31

1/9 TURNOUT inspection form reference page (25 28)

. ··. ··•. ·• ·········· . . · ·... .... ..

....· ··.·
I•
·--:··~~·
· .. .
Page 1/4
• ••
·.>·.• ·. •. . •. \ .· •...·:.>
• . ·;:
i ·.· . · · ·
li
l···········(?;·········"··········i•
l4,qo
·· .. . ......... ··· .·.
>••••..•. •.••••.•.· ·• • •· ·•· ·•· ·•· .
55l6
.....
~
• •TU.; .._;; ,./,.iri
• ... "' ..· . ·:·. . • . . •. >;.>
Z.f
.... ·..
[] . @]
' ·········-········· ............. ····-······---·-
.,!
L ~"""''
. L{ ..
--·-
.. r'l'-· .
-~-~===if-.Jjji._:l,: ~~
. .. . --·- ...
,j,• ;J
-··-········ .. ·····-·
~----~t= ~~ c
-~~\Jitj
'• ~ ;;o~""'...t~~4t::.~=-
Oil
•• ·.·•···· """'""'' .. •..;;;;; ~~"· ...

RH/lH 1 in9
.· .· ""'":'· :' •• ...,•.,". )1.; •. / .•·. ·.•.··.·•···. • ·•••.• .••..
I.::E1 BER~200.10623
REV:9
,Tuo.;,.oiTl'J'• ... ·.:.
Vossloh..Cogifer
lpoh- Pac!ang Besar Sector
. ·•·· ......'.
~k •
•. ' . ·•.· ...... .••. ·:.·.:~ ..... .•••.• <; •••••
.~. ·.•. '•pMe·.·.········ '··•~•'/; t
11'!ahlin~ Curved line
[Do•. Th•·~· Deo I

""' Th•oN.
·,··.•
Reol
,,'·····
• 1000
·....
2 .b1 1003 b2 1003
7 o1 1002 1002
12 d1 1000 d2 1000
21 o1 1000 o2 1000
25
29
(1
g1
1000
1000
12
g2
1000
1000
I·
39 1000
41
h1
i1
1000
1000 "'
i2 1000
\: ·; -;-~ ....·.•.•·· ....•. i ·~;~:and . ... li

..·····.·
SU•ohl Sw.R. I.,.
No G, No Goo
1 1
2 2
3 3
4 4
5 5
6 6
7 7
····.
. ·.· -r
"'""" ...
I
..
Curved SVt.R. Straight SW.R
G: N: ;G: N:
.. I .>samm • ..
Dmed Sw.R. St~;ght Sw.R
·: ·.
'
(Touching acceptable at cold T")

Crossing
•
~ T'
~
I '"'IT")

r--'A-"c"jceptabte
I

Page 3/4
Acceptable I Not acceptaOie

,..------,
Cfoss Le)l:el (+l-5iri_m)"and TWiSt {41;~_min)oV~r3M

base· i.e. 5--Bearers;
lf}KTMB Rev.O Page 27 ol31

I<TIIII Inspection and Maintenance of Turnouts Chapter 40
Page 4/4
===~
IN~-PECJING,OFFICIAL NAME SIGNAlURE DATE
PWI
CPWI

Page1 of3
·.•.... ••i •. ....,•. . "-'·
~ ~in line
'o". · Thiooy. R"t

• 1000
2 b 1o00
7 ' 1000
112 d 1000
'20 ' 1000
1
2
3
4
5
6
'
G:
... .·.···. ~'"'"'
Slrnlgh! SwK
N:
·,..·.,·. ...
I ·.·
.:. ·.·.
Roller
Rolled I Not Rolled-

0 D
st,.loht Sw.R.
I Not acceptable
0 D
©KTMB Rev.O Page 29of31

Page2of3
·I

Page3ol3
NI)ME TITLE SIGNATURE DATE
PWI
CPWI

Inspection and Maintenance of Bridges Chapter 41
Chapter 41
Bridges
Document History
Authorised By:
r '
Signature:
Date: MOHD RAMLI MOHD NOH 2 8 MAY Z015
Keret-Bpi Tanah Melayu Berhad
Kuala Lumpur

Inspection and Maintenance of Bridges Chapter41
TABLE OF CONTENTS
41 .1 GENERAL ....................................................................................................... .................... 3

41 .2 SCOPE OF INSPECTION .................................................................................................. 3
41.3 ANNUAL INSPECTION ................................................................................................ ...... 3
41.4 MAINTENANCE OF TRACK ON BRIDGES AND APPROACHES .................................... 6
41.5 PRAI SW ING BRIDGE ....................................................................................................... 7
LIST OF FIGURES .................................................................................................................................. 7
LIST OF ANNEXURES ............ ............................................................................................................... 7
Annexure 41.1 - PWI'S Bridge Inspection Register ................................................................................ 9

41.1 GENERAL
41.1.1 This chapter deals with the inspection and maintenance of bridges, viaducts (including
culverts} and track !hereon by the Permanent Way staff. Road-under bridges, viaducts
and culverts are classified as bridges in this Manual and are referred to as such in this
Chapter.
41.1.2 Procedures for detail inspection of bridges and their maintenance by the Bridge Engineer
Headquarters' unit, the Regional Engineer and the Regional Bridge·Unit are beyond the
scope of this Manual. They are described in more detail in the current KTMB Bridge
Maintenance Manual.
41.2 SCOPE OF INSPECTION

41.2.1 Although the maintenance of all bridges is the responsibility of the Bridge Engineer and
his staff, the PWI and the CPWI shall also inspect them as laid down in the subsequent
paragraphs. They shall ensure that the bridges function effectively at all times.
41.2.2 During their normal inspections, the PWI and CPWI shall be on the lookout for any
changes in the condition of bridge and viaduct structure, which are likely to interfere with
the safe running of traffic. They shall report such changes to the Regional Engineer, for
taking appropriate action in the matter. Features to be monitored include:
• increased movement or vibration

• ·new or widening cracks in masonry, especially abutments, piers and arches
• new or increased seepage of water
• blocked weep-holes
• blockage of waterway and scour near abutments, piers and wing walls.
• rapid deterioration of track conditions on the bridges
• possible disregard of load restrictions (as observed visually)
41.2.3 Passage of heavy loads on and damage by road vehicles to road-over bridges across
the track, road-under bridges and indication of river boats or vessels causing damages to
the bridges structures shall also be checked by the PWI. Where necessary in such
cases, immediate steps shall be taken to protect the rail traffic. He shall also send a
report to the CPWI with full details.
41.2.4 If any danger needs to be apprehended, Permanent Way staff including the Ganger and
his men shall act in accordance with the General Manual in the current KTMB Rules
and Regulation Book as applicable to stop or regulate traffic.
41.3 ANNUAL INSPECTION

41.3.1 By the PWI and the CPWI
41.3.1.1 Once a year, the PWI shall carry out a general inspection of all bridges in his section.
The inspection shall cover the following:
• Waterway and protective works.

• Foundations and substructure.
o Super-structure and bearings.
o Track and approaches.
©KTMB Rev. 0 Pag.e 3 ol9

41.3.1.2 All applicable items among those indicated below and any others as necessary shall be
inspected. Remarks shall be recorded in a register (proforma at Annexure 41.1) which
shall be forwarded to the CPWI before the end of February of each year with necessary
photographs. Figure 41.1 indicates the system to be followed for numbering the various
components of a bridge.
List of items to be inspected on bridges
1. WaterWay and protection works.
1.1 Obstruction to waterway.

1.2 Protection works (pitching, drop walls, flooring, aprons, guide banks etc.) scour,
slips/settlement
2. Foundations and sub structure:
2.1 Noticeable scour near foundations (to be addressed early)
2.2 General soundness of abutments, piers, wing walls, bed blocks.

2.3 High flood level/danger level marks.
3. Steel Girders:
3.1 Position of spans relative to piers/abutments.

3.2 Bearings.
3.3 Significantly noticeable defects such as

• excessive corrosion,
• loss of section,
• distortion and
• damage due to accidents.
3.4 Bridges of span 30.5 m. and above are provided with camber. Track on these
bridges are laid correctly following the camber of the girder. While re-timbering is
done it should be ensured that the longitudinal level of rails follows the camber of
girders.
3.5 Camber packing where provided should be in sound condition.

3.6 On girder bridges adequacy of path ways for inspection should be checked. Safety
handrail must be maintained in good condition.
4. Slabs/Boxes/Arches etc.
4.1 Cracks/sags etc.

4.2 Settlement of foundations
4.3 Bulging/Leaning Parapets and Headwalls
4.4 Weathered or scoured Brickwork and Paintings
5. Track and approach.
5.1 Line and level and position relative to girders.

5.2 Gauge and Twist
5.3 Condition of rails & fastenings
©-KTMB Rev. 0 Page 4 of9

1. Type (LWR etc.) and condition.
2. Position of joints, and extent of gaps.
3. Condition of rail fastenings.
4. Creep.
5.4 Sleepers
1. Condition
2. Spacing
3. Thickness
4. Bolting to girders
5.5 Protection rails on bridges

5.6 Man-refuges.
5. 7 Fire precautions
5.8 Other items.

6. Concrete Bridges
• Observe for signs of excessive deformations, vibrations and cracks on the

structures and any sign of accidental damages from impact from coaches or
wagons.
• Reference can be made to Section 5.18 of the current Bridge Maintenance
Manual for more detail with respect to Concrete Bridges.
7. Detail inspections, taking of records and measurements for Bridges shall be carried
out by Bridge Unit personnel under the management of the Permanent Way
Headquarters Head of Bridge Unit.
41.3.1.3 The PWI shall carry out all repairs within his competence and capability without delay or
request assistance from the Regional Engineer /Bridge Unit if required.
41.3.1.4 On receipt of the PWI's register, the CPWI shall:
• carefully go through the PWI's notes,

• carry out inspections where he considers necessary,
• record his orders in the PWI's register,
• return the register to PWI, and
• refer important defects noticed to the Regional Engineer and the Bridge Engineer.
The register shall be so prepared that at least five consecutive previous year's records
for a bridge are available in it at one place.
41.3.1.5 Standards to be followed for track on bridges are specified in Chapter 10. The inspection
of track on bridges shall be with reference to these standards.
41.3.2 B~ the Regional Engineer
The Regional Engineer shall inspect bridges as necessary during his normal inspections.
He shall also inspect all the bridges, once a year, according to the procedures laid down
by the General Manager Permanent Way. He shall bring to the notice of the Bridge
Engineer any defects or anomalies noticed.
©-KTMB Rev.O Page 5 of9

Note: The Bridge Engineer shall carry out a detailed inspection of all bridges every year
according to procedures specified by the General Manager Permanent Way and in
accordance to the current Bridge Maintenance Manual.
41.4 MAINTENANCE OF TRACK ON BRIDGES AND APPROACHES

41.4.1 Maintenance of track on bridges and approaches shall be done to attain the standards
indicated in Chapters 10 and 13.
41.4.2 lt shall be strictly ensured that:

1. The track on either approach is maintained to the best possible standards of track
geometry and kept well anchored with full ballast profile.
2. The clearances of running rails over ballast walls or ballast girders at the abutment
are adequate.
3. There is no rail joint within three meters of the abutment.
4. The ballast wall is sound.
5. Track is central in relation to the rail bearers on the straight track.
6. Line and level of track are good, fastenings being tight.
Notes:
a) Departure from line is caused by:
incorrect seating of girders,
shifting of girders laterally or lengthwise,
incorrect seating of sleepers on girders,
incorrect seating of rails on sleepers,
varying gauge or creep.
b) Departure from level is caused by:
errors in level of bed blocks, or
poor installation of sleepers on bridges or bridge timbers
c) Track on ballasted bridges shall not be lifted without the approval of the Bridge
Engineer, but the minimum specified ballast depth and ballast profile shall be
maintained.
7. Creep and joint gaps are not excessive, rails being pulled back as required.
8. Free movement of fishplated mechanical joints takes place.
9. Protection rail/guard rail arrangements are adequate, and notched (if required to
maintain spacing of bridge sleepers). The distance between running rail and
protection rail is maintained as specified.
10. Condition of sleepers and fastenings is good.
11. Sleepers are square. Those needing renewal are marked in paint. Those with end-
splits are duly bound or bolted.
12. Spacing of sleepers does not exceed that indicated in Chapter 10.

13. Fastenings fixing the sleeper to the girder or rail bearer grip firmly.
They are oiled to prevent rusting and are oriented correctly.
14. Pathways are adequate for inspection.
41.5 PRAI SWING BRIDGE

Description of the Swing Bridge principle operation, special inspections and maintenance
requirements are in a separate Operation and Maintenance Manual.
LIST OF FIGURES
Figure41.1 System for numbering components of a Bridge
LIST OF ANNEXURES
Annexure 41.1 Proforma for PWI's Bridge Inspection Register

I<TM Inspection and Maintenance of Bridges Chapter 41
Fig. 41.1
N0.2 RE1URN N0.4 RE1URN
NO.~ SPAN
N0.2
GRIPER BRIDGE
N0.1 RE1URN N0.3 RE1URN
1llllE....;.
WHERE lHERE ARE MORE lRACl<S lHAN ONE lHE BRIDGES ARE
TO BE NUMBERED CONSECUllVELY COMMENCING FROM lHE EXTREME
RIGHT fACING lHE DIRECllON OF INCREASING I<ILOMETREAGE.
ffi ffi
a: a:
NO. 1 PARAPET
ARCH BRIDGE
NOj ; FACE 'LL
I I
I I
NO. 1 FACE WALL
CULVERTS WITH fACE WALLS
Figure 41.1 - System for numbering components of a Bridge

Annexure 41.1- PWI'S Bridge Inspection Register

PWI
Bridge No. Location
Type Span
Previous History:
',, < ' ' !tf' - >,.,,,.,., ' , . .,.,,,,. , ' , ., , . . ,,.,. ',' .,',,,.,.
i,i~~\ ''\''<':'·•'\' .;. •··•· ••• ··~··:~,.
., '·i s• ..:.••\:',
"•.\'' ( '"" ,?•<;;; cc .,,, i\;qc·;'
.· · .;uraers: J"~tf<;'!i
.·. '&.< .· . /;~!
.
1. Water Way and protection works.
1.1 Obstruction to waterway.
1.2 Protection works (pitching, drop walls,
flooring, aprons, guide banks etc.) scour,
slips/settlement.
2. Foundations and substructure:
2.1 Scour noticed near foundations.
2.2 General soundness of abutments, piers,
wing walls, bed blocks.
2.3 High flood level/danger level marks.
3. Girders:
3.1 Position of spans relative to piers/
abutments.
3.2 Bearings.
3.3 Significantly noticeable defects such. As
excessive corrosion, loss of section,
distortion and damage due to accidents.
4. Slabs/Boxes/Arches
4.1 Cracks/sags etc.
5. Track and approach.
5.1 Line and level and position relative to
girders.
5.2 Gauge and Twist
5.3 Condition of rails & fastenings
1. Type (LWR etc.) and condition.
2. Position of joints, and extent of gaps.
3. Condition of rail fastenings.
4. Creep.
5.4 Sleepers
1. Condition
2. Spacing
3. Thickness of timber bearers
4. Bolting to girders of timber bearers
5.& Protection rails/Guard rails
5.6 Man-refuges.
5.7 Fire precautions
5.8 Other items.
~,,,
"'"
Name PWI CPWI PWI
PWI
CPWI
Date

Inspection and Maintenance of Tunnels Chapter 42
Chapter 42
Tunnels
Document History
Issue Date Descr ipt ion
Authorised By:
(
Signature: '
Date: 2 8 MAY 201

(5 I<TIIII Inspection and Maintenance of Tunnels Chapter 42
TABLE OF CONTENTS
42.1 GENERAL··· ······· · ····· · ····················· · ··························· · ·········· · ···· · ·· ··· · ············· ~ ··························· 3
42 .2 SCOPE OF INSPECTION ................................... ........ ......................................... ........ ............... 3
42.3 ANNUAL INSPECTION ............................................................................ .................... ............... 3
42.4 MAINTENANCE OF TRACK IN TUNNELS ................................................................................ 5
Annexure 42.1 - Proforma for PWI's Tunnel Inspection Register ........................................................... 7

42.1 GENERAL
42.1.1 This chapter deals with the inspection and maintenance of tunnels and tracks therein by
the Permanent Way staff. Procedures for detailed inspection of tunnels and their
maintenance (in accordance with extant orders of the General Manager Permanent Way)
to be carried out by the Bridge Engineer, his staff, the Regional Engineer and the
Regional Engineer's Assistant are beyond the scope of this Manual.
42.2 SCOPE OF INSPECTION

42.2.1 Although the inspection of all tunnels is the responsibility of the Bridge Engineer and his
staff, the PWI, the CPWI and the Regional Engineer shall also inspect them as laid down
in the following paragraph, to ensure that tunnels are safe for traffic. In addition, they
shall inspect tunnels as may be necessary during their normal inspections.
42.2.2 All unlined portions of walls and roofs of the tunnels shall be carefully examined and
sounded by the PWI once in six months (unless otherwise ordered by the Regional
Engineer). All serious defects noticed shall be reported to the Bridge Engineer.
42.2.3 If any danger is apprehended, Permanent Way staff including the Ganger and his men
shall act in accordance with the General Manual in the current KTMB Rules and
Regulation Book as applicable to stop or regulate traffic as required.
42.3 ANNUAL INSPECTION

42.3.1 By the PWI and the CPWI
42.3.1.1 Once a year, the PWI shall carry out a general inspection of all tunnels in his section.
The inspection shall cover the following:
• Portals
• Profile and clearance
• Walls and Roof
• Tunnel drainage
• Drainage pattern above the tunnel
• Refuges
• Shafts
• Adits and Shafts point
• Track and condition of track on transition slabs/ tunnel approaches
• Slab track
• Protection rails on tunnel approaches
• Lighting and special equipment
However track and drainage items which are scheduled for closer interval of inspections
shall be carried out as stipulated in Chapter 50. Detail inspection above the tunnel shall
be done by the PWI together with the Bridge Technician.
42.3.1.2 All applicable items among those indicated below and any others as necessary shall be
inspected. Remarks shall be recorded in a register (Proforma at Annexure 42.1 ), and
forwarded to the CPWI, by a date to be prescribed by the General Manager Permanent
Way.

List of items to be inspected in tunnels
1. Portals
1.1 Slip of slopes.
1.2 Cracked/bulging/shaken masonry
2. Profile
2.1 Clearances
Measurement of track offset to tunnel face and tunnel structure - markers that are
installed to check clearances must also be regularly checked.
3. Walls and roofing
3.1 Condition of weep holes
3.2 Seepage.
3.3 Unsound lining/loose rock.
4. Tunnel drainage.
5. Drainage pattern above the tunnel.
6. Refuges.
7. Shafts.
8. Track.
8.1 Line and level and reference pillars
8.2 Corrosion.
8.3 Approach track and transition slab

8.4 Slab track (refer also to Chapter 9.
8.5 Bonding of twin block sleepers and surrounding concrete for slab track
42.3.1.3 The PWI shall carry out all repairs within his competence and capability without delay.
42.3.1.4 On receipt of the PWI's register, the CPWI shall:
• Carefully go through the PWI's notes,

• Carry out inspections where he considers necessary,
• Record his orders in the PWI's register,
• Return the register to the PWI.
• Refer important defects noticed to the Regional Engineer and the Bridge Engineer,
• The register shall be so prepared that at least five consecutive previous year's
records for a tunnel are available in one place.
42.3.1.5 Standards to be followed for track in tunnels are specified in Chapter 9, 10 and 11.
The inspection of track in tunnels shall be with reference to these standards.

42.3.2 By the Regional Engineer
In addition, the Regional Engineer shall:
42.3.2.1 Inspect tunnels as necessary during his normal inspections and bring to the notice of the
Bridge Engineer any defect noticed, and;

42.3.2.2 Carry out a general inspection of all tunnels in his jurisdiction every year, according to
procedures specified by the General Manager Permanent Way.
(Detail inspections of tunnels are to be carried out by the Bridge Unit)
42.4 MAINTENANCE OF TRACK IN TUNNELS

42.4.1 Track in tunnel shall be maintained by the PWI to the standard prescribed in Chapter 9,
10 and 11. All track work in tunnels shall be carried out in the presence of the PWI and
under the protection specified in the General Manual in the current KTMB Rules and
Regulation Book. The PWI shall be responsible for the safety of trains and of the men
employed on the work. A caution order shall be issued advising drivers to keep sharp
lookout and to whistle while approaching the tunnel.
42.4.2 Lookout men with whistles or air horns shall be posted to lookout for approaching trains
and give timely warning to enable all men inside the tunnel to reach the refuges
provided, if not to get out of the tunnel before the train enters the tunnel. Those unable to
do either, shall lie down close against the wall of the tunnel until the train has passed.
See rules 3.6.4 of section B of Rule Book.
42.4.3 The general level of the track in a tunnel shall not be raised without the permission of the
Regional Engineer. The track shall be carefully kept true to the centre line. Reference
pillars for line and level shall be maintained in position.
42.4.4 For tunnels with ballasted track, ballast shall normally be unloaded outside the tunnel
and carried inside as required. Ballast shall not be thrown up higher than the specified
level.
42.4.5 Sleepers and other track material shall not be unloaded/left in the tunnel.
42.4.6 Before a trolley is taken into the tunnel, the trolley headlight and lamp and the Inspector's
head lamp shall be lit.
42.4.7 The PWI shall ensure that no hasty work is done. Track components shall be carefully
examined for signs of corrosion and painted with specified compounds as required. The
standard of maintenance shall be such that frequent attention to track will not be
necessary.
42.4.8 The PWI shall leave the tunnel after maintenance work, only after careful check to make
sure that:
• all fittings are tight,

• the gauge is true,
• the track is in proper alignment, and
• no tools, stones or other obstructions are left near the rails.
42.4.9 Tunnels in Class 1 high speed lines
A separate High Speed Tunnel Operation and Maintenance Manual shall be referred to
for specific inspections and maintenance requirements related to tunnels in Class 1 high
speed lines.

I<TNI Inspection and Maintenance of Tunnels Chapter42
LIST OF ANNEXURES
Annexure 42.1 Proforma for PWI's Tunnel Inspection Register

Inspection and< Maintenance ofT unnels Chapter 42
Annexure 42.1 - Proforma for PWI's Tunnel Inspection Register
PWI Section:
Tunnel No: Location:

-------
Type: _ _ _ _ _ _ _ _ Length: Lined I Unlined
Special arrangements:
Lighting:
Ventilation:
Gradient of track:
Geotechnical information:
Roof- Min. height above R.L:
Walls- Min. dist. from C/L of track:
Previous History of tunnel:
Date of Items Inspected PWI's CPWI's PWI's

Inspection Remarks Orders Remarks &
Compliance
1. Portals:
1.1 Slip of slopes.
1.2 Cracked/bulging/shaken masonry
2. Profile:
2.1 Clearances.
3. Walls and roofing
3.1 Condition of weep holes
3.2 Seepage.
3.3 Unsound lining/loose rock.
4. Tunnel Drainage
5. Drainage pattern above the tunnel.
6. Refuges.
7. Shafts and adits
8. Track:
8.1 Line, level and reference pillars.
8.2 Corrosion.
8.3 Approach track and transition slab
8.4 Slab track (refer also to Chapter 9)
8.5 Bonding of twin block sleepers and
surrounding concrete for slab track
Signatures:
Names: PWI:
CPWI:
Date:

Precaution Before and During Rainy Season Chapter 43
Chapter 43
Precaution Before and During Rainy
Season
Document History
0 May,2015 First issue
Authorised By:
Signature:
~,-'
Date:
MOHO RAMLI MOHD NOH
General Manager Permanent Way
2 8 MAY 201~
p Janan Melayu tsemaa
1\ere-:eJ)t
Kuala Lumpur

Precaution Before and During Rainy Season Chapter43
TABLE OF CONTENTS
43.1 GENERAL ....................................................................... .................................................... 3
43.2 GENERAL PRECAUTIONS TO BE TAKEN BEFORE THE RAINY SEASON .................. 3

43.3 PRECAUTIONS DURING THE RAINY SEASON .............................................................. 3
43.4 ADDITIONAL INSPECTIONS AFTER SLIPS AND FLOODS ........................................... .4

43.1 GENERAL
This chapter describes the precautionary measures to be taken before and during rainy
season. Follow-up action to be taken after slips and floods has also been indicated.
43.2 GENERAL PRECAUTIONS TO BE TAKEN BEFORE THE RAINY SEASON

The following precautionary works shall be carried out:
43.2.1 All drains and waterways shall be cleared of silt and vegetation. Digging below the invert
level of culverts shall not be done.
43.2.2 Repairs to protection works shall be completed and scour holes filled.
43.2.3 Marks indicating the safe limit of the flood water level (to be observed by patrolmen or
watchmen) shall be painted to be clearly visible, at indicated locations as on
abutments/piers of bridges and culverts and approaches to causeways.
43.2.4 In hilly areas where boulders are likely to fall on the track, loose boulders shall be
identified and disposed of safely.
43.2.5 Patrolmen and Watchmen shall be nominated and trained and their equipment made up.
43.2.6 Reserve stocks of materials like boulders, earth, empty cement bags and wire netting
and equipment like temporary bridge spans, cribs, trestles, pavement breakers, and
welding sets, for use in emergency restoration works shall be made up to scales
prescribed by the General Manager Permanent Way.
43.2.7 Locations with a past history of damage by flood and those considered vulnerable due to
special features (such as a reservoir or development upstream, that are outside the
railway reserve, that may release unsafe volume of surplus water during heavy
rains/floods) shall be identified and reviewed by the Regional Engineer. Arrangements
shall be made to keep these locations under watch. The Regional Engineer shall identify
sections with such history so that additional regular patrolling at night will be carried out.
43.3 PRECAUTIONS DURING THE RAINY SEASON

43.3.1 In heavy rain or foggy weather, no rail shall be displaced. No other work, which is Iikely
to cause obstruction to the passage of trains shall be performed except in cases of
absolute necessity.
(Refer also Chapter 47, Clause 47.2.2.1)
This is to be carried out by the Gangers and Patrolmen during heavy rain.
(Definition of heavy rain: When the precipitation (rainfall) is with an intensity in excess of
0.30 inches (7.6mm) per hour) measured with a rain-gauge. Violent rain - when the
precipitation rate is> 50 millimetres (2.0 in) per hour)
Wet Weather patrolmen nominated by the PWI, on sections approved by the Regional
Engineer and sanctioned by the General Manager Permanent Way Division during wet
weather period.
The Regional Engineer shall instruct for certain sections of the railway line to be patrolled
to detect damage by flood, such as breaches, settlements, slips and scours and
immediate action taken to protect trains, wherever necessary. PWis must take note that

short periods of intense rainfall can cause flash flooding whilst longer periods of
widespread heavy rain can cause rivers to overflow.)
43.3.2 If the line is unsafe, they shall take action in terms of the current KTMB Rules and
Regulation Book. In case of emergency, Gangers are empowered to put their gangs to
watch the line for the night and" take precautions to ensure safe working.
43.3.3 Look out men shall be stationed in pairs at places where trouble is anticipated in the
rainy season. If the line becomes unsafe, one look out man shall proceed showing
danger signals in one direction and the other in the opposite direction, showing hand
signals and placing detonators as prescribed for protection of track.
43.3.4 Sections with a history of damage by floods, as approved by the General Manager
Permanent Way, shall be patrolled at night (covering the period during which passenger
trains traverse the section) by patrolmen in pairs. Chapter 47 describes the details of
the system of patrolling.
43.3.5 Permanent Way Staff who discover that the line is unsafe and take proper steps to
protect traffic shall be suitably rewarded by the Regional Engineer.
43.4 ADDITIONAL INSPECTIONS AFTER SLIPS AND FLOODS

In all cases where track is damaged due to heavy rains or floods, traffic shall be resumed
only after completion of repair or restoration works and after the PWI has inspected the
track thoroughly and certifies it fit. All such locations shall be inspected by the CPWI and
the Regional Engineer, at the earliest opportunity. The Regional Engineer shall send a
detailed report to the General Manager Permanent Way, detailing the accident, causes
thereof, and remedial measures proposed.

Accidents Chapter 44
Chapter 44
Accidents
Document History
! Issue Date Description
I
Authorised By:
Signature:
~~ '
Date:
MOHD RAMLI MOHD NOH
General Manaaer Permanent Wav
2 8 MAY 201 p
Kere~pl Tanah Melayu Berhad
Kuala Lumpur

Accidents Chapter44
TABLE OF CONTENTS
44.1 GENERAL ... ............... ......................................................................................................... 3
44.2 DERAILMENTS .................................................................................................................. 3
44.3 TRAIN COLLISIONS ........................................................................................................ 11
44.4 COLLISIONS WITH ROAD VEHICLES .......................................................................... .. 12

44.5 FIRES ON TRAINS AND TRACK-SIDE ........................................................................... 12
44.6 LAND-SLIDES AND FLOOD DAMAGE ........................................................................... 12
44.7 COLLAPSE OF STRUCTURES ....................................................................................... 13
44.8 EMPLOYEES RUN OVER BY TRAINS ........................................................................... 14

44.9 UNAUTHORISED PERSONS RUN OVER BY TRAINS .................................................. 14
44.10 STATISTICAL RECORDS AND DOCUMENTATION ...................................................... 14
LIST OF FIGURES ................................................................................................................................ 15

44.1 GENERAL
44.1.1 This chapter describes the various types of accidents, action to be taken by permanent
way staff in dealing with accidents and documentation of the special occurrences.
44.1.2 Chapter F of the General Manual, Paragraph 4, Section A of the current KTMB
Rules & Regulation Book and Chapter 17, part 2 of Working instructions (KTMB),
as currently in force (refer to latest update), specify:
• Procedures in case of accidents, including obstructions and washouts,

• Their classification
• Reporting, and
• Procedures for Joint Enquiries.
These instructions shall be complied with by the Permanent Way staff concerned.
44.1.3 In case of contradiction between the provisions of this chapter and the rules in the
current KTMB Rules and Regulations book shall prevail.
44.2 DERAILMENTS
44.2.1 Derailments are classified as follows:
Major Affecting train on main running line.
Minor Other derailments.
Potential Averted derailment
For classification see Appendix VI Chapter XVI of working instruction Part 11.
KTMB OSHEN shall update on any changes to these classification.
44.2.2 Attendance by Permanent Way officials:

Officials of the Permanent Way Division shall attend derailments as indicated in the
Table T-44.1 below:
TableT- 44.1
Attending of derailments by various officials
•-· Designation\ I> . rYP~iof~"'mUmentto beattended .
-_-.-··
PWI All cases.
CPWI All cases of obstruction to running lines and

to shunting operations.
Obstruction to main running line with damage to
Regional Engineer
Permanent Way, works or bridges.

Notes:
1. In the event of a derailment occurring at a location nearer to another Region
Headquarters, the officials of that Region shall proceed to the site. They shall hand
over the work to the concerned Regional officials when they arrive.
2. Doctors and Police may be allowed to travel by trolley, provided there is an

authorized person on the trolley.
3. Before proceeding to the site, officers shall acquaint themselves of all the
information available. They shall also arrange for all men, equipment, and material
required for restoration of traffic to be sent to the site promptly.
44.2.3 First Aid and Rescue
All assistance shall be rendered in provision of First Aid to ·injured passengers and
others, and in operations to rescue trapped passengers.
44.2.4 Collecting details and advice to Control and others concerned
44.2.4.1 After a rapid survey at the site, information as required by the Train Driver shall be
given to enable him to advise Train Control and Command Control Centre (TCCC)
Operator/the nearest Station Manager, and/or others concerned.
44.2.4.2 If necessary, the first Permanent Way official to reach the site shall convey information
by the quickest possible means to Train Control and Command Control Centre (TCCC)
Operator/the nearest Station Manager, in respect of:
• Location.
• Train (number and description).
• Time of accident.
• Particulars of casualties, if any
o Nature and cause of accident, if known.
o Estimated damage to permanent way, works, bridges, signalling gear etc.
o Probable duration of blockage of line/restoration of traffic
• Whether transshipment is required/feasible.
• Assistance required (breakdown equipment, medical aid, materials, staff, labour,
security requirements and media relation)
44.2.4.3 The Train Guard or Driver has conveyed information, it shall be verified. Any corrections
found necessary, shall be advised to all concerned.
44.2.5 Recording of details and preservation of clues
44.2.5.1 The CPWI or PWI shall try to record all details of relevance to the derailment and to
preserve all clues. Relief and rescue operations, however; shall not be hampered on
this account. Wherever possible, photographs shall be taken showing the damages to
and marks on:
• Rails,
• Sleepers,
• Track fastenings, and
• Rolling stock.
• Any other relevant items that has probable impacVcauses to the derailment or
accident
44.2.5.2 In all cases where restoration of traffic is likely to lead to disturbance or obliteration of
marks on the track or other evidence, the senior official at site shall arrange all details to

Accidents Chapter44
be noted and sketches to be made. A Rail Incident Officer shall be appointed who shall
maintain records of activities during restoration works and control all operations.
44.2.5.3 Material released from the track shall be properly marked and preserved to enable
future re-construction of the damaged track if required for investigations.
44.2.5.4 Permanent Way staff attending derailments shall be vigilant to observe and record all
relevant details including those of:
• Rolling stock,
• The position of point levers,
• Position of Block Instruments and
• Position of Signals in case of accidents at stations.
• Position of Electrification equipment
• Equipment and apparatus in tunnels and bridges
44.2.5.5 Photographs shall be taken before any evidence is disturbed; if possible, a video
recording may be made after suitably marking the points of drop and/or mount of the
derailed wheel (s), and marks on rails and sleepers and other details.
44.2.6 Reporting
44.2.6.1 The Regional Engineer shall, on arrival at site send a brief report to the General
Manager Permanent Way, including the following particulars, at the first opportunity.
• Nature of accident.
• Cause if known.
• Particulars of loss of life and injuries to passengers or others, if any.
• Extent of damage to permanent way, works and bridges or culverts.
• Particulars of rainfall and patrolling in cases of damage by floods.
• Steps taken to restore traffic.
• Estimated time of restoration.
• Whether transshipment is necessary.
• Whether track deviation is necessary; if so, estimated time for rerouting traffic to
the deviated track.
• Assistance required (staff, labour, material, equipment etc.).
44.2.6.2 A sketch showing the following details shall accompany the report:
• Important dimensions,
• Position of vehicles after the accident,
• Conditions of tracks made by derailed vehicles,
• Marks on rails,
• Particulars of condition of track behind the point of derailment and
• Any other information useful in arriving at the cause of the accident.
44.2.6.3 This preliminary report shall be followed up by supplementary reports as and when
more information becomes available.
44.2.6.4 If the Guard or Driver has conveyed information, it shall be verified. Any corrections
found necessary, shall be advised to all concerned.
44.2.7 Temporary Track Diversions
44.2.7.1 Temporary diversions are required when traffic has to- be restored without waiting for
the obstructed main line to be cleared. The TableT - 44.2 below indicates approximate
©KTMB Rev. 0 Page 5 of 2(}

lengths for temporary diversions. These details can be used to determine the feasibility
of a track diversion at site, for estimating material requirements and· for lay out.
TableT- 44.2
Length of Temporary Diversions
10m 300m 30m 226m + Straight portion of deviation
10m 125m OD m 140m +
20m 300m 3D m 313m +
20m 125m DO m 196m +
44.2.7.2 The following formula may be used for calculating track diversions, keeping the same
unit for all dimensions/measurements.
2
L = ,f C + 4RD - 0
2 +~
2
RD
T
l-_£_+C
2
T s T
~· ,I' 'I
/~
••
J"
::
~
I
R
I
A
44.2.7.3 In laying the deviations, the following aspects shall be kept in view.

Accidents Chapter44
1. Curves shall normally have radius not less than 300m; in difficult terrain, minimum
radius shall not be less than 125m.
2. Gradient shall not be steeper than the ruling gradient of the section.
3. Slack gauge according to the curvature shall be provided.
(Refer gauge widening guide: Chapter 12, Clause 12.17 and Chapter 32, TableT -32.4.
Radius ·ot.the .•curve. ·•····· .ct!~!Z~~~~~~Li~(;~£~~n;i~~~J$~~0~=

1
. •·· ·• ·• ·.· · •••·· ·•····· 3.7orri;r\el9itug~phlfrestiit:IE!d 9ri]m)
R =ro (Tangent) Exact gauge
R>200 nil
150m < R,; 200m 4

100m < R,; 150m 11
80m < R ,; 100m 16

4. No super elevation is to be provided.
5. All trains shall stop and proceed at Dead Slow speed (< 5 kmlhr) on the deviation,
where flagmen shall be posted and caution, speed indication and termination
boards installed.
44.2.8 Detailed survey and preparation of drawings in the case of major derailments:
44.2.8.1 In all cases of major derailments, a detailed plan shall be made out on the lines
illustrated in Figure 44.2
44.2.8.2 Observations shall be made after inspecting about 800m of track over which the train
passed immediately before derailment, to look for unusual features, especially fallen
parts of rolling stock on or by the side of the track.
44.2.8.3 Gauge, cross-level and versine readings shall be made before any repair work is
done on the track. The repair work shall, under no circumstance, be done before the
arrival of officers at site and before permission is given by the Regional Engineer, or the
CPWI. Particulars of track shall be recorded by the PWI (by the CPWI in the case of
serious derailments) jointly with an official from the Operations, Fleet Engineering, or
Signalling and Communications Division and/or Electrification Division, as listed below.
• Type of formation (Cutting/Embankment), height/depth and width.

• Soil type (Sand/Loam/Clay) and
• Rainfall (average annual) and recent precipitation.
• Type of ballast (stone/sand), depth below sleepers and condition.
• Details of drains and their condition.
• Sleepers: Type, condition, density (number per kilometre). Squareness, packing,
condition of rail-sleeper fastenings.
• Rails: weight per meter and type, wear, condition of joint (whether square/low),
extent of joint gaps, presence of jammed joints extent of creep.
• Location of point of mount.
• Location of point of drop.

Accidents Chapter44
• Longitudinal levels at intervals of ten meters for 300m to the rear and 1OOm aheac}
of point of derailment.
• Track measurements at each station (for 100m to the rear and 50m ahead of the
point of derailment) as below:
1. Station number (0 for point of derailment i.e. point of mount or (drop}.
2. Distance apart (normally three meters).
3. Gauge (tightness and slackness in mm from exact gauge).
o under no load.
o under a loaded vehicle.
• Marks on sleeper or rails (indicate sleeper number).

• Remarks on defective/deficient fastenings.
• Versine on 20 meter chord in mm.
• Additional observations, if any and as indicated by the senior official at site.
44.2.8.4 Records of work on track last done (prior to the derailment) shall be examined and
details ascertained and documented. If any work is in progress at the site, the following
details shall be collected:
• Nature of work,
o Speed restrictions,
• Locations of caution and speed indicator boards and
o Issue of caution orders to Drivers of trains.
44.2.8.5 A dimensioned drawing shall then be prepared covering the entire site of accident
indicating all relevant features leading up to the point of derailment and the position of
the derailed vehicles and their parts, the locomotive and other vehicles on rails. Details
which shall be normally shown are listed below:
• Train number and date.

o Kilometreage of the location.
• The North direction.
o Direction of movement of the affected train, and names of Stations.
• and Junction Station on either side.
• Details as below for a length of about 300m on either side of the point of
derailment (each track to be shown by a pair of lines):
1. The position of level crossings, bridges and culverts and tunnels, gradients,
gradient posts, kilometre posts, telegraph posts, electrical masts (on
electrified lines).
2. Curves with tangent points, degree of curvature, details of super elevation and
transitions.
3. Position and disposition of all derailed vehicles.
4. The marks left by these vehicles on rails sleepers and ballast.

5. The points of mount and drop.
6. The locations where displaced parts of the permanent way and rolling stock
were found, and where any extraneous materials was found on or near the
track.
7. If the derailment is at or near a Station, the concerned signals and their
aspect at the time of accident along with the station layout may be shown.

8. The extent of disturbance to the permanent way and to the train composition,
details of marks/breakages indicating distances along the track measured
from a known fixed point.
9. Any other local feature, especially those useful in reconstruction of the scene
of accident for a person who has not seen it.
10. Details of track structure and of bridges and level crossings involved.
44.2.8.6 A preliminary drawing shall be submitted by the Regional Engineer to the General
Manager Permanent Way within three days of a serious derailment where the Regional
Engineer considers another division/party other than Permanent Way defects as the
cause of the accidenVderailment, containing as many details as available.
44.2.9 Identifying causes of derailment
44.2.9.1 Some of the obvious causes of derailment classified under failure of permanent way
are:
• Failure of formation due to floods or sinkage.

• Failure of rails or welds on raiL
• Failure of fish-plates, rail fastenings, sleepers or sleeper fastenings.
• Buckling of track under high compressive forces as caused by high rail
temperature.
• Distortion of track under conditions of high lateral loads and low resistance to such
loads.
44.2.9.2 In many other cases where a wheel flange climbs over the rail and drops outside, the
cause is not readily known. Detailed investigation into track, rolling stock, and train
operation parameters is necessary to arrive at the cause of derailment. For this reason,
it is essential that Permanent Way staff ensure adequate and indisputable observations
and recording of the parameters listed below:
1. For rolling stock involved in the derailment.
1. Vehicle Number:
2. Type:
3. Date ex-shops:
4. Date of last Periodical Examination:

5. Locations:
6. Load:
Description:
• Weight:
• Distribution:
• Remarks:
7. Position:
• From Locomotive:
• Orientation:
8. Wheels and Axles:
• Wheel gauge (at quarter points).

• Wheel diameters.
• Tyre profile.
• Slack tyres.
o Marks on tyres.
• Axle journals.
9. Axle boxes and bearings:
• Condition of axle boxes.

• Condition of bearings.
• Condition of liners of slippers.
• Condition of horns, horn guides, and axle guards.
• Lubrication.
10. Bogies:
• Condition of Bogie frame.

• Condition of centre pivot and pin.
• Condition of side bearers and rubbing pads.
o General condition of bogie.
11. Spring gear:
• Condition of springs
• Condition of spring shoes and shackles.
• Condition of spring hangers.
12. Couplings draw gear & buffers:
0 Buffer heights to be gauged and recorded.
0 Type of coupling and condition.
0 Condition of buffer springs.
0 Condition of buffer bracket.
13. Brake gear:
• Condition of hand wheels .

0 Condition of brake hanger.
• Condition of brake pins & shackles .
• Condition of brake blocks .
• Condition of brake levers .
• Condition of brake cylinders .
0 Condition of hose pipes.
0 Condition of train pipe.
• Condition of slack adjuster .
14. Body and fittings:
• General condition.
• Details of defects and damage.
2. Other details to be recorded

• Number, type and condition of vehicle(s) marshalled in front of derailed

vehicle(s}.
• Number, type and condition of vehicle(s) marshalled in the rear of derailed
vehicle(s).
• Train operation parameters as relevant (speed, position of signals, block
instruments etc.).
44.2.1 0 Attendance at enquiries into derailments:
44.2.10.1. Enquiries
Enquiries are ..u, .,,alo held as below:
1/ ··~f.,, .., ~~
,::-,
••• I ' t>Jo..J''#'•"i;',:}.~
~'Ji.··.·.··.·
1. Accidents resulting in
...
Joint Enquiry/ As directed by the Authority
·····
concerned.
a) loss of human life
b) grievous hurt to any person

c) serious damage to property
2. Accidents other than (1) above Departmental enquiry by the General

if so decided where the Manager Permanent Way
Permanent Way Division
i I
3. Accidents other than (1) above Joint enquiry convened by the Head
where the officers attending the Operational Safety, Health and Environment
site do not reach agreement as (OSHEN)
to responsibility.
4. Trolley accidents En~ by the Regiona~~· ,,.,, •u~•
5. Accidents fatal to employee(s) of Enquiry by the Regional Engineer.

the Permanent Way
Department.
6. Obstruction placed on the track. Enquiry by the Regional Manager,

associating the Local Police, if considered
by the Rb~ouo oao "'a' oa~c•.
7. Accident to trespassers on None required.
KTMBn reserve
44.2.1 0.2 Attendance by Permanent Way Staff
Permanent Way staff shall attend enquiries of different types as indicated above
whether they pertain to a derailment or otherwise, when summoned to do so by any of
the Enquiring Authorities (whether as indicated in Clause 44.2.10.1 above or by any
other legally constituted Enquiring Authority). They shall give evidence and/or answer
questions. They shall be prepared to present all relevant records as called for, including
the observations taken at the site of accident.
44.3 TRAIN COLLISIONS

44.3.1 Permanent Way staff shall proceed to the site of the accident and act according to the
applicable stipulation in Clause 44.2, on receipt of information about a collision.
44.3.2 If it is known that there is no damage to the permanent way, works, bridges or culverts
and that their assistance will not be necessary for restoration of traffic, presence of
Permanent Way Staff at the site of collision is not essential.
44.4 COLLISIONS WITH ROAD VEHICLES

44.4.1 In the case of a collision between a road and a rail vehicle, Permanent Way and
Signalling staff shall proceed to the site and act according to the applicable stipulation
in Clause 44.1.
44.4.2 In the case of a collision at a Public Closed level crossing, they shall jointly:
• Assess and report on the visibility of a rail vehicle 400m away from the level
crossing to an observer on the road 5m from the nearest rails.
• Ascertain whether the head light/buffer lights of the locomotive were lit, if the
collision was at night or when conditions of visibility were poor.
• Verify the existence of whistle boards and warning boards as prescribed in
Chapter46.
44.4.3 The procedure as indicated at Clause 44.4.2, shall also be adopted in the case of
accidents at accommodation crossings and private crossings.
44.5 FIRES ON TRAINS AND TRACK-SIDE

44.5.1 Permanent Way staff shall be vigilant to see that no grass or other growth by the side of
the track is burnt on any account. PWis shall ensure that their staff are aware of the
ban on starting a fire.
44.5.2 If a fire is observed, the gangs shall act immediately to beat the flames out. All cases of
fire spreading over the railway's boundary or causing damage to the railway's
equipment shall be looked into by the PWI. He shall submit a report to the Regional
Engineer, if called for.
44.5.3 All assistance as required shall be provided by Permanent Way Staff in cases of fires
on trains.
44.6 LAND-SLIDES AND FLOOD DAMAGE

44.6.1 In the case of failure of formation, the first Permanent Way official to reach the site shall
report by the quickest" means to all con'cerned the following particulars:
• Location
• Whether bank or cutting.
• Length affected.
• Whether trains can pass.
• If not, approximate quantity of earth required to be filled in (in the case of
embankments) or removed (in the case of cuttings) before trains can pass.
• Assistance required in terms of ballast trains, equipment and labour.

• Whether transhipment is required I possible.

• The estimated time required to restore the line for traffic.
44.6.2 In the case of flooding, the first Permanent Way official to reach shall note and report:
• The general location and extent of the flooded area.

• Whether flood water is rising, stationary, or receding.
• The likelihood of a breach developing.
44.6.3 "Refer Clause 21.1 to 21.4 of Appendix 1 to the General Manual in the current
KTMB Rules and Regulation Book".
44.6.4 Before passing trains, the PWI shall ensure that the track is safe, by wading over it and
checking by means of probing. Due care must be taken for his and his staff safety.
44.6.5 In the case of damage by floods, it is usually advisable to wait until the flood has
partially subsided before attempting to fill in the breached portion or to build a
temporary bridge. Traffic shall be resumed only after the PWI inspects it thoroughly
and certifies it fil. All such locations shall be inspected at the earliest opportunity by the
CPWI and the Regional Engineer. They shall send a detailed report to the General
Manager Permanent Way, detailing the accident, causes thereof, and remedial
measures proposed.
44.7 COLLAPSE OF STRUCTURES

44.7.1 On receipt of information about the threatened or actual collapse of a structure under,
over or near the track, the CPWI and the PWI shall proceed to the site. The Regional
Engineer shall proceed:
• If a running line has been or is likely to be obstructed and

• In other serious cases, where bridges and culverts, road-and foot-over-bridges,
retaining walls or structures forming part of over-head electrical or
telecommunication lines are affected.
44.7.2 The first Permanent Way official to reach the site shall arrange to protect the track if it is
obstructed. He shall then make an assessment of the work required to pass trains, if
feasible, and the permissible speed. All concerned shall then be informed giving the
particulars indicated below:
• Location
• Train number and description if involved.
• Time of occurrence
• Particulars of casualties, if any
• Nature of occurrence
• Cause if known
• Damage
• Whether trains can pass
• If so, permissible speed
• If not, probable duration of blockage of line
o Whether transhipment is required I feasible.
o Assistance required (break down equipment/medical aid, materials I staff I labour I
security requirements I media relation).

Accidents Chapter44
Arrangements shall then be made either to pass trains at the restricted speed or for
urgent temporary repairs according to the directions of the Regional Engineer. After
inspecting the site, the Regional Engineer shall propose permanent remedial measures
to the General Manager Permanent Way.
44.8 EMPLOYEES RUN OVER BY TRAINS
44.8.1 All cases of Railway employees run over in the course of their employment shall be
reported to the Regional Engineer who will advise the KTMB Talent Management &
Organisation Development Department, Department of Labour and the Commissioner
for Workmen's Compensation.
44.8.2 All fatal accidents to Permanent Way staff shall be reported to the General Manager
Permanent Way immediately. The Regional Engineer shall personally enquire into
every case and make a full report including preventive measures implemented.
44.9 UNAUTHORISED PERSONS RUN OVER BY TRAINS
Cases of unauthorised persons run over by trains coming to the notice of Permanent
Way Staff shall be reported to the nearest Station Master and to the Regional Engineer.
All assistance required for first-aid to injured persons and for removal of dead bodies
shall be provided by Permanent Way Staff. No enquiries need be held into such cases,
44.10 STATISTICAL RECORDS AND DOCUMENTATION
44.10.1 All cases of derailments shall be reported to the General Manager Permanent Way by
the Regional Engineer.
44.10.2 All cases of accidents, slips in banks and cuttings, subsidence or submergence of track
and flood or other damage to Permanent Way, works, bridges and culverts shall be
recorded by the PWI in the section register.
• The location,
• Date and time,
• Description of the occurrence,
• Cause (as and when known)
• Extent and cost of damage to permanent way or other assets,
• Record of repair/restoration works/cost of repairs
• Time of restoration of traffic,
• Remedial measures taken (temporary/permanent).
This register will provide the basis for statistical and other information as required.
44.10.3 The Regional Engineer shall maintain a map of his Region with all such occurrences
duly marked. He shall forward an updated copy to the General Manager Permanent
Way at the end of each year.

LIST OF FIGURES
Figure 44.1 (a) Sketch of an accident site - Example 1
Figure 44.1 (b) Sketch of an accident site- Example 2
Figure 44.1 (c} Sketch of an accident site- Example 3
Figure 44.1 (d) Sketch of an accident site - Example 4
Figure 44.2 Sketch of an accident site - KTMB

Figure 44.1 (a}- Sketch of an accident site- Example 1
©<KTMB Rev. 0 Page 16 of 20

ICTIIII Accidents Chapter 44
Figure 44.1 (b) - Sketch of an accident site - Exam pie 2
©KTMB Rev. O Page 17 of20

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©KTMB Rev.O Page 19 of 2()

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Part V
Execution of Works, Speed Restrictions and
Chapter 45
Indicators
Chapter 45
Execution of Works, Speed
Restrictions and Indicators
Document History
-1
Authorised By:
r,
Signature:
Date:
MOHD RAMLI MOHD NOH
General Mana er Permanent Wa
8 MAY 201
Keretapi Tanah Melayu Berhad
Kuala Lumpur

Part V
Execution of Works , Speed Restrictions and
Chapter45
Indicators
TABLE OF CONTENTS
45.1 GENERAL .......................................................................................................................... . 3

45.2 WORK INVOLVING DANGER TO TRAINS OR TRAFFIC .............. .................................. 3
45.3 WORKING IN HEAVY RAIN OR FOGGY WEATHER ....................................................... 3
45.4 BLASTING .......................................................................................................................... 3
45.5 EXECUTION OF WORKS IN CASE OF EMERGENCY .................................................... 3
45.6 FLAGMEN .......................................................................................................................... 3
45.7 CATEGORIES OF WORKS ............................................................................................... 4
45.8 MINOR & MAJOR OPERATIONS ...................................................................................... 4
45.9 DISREGARD OF SIGNALS ................................................................................................ 5
45.10 REPORTING OF RESTRICTIONS .................................................................................... 5
45.11 LIST OF FIGURES ............................................... .. .................... ..................... 5

Part V
Execution of Works, Speed- Restrictions and
Chapter 45
Indicators
45.1 GENERAL
45.1.1 This chapter describes the categories of works to be executed, the arrangements to be
made for undertaking a work and the signals to be displayed at the site of work to ensure
safety.
45.1.2 Section J of the General Manual in the current KTMB Rules and Regulation Book
specifies the procedure to be followed for execution of works and the precautions to be
observed for protection of trains. These instructions shall be complied with by all
Permanent Way staff. In cases of contradiction between the provisions of this chapter
and the current KTMB Rules and Regulation Book, the latter shall prevail.
45.2 WORK INVOLVING DANGER TO TRAINS OR TRAFFIC

A Permanent Way gang shall not commence or carry on with any work, which will involve
danger to trains or to traffic, without the permission of the Permanent Way Inspector or
one of his superiors. The KTMB personnel, who gives such permission, shall himself be
present at the site to supervise the work.
45.3 WORKING IN HEAVY RAIN OR FOGGY WEATHER

A Permanent Way gang shall not commence or carry on with any work, which will involve
danger to trains or to traffic, without the permission of the Permanent Way Inspector or
one of his superiors. The KTMB personnel, who gives such permission, shall himself be
present at the site to supervise the work.
45.4 BLASTING
No KTMB personnel employed on the permanent way or at any work shall carry out any
blasting operation on or near the railway, except as permitted by Special Instructions.
45.5 EXECUTION OF WORKS IN CASE OF EMERGENCY

In case of emergency, the Ganger may start the work before the arrival of the authorised
KTMB personnel. In such a case, the Ganger shall arrange to exhibit signals as
specified in Clause 2 Section J of the General Manual in the current KTMB Rules
and Regulation Book. before starting the work.
45.6 FLAGMEN
45.6.1 The term flagmen shall cover those who exhibit flag signals by day and those who exhibit
lamp signals or signals by Tri-colour torchlight by night.
45.6.2 The PWI shall arrange to post suitable flagmen who are properly instructed in their
duties. He shall ensure that:
• They understand clearly what is required of them.

Part V
Chapter 45
Indicators
• They carry out the instructions correctly.
45.6.3 The PWI shall also ensure that:
• Flags, hand signal lamps and lights on the indicators are in working order.
• Reports from Drivers of night trains about the following are attended to urgently:
The lights on indicator being are not lighted or dim, and
Flagmen neglecting to show proper signals.
45.7 CATEGORIES OF WORKS

45.7.1 Works requiring speed restrictions or exhibition of hand signals and involving danger to
trains or traffic are broadly divided into two categories, namely minor operations and
major operations.
45.7.2 Minor Operations

These are completed by sunset of the day of commencement and hence no restriction of
speed is required thereafter. These operations cover works such as:
• Spot renewals of rails and sleepers,

• Adjustment of creep, and
• Lubrication of rail joints, etc.
45.7.3 Major Operations
45.7.3.1 These extend over a longer period during which a restriction of speed is to be enforced.
These operations cover works such as:
• Track renewals,
• Bridge repair or construction, and
• Deviations.
45.7.3.2 Indicators shall be used as specified in Section K of the General Manual in the current
KTMB Rules and Regulation Book, to caution Drivers of trains about the speed
restriction and to display to them:
• the permissible speed

• the location where the restriction starts and
• the location where the restriction ends.
45.7.3.3 Major operations shall be carried out to a programme which has been advised to all
concerned in advance.
45.7.4 Works requiring approvals.
Works specified in Chapter 51, Clause 51.2 shall not be undertaken and commissioned
without the statutory approvals stipulated in Chapter 51, Clause 51.1. (Refer to Chapter
51 for details}.
45.8 MINOR & MAJOR OPERATIONS

PWis, CPWis and Regional Engineers must be conversant with the rules enunciated in
Section B part I - General of the current KTMB Rules and Regulation Book and
Section J & K of KTMB General Manual in the current KTMB Rules and Regulation
Book, and impart knowledge to staff working under them.

Part V
Chapter45
Indicators
45.9 DISREGARD OF SIGNALS
In every case, where a speed restriction or caution indicator or hand signal is disregarded
by a Driver, the PWI shall send a report to the Regional Engineer, as soon as he is aware
of the incident. The report shall give the identification number of the train and the
approximate speed.
45.10 REPORTING OF RESTRICTIONS

45.10.1 The PWI shall send a daily report to the Regional Engineer listing all the cases of
cautious driving and the temporary speed restrictions in force on his section. The
Regional Engineer shall convey these details to the Headquarters office before 12 noon
every day. If, due to any circumstance, the information cannot be conveyed by phone/e-
mail/fax, it shall be mailed the same day to reach the Headquarters office at least on the
next day.
45.10.2 In cases of restrictions continuing for three days or longer, reports shall be submitted as
below indicating the reasons why the restriction cannot be removed and the details of
assistance needed to relax/remove the restriction. The reports shall be submitted at
such intervals as prescribed by the General Manager Permanent Way.
3 days or longer PWI Headquarters office with copies to

CPWI and Regional Engineer
2 weeks (14 days) longer CPWI Headquarters office with copies to

Regional Engineer
One month or longer Regional Engineer Headquarters office
45.11 Figure 45.1 Location of Flags and Obstruction Signal for minor operation
outside station.
Figure 45.2 Location of the Indicators to be displayed for Major Operation
©KTMB Rev. 0 Page 5ol7

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NECESSARY THE NUMBER OF DBSTRUCTIQtJ SIGNALS MAY BE WJCREASED.
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Part V
Chapter45
Indicators
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Level Crossings Chapter 46
Chapter 46
Level Crossings
Document History
Authorised By:
~~~
Signature:
MOHD RAMLI MOHO NOH l8 MAY 201 p
Date: G1meral Manager Permanent Way
r.tre~p• taoan Metayu ~emaa
Kuala Lumpur

TABLE OF CONTENTS
46.1 GENERAL ........................................................................................................................... 3

46.2 CLASSIFICATION .............................................................................................................. 3
46.3 SALIENT FEATURES ........................................................................................................ 3
46.4 DEPARTMENTS IN CONTROL OF LEVEL CROSS INGS ................................................ 5
46.5 TRACK STRUCTURE ....... ................................................................................................. 5
46.6 INDICATION BOARDS ....................................................................................................... 5
46.7 INSPECTION OF LEVEL CROSSINGS ............................................................................. 5
46.8 PRECAUTIONS AT LEVEL CROSSINGS ......................................................................... 6
46.9 MAINTENANCE OF TRACK THROUGH LEVEL CROSSINGS ........................................ 6
46.10 MAINTENANCE OF PUBLIC LEVEL CROSSINGS .......................................................... 7
46.11 LEVEL CROSSING REGISTER ......................................................................................... 7
Annexure 46.1 - Sample Draft Notice to be Advertised for Closing a Public Road for
Maintenance of Level Crossing ................................................................. ......................... 8
Annexure 46.2 - Level Crossing Register .............................................................................. ................. 9
Annexure 46.3 - Level Crossing Inspection Form ................................................................................. 11

46.1 GENERAL
46.1.1 This chapter prescribes the functions of Permanent Way Staff in respect of the inspection
and maintenance of Level Crossings and the precautions to be observed at such
crossings.
46.2 CLASSIFICATION
46.2.1 Level Crossings are classified as under:
• Public Level Crossings

• Occupation Crossings
• Accommodation Crossings
• Private Crossings
46.2.2 A Public Level Crossing refers to the crossing of a public road by the Railway.
46.2.3 Where a road is necessary across a railway line to serve a particular requirement of the
Railway, like giving access to the Station or Goods yard or railway staff quarters, an
Occupation Crossing is provided.
46.2.4 An Accommodation Crossing refers to a crossing provided within three years of
construction of the Railway , for use by the owners and occupiers of adjacent land whose
access was interfered with, consequent on the construction of the railway line.
46.2.5 A Private Crossing is a crossing constructed after the Railway was built to meet the
needs of a particular person or persons.
46.3 SALIENT FEATURES

The salient features of different classes of Level Crossings are indicated in the Table T •
46.1 below.

Table T-46.1
. .·· ·• ,.,·. _:-:-\ _ _f'lJbl_!<:. l,eY_~I: _
1/~0.
' ',
_,:;::;-, :--: >_O,~,C::!JP~ti~n - · ACC0nlffl0d3tio0:::'; ,. ' ' ., >;c•,'
:·-P~rticu_l_ar--/-- ·
I ·_ -, _ crf?s_sio·g: '" ,d't_tissi~gc!.:-_.:-::r:~ -,.;<~:~r;~;~~~--6~{~;-};V
Private;' _ Ctos_sj_rig
,._,-- ___ ,- -.-_.,_.,_,,_,_
1. Normal position of gates Kept closed across Kept closed across Kept closed across Kept closed
or barriers: the Railway the road. the road. across the road.
2. Construction and KTMB KTMB KTMB/Contractor KTMB

maintenance by:
3. Construction cost and KTMB KTMB KTMB/Contractor Private
maintenance expenditure owner
borne by:
4. Keys of Gate kept with: KTMB WithKTMB KTMB/Contractor Private owner.
Official Duplicate
Railways.
5. Signing of Indemnity Bond Not required Obligatory for user Not required Obligatory
by the user. with duplicate keys.
6. Gazette Required Not required Not required Not required

Notification.
7. Indication Boards*
i} Whistle board on Track See Note below. - Yes Yes
ii} Warning board on road. - - -
iii) "Own Risk" . Yes Yes
board on
road
iv} Stop, Look & Go" . Yes Yes (provided by Yes
board (By KTMB/Contractor)
road
authority)
8. Position of lights on Gates at night
i} Light as observed by road user.
a} When gate is closed to Red Red Red Red
road.
b) When gate is open to Blinking Red White White White
road.
ii) Light as seen by Drivers Red When gates - - -
of approaching trains. are open for the
road.
9. Visibility of approaching 500m on 500mon 500m on 500m on
trains for a road user 5 either side either side either side either side
from nearest rail or track.
*Note:
At all Level Crossings with non-interlocked barriers. Warning Boards shall be provided in
accordance with Rule 2.2A Chapter 7 of Appendix to the General Manual in the current KTMB
Rules and Regulation Book. They are erected along. the track at an adequate distance as
approved. by the Regional Engineer and Regional Signal Engineer, on either side of the Level
Crossing, to warn train Drivers to stop at the Warning Board, until a hand signal is exhibited from the
barrier. The Warning board shall carry the following inscription:
"STOP UNTIL GREEN HAND SIGNAL DISPLAYED BY GATEMAN"

46.4 DEPARTMENTS IN CONTROL OF LEVEL CROSSINGS

The controlling department for Level Crossings within the Station Limtts and outside
Station Limits shall be as under.
TableT-46.2
Communication
Manning& Operation Operation Operation

Operation
Maintenance of Permanent Way Permanent Way Permanent Way

track.
46.5 TRACK STRUCTURE

The track structure in a Level Crossing shall conform to the provisions contained in
Chapter 10, Clause 10.7.
46.6 INDICATION BOARDS

The type of indication boards and location shall be in accordance with the provisions
contained in Chapter 15, Clause 15.5.
46.7 INSPECTION OF LEVEL CROSSINGS

46.7.1 The schedule for inspection of Level Crossings by Permanent Way Officials is laid down
in Chapter 50, Clause 50.4.
46.7.2 Items which normally have to be inspected at Level Crossing are indicated below:
1. Gate Post (whether sound/upright).
2. Gates/barrier (whether they swing easily, close properly and are painted
satisfactorily).
3. Gates with barriers padlocked (check, in addition, whether the padlocks are in good
order).
4. Gate slops (check whether of right length and in good order).
5, Gate lamp socket (whether in order and whether lamps can be easily placed in the
socket).
6. Visibility of approaching trains (check whether visibility is adequate if a person in a
road vehicle 5m from the rail on either side can see the train 500m away in either
direction, in the case of Public Level Crossings, Occupation Crossings,
Accommodation Crossings and Private Crossings).

I<TM Level Crossings Chapter 46
Note:
If the visibility is not adequate according to the standard indicated above, speeds of
trains shall be restricted according to the available visibility as shown below:
Table T-46.3
450 80
360 55
260 50
200 40
140 30
90 25
50 15
7. Flange way clearances (check whether adequate and clear).
8. Fencing and metalling (check whether in good order).

9. Rail and guardrail (check whether in good condition).
46.8 PRECAUTIONS AT LEVEL CROSSINGS

46.8.1 On the part of the PWI
46.8.1.1 The PWI shall ensure that:

46.8.1.2 PWI shall undertake no repair to the permanent way or premixing which will result in
stoppage of road traffic through public crossings without permission from the Regional
Engineer. He shall be present on all occasions when repairs of any kind are in hand at
road crossings, whether vehicles have to stop or not and shall remain on the spot until
the work is finished. If possible, only half the width of the road should be opened out at
one time and every effort shall be made to minimise inconvenience to the public. Work,
when once started, shall not be stopped until completion. Danger signals shall be
exhibited to all road vehicle traffic approaching the crossing under repairs, whether the
work is being done by day or night, such signals being at least 50m from the gate on
both sides.
46.9 MAINTENANCE OF TRACK THROUGH LEVEL CROSSINGS

46.g.1 Track through Level Crossings shall be maintained by the PWI to the standards specified
in Chapter 10, Clause 10.7. The PWI shall also check the Level Crossing with
reference to the relevant specifications and report deficiencies noticed to the CPWI.
46.9.2 Each Level Crossing shall be opened out periodically at intervals as specified by the
General Manager Permanent Way. The sleepers. rails and fastenings in the road shall
be thoroughly checked, cleaned and a coat of anti-corrosive paint applied. Flange-way

clearance, cross leve~. gauge and alignment shall be checked and corrected. Track shall
be packed thoroughly before reopening the Level Crossing to road traffic.
46.9.3 Painting of gales and discs shall be done at regular intervals.
46.9.4 The PWI shall ensure proper upkeep and maintenance of all indication boards provided
at the Level Crossing.
46.9.5 The PWI shall arrange to remove the branches of trees, bushes or undergrowth that
interfere or tend to interfere with the visibility from the Railway or the road, when
approaching the Level Crossing.
46.10 MAINTENANCE OF PUBLIC LEVEL CROSSINGS

46.10.1 The Local Authority/JKR is responsible for closing of a public road for maintenance of a
Level Crossing. The following authorities shall undertake the respective work assigned to
them at their cost.
KTMB Maintenance of Track at the Level Crossing.
Local Authority/JKR Maintenance of the roadway.
46.10.2 The PWI shall prepare the draft of the notice regarding the programme of maintenance at
the Public Level Crossing (to be published as an advertisement) and forward it to the
concerned PWD Engineer for approval of the wording and issue. The Railway shall bear
the cost of the advertisement issued on this account.
46.10.3 A sample draft for the notice to be advertised is at Annexure 46.1.
46.11 LEVEL CROSSING REGISTER

In the offices of the PWI, CPWI and Regional Engineer, complete particulars of all Level
Crossings in a serial order shall be maintained in a register. A sample format is indicated
in Annexure 46.2.
LIST OF ANNEXURES
Annexure 46.1 Sample draft for the notice to be advertised for closing a public
road for maintenance of Level Crossing.
Annexure 46.2 Format for Level Crossing Register.
Annexure 46.3 Level Crossing Inspection Form
©KTMB Rev.(} Page 7 ol11

I<TNI Level Crossings Chapter 46
Annexure 46.1 -Sample Draft Notice to be Advertised for Closing a Public

Road for Maintenance of Level Crossing
PEMBERITAHUAN AWAM
JALAN Dl ANTARA .......................................... DAN ...............................
BAGI LANDASAN Dl KILOMETER ............................. AKAN Dl TUTUP UNTUK SEMUA
KENDERAAN BAGI KERJA-KERJA MEMBAIKI LINTASANRATA
PADA ......................................... (Hari/Tarikh)
01 ANTARA JAM .................................... HINGGA JAM
'KESULITAN AMAT DIKESALI'
JURUTERA WILAYAH ..............................

Level Crossings Chapler46
Annexure 46.2 - Level Crossing Register
Region ..................................... PWI Section ................................. .

1. General details of Level Crossings:
1. Level Crossing No........................................
2. Kilometreage ............................................... .
3. Between Stations ......................................... .
4. Inside Station Limits of Station ................... .
5. Type of Level Crossing .............................. .
6. No. of Gatemen .............................................
7. Type of barrier............................................. .
8. Whether interlocked or not?........................ .
9. Whether provided with telephone? .............. .
2. Particulars of road crossing the track:
1. Name of road ................................................
2. Name of connecting village/town ............... .
3. Class of road ............................................... .
4. Road authority in charge of maintenance of road ..................................
5. Civil Region where located .......................... .
6. Type of road surface .................................... .
3. Other particulars:
1. Width of Gate at right angles to road .................................................... .
2. Length of check rails .................................... .
3. Angle of crossing of roadway ...................... .
4. Position of Gates when open to road traffic .......................................... .
5. (a} Whether lamps have been provided on the gate for road users?
(b) Whether the gate has been painted white and red discs provided?
6. Whether red light meant for road users is blanked off towards the approaching trains
(except for a level Crossing with gates closing across the
track)? ................................................ .
7. Distance of gate posts from centre of track ............................................. .
8. Type of fencing and length .......................................................................
4. Interlocking and communication devices:
1. Normal position of gates (whether closed or open to road traffic}.............................. .
2. Whether barriers/gates are interlocked with separate signals or with the station
signals? .............................

Level Crossings Chapter46
3. Distance of gate signals and warning boards from level crossing
4. Whether there is a telephone connection and the station to- which it is

connected? .............................. .
5. Whether there is a warning bell operated by approaching
trains? .....................................
6. Whether the gates/barriers can be operated simultaneously? ............................... .
5. Details of road and approaches:
1. Width of roadway outside the gate .......................................
2. Width of roadway between the gates....................................
3. Width of road formation outside gates for a distance of 30m beyond
gate.............................. .
4. Whether the road is level between the gates? .....................................
5. Gradient on approaches .......................................................................
6. Length of straight outside the gates .................................................... .
6. Visibility and indication boards:
1. Whether whistle boards (by the side of the track) have been provided? If so,
distance of whistle boards from the level crossing .......................................... .
2. Visibility of approaching trains for the gateman from the level
crossing ........................................... .
3. Visibility of trains for road users at a distance of 5m from track
4. Whether warning boards (on road) for road users have been provided? If so the type
and distance at which they are provided ............................
5. Whether "own risk" boards on road have been provided for occupation,
accommodation and private crossings? ................................................... .
5. Traffic:
1. No. of trains per day........................................ .
2. No. of road vehicles per hour.......................... .
6. Track Structure:
1. Type of track .................................................. .
2. Date of last overhauling ................................. .
3. Date of painting of gates ................................ .
7. Safety items:
1. Whether locking arrangements have been provided for both
gates? ..........................................
2. Whether spare chains have been provided for emergency
use? ............................................
3. Whether Working Instructions for the Level Crossing are available with the
Gateman? .................................. .

~!;(

6 1<TIIII Level Crossings Chapter 46
Annexure 46.3- Level Crossing Inspection Form

PENGURUS BESAR URUSAN JALAN
INSPECTION OF LEVEL CROSSING
LOCATION KM:._ _ _ __ OATE OF INSPECTION:_ _ _ _ __
PVI SECTION:._ _ _ _ __
BETVEEN S T A T I O N - - - - - - TO._ _ _ __
CROSSING AT OVN
RISKBOARO
VHISTLE BOARO VISIBILITY MissiriQ VISIBILITY VHISTLE BOARO
Standard distanct> 500m Standard Distance -l500m Faded Standard Distance 1500 m Standard distance 500m
Distance at sitt> Available Distance Obstructed Available Distance I Distance at site
Condition of Board Obtructed bu: Obtructed b~: Condition of Board
MissinQ Trees Trees Missina
Faded Bushes/LalanQ Bushes/Lalana Fadt>d
Non Standard Hiii/Cuttina Hill/Cutting Non Standard
Obstructed Curve Curve Obstructed
Others Others
GATE FENCII\IG FENCING

OK OK OK
Missin Damaae Damage
Damage Missin Missina
D D
I
-
~-----------
1--
ON
sr
~~ UP ...
------------ ~
I
I
GATE FENCING I
5t I
OK OK
I
I _.;
Missin Damaae I
I '
Damaae Missin
I 0 D I
VISIBILITY VISIBILITY FENCING

Standard Distance 500m Standard Distance 500m OK
Available Distance Available Distance 1 Damage
Obtructt>d bu : CROSSING AT OVN Obtructed by : Missing
Trees RISKBOARO Trees i
Bushes/Lalanq Missina Bushes/Lalana
Hiii/Cuttina Faded Hill/Cutting_
Curve Obstructed Curve
Others Others
Inspected b!l : PVIICPVIIJV - - - - - - - - - - - -
©KTMB Rev.O Page 11of 11
.. ~
Patrolling of Railway Lines Chapter 47
Chapter 47
Patrolling of Railway Lines
Document History
Authorised By:
Signature: -- - ~-- Q
-A-LQ. \
Date: MOHD RAMLI MOHD NOH 2 8 NAY 2015

G_eneml ... ·"· lWav_
KereMpt Tanah Milayu l!!lemad
.
Kuala Lumpur

(51CTIIII Patrolling of Railway Lines Chapter 47
TABLE OF CONTENTS
47.1 GENERAL .......................................................... ................................................................. 3

47.2 TYPES OF PATROL .............. ...... ....... ..................... ...... .......... .. ....................................... . 4
47.3 INSTRUCTIONS FOR PATROLLING .......... ...................................................................... 4
47.4 DUTIES OF CPW I ................................................................................................ .............. 5
47.5 DUTIES OF PW I ................................................................................ ................................. 7
47.6 DUTIES OF GANGER ............. .............. ............................... .............................. ................ 8
47.7 DUTIES OF PATROLMAN ................................................................................. ................ 9
47.8 REPORTING OF PATROLMEN 'S OBSERVATIONS AND COMPILATION FOR
SUBMISSION TO REGIONAL ENGINEER ..................................................................... 12
LIST OF FIGURES ................................................................................................................................ 13
LIST OF ANNEXURE ........................................................ ....... ............................................................. 13
Annexure 47.1 - Proforma Patrolman Report (Patrolman Form) .......... .. .................................. ............ 15

I<TIVI Patrolling of Railway Lines Chapter 47
47.1 GENERAL
47.1.1 This Chapter deals with the types of patrol, system of patrolling and duties of various
Permanent Way_ Personnel associated-with patrolling. While performing patrol duty, Rule
6.7 of Section B (Part I - General) of current KTMB Rule and Regulation Book will
have to be followed, in addition to the procedures and regulations issued by the General
Manager Permanent Way Division.
47.1.2 Definition
A patrolman is defined as a personnel of the Permanent Way Division that has

undergone patrolling training and is fit and certified competent by the PWI in compliance
to clause 47.4.1.2 to carry out patrolling duties as instructed.
47.1.3 Patrolling duties
47.1.3.1 When carrying out patrolling duties, the Patrolman must have with him at least six
obstruction signals, a red and green flag and, on a track circuited line, track circuit
operating clips and during the hours of darkness or heavy rain a hand-lamp must also be
carried. He must make an inspection in the manner laid down by the Permanent Way
Division. He shall carry with him the hand phone with the assigned phone number in
working order and adequately charged, to enable him to communicate with his
supervisor, colleagues or Station Managers in the area of his patrolling.
The Regional Engineer/CI/PWI shall instruct for certain sections of the railway line to be
patrolled to detect damage by flood, such as breaches, settlements, slips and scours and
immediate action taken to protect trains, wherever necessary, based on his own
information or upon advised by Station Masters or Train Drivers.
(Patrolman: competent permanent way employee instructed by the PWI to carry out
patrolling duties)
47.1.3.2 While examining the track in Track Circuited Double Track Bi-directional areas, the
Patrolman must select UP or DN track for walking such that he faces the normal direction
from which trains approach and must observe Clause 3.3.4(c) of Section B (Part I -
General) of current KTMB Rule and Regulation Book. However, this may not be
followed if UP and DN tracks have to be inspected in alternate cycles of patrol.
47.1.3.3 Before commencing his patrol he must communicate with the TCCC Operator or Station
Manager and obtain his assurance that trains will not be permitted to operate in the
reverse direction over the section of line concerned until the Patrolman has again
reported at the signal specified by the TCCC Operator or Station Manager.
47.1.3.4 After giving such an assurance the TCCC Operator or Station Manager must not permit
any train to operate in the reverse direction over the track concerned until the Patrolman
has reported from the signal specified, or in the event of a telephone failure at the signal,
from some other location, and has been warned of the reverse direction movement.
47.1.4 When the reverse direction movement is clear, the Patrolman must again communicate
witn the TCCC Operator or Station Manager. The TCCC Operator or Station Manager
may then give a further assurance that trains will not be permitted in the reverse direction
and give authority for the patrolman to continue and report from the next specified signal.

47.2 TYPES OF PATROL

The following types of patrolling are to be carried out:
47.2.1 Periodical Patrol
This shall be carried out daily by the Patrolman (or other nominated patrolman) on a
designated track length of 10km. For a double track area, two patrolmen must be
assigned to carry out patrolling for each line. For safety, every patrolman must be
accompanied by a Lookout man. If, in the opinion of the Regional Engineer, there is no
need to carry out the patrol every day (on track which is robust enough or on lines with
light and infrequent traffic), he may apply to the General Manager Permanent Way
Division to reduce the periodicity of patrolling.
47.2.2 Special Patrol
47.2.2.1 Wet Weather Patrol

This is to be carried out by the Ganger and Patrolman during heavy rain.
(Definition of heavy rain: When the precipitation (rainfall) is with an intensity in excess of
0.30 inches (7. 6mm) per hour) measured with a rain-gauge. Violent rain - when the
precipitation rate is> 50 millimetres (2.0 in) per hour)
By patrolmen nominated by the PWI, on sections approved by the Regional Engineer

and sanctioned by the General Manager Permanent Way Division during the night in
rainy season.
The Regional Engineer shall instruct for certain sections of the railway line to be patrolled
to detect damage by flood, such as breaches, settlements, slips and scours and
immediate action taken to protect trains, wherever necessary.
PWis must take note that short periods of intense rainfall can cause flash flooding whilst
longer periods of widespread heavy rain can cause rivers to overflow.
47.2.2.2 Hot-Weather Patrol
The Ganger or competent Senior Trackman shall carry out Hot Weather Patrolling when
temperature exceeds 55°C or to + 1o•c, whichever is less, during extremes of hot
weather period on track on LWR and CWR track. (Ganger need to be equipped with Rail
Thermometer).
47.2.2.3 Security Patrol
On considerations of security as required by KTMB. Such patrolling may be carried
out by trolley or special train.
47.3 INSTRUCTIONS FOR PATROLLING

47.3.1 The Regional Engineer shall ensure that Standard Instructions are made out for the
different types of patrolling (except security patrolling) required throughout his Region.
The Instructions shall be in accordance with the functions detailed below for the CPWI,
the PWI, the Ganger and the Patrolman. Where action by Operation staff like Station
Managers is specified, the instructions shall have the concurrence of the Regional
Manager and General Manager Operalions.

47.3.2 The Regional Engineer shall ensure that the Instructions are understood by all the men
nominated to carry out patrols. During his or his CPWI inspections, he shall verify that
his Instructions are being. properly followed by the concerned staff.
47.3.3 Instructions for security patrolling by men, motor trolleys or special train will be issued by
the General Manager Permanent Way Division in consultation with the Operations and
Security Units.
47.4 DUTIES OF CPWI

47.4.1 Staff
47.4.1.1 The CPWI shall ensure that person selected for patrol duty understands fully what
constitutes a danger and what action shall be taken to protect trains. To this end, he
shall cause his PWis to select, from their Permanent Way gangs, intelligent, experienced
and trustworthy men, for patrolling duties. Twice the number actually required shall be
selected, trained and tested to be conversant with their duties, procedure for protection
of trains and vulnerable locations needing special surveillance in their beats. A list of
such men shall be obtained from the PWis.
47.4.1.2 The CPWI/ PWI shall ensure the following, with respect to the man selected to perform
patrolling duty:
a. He must have basic literacy in reading kilometre, writing and communicating in
Bahasa Malaysia (Malay Language).
b. He must be physically fit to walk long distance on track, with no colour blindness.
c. He must possess reasonable knowledge to understand track defects and protection

of track.
d. He must be disciplined and capable of following instructions.

e. He must have undergone 3 days Patrolman training at Batu Gajah KTMB Training
School (MYRA) (and be certified competent by KTMB Permanent Way Division)
47.4.1.3 In case of heavy requirements of patrolling, the strength of the Gangs shall be recouped
to the extent reduced by withdrawal of men for patrolling, as directed by the Regional ·
Engineer or the General Manager Permanent Way Division. Additional lookout men will
be required to be deployed in Double Track areas.
47.4.2 Equipment
The CPWI shall ensure supply of adequate equipment required by patrolmen in time
according to the lists below.
47.4.2.1 Equipment for Patrolman
Periodical Patrol:
• Two Red signal flags.

• One Green signal flag.
• At least six obstruction signals
• Track tools like fish bolt spanner, hammer for driving keys/spikes. Spare fastenings
depending on track patrolled. Pandrol clips to be installed or removed only with
approved special tools.
• Track circuit operating clip on Insulated Track Circuited line.
©KTMB Rev. 0. Page Sol 15

Patrolling of Railway Lines Chapter47
• Whistle
• Tri-colour torchlight during darkness or Heavy rains.
• Electric or Gasoline lamp for illuminating the inside of long tunnel (day or night}
• Personal Protective Equipment (PPE}
• Raincoat
• Trunk radio (or Mobile/Satellite telephone where required)
• Patrol Form
Special Patrol - (night)
• One person (Two persons would be needed in Double track areas)

• Personal Protective Equipment (PPE)
• Raincoat
• Tricolour torchlight
• Minimum of 6 obstruction signals.
• Whistle.
An additional patrolman shall be deployed to accompany the main patrolman for
patrolling in tunnels with limited clearance and in heavy rainfall, especially areas prone to
floods and at night.
47.4.3 Implementation of Various Types of Patrolling
The CPWI shall ensure that the various types of patrolling are carried out as specified
below:
47.4.3.1 Periodical Patrol
This patrol will be carried out by the patrolman in the gang, throughout its length every
day. If necessary and feasible, the Ganger may do part of the patrol. Once a week, the
Ganger and the patrolman will exchange their duties to enable the former to inspect his
whole section.
Where justified (like on new and robust track free from outside interference) and
unavoidable (for example, due to shortage of staff), the interval between patrols may be
extended as approved by the General Manager Permanent Way Division.
47.4.3.2 Special Patrol
1. By the Ganger and Patrolman during heavy rain or storm:

The CPWI shall ensure that there is a system whereby the PWI receives and
passes on to the Gangs in good time warnings about heavy rainfall or storms. The
system shall ensure that the Ganger and Patrolman carry out a special patrol of
their length during heavy rains, and that the Ganger is prepared for emergency
deployment of his Gang if required.
2. On approved sections at night during the rainy weather.
A. The system shall be such that the Station Masters at either end will advise
each other and issue Caution Orders to trains unless the designated patrolman
has reached the station after covering his beat, signifying that all is well. The
CPWI shall ensure that suitable instructions to this effect are included in the
Standard Instructions issued by the Regional Engineer, with the concurrence of
Operations Division/Regional Manager. He shall work out schedules for
patrolmen (assuming a walking speed of three kilometres per hour, beats of
about five kilometres, rest periods of half an hour between beats, and

maximum distance covered· by a patrolman in one duty period not to exceed

20km so as to afford protection to as many night trains as possible, and advise
these schedules to the Station Masters, duly supported by Patrol Charts
specially prepared for each section. (Refer Figure 47.1)
B. The CPWI shall check that the level of the previous highest flood (HFL) has
been marked on the bridge structures so as to be clearly visible to a patrolman
on the track. On those bridges with a history of damage by floods, the CPWI,
with the approval of the Regional Engineer, shall cause a 'Danger Level' (DL)
to be marked, so as to be clearly visible to a patrolman on the track. An
Operating Standing Instructions shall provide for the traffic to be stopped
by the patrolman in case flood level exceeds the DL on any bridge.
47.4.4 Patrolling of LWR/CWR track
Observations to be carried out and actions to be taken during Hot Weather Patrolling
shall be as specified in Chapter 25.
47.4.5 General
The PWI/CPWI shall check on lhe extent and quality of patrolling carried out, during
normal and surprise inspections, especially at night as well as periodically checking the
nominated patrolmen's techni.cal competency and knowledge of the Rules. Patrolmen
who, due to their alertness and prompt action, avert accidents shall be suitably rewarded.
47.5 DUTIES OF PWI
47.5.1 Nomination of Patrolmen

The PWI shall select men from his Gangs for patrolling duties as indicated in Clause
47.4.1 and forward lists of such men to the CPWI, indicating the nominated persons and
standby persons for each section/location. Only competent patrolmen who has good
knowledge of the Rules shall be nominated.
47.5.2 Equipment
The PWI shall report shortages of equipment, if any, well in time to enable the CPWI to
make it up before the need for patrolling arises. He shall inspect all equipment once a
month and ensure adequate supplies of consumable items like detonators and cell
batteries for torches.
The PWI shall familiarise himself of track stretches vulnerable for the development of
Sink-holes (adjoining functional and non-functional lime quarries), flood-prone areas,
weak cuttings and embankments with history of slope failures, falling of boulders, etc.
He should in turn notify the Patrolmen/Gangers about these locations of potential
dangers.
The PWI shall check during his inspections that:
• the patrol is being purposefully carried out,

• tools and fittings appropriate to the type of track are provided, and
• patrolmen are able to identify hazards and to take prompt action to protect trains.

47.5.4 Special Patrols
1. The PWI shall pass on to the Gangs promptly any warnings he may receive about
heavy rainfall or storms and verify that during such occurrences the Gangs go out
on patrol.
2. Where night patrolling is in force, he shall carry out surprise night inspections, by
train or trolley, and verify that patrolling is according to the Standard Instructions and
if Station Masters have received and are acting on these Instructions.
3. The PWI shall ensure the implementation of the type indicated in Clause 47.4.3
above.
47.6 DUTIES OF GANGER

The Ganger shall do part of this patrol, if instructed by the PWI. Once a week, he shall
exchange duties with the patrolman and patrol the section so as to be in touch with the
whole length of the Gang. He shall also arrange to be briefed by the patrolman on
return from patrolling about any special features noticed, especially on the items
indicated below. He shall in turn advise the PWI of defects needing urgent attention as
necessary.
1. General alignment and level.
2. Articles fallen on track.
3. Fractured/damaged rails. Those marked red by ultrasonic testing shall be
examined carefully.
4. Condition of sleepers and fastenings (damaged, missing).

5. Condition of joint gaps, insulation joints.
6. Rail creep (consecutive closed-up joints).
7. Incipient buckling of track.

8. Check-rails and flangeway at unmanned level crossings and visibility thereat.
9. Switches and crossings.

10. Condition of signal fittings in and near track.
11. Track signs (defective or missing).

12. Any peculiarity noticed on trains and track under them.
13. Encroachments made in the immediate proximity of the railway.
14. Fires.
15. Bridges - general condition, blockage of waterway (observe from track level on
every patrol, but look under each bridge and above each overbridge once a
fortnight where practicable).
16. Embankment and cutting slopes, slips, fallen or falling trees.
17. Drainage - Blocked/over-flowing drains.

47.6.2.1 The Ganger and the patrolman shall carry out a special patrol of the gang's length during
heavy rains. On receipt of advice from the PWI warning about bad weather the Ganger
shall be prepared for emergency deployment of the gang if required.
47.6.2.2 The Ganger shall also make sure that men selected from his Gang for patrolling duties
are:
• conversant with their duties,

• properly equipped,
• reporting shortages of equipment promptly,
• proceeding on patrolling duty on time.
47.7 DUTIES OF PATROLMAN

47.7.1.1 The patrolman (or the Ganger) on patrol duty on single line section shall walk outside
one rail on the outward trip and outside the other rail on the return trip at an average
speed of 3 km/hr generally looking out for the items listed in Table T- 47.1 below. In high
speed Class I lines and in busy Commuter trains sector, the inspection procedure shall
remain the same and the patrolling shall be carried out for the Up and Down line every
72 hours facing the direction of the train. He should judiciously take care of his personal
safety, while walking on the track, as far as possible, in order to get good visibility of the
defects. Additional lookout men will be required to be deployed in Double Track areas to
watch for the safety of the patrolmen.
47.7.1.2 He shall be especially vigilant at locations:
• Where old track is due for renewal

• *Non-interlocked points: ineffective clamping & locking and spike-fixing
• Trespass/theft is prevalent
• Formation is prone to subsidence.
47.7.1.3 Loose fittings shall be tightened or correctly placed. Damaged material not constituting
immediate danger shall be reported to the Ganger.
47.7.1.4 Mobile phone shall be the primary means of communication in all cases deserving urgent
communication among Patrolmen, Ganger and PWI. (Walkie-talkie or radio phone, if
provided, shall be the secondary means of communication).
47.7.1.5 In case of communication breakdown and the track is in danger, the patrolman or ganger
on patrol duty shall carry out the necessary protection for traffic safety as laid out under
Clause 2, part 1 of Section I of the General Manual in the current KTMB Rule &
Regulation Book.
Items to be inspected:
Table T-47.1 list the items that shall be observed for changed/deteriorated/unsafe
conditions as revealed by visual inspection. Any further detail inspections or
measurements deemed necessary shall be reported to the PWI for further action.

TableT- 47.1
';,'c" . '. 0~1~mF~·····

;. ·c ....... ·, ... .
• , . . . . . . .········i..........i······ . . . . ..;. . . ... . .... . . . .<........
. . .
' . . . . . . . . ·._c_/> . . ·.·,·.· ....,· .·.·
. }lt.erns
.·.... .
; ......... .... ' \ tolnsp~~~.............
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......... .... ,
. . . .··
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. . .
.
·
... ··
,, . " ... ··,.·.'
}>;;rT
Track Discontinuity, Lack of stability, unusual misalignment or unevenness, sun-kink
or sign of buckling, abnormal creep of track, formation settlement, sink-hole, any
fallen object.
Rail Crack, Breakage, etc., Rail-top surface defects (wheel burn/scab), Closer look at
known defects locations marked by Ultrasonic Testing.
Fittings Missing, damaged or loose fittings
Fish-plated joints Missing, loose, bent or broken fishbolts and fishplates
GIJ's Gap developing, Bolts missing/bent/broken/loose.
Sleepers General condition, Damaged or cracks, Condition of fasteners, insulators and

rubber pads, out of square or moved out, closer look at known defect locations.
Ballast Contamination, scattering, appearance of sink-hole.
Formation Sunken or Soft Formation, Erosion/Rain-cut adjacent to track
Drainage Drain blockage, overflowing, breakage of pipe carrying water near track, likely to
erode the bank
Turnouts (TO) Breakages, Line and Level, Bolts, Fasteners and fillings (missing, bent, cracked
or broken), Unusual gap at the lip of a switch rail housing with the stock rail, as
noted on the main line over which the patrolman walks
Non-interlocked TO Clamps and Locks of the switches in position or not, Spike-locking in good order
or not (While walking on UP/DN track, non-interlocked points in DN/UP track
should also be inspected.)
Tunnel Cracks in lining, Unusual ingress of water
Overbridges Anything unusual, Drainage pipes integrity.
Slab track Condition of fasteners, Shaking of Rail bearer blocks, concrete cracking
Switch Expansion Joints Condition of rails, if the gap falls outside the specified range.
(SEJ)
Rail Expansion Joint Condition of rails, Any misalignment of gauge face, as per special maintenance
(REJ) in Prai Swing instructions governing the REJ.
Bridge
Track on Prai Swing Rail fasteners /fittings missing, Guardrails and its fasteners, movement of pads,
Bridge condition of steel sleepers and their fillings
Track Signage Sighting hindered by shrubs or tree branches, Damaged or Missing.
Bridges Waterway obstruction. Unusual development on the bridge & Damage to

Protective works (as visible from track).
Vegetation Obstruction to line of sight, Fire hazard, fallen or falling trees, potential tree
branches or fronds and other overhangs on Overhead Catenary System
'
TableT- 47.1 (Continued)

•··. •.··. .· .I ·.. ..····.·• / .·· .·•·. < .. :. / . . · ·• _2.3~

I •
Element
.' ., .. r>. ,..•..~;·>······.}·.······· ...... }. / ..•. ·>·j.··
· :•.··.• .•. : •· .< Items tciJnsp!!ct .J .·
............ ; ••...• "·:.·. .
Fencing ·········· Damage due to animal crossing/vandalism
Trespass Lookout for tell-tale of unauthorized trespass
Encroachment, squatters Any sign of unauthorized occupation and activities being attempted
and unauthorised
construction activities
Rail Lubricator Not working, Grease exhausted.
Guard Rails/Level Dislocation, Loose fittings

Crossings
Slopes & Banks Sign of erosion/Slips/bulging and potential factors for the same,
Retaining Walls Any sign of leaning, as seen from the track
Pedestrian pathway Obstruction to flange-way, rubbing mark, dislocation of plates
Passing Trains ObseNe any unusual noise or sound, hanging parts, unusual or foreign items
etc.
Signalling and Noticeable damages or vandalism, loose connections to rails and track
Electrification Installations components or hindrance to rail and track components

47.7.2.1 The Ganger I patrolman shall carry out special patrol of the gang's length during heavy
rains. On receipt of advice from the PWI warning about bad weather, the Ganger shall be
prepared for emergency deployment of the gang if required.
47.7.2.2 When patrolling specified sections during the rainy weather at night, the patrolman shall
proceed according to schedule and get the timings of his arrival and departure at and
from stations noted by the Station Manager on a patrol sheet or handbook and also
recorded by the Train Command and Control Centre (TCCC) Operator.
47.7.2.3 He shall have all the equipment as specified in Clause 47.4.2.1
47.7.2.4 During the patrol, he shall carefully lookout for the incidence of items listed below.
Items to be looked for by Special patrols during the rainy season.
Formation:
• Subsidence, slips, erosion of formation slopes.

• Trees/tree branches/fronds blown across/near track.
• Settlement of track.
Bridges:
• Water level higher than previous highest level or Danger Level.

• Damage !~protection works or approach banks.
• Water level higher on one side of an embankment than on the other.
• Waterway obstructed.
Note: In all these cases, danger is to be apprehended and action taken to protect trains.
©KTMB Rev. D Page11 of15

47.7.2.5 If he apprehends danger, immediate action shall be taken to protect traffic in terms of the
KTMB General Manual in force and inform the nearest Ganger/Senior Permanent Way
worker and the TCCC operator and the Station Manager.
47.7.2.6 When no danger is apprehended, the patrolman shall stand on the cess, facing the train,
in case one approaches, and exhibit his number plate, throwing the light of his lamp on it,
so that the number can be clearly seen from the train. He shall also blow his whistle
when the locomotive and brake van pass him.
47.7.2.7 He shall heed instructions from Drivers (verbal communication through telephone or
direct instruction when the driver stop his train to convey his message to the patrolman)
who may report apprehended danger at a location, to which the patrolman shall proceed
and take necessary measures.
47.7.3 Patrolling of LWRICWR track

Patrolling of long-welded rails during extreme hot weather shall be done according to the
procedures specified in Chapter 25.
47.8 REPORTING OF PATROLMEN'S OBSERVATIONS AND COMPILATION FOR

SUBMISSION TO REGIONAL ENGINEER
Every patrolman should submit a written Report in the prescribed format to the PWI on
the day of patrolling, on finishing his duty. He should record the Adverse Observations
made by him along with the location or a "NIL" statement. PWIICPWI shall create a
system for collecting these Reports from all patrolmen on the same day.
Every patrolman should also maintain his handbook in which the same observations
should be recorded in chronological order. One handbook will be assigned for each
patrol beat and this will not be individual based. In other words, if Person B takes over
patrol duty from Person A for the same beat, the handbook will pass hands from A to B,
through the Station Manager. The handbook will be deposited with the Station Manager
at the end of Patrol duty. This will be taken by the next person on duty.
The PWI will compile the salient observations screened from the Adverse Observations
in the prescribed form on monthly basis, making entries from time to time. Rectifications
should be carried out as per the priority and importance, without waiting for the
compilation of the entire monthly report. This monthly report should also receive entries
regarding rectification. PWI, CPWI and the Regional Engineer shall share the information
and take action at the appropriate levels depending on the importance and urgency.
Relevant observations shall also be advised to the concerned Division or Units, such as
Signalling, Electrification, Facility Management, Bridge Unit, etc.
The Regional Engineer shall ensure implementation of the above procedures and record
in suitable formats the "Monthly Report of Patrolmen's Observations and Actions Taken",
PWI wise, and CPWI!Regional Engineer wise. EXCEL software may be adopted, so that
sorting is possible. Also, sharing on real time basis is enabled among the concerned
officials and the Permanent Way headquarters office.
©KTMB Rev. D Page 12 of 15

LIST OF FIGURES
Figure 47.1 Specimen Patrolling Chart
LIST OF ANNEXURE
Annexure 47.1 Proforma Patrolman Report (Patrolman Form)

HOURS HOURS
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I) --0-D---INDICATES PATROLMEN
il) ~INDICATES liME OF ARRIVAL & DEPERTURE OF PAlROLMEN
iii} ------INDICATES THE SCHEDULED PATH OF TRAIN
lv) (a} INDICATES ARRIVAL OF TRAIN OF TrlE STAllON
v) (d} INDICATES DEPARTURE OF TRAIN FROM THE STAllON.
Figure 4 7.1 - Specimen Patrolling Chart

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(51~TIIII
Working of Trolleys and Trailers Chapter 48
Chapter 48
Working of Trolleys and Trailers
Document History
Authorised By:
~ _, ......0 -
~
DQI \
Signature:
Date: ,..,MOHD RAMLI pMOHD NOH 2 8 MAY 201~
-· :WaY
Kere(oDpt Tanah Melayu Berttad
Kuala Lumpur

TABLE OF CONTENTS
4801 GENERALoooo ooooooOooooooooooooooooooooooooooooooooooo ooooooooooooooo oo oooooooooooo oooooo Ooooooo Oooo oo oooo ooooooooooooooooooooooooo3
4802 GENERAL PRECAUTIONS 00 00000000 00000 00000 00 0000000 0000000000000000000 0000 000 0000 .. 00 0000000 0000000 000 0000 000000 00 00 03
4803 WORKING OF TROLLEYS AND RAIL INSPECTION CARS 0000 00 00 0000 00 00000000 000000000000 000000 0000 3
48.4 OPERATING AND MAINTENANCE CERTIFICATIONoooooooooooooooooooooooooooooooooooooooooooooooooooooo4
© KTMB RevoO Page 2 of 4

48.1 GENERAL
48.1.1 Any mechanically operated 4-wheeler rail vehicle used . for inspection purposes and
conveyance of workers and materials is called a trolley.
48.1.2 A road-rail vehicle is a vehicle designed essentially for operation on road but fitted with rail
guidance equipment to permit the vehicle to operate on rail.
48.1.3 A rail trailer is a small non-powered vehicle filled with rail wheels which enables it to be
hauled on rail by a road-rail vehicle or a trolley. lt is attached to the trolley with a coupling
and is principally used for conveyance of materials.
48.1.4 The rules to be followed for working of trolleys is the same as for working of trains (Section
C of the General Manual in the current KTMB Rules and Regulation Book.).
48.1.5 All drivers and permanent way staff in charge of trolleys must hold a valid driving
certificate issued by the Operations Division after duly testing on the rules.
48.2 GENERAL PRECAUTIONS

48.2.1 Each trolley shall be plainly marked with a number and the designation of the official for
whose use it is maintained.
48.2.2 No trolley shall be placed on line unless it is accompanied by a person certified competent
by the Regional Engineer to work a trolley.
48.2.3 No Material trolley or Inspection Trolley loaded with material shall be placed on the line
without receiving permission of the Station Managers concerned in writing and unless in
charge of an Engineer, Inspector or an official authorized by the General Manager
Permanent Way.
48.3 WORKING OF TROLLEYS AND RAIL INSPECTION CARS

48.3.1 Officials authorized to use these vehicles shall be as approved by the General Manager
Permanent Way. These vehicles will run in accordance with Special Instructions.
48.3.2 Motor trolleys and Rail Inspection Cars shall be governed by the Rules and Regulations for
the working of trains and shall be treated as light engines for the purpose of protection in
case of breakdown or accident, as specified below:
48.3.2.1 Action on breakdown of Motor trolley or Rail Inspection Car.

48.3.2.1.1 In the case of breakdown, the motor trolley or rail inspection car shall, wherever possible,
be lifted clear of the line. In such case, the authority to proceed shall be sent to the
nearest station at once with a letter explaining the circumstances. When the authority to
proceed has been thus surrendered, the motor trolley or rail inspection car, as the case
may be, shall not again be placed on the rail unless a fresh authority to proceed has been
obtained.
48.3.2.1.2 If it is found impossible to lift the motor trolley or rail inspection car clear of the line, it shall
be treated as an obstruction and be governed- by the rules applicable to a train failing in
the Block section, in which case the officer in charge shall retain the authority to proceed
until the motor trolley or rail inspection car is clear of the section when only a Driver is in
charge of a trolley and if he is unable to comply with sub-clauses (1) above, he shall
~KTMB Rev.O Page 3 of 4

immobilise and secure the trolley and be governed by the rules applicable to a train failing
in the Block section. The Driver shall then report to the nearest station explaining the
circumstances.
48.3.2.1.3 Speeds shall be as below, further reduced if restricted locally.
Rail Inspection Cars 75 km/h
Motor Trollies 50 kmlh
When trailers are hauled or pushed by Motor Trollies, the speed shall not exceed
the following limits:
While hauling 30 kmlh

While propelling empty trailers 25 kmlh
While propelling loaded trailers 15 kmlh
Note: Whenever possible, propelling of loaded trailers shall be avoided.
Through turnouts and station yards, the speed of Motor Trolleys and Rail Inspection Cars
shall not exceed 10 km/h.
48.3.3 Every loaded Material trolley shall have six men with it, two men acting as flagmen.
48.3.4 The speed of a Material Trolley shall not exceed a walking pace.
48.3.5 Protection as for Trolleys working in line possession shall be as follows:
48.3.5.1 Be furnished with obstruction signals and place three on the line, ten meters apart,
immediately the Trolley comes to a stand for the purpose of either unloading or loading and
48.3.5.2 Continue to show Danger hand signal and keep the obstruction signals on the line until a
messenger arrives with an order from the Ganger or other person in charge of the operation
to withdraw the signal, and
48.3.5.3 The distance between the trolley and the flagmen exhibiting signals shall be not less than
BOOm and further increase if the working area is on a curve and in gradients, where sighting
distance are less.
48.4 OPERATING AND MAINTENANCE CERTIFICATION

48.4, 1 For any road vehicle, plant, trailer or trolley that has been manufactured or modified to
operate on KTMB network, the Permanent Way Depot Engineer shall provide the necessary
certification, validating the design, construction and/or installation of the equipment and any
associated modifications, and shall provide evidence of a documented maintenance and
inspection regime for the vehicle, before approval to operate is issued by the General
Manager Permanent Way.
48.4,;2 Vehicle certification will be dependent on the vehicle having appropriate and auditable
maintenance and inspection records. Such vehicles shall have their rail operating suitability
status re-certified annually. The Regional Engineer is responsible to liaise with the
Permanent Way Depot engineer to ensure that any road-rail vehicle, trolleys and trailers are
certified fit for operation and each vehicle pre-work inspection checklist is sighted and
endorsed the Permanent Way Depot Engineer, before such vehicles are placed on rail.
Such documents shall be retained and filed by the Permanent Way Depot Engineer for audit
purposes.

Part V
Working of Self-Propelled
Chapter 49
On-Track Machines
Chapter 49
On-Track Machines
Authorised By:
Signature:
~- '
Date: A
MOHD RAMLI MOHD NOH
••. . ... iWA\1
2 8 MAY 2015
Kere~pi Tanah Melayu Berhad
Kuala Lumpur

Part V
(51CTIIII On-Track Machines
Chapter 49
TABLE OF CONTENTS
49.1 GENERAL ................................................ .................................... ................................. ...... 3

49.2 TYPES OF MACHINES ............................................................... ....................................... 3
49.3 AUTHORIZATION TO USE MACHINES AND COORDINATION ......................... ............. 3
49.4 SYSTEM OF WORKING ...................................................................... ....................... ....... 3

Part V
Chapter 49
On-Track Machines
49.1 GENERAL
49.1.1 This chapter summarizes the rules governing the running of heavy machines used for
maintenance of track, with emphasis on certain important precautions. Such machines
are termed self-propelled on-track machines as they cannot be off-loaded from the track
and can run under their own power.
49.1.2 The technical aspects of working of these machines are contained in Chapter 22 - On
Track Machines for Track Maintenance Works -of this Manual. The rules for running and
working of the machines are contained in Chapter 14 & 15 in Appendix of the General
Manual of the current KTMB Rules and Regulation Book.
49.2 TYPES OF MACHINES

49.2.1 The following types of on-track machines are authorised for operation
• Tamping/lining/levelling machines, which tamp the ballast, correcting level and/or

line of the track.
• Ballast cleaning machines, which screen ballast in track including that below the
sleepers for a desired depth.
• Ballast regulators which dress the ballast section to the desire profile.
• Any other type of machine authorised by the Administration from time to time.
49.2.2 The Regional Engineer shall ensure that no on-track machines work on the Open Line in
his Region unless covered by the General Manual in the current KTMB Rules and
Regulation Book, or by Special Instructions.
49.3 AUTHORIZATION TO USE MACHINES AND COORDINATION

49.3.1 An authorisation to use on-track machines shall be given only by a Regional Engineer or
by an Officer superior to him in the Permanent Way Division. Before such authorization
is given, this Officer shall inform the Line Possession Committee of the nature of work
involved, the location and the time required to complete the work 15 days before the
expected commencement of the work. (The Committee shall then advise all concerned
through weekly notice and make the necessary arrangements for regulating train
movements and ensure, as far as possible, that passenger trains are not delayed).
49.3.2 When more than one machine is used in the same Block Section, the Permanent Way
Officer in charge of the Line Possession shall be personally responsible to coordinate the
movements of the machines to and from the point of work and to ensure safety in
operations. The Permanent Way officer in charge of the work will act as PICOP.
49.4 SYSTEM OF WORKING

49.4.1 General
On-track machines working singly or in combination shall be subject to the Rules &
Regulations applicable to the working of signals and trains. Drivers/Operators shall
accordingly obey all the Station and other signals. These machines shall be treated as
trains for working purposes except when on a line temporarily possessed by the

Part V
I<TM On-Track Machines
Chapter 49
Permanent Way Division in accordance with the conditions as envisaged in Part Ill
section J of the General Manual in the current KTMB Rules and Regulation Book.
49.4.2 Competency Certificate
No on-track machine shall be permitted to be on the line unless it is accompanied- by an

authorised employee possessing a Driving Competency Certificate issued by the
Operations Department. In an emergency, a person may travel on machine with the
permission of an officer (not below the grade of the PWI in charge of the machine).
49.4.3 Equipment
Each machine on line shall be equipped with the documents and equipment listed below:
1. Awatch
2. Tail lamps
3. A copy of the Working Time Table in force.
4. Notices of any special trains.
5. Current Bi-Weekly Notice/Operation Bulletin
6. Two red flags

7. Two green flags
8. Two blue and white chequered flag.
9. Two hand signal lamps or two Tricolour Torchlight
10. Two boxes of obstruction signals (at least 10 numbers per box).
11. A trunk radio (walkie talkie or mobile telephone where applicable) for each group of
machines.
12. Two sprags per machine
13. Two banner flags for use by day,
and such other equipment as instructed by the Regional Engineer I CPWI I PWI or as
may be prescribed under Special Instructions.
49.4.4 Responsibility of the Driver/Operator
The Driver/Operator shall be responsible to ensure that
• The machines are fully equipped as indicated above.

• All vehicles are correctly coupled while going to and returning from working spot.
• Hand brakes are in order (this must be tested).
• Warning siren and warning lights are in order (this also must be tested).
49.4.5 Authorised speed
1. The machines shall not run at speeds more than that prescribed by the manufacturer
or those indicated below, whichever is lower.
• 70 km/hr in train formation,

• 70 km/hr when running under their own power on plain track and
• 25 km/hr when running over switches and crossings, along the diverging track.
2. These speeds are for the machines in use at present, restricted by Special
Instructions, if any, for a particular type of machine. For equipment acquired later,

Part V
Chapter 49
On-Track Machines
permissible speed shall be specified for each machine by Special Instructions. All
speeds shall be subject to local restrictions.
49.4.6 Attachment to a train
An on-track machine may be attached to a Goods train provided the Driver/Operator also
accompanies the machine and the maximum speeds as indicated in Clause 49.4.5 are
not exceeded. When so attached, the machine shall be immobilized, ensuring that it
cannot move under its own power {according to the relevant operating instructions for the
particular machine). The Driver/Operator shall be responsible to see that this is done
while accompanying the machine.
Note: The manufacturer's instruction regarding attachment to a train shall be

complied with.
49A.7 Running on its own power
When driving under its own power on a running line, the machine shall be kept in gear.
When left unattended, the machine shall, in addition to being left in gear, be secured by a
Hand Brake.· If on a line with gradient, sprags shall also be used, to prevent the machine
from rolling down the gradient.
49.4.8 Working in Block Section
1. On-track machines shall be permitted to enter a Block Section to work on any

operation on the line only under Line Possession conditions. Form 032 & 033 shall
be given to the Station Manager of the Station from where the machines are to enter
the Block Section {indicating the total number of machines/trollies/lrains that would
enter into the Block Section during the Line Possession) by the PWI.
2. The tablet/token or train staff forming the Section Authority shall also be obtained by
the PWI or the Chief Operator of the machines.
3. AI the site of work, trunk radio {walkie talkie or mobile wherever applicable)
telephone system of communication shall be established with the TCCC or by any
other suitable phones provided by the Regional Engineer.
4. During the period of Line Possession, all movements within the area of the Line
Possession shall be regulated by the PWI of the Line Possession who shall also be
responsible for safe operations.
5. The PWI shall endeavour to finish the work so that the time limit of the Line
Possession as agreed with the TCCC Operator is not exceeded.
6. Before the withdrawal of Line Possession working, the PICOP or PICOW must
endorse in KTM 032 that line is clear and safe for trains to run.
7. In the case of a Line Possession in a Tokenless area, the relevant provisions of the
General Manual in the current KTMB Rules and Regulation Book must be
complied with until the Line Possession has been removed.
49.4.9 Failure of On-Track Machineries in a Block Section
In case an on-track machine fails in the Block Section and is not able to run under its
own power, it may be assisted by a locomotive, the speed not exceeding 30 km/hr on
plain line and 20 km/hr over switches and crossings along the diverging track, the
Driver/Operator riding on the machine.
©KTMB Rev. 0 Page 5ol6

Part V
Chapter49
On-Track Machines
49.4.10 Derailment of On-Track Machines
In case an on-track machine derails but on re-railing the Driver/Operator is satisfied that
no serious damage has resulted, the machine may continue on the work. Otherwise, it
shall be taken to the nearest Station or stabling point by the Driver/Operator at a slow
speed. Before the machine is again put into operation a Fit Certificate from authorised
staff (after examination) shall be obtained.
49.4.11 loose-Shunting
On-track machines shall not be loose-shunted. No vehicle shall also be loose-shunted
against such machines.

Schedule of Inspections Chapter 50
Chapter 50
Schedule of Inspections
Document History
Authorised By:
Signature:
Date: B· MAY 20 5

TABLE OF CONTENTS
50.1 GENERAL .................. .. .... .................................................................... ............................... 3

50.2 INSPECTIONS OF TRACK ...................... ......... ....................................... ... ............ ........... 3
50.3 INSPECTION OF TURNOUTS ................. .............. ............................. ....... ........................ 4
50.4 INSPECTION OF LEVEL CROSSINGS .......... ................................................................... 5
50.5 INSPECTION OF BRIDGES & TUNNELS .......................... ................ ............................... 6
50.6 INSPECTION OF INSULATED JOINTS ............................................................................. 6
50.7 SUMMARY OF INSPECTION ............................................................................................ 6
50.8 SAFETY DURING INSPECTIONS ..................................................................................... 6
50.9 RECORDING AND PLANNING REMEDIAL WORK ...... .................................................... 6

50.1 GENERAL
50.1.1 This chapter indicates the maximum intervals between successive inspections, by
different categories of Permanent Way Staff, of various items of Permanent Way and
related structures. Their functions during the inspections are detailed in the Chapters
dealing with inspection and maintenance (Chapter 40 for Turnouts, Chapter 41 for
Bridges, Chapter 42 for Tunnels and Chapter 46 for Level Crossing) and with the duties
of officials. 11 shall be understood that more frequent inspections may be necessary to be
carried out, based on the conditions of the Permanent Way.
50.1.2 The Regional Engineer shall maintain a system (preferably computerised), to monitor
the inspections carried out by his staff. He shall obtain and forward to the General
Manager Permanent Way, every month, a list of shortialls in inspections with reasons
therefore.
50.1.3 The Regional Engineer shall forward once in six months to the General Manager
Permanent Way, a chart indicating the Permanent Way inspections done by him during
the preceding half year.
50.1.4 The dates on which the list of shortfalls and the Regional Engineer's charts are to be
forwarded will be specified by the General Manager Permanent Way Division.
50.1.5 11 is the duly of an inspecting official of the rank of CPWI and above to record his
observations during the inspection in brief in an Inspection Note. He shall ensure that
instructions arising from the inspection are received promptly in writing, acknowledged,
understood and implemented by the staff concerned. A copy of the Inspection Note shall
be promptly forwarded to the immediate superior of the inspecting official to enable the
latter to be briefed about conditions observed during the inspection.
50.1.6 In addition to the inspections, opportunity shall also be taken where practical to observe
the track under traffic especially for stretches of track with reported poor riding
conditions. An unscheduled detailed inspection shall also be made where an unusual
occurrence or incident has been reported from any source since the last inspection. This
might include derailments, rail breakages, mud pumping locations, subsidence in the
track, a wildfire or a trespass report.
50.2 INSPECTIONS OF TRACK

50.2.1 Foot Inspection by the PWI
The PWI shall inspect his section on foot,-each location being covered at intervals as
follows:
i) Wooden sleepers areas: 3-4 months
ii) Concrete sleepers areas: 5-6 months

50.2.2 Other inspections by the other inspector:
50.2.2.1 By the PWI
The PWI shall travel over his entire section in the locomotive or rear vehicle of the fastest
day-time train, or by trolley once every two weeks.
©KTMB Rev. 0 Page 3 of 1()

50.2.2.2 BytheCPWI
The CPWI shall cover the entire Region in a locomotive of a train at intervals of not more
than two weeks. However the entire Region must be covered by trolley once in a
month.
50.2.3 Inspection by the Regional Engineer
The Regional Engineer shall cover his Region once by trolley or by the locomotive or
rear vehicle of the fastest day time train (s) on his Region at intervals not exceeding one
month. However the entire section must be covered by trolley once in two months.
50.2.4 Accompanying TORC and/or OMS recording runs

The Regional Engineer. the CPWI and the PWI shall also accompany recording runs by
TORC and/or OMS (Ride Index measurements) so as to obtain real-time qualitative and
quantitative feedback on the conditions of the track in" their jurisdiction.
50.2.5 Inspections by the General Manager Permanent Way
The General Manager Permanent Way will be inspecting track, from an Inspection
Carriage that have instrumentation and recording facilities to judge the quality of track,
or by accompanying the Track Recording Car or by trolley whichever is more
convenient.
Normally such inspections will take place at intervals not more than a year.
50.2.6 Inspection of Sidings
50.2.6.1 The PWI and CPWI shall carry out foot and trolley inspection of sidings according to the
schedule in clauses 50.2.1 and 50.2.2 above. Inspections by train need not be carried
out.
50.2.6.2 The Regional Engineer may inspect sidings as convenient and required.
50.3 INSPECTION OF TURNOUTS
50.3.1 Turnouts shall be subject to detailed inspection as indicated in the schedule below when
all parameters specified in Chapter 40 shall be checked and documented.
50.3.2 All turnouts over which trains run through on the straight at the maximum permissible
speed of the section shall be subject also to a less detailed inspection where the
alignment, cross level near the crossing and wear at the crossing shall be checked
according to the schedule below:

Schedule of Inspections Chapter 5(}
50.3.3 Schedule of Inspections for Turnouts

Table T-5(}.1
Detailed Once in 12 months

Once in 6 months
Casual Once in 2 months
Once a month
CPWI Detailed Whenever practicable
Once in a year.
Casual Whenever practicable
Once in 6 months
Regional Engineer Detailed Whenever practicable

One turnout on
every inspection.
Casual Whenever practicable
Two turnouts on
every inspection.
Note:
• Detailed inspections involved measurements of all turnout parameters as per the

Turnout Inspection Form. (See Annexures A-40.2 and A-40.3)
• Casual inspections are based on visual observations to determine components that
need further attention. Measurements shall be made for parameters that need
attention.
• Casual inspections are also required to be carried out as soon as practicable if there
are major defects or bad ride noticed during EM120 Track Recording Car runs or
Ride Index measurements on train.
• Inspection reports shall be submitted to the Permanent Way headquarters (Quality
Assurance and Quality Control Unit) for monitoring and record) every month.
50.4 INSPECTION OF LEVEL CROSSINGS

50.4.1 By the PWI:
50.4.1.1 The PWI shall inspect each Level Crossing once in every three months to check items
as per Chapter 46, clause 46.7.2
50.4.2 By the CPWI:

50.4.2.1 The CPWI shall inspect all Level Crossings in his Region at intervals of not more than
one year, a few being covered during every inspection.
50.4.3 By the Regional Engineer:
The Regional Engineer shall carry out general visual inspection of all Level Crossings in
his Region at intervals of not more than one year.

50.5 INSPECTION OF BRIDGES & TUNNELS

50.5.1 By the PWI:
The PWI shall inspect all bridges and tunnels once a year. He shall also visually inspect
bridges and tunnels as necessary during his normal inspections and bring to the notice of
the Bridge Engineer/Bridge Unit any defect noticed.
50.5.2 BytheCPWI:
The CPWI shall inspect those bridges which are referred to him by the PWI as soon as
practicable. The CPWI shall inspect all the bridges and tunnels in his jurisdiction once a
year.
50.5.3 By the Regional Engineer
The Regional Engineer shall inspect all bridges and tunnels on his Region once a year
(he shall also inspect bridges and tunnels as necessary during his normal inspections
and bring to the notice of the Bridge Engineer any defect noticed). The General Manager
Permanent Way may specify certain bridges on structural/hydrological considerations to
be inspected by the Regional Engineer periodically.
50.6 INSPECTION OF INSULATED JOINTS

50.6.1 The PWI shall carry out a joint inspection along with the Signalling Inspector of all
insulated joints once every three months.
50.7 SUMMARY OF INSPECTION

The frequency of inspection at various levels is summarised in TableT -50:2,
50.8 SAFETY DURING INSPECTIONS

lt is essential for Permanent Way staff in carrying out track inspections that there is a
safe system of working, especially on high speed and busy commuter lines with bi-
directional signalling system. Inspections in tunnels and in certain limited clearance
areas may need to be undertaken under line possessions.
50.9 RECORDING AND PLANNING REMEDIAL WORK

50.9.1 After compiling the inspections note, an appropriate database system of recording the
sections of track that need attention and remedial works shall be put in place by the
Regional Engineer. The record shall include route, line, locations by track kilometre, and
the type and extent of work required. The PWI must indicate the target dates for each
item of work. Overdue dates shall be indicated with a RED marking and with the revised
dates.
50.9.2 In cases where planned urgent immediate remedial works have to be postponed such as
Tamping Machine breakdown or cancelled line possession, then the work must be re-

planned as a the first priority item instead of being placed at the end of queue in the list
of pending remedial works.
50.9.3 A weekly report shall be submitted by the PWI on the actions taken and outcome of the
actions to the Regional Engineer. The Regional Engineer shall prepare a monthly
summary of exceptions where further actions or assistance are needed from the General
Manager Permanent Way. A typical format is shown in Table T -50.3 (Priority Defect
Action List).
50.9.4 The electronic storage of each record shall be initiated by the official making the
inspection within 24 hours following the completion of that inspection. Paper copies of
electronic records and- amendments to those records shall be made available for
inspection by the Regional Engineer and/or the General Manager Permanent Way.

Table T-50.2
Schedule of Inspection
.L1 I~b~~n';~i i": > ,, I ~ ' , • , > ..·.'·Frequlillc~ Pre~trlbE!d t()r' .•.. ·'·,.· · · •·..·•.·..·••:••·. ·••
..
'····..· ' . . . CPWI<
,• •• .J /;··r•
r~.f i> ''1:!. !•''>• t!WI ...
.· . .. .. i ···y,R~Q,ional···. •.·
/.'.' ···· .,:''

l{{o.
• •• > ·.· • • >"7•.... I ;;•:· •.• 1
.•. .Eilgineer '····•
1. Inspection of track i) Foot inspection
on running track
and loops a. Wooden a. 3-4 months
sleepers areas: - -
b. Concrete b. 5-6 months
sleepers areas:
ii) Locomotive or Once a month Once a Once in

rear vehicle of month 3 months
fastest day train.
iii) Trolley Once in two Once a Once in
weeks month 2 months
iv) Accompanying Every run Every run Every run
TORC/ OMS runs
2. Inspection of i) Foot inspection Once in three to - -
sidings. four months
ii) Trolley Once a month Once in two As convenient

months
3. Inspection of i) Detail inspection Once in 6 Once in a year One turnout
turnouts on months during track
inspection
i) Passenger ii) Visual inspection Once a month Once in 6 As convenient
running lines on run through months on run
turnouts. through
turnouts.
ii) Other turnouts Detai Inspection Once in a year As possible As possible
4. Inspection of level Detail inspection Once in a Once in a year One level

crossings quarter crossing in
every track
inspection.

5. Inspection Once a year.

of bridges
6. Inspection General inspection of Once a year Once a year
of Tunnels Tunnels
7. Joint Inspection of Detail inspection with Once in three
Turnout/ insulated Signalling staff months
joints
8. Joint Inspection General inspection of Once in three
with Electrification interface items months
Unit and Signal and
Communication
Unit
9. Curve Inspections, Alignment and Once in three Once in six Specifically
Joint Gap Survey, Wear and tear of months months referred to
Creep Marker components him byCPWI
1 0. Other special track Creep and Once in three Once in six Specifically
components (SEJs, expansions, Wear months months referred to
REJs, Turntable, and Tear
him by
Buffet Stops)
CPWI/Once a
year
11. Wayside General observations Specifically Once in six Specifically
inspections, referred to months referred to
formation
him by Ganger/ him byCPWI
embankment and
Once every /Once a year
cuttings, areas
three months
prone to
settlements etc.
Note:
Slope inspection and maintenance can be referred to Civil Works Maintenance Manual
(2014) documents produced under the lpoh to Padang Besar Double Tracking project.

Table T-50.3
Typical Priority Defect Action List
REPORT FOR .................•.•..•..• REGION
INSPECTING OFFICER:
Name:
Position:
z
~ 0i=w ...
z
Qw ow
on. wa. DATE
DATE LOCATION
t-O
<o DEFECT
go
"' :n
0 U.>-
Wt-
ACTION TAKEN REMOVED BY
REMOVED
-' "'
a. <I)
~
0

Procedure for Obtaining Approvals Chapter 51
Chapter 51
Procedure for Obtai_ning Approvals
Document History
Authorised By:
\- ~ _Q #~~~
--(/
Signature:
General Manaaer PennaneotW_~tv_
2 8 MAY ZOl
Kere~pi Tanah Melayu Berhad
Kuala lumpur

TABLE OF CONTENTS
51.1 GENERAL..................................................................................................................... ....... 3

51.2 TYPES OF WORKS REQUIRING APPROVALS ................................................................ 3
51.3 AUTHORITY COMPETENT TO APPROVE .......................... .............................................. 3
51.4 DEVIATIONS FROM APPROVED PLANS ........................................................................ . 4
51.5 WORKS INVOLVING SIGNALLING AND/OR ELECTRIFICATION UNIT .......................... 4
51.6 INSPECTION ....................................................................................................................... 4
51.7 PROCEDURE BEFORE COMMISSIONING ....................................................................... 5
51.8 COMMISSIONING OF THE WORK ...................... .............................................................. 6
51.9 USE BY BALLAST TRAINS ................................................................................................ 6
51 .10 CONTROL OF ENTRY TO NEW LINES (WITHIN PURVIEW OF PERMANENT WAY
DIVISION) ..... ................................................................................................................ ..... .. 6

51.1 GENERAL
51.1.1 Approval of the competent authority is required for execution and commissioning of any
work affecting safety of running trains, including the temporary arrangements necessary for
carrying it out. This (statutory) approval shall be obtained before commencement of the
work, which shall be inspected and certified by a nominated authority before the work is
commissioned.
51.1.2 This Chapter prescribes the system to obtain approval of the authority specified in Clause
51.3 for execution and opening of works (new works or additions and alterations to existing
works of the type indicated in Clause 51.2) affecting the safety of running lines. Aspects
covering the precautions to be taken before commencement and during execution of major
and minor operations and for undertaking emergency repairs have been covered in Chapter
45.
51.1.3 Section F of the current KTMB General Manual prescribes the procedures for operations
involving obstruction of line or danger to trains or traffic. In case of any contradiction
between the contents of this chapter and the provisions in the General Manual, the General
Manual shall prevail.
51.2 TYPES OF WORKS REQUIRING APPROVALS
The following works require approval of the competent authority:
51.2.1 Existing lines
• Additions, extensions and alterations to existing lines.

• Alterations to, and shifting of switches and crossings.
• Provision of new switches and crossings.
• Opening of a new station.
• Additions of a new station.
• Modification or, shifting of Level Crossings.
• Provision of a new Level Crossing.
• Any other work affecting the safety of running lines.
51.2.2 New lines
• New running lines and doubling of existing lines.

• Permanent deviation of existing lines.
• New sidings for convenience of the public.
• New sidings for convenience of department.
51.3 AUTHORITY COMPETENT TO APPROVE
51.3.1 The Government (where applicable) shall approve the execution of all new lines, doublings,
permanent deviation of existing lines and extensive yard remodelling. KTMB shall be
competent to approve the execution of all other works.
51.3.2 Inspection shall be carried out by the authorities specified in Clause 51.6 before they
authorise a new asset to be commissioned.
@cKTMB Rev. 0 Page 3 ol6

I<TNI Procedure for Obtaining Approvals Chapter 51
51.4 DEVIATIONS FROM APPROVED PLANS
During or before execution of approved work, if any deviation (from the approval) which will
affect the layout of lines arrangement of signals or the working rules is found necessary, the
specific approval of the authority which issued the original approval as referred to in Clause
51.3, shall be obtained.
51.5 WORKS INVOLVING SIGNALLING AND/OR ELECTRIFICATION UNIT
Where the works involve the Signalling and/or Electrification Unit, the CPWI shall liaise with
the Regional officer of the Signal and Communication Division and/or the Electrification
Division so that Permanent Way and the respective Signalling and /or Electrification works
progress simultaneously. Testing of installation and issue of certificates shall be done by the
designated Officers of the respective Divisions/Units.
51.6 INSPECTION
On completion of the work, the CPWI shall advise the Regional Engineer who shall arrange
for the inspection by the concerned authorities as indicated in Table T-51.1. After
inspection, a certificate shall be issued and advice sent to the General Manager Operations.
Table T-51.1
AUTHORITY COMPETENT TO INSPECT AND CERTIFY
1. New running lines and General Manager. G.M. Government (where

doubling of existing lines. (G.M). applicable) and
Permanent Way
General Manager
Permanent Way
Operations
2. Extensive yard remodelling G.M. G.M. G.M. Operations

Pennanent Permanent
Way Way
3. New sidings outside station G.M. G.M. G.M Operations G. M. Permanent Way
limits. Permanent Way Permanent Way can delegate to
Regional Engineer.
4. New sidings within station
limits.
(a) For convenience G.M. G.M. G.M Operations G.M. Permanent Way
of public. Permanent Way Permanent Way can delegate to
Regional Engineer.
(b) For convenience Regional Regional Engineer Regional Operation

ofKTMB. Engineer Manager
5. All other works Regional Engineer Regional Engineer Regional Operation G. M. Permanent Way_
Manager can delegate to
Regional Engineer.
Note : KTMB may modify the designations of various officials suitably

51.7 PROCEDURE BEFORE COMMISSIONING
51.7.1 General
No new work affecting the running of trains or the system working at a Station shall be
brought into use until staff of all departments has been notified and those concerned certify
that they have understood the new/ revised Working Rules. The Operations General
Manager shall arrange for timely intimation of the date of commissioning to all concerned so
that the staff get acquainted with the new or revised Working Rules.
51.7.2 Bi-Weekly Notice/Operation Bulletin

51.7.2.1 After inspection as indicated in Clause 51.6 above. the General Manager Permanent Way
shall prepare an item for publication in Bi-Weekly Notice/Operation Bulletin and E-Notice on
the KTMB Intranet leaving the date of commissioning-blank and forward it to the Regional-
Operations Manager who shall forward it to the Operations General Manager.
51.7.2.2 Where Signalling or Electrification work is involved the General Manager Signalling and
Communication Division or the General Manager Electrification Division shall prepare the
draft notice and forward it to the General Manager Operations.
51.7.2.3 The General Manager Operations shall decide the date for commissioning of the new asset.
51.7.3 Testing
On the date fixed for commissioning. the track and signalling/electrification works shall be
tested by the Technical Officers of the respective departments in the presence of an officer
of the Regional Manager/Operations Officer.
51.7.4 Commissioning Certificate
51.7.4.1 The inspecting officers of the Permanent Way and Signalling and Communication and/or
Electrification Divisions shall issue a commissioning certificate in the following format:
"1/We hereby certify that 1/We have personally inspected and tested ...................... and in
my/our opinion this ............................. .is fit to be brought into service ........................... .
(Technical Officer) (Technical Officer) (Technical Officer)

Permanent Way Division Signalling and Electrification
Communication Division Division"
51.7.4.2 The representative of the Operations Division shall endorse in the commissioning certificate
as under:
"I hereby certify that I have personally witnessed the above mentioned testing and have
taken over for service at .................. on .................................. .
(Regional Operations Officer/Regional Manager)"

51.7.4.3 The certificates shall be prepared and despatched immediately direct to the:
• General Manager Operations.

• General Manager Permanent Way.
• General Manager Signalling and Communication.
• General Manager Electrification
• Regional Engineer.
• Regional Manager.
• Regional Signalling and Communication Engineer.
• Regional Electrification Engineer.
51.8 COMMISSIONING OF THE WORK
After endorsement of the commissioning certificate by the representative of Operations

Division, the new asset shall be taken over by the Operations staff for regular operation. No
new permanent way or signalling installation shall be allowed for traffic unless the above
provisions are complied with, except cases falling under Clause 51.9.
51.9 USE BY BALLAST TRAINS
During construction of a new line or siding, Ballast Trains shall be permitted to operate with
the following safeguards:
• When the siding points are within the Station Section, the Operation Division shall
be responsible for safeguarding them by clips and padlocks in accordance with Rule
26 of Section J, Part I, General Manual in the current KTMB Rules and
Regulation Book.
• When the siding points are outside the Station Section, the Permanent Way Division
shall be responsible for safeguarding them in the same manner prescribed above.
51.10 CONTROL OF ENTRY TO NEW LINES (WITHIN PURVIEW OF PERMANENT

WAY DIVISION)
51.10.1 When new lines or sidings are constructed, the entry to them shall remain under the control
of the Permanent Way Division or his authorised representative, until the new lines or
sidings are formally taken over by the Operations Division. The relevant switches shall be
spiked, wedged and clip locked and the keys shall remain with the PWI.
51.10.2 If, for any special reason, traffic is to be permitted on such lines before the formal handing
over, the following conditions shall be complied with.
• Written approval of the General Manager Permanent Way or his authorised

representative shall be obtained.
• The PWI shall remove the spike, wedge and clip lock and supervise the movement
of trains in the new line/siding.

Safety on Track Chapter 52
Chapter 52
Safety on Track
Document History
Authorised By:
(
Signature:
Date: 2 8 MAY 2015

TABLE OF CONTENTS
52.1 GENERAL .................................................................................................. ......................... 3

52.2 SAFETY OF PERSONNEL WALKING NEAR THE TRACK .............................................. 3
52.3 EXECUTION OF WORKS .................................................................................................. 4
52.4 SAFETY OF STAFF WORKING ON OR NEAR THE TRACK ........................................... 5
52.5 SAFETY OF PASSENGERS .............................................................................................. 6
52.6 SAFETY OF GOODS ...........................................................................:........... .................. 7
52.7 GENERAL SAFETY ON BRIDGES AND OTHER STRUCTU RES .................................... 7
52.8 SAFETY RULES TO BE OBSERVED BY CONTRACTORS WORKING NEAR THE
TRACK ..................................................................................................................... ........... 8
LIST OF FIGURES .................................................................................................................................. 9
Annexure 52.1 - Competency Certificate for Person in charge of work (PI COW) ................................ 11
Annexure 52.2 - Duties of Person-in-Charge-of-Work (PI COW) .......................................................... 12
Annexure 52.3 - Duties of Look Outs .................................................................................................... 17
Annexure 52.4- Competency Certificate for Look Out Man ................................................................. 18
Annexure 52.5 - Examples of Track Works .......................................................................................... 19

52.1 GENERAL
52.1.1 This chapter deals with the duties of Permanent Way staff in keeping the track safe for
trains carrying the travelling public and goods and for the employees working on or near
the track. The current KTMB Rules and Regulation Book contains rules applicable to
Permanent Way staff. These rules are to be implemented rigorously by all Permanent
Way staff. In case of any discrepancy between what is stated in this chapter and that in
the current KTMB Rules and Regulation Book, in force the latter shall prevail.
52.1.2 Requirements for safety related to a specific operation are spelt out in the relevant
chapters, as, for example, execution of works in Chapter 45 and the working of trolleys
in Chapter 48. In this chapter, procedures for general adoption are described.
52.2 SAFETY OF PERSONNEL WALKING NEAR THE TRACK

52.2.1 Do not go or remain on or near the track unless the duties require it.
52.2.2 Wear approved clothing correctly. During darkness, have a torchlight or lamp with you.
52.2.3 Use the cess which is normally the safest place. Never walk on the track.
52.2.4 Face on-coming trains whenever you can.

52.2.5 Do not fully depend on the timings of trains as per timetable or on signals being at
danger.
52.2.6 Always be vigilant and attentive.

52.2.7 Be alert especially during darkness, foggy weather high winds, noisy environment and
when your vision is restricted.
52.2.8 When a train approaches, immediately move to a "position of safety'' as defined in the
Track Safety Handbook. Lower to the ground any equipment you are carrying and
remain in the position of safety, until the train has passed and you can see no train is
approaching, especially on the adjoining line. Check which line it is on, do not assume it
is on the normal line.
52.2.9 Raise your arm to acknowledge the warning given by the train driver.
52.2.10 Do not go into a place where clearance is restrictive without first ensuring that your
sighting of approaching trains will allow sufficient time for you· to reach a position of
safety.
52.2.11 Do not enter a tunnel, unless your duties require it and must be accompanied by another
person. Always take a torch light. When a train is approaching, reach the nearest
refuge.
52.2.12 Cross the track by bridge or subway whenever you can. Otherwise choose a route with
the best view, clear of obstructions and cross at right angles.
52.2.13 Look in both directions before crossing each line.
52.2.14 When stepping from one line to another, do not move into the path of a train.
52.2.15 Do not step in the gap between stock and switch rail.
52.2.16 Keep clear of signal wires, point rodding and other equipment or material.

52.2.17 Do not cross in front of or between moving vehicles. Do not go under any stationary
vehicle. Cross the track beyond the stationary vehicles after ensuring that they will not
be moved and there is an adequate safety buffer clearance of minimum 15 metre to the
nearest vehicle.
52.2.18 If you are caught between adjacent lines with trains approaching on each side of you and
you cannot reach a position of safety, lie down flat between adjacent tracks.
52.2.19 Where obstruction signals are placed on track, stand at least 30 meters away with your
back to the detonator, if a train passes.
52.2.20 Always regard overhead line equipment and its attachments as being alive at all times.
52.2.21 In electrified section:
• Keep yourself and your clothing and equipment at least 2.75m from:
Anything live attached to or hanging from the overhead line equipment.
Any broken or displaced live wire connecting to the overhead line equipment.
• Do not attempt to climb any structure which might bring you, your clothing or
equipment within 2. 75m of the overhead wires.
• Do not work on any plant or equipment which could bring you within 2.75m of the
overhead line equipment.
• Observe the instructions in the Personal Track Safety Handbook.

52.3.1 Commencing of work
No works involving danger to trains shall be commenced without specific permission of

competent authority (See Chapter 45, Clauses 45.2, 45.3, 45.4 and 45.5).
52.3.2 Person in charge of Work (PICOW)
52.3.2.1 Works executed on or near the track shall be under the control of a nominated person
referred to as PICOW (Person-In-Charge-of-Work). He shall possess a competency
certificate as in Annexure 52.1.
52.3.2.2 He shall ensure that a safe system of work is adopted to safeguard employees on or
near the track. He shall also take necessary measures to prevent anyone from being
endangered by trains.
52.3.2.3 Duties of PICOW are given in Annexure 52.2.
52.3.3 Look-outs
PICOW shall decide the works reqUinng look out protection. He shall make
arrangements for appointing and positioning of the Look-outs. The duties of Look-outs
are given in Annexur~ 52.3.
52.3.4 Caution orders
52.3.4.1 When P1COW or the PWI finds it necessary that Drivers be given special instructions
concerning repairs to the track, restrictions of speeds etc., he shall hand over a written
advice to the Station Manager of the station immediately preceding the affected Block
Section. He shall request the Station Manager to take the necessary action to warn
Drivers to exercise caution or observe speed restriction as the case may be. He shall
also specify the points between which the caution or speed restriction is to be observed

and the cause. Installations of the necessary caution boards, speed boards and speed
termination boards shall be carried out not later than 24 hours after hand over of the
written advice of the speed restriction to the Station Manager.
52.3.4.2 When the necessity no longer exists for the issue of the Cautions Orders, PICOW or the
PWI shall notify the Station Master on either side of the affected Block Section to this
effect.
52.3.5 Protection of trains during emergencies
52.3.5.1 The procedure illustrated and described below is based on the current KTMB Rules and
Regulation Book. PWis shall ensure that those detailed on patrolling duty and other
duties are trained and drilled in this procedure.
52.3.5.2 "Clause 2.2 Section 'B Part 1 of the General Manual in the current KTMB Rule
Book" in force shall be complied with.
52.4 SAFETY OF STAFF WORKING ON OR NEAR THE TRACK

The following safety rules shall be strictly followed by the staff:
52.4.1 Staff Working with Lookout protection
• When a Lookout has been appointed, make sure you know the method by which
warnings will be given. Also know the position of safety to which you must go when
a warning is given.
• When the Lookout gives the warning, immediately acknowledge the warning by
raising on arm above your head, and go to the position of safety.
• When the train has passed, remain in the position of safety until your PICOW has
indicated that work can safely be restarted.
• If for any reason you cannot see the Lookout or it is possible you may not hear the
warning, move to the position of safety and inform the PICOW.
52.4.2 Staff Working without lookout protection
• Do not start the work until:

You are told by the PICOW that it is safe to do so.
You are aware of the permissible speed of trains and the direction in which they
normally approach.
You clearly understand the position of safety to which you must move, when a
train approaches.
• Look up frequently to ensure there is sufficient warning of the approach of trains to
enable you to reach a position of safety.
• When you see or hear a train, carry out the instructions at Clause 52.2.8. Warn any
others working near you.
• Do not restart work until told by the PI COW it is safe to do so.
52.4.3 Tools and materials
• Leave tools and materials clear of the line and not within 2 meters of the rails during
the passage of a train.
• Do not leave tools or materials where they obstruct refuges, recesses, walkaways or
walking routes.
• Do not put flammable material near cables or cable troughs or allow fires to burn
near them.

• Do not obstruct warning notices indicating high voltage cables, and markers
indicating cables.
52.4.4 Working near On-Track Machines
• Enter or leave the machine only on that side where there is no adjacent track open
to traffic.
• If it is necessary to attend to the machine from the side where there is an adjacent
line open to traffic, obtain the look-out man's permission.
• Figure 52.1 indicates the free and restricted areas.
52.4.5 Working with Material trains
• Do not ride on material wagons when travelling to or from the site of work.
• Do not get off the train on to an adjacent line, except under the protection of a
lookout.
• When walking alongside a train which is moving, take particular care where you are
treading.
52.4.6 Metal objects across the lines
• Do not use metal measuring tapes or chains across the lines or place metal objects
across the rails.
52.4.7 Trimming or felling trees
• When trees are being felled or trimmed or undergrowth cleared, ensure that the
debris does not endanger the passage of trains.
• Do not attempt to clear more trees, branches or undergrowth than you have been
told to do.
• Avoid damaging railway equipment.
.. !52.4.8 Using rail trolleys
• Observe the precautions as detailed in Chapter 48.
52.4.9 Electrified lines
• Carry out the instructions mentioned at Clause 52.2.21.

• Carry long articles horizontally • take extra care with pipes, rods and poles.
52.4.10 General
• Wear the specified visible coloured clothing.

• Wear protective clothing/equipment like helmets, goggles, gloves and protective
footwear as prescribed for specific jobs like welding and handling of heavy
materials/equipment or chemicals.
• Use the correct tools prescribed for specific jobs (as, for example, rail
tongs/slings/rail dolleys for handling rails).
• Observe the safety rules as indicated in clause 52.2 while walking near the track.
52.5 SAFETY OF PASSENGERS
The PWI shall arrange to:
52.5.1 Protect the sites of work so that trains are alerted in time to stop or slow down short· of
such locations. For details refer to Chapter 45.

52.5.2 Maintain clearances to structures adjacent to or above the track to the prescribed
dimensions, so as not to. foul with coaches or with passenger's limbs, even if they
happen to be projecting outside the coach profile. For details refer to Chapter 11.
52.5.3 Anticipate and detect failures like rail breakage, failure of formation/bridges during heavy
rains/floods, in time by means of timely and adequate inspection and patrolling and
adoption of emergency measures to protect trains. (Refer to Chapter 47 for procedures
with regard to patrolling, Chapter 40, 41 and 42 with regard to procedures on
inspections and Chapter 43 on measures before and during periods of rainy weather).
52.5.4 Distinguish between works which do not require imposition of speed restriction
immediately after execution and the works which necessitate imposition of speed
restriction after the work is undertaken. Typical examples in each category are indicated
in Annexure 52.5. Special precaution is required in handling works which require
imposition of speed restriction immediately after completion of the work.
52.5.5 Execute routine track maintenance operations in such a way that normal train operations
are not affected. The desirable practices are:
• Do not allow the fastenings loose on two consecutive sleepers.

• Do not dismantle rail joints opposite each other at the same time.
• Do not allow trains to run on a dismantled joint.
• Ensure correct ballast profile and keep watch until about 20,000 tonnes of traffic
passes over ballast freshly tamped.
• Do not lift track by more than 40 mm with rail jacks
• Do not replace two consecutive sleepers at the same time.
• Do not replace more than 1/3rd of sleepers per length of rail at the same time. (Free
Rail).
• Do not remove ballast in the sleeper cribs by more than 50 mm below the bottom
level of sleepers.
• Do not remove ballast from around for more than 4 consecutive sleepers.
• Do not lift track by more than 30 mm or shift rails by more than 50 mm by machines
in one operation without speed restrictions.
52.6 SAFETY OF GOODS

52.6.1 The provisions of Clause 52.5 apply equally for the safety of goods.
52.6.2 Where advice is given to PWI of the movement of over-dimensional consignments

(consignments projecting beyond the loading gauge, but cleared for movement at
restricted speeds) the PWI shall ensure that clearances from structures are adequate for
safe passage, so as not to cause damage to the consignment or to those structures with
clearances less than standard.
52.7 GENERAL SAFETY ON BRIDGES AND OTHER STRUCTURES

52.7.1 Bridges
The PWI shall
• Report promptl)l any defect or adverse feature in the condition of bridges which is
likely to interfere with the safe running of trains, taking immediate action to stop or
slow down trains if warranted.
• Maintain man-refuges, wherever provided, adequately

I<TM Safety on Track Chapter 52
• Provide specified precautionary measures against damage by fire.

• Monitor damages by road vehicles to road over bridges and to loading gauges on
the road approaches to road under-bridges.
52.7.2 Tunnels
The PWI shall:
• Report promptly any defect in tunnels likely to affect safety of traffic, taking
immediate action to stop or slow down trains, if warranted.
• Carry out all maintenance work in tunnels under protection as specified in Chapter
42.
• Post look-out men with whistles to give timely warning to staff working inside the
tunnel.
• Maintain man-refuges in a serviceable condition.
• Not raise the general level of track beyond the specified level without the permission
of the Regional Engineer.
52.7.3 Other Structures

The PWI shall be alert to prevent:
• Errors in alignment, causing the distance from track to an adjacent structure to

reduce below the safe minimum.
• Excessive lifting of track causing the clearance of overhead structures to be reduced
below the safe minimum.
52.8 SAFETY RULES TO BE OBSERVED BY CONTRACTORS WORKING NEAR

THE TRACK
• Do not undertake a work unless a competent man is posted.
• Drive across the track at a properly constructed level crossing and then only if you
are sure (by road traffic signals or by other means) that it is safe for you to cross.
• Take special care when driving or parking vehicles and mobile constructional plant
close to a track.
• Do not allow any part of the vehicle or plant (including open doors, tailboards, etc.)
to come within 2 meters of the nearest rail of a line, on which train movements may
take place.
• Fasten security hinged doors, tailboards and jibs that could come within this
distance.
• When turning, keep the rear of the vehicle farthest away from the track.
• Switch off external red lights, when the vehicle or plant is parked. Do not parked
vehicle on ground with a gradient towards the track to avoid run-away vehicle
endangering the track.

I<TNI Safety on Track Chapter 52
LIST OF FIGURES
Figure 52.t Safe entry and exit while operating on-track machines.
LIST OF ANNEXURES
Annexure 52.1 Competency Certificate for Person in charge of work (PICOW).
Annexure 52.2 Duties of PICOW
Annexure 52.3 Duties of Look-out.
Annexure 52.4 Competency Certificate for Lookout man.
Annexure 52.5 Typical works which do not affect the stability of track and
works which reduce the stability of the track.

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Annexure 52.1 -Competency Certificate for Person in charge of work (PICOW).
A
!-----' Name ........................................................................
Has passed the PICOW test
GRADE ......................................................................
STAFF NO ..................................................................
VALID UNTIL. ............................................................ .
Examiner's :Name ................................................ .
: Signature ............................................ .
Date of Issue: ..............................................................
And is suitable to undertake PICOW duties
SIGNED .................................................................. ..
SUPERVISOR/MANAGER
c
SIGNED ....................................................................
SIGNATURE OF HOLDER
Note:
This certificate is valid for two years (as shown above). If, however, PICOW duties are
not undertaken for twelve months, the certificate must then be considered to have
lapsed.
0KTMB Rev. 0 Page 11 ol19

I<TM Safety on Track Chapter 52
Annexure 52.2 - Duties of Person-in-Charge-of-Work (PICOW)
1. Identification of PICOW
When in charge of a group, PICOW must:
• wear the prescribed identification armband

• ensure his identity to be known to everyone in the group. before they go on or near
the line.
• remain with the group until the work is completed and everyone is clear of the line.
• Point out to everyone in his group the identity of the new PI COW, when he is
relieved.
2. Responsibilities of a PICOW
PICOW must ensure that:
• A safe system of work is adopted so that the work group is not endangered by
trains.
• Everyone in the group is briefed and understands the system of work, before the
work starts.
• Whenever any change in conditions or circumstances makes it necessary to change
the system of work, everyone understands the new arrangements.
• The work is stopped and everyone moved to a position of safety immediately,
whenever there is any doubt to continue the work safely.
3. Aspects to be kept in view by PICOW
3.1 lt is safer to carry out work on or near the line under a line possession. If this has
not been arranged, everyone working on or near the line must have sufficient
warning of the approach of trains, including all movements within a line possession,
to enable each person to reach a position of safety.
3.2 Before any work is started on or near the line, PICOW must decide whether lookout
protection is necessary. In certain circumstances, lookout protection is ALWAYS
necessary (See Clause 6.2 below). In others, PI COW must determine whether it is
necessary.
3.3 Whenever lookout protection is necessary, it must be provided. If, however, this is
not practicable FOR ANY REASON, the passage of trains must be stopped before
the work starts.
3.4 If PICOW is satisfied that work can be done safely without lookout protection, he
must first make certain that everyone in the group understands what is required to
ensure each person's safety.
3.5 Guidelines for deciding about lookout protection and other related items are given in
the ensuing paragraphs.
4. Determination of Warning Time
4.1 Warning Time is the minimum time required for everyone in the group to:
• become aware of the approach of any train.

• stop work.
• remove any tools or equipment which may cause danger.

• reach the position of safety and to be in that position atleasl1 0 seconds before
arrival of the train.
4.2 The minimum warning TIME required for work of a minor nature is 15 seconds, and
for all other works, the minimum warning TIME is 30 seconds. In either case, this
TIME must be increased whenever any of the following circumstances make this
necessary:
• the means by which everyone in the group will become aware of approaching
trains.
• the nature of the work, and the tools and equipment to be used.
• the number, age and experience of the group.
• the location of the position of safety and whether there are restricted
clearances.
• visibility.
• weather conditions.
• working conditions.
• noise which will be created by the work and any background noise.
4.3 Where the activities of the group require different warning times, the longest warning
TIME must be used.
4.4 PICOW shall determine the warning time on the above lines for the specific work
under execution.
5. Determination of Sighting distance
5.1 PICOW must lake the speed of approaching trains as the permissible speed of
trains without placing reliance on:
• signals at Danger or Caution, or

• level crossings being open to road users, or
• trains stopping at stations, or
• temporary speed restrictions.
5.2 Taking account of the warning TIME required for the work as in Clause 4 and the
SPEED of approaching trains as in Clause 5.1 of Annexure 52.2 above, PICOW
must then determine the DISTANCE at which trains must be clearly within view.
Guidance in determining this DISTANCE is given in the Sighting Distance Chart at
Table T-52.1 below.
6. Decision about lookout protection (When working without block protection)
6.1 Lookout protection is necessary if everyone in the group is not able to observe
approaching trains at the sighting distance determined at Clause 5 of Annexure
52.2 above.
6.2 Lookout protection is always necessary for any of the following cases:
• where a minimum warning time of 30 seconds is required.

• where warning time less than 30 seconds is required but it will not be possible
for everyone to look up frequently to the approach of trains for reaching a
position of safety.
• where on-track machines are deployed in a double line section.
• where required by local instructions.
• when the work is to take place during darkness, foggy weather or in a tunnef.

• where there is a doubt whether lookout protection is necessary.
7. Arranging lookout protection
7.1 Positioning of Lookouts
PICOW must decide the number of lookouts required and position them so that
adequate warning of approaching trains will be received by everyone to be
protected.
In Single Line, he must ensure that adequate warning is given of trains approaching
in either direction.
7.2 Noise from mechanical plant or other sources
When noise will arise from the use of mechanical plant or other sources, PICOW
must arrange for the warning of approaching trains to be given by:
• any warning device provided with the plant, or

• by Lookout's touch warning.
7.3 Competency of Lookouts

PICOW must ensure that each Lookout is properly equipped and is certified as
competent to discharge his duties.
7.4 Where there are two or more groups
Where two or more groups are to work together and it is desirable to arrange to
share lookout protection, PICOW must consult the PICOW of the other group(s) and
agree the protection arrangements. He must point out to everyone who is the Site
Lookout. He must also ensure that the Site Lookout understands for whom he is
responsible.
8. Working with Lookout protection
8.1 PICOW must not permit work to start until the arrangements to provide lookout
protection are complete and as far as practicable he shall test the arrangements to
ensure they are effective. He must ensure that everyone to be protected is aware of
the means by which the Lookout will give warning and the position of safety to which
each person must move, when warning is given. He must also test the
arrangements to make sure the warning will be effective.
8.2 PI COW must not permit work to start or restart after the passage of a train, until it is
safe to do so.
8.3 PICOW must ensure the Lookout does not have other responsibilities, nor take any
part in the work, nor is distracted, while the work is continuing.
9. When work is to be carried out without Lookout
9.1 Before permitting work to start on or near a line where lookout section is not
provided, PICOW must ensure that:
• everyone understands that each person is responsible for their own safety and
they must look up frequently to ensure there is sufficient warning of the
approach of trains to enable each person to reach the position of safety.
• everyone is aware of the permissible speed of trains and the directions in which
they normally approach on each line.

• everyone is aware of the position of safety to which they must go when a train
approaches.
9.2 PICOW must not permit work to start or restart after the passage of a train, until it is
safe to do so.
10. When work is to take place on or near a line under line possession
When work is carried out on or near the line under line possession, the person in charge
of the possession must ensure that a safe system of work is maintained in accordance
with the instructions issued for protection of Permanent Way Work.

~,,,~~,,,,,,,,,,,,,,,,
' , , , I<TM Safety on Track Chapter 52
TABLE T-52.1
SIGHTING DISTANCE CHART
~0, 6~• • 0,• ',9•, 0., '

0
<wt~~~~~·(
TRAIN SPEED 00
{km/hr) 160 150 140

1 110 , , ,,,, ;·,·•, , ·,',·,·,· ·, 8.•,0 ,
• • ,•·.••,,'
00
0
°'·,·,, TIME. •
. ', ·- ·.- 00
. :.·.-·.·.' 00
700 650 600 550 I 500 I 500 I 450 I 400 I 350 I 300 I 250 I 250 I 200 I 150 I 150 I 100 I 15 sec
SIGHTING I 900 I 850 I 800 I 750 I 700 I 650 I 600 I 500 I 450 I 400 I 350 I 300 I 250 I 200 I 150 I 1oo I 20 sec
DISTANCES
IN I 1150 I 1050 I 1000 I 950 I 850 I 800 I 700 I 650 I 600 I 500 I 450 I 350 I 300 I 250 I 200 I 150 I 25 sec
METRES
TO PROVIDE I 1350 I 1250 I 1200 I 1100 I 1000 I 950 I 850 I 750 I 700 I 600 I 500 I 450 I 350 I 250 I 250 I 150 I 30 sec
WARNING
TIME I 1600 1500 1400 1300 1200 1100 1000 900 800 700 600 500 400 300 250 150 35 sec
1800 1700 1600 1450 1350 1250 1150 1000 900 800 700 600 450 350 300 200 40 sec
2000 I 1900 I 1750 I 1650 I 1500 I 1400 I 1250 I 1150 I 1000 I 900 I 700 I 650 I 500 I 400 I 350 I 200 I 45 sec

Safely on Track Chapter 52
Annexure 52.3 - Duties of Look Outs
1. Appointment
PICOW shall appoint any staff having a current competency certificate (as in
Annexure 52.4) as Lookout. As far as possible, the same man is posted daily as
Lookout, while the work lasts.
2. Identification
Lookout shall wear the prescribed armband while on duty.
3. Equipment
Lookout shall carry the following equipment:
• A whistle or horn
• At least 6 detonators
• A red flag during daylight
• A three colour torch during darkness, or in a tunnel
4. Duties of Lookouts
4.1 Lookout must take up the position as directed by the PICOW. He shall remain there
until told by the PICOW that the work is finished and everyone is clear, or he is
relieved by another Lookout. Except when relieved, he must not leave his post,
while the work is continuing.
4.2 Lookout must be alert for the approach of trains and not allow his attention to be
distracted nor take any part in the work.
4.3 When a train approaches, he must immediately give warning by sounding the
whistle or horn or if necessary by shouting. If anyone being protected fails to
acknowledge this warning immediately by raising on arm above the head and
moving to a position of safety, an urgent warning must be given by a series of short,
sharp blasts on the whistle or horn until everyone has moved to a position of safety.
4.4 Where warning is given by touch, he must immediately give such warning, when a
train approaches and repeat the warning to anyone who does not immediately move
to a position of safety.
4.5 If the Lookout is acting as a Distant or intermediate Lookout, he will indicate
approaching trains to the Site Lookout by a hand signal. He will do this by waving
his flag slowly from side to side above the head until acknowledged. The Site
Lookout will give this acknowledgment by waving his flag above the head.
4.6 Lookout must sound the warning if he is unable to give adequate protection due to:
• Someone moving too far away, or

• He is unable to see the Distant/Intermediate Lookout (where provided), or
• He needs a break from Lookout duties.

Annexure 52.4 - Competency Certificate for look Out Man.
A
1 - - - - " Name .............•..........................................................
Has passed the LOOK OUT test
GRADE ......................................................................
STAFF NO ..................................................................
VALID UNTIL. ............................................................ .
Examiner's :Name ................................................ .
: Signature .............................................
Date of Issue: ..............................................................
And is suitable to undertake LOOK OUT duties
SIGNED ....................................................................
SUPERVISOR/MANAGER
c
SIGNED ................................................................... .
SIGNATURE OF HOLDER
Note:
This certificate is valid for two years (as shown above). If, however, LOOK OUT duties
are not undertaken for twelve months, the certificate must then be considered to have
lapsed.

I<TNI Safety on Track Chapter 52
Annexure 52.5 - Examples of Track Works
1. Works not requiring imposition of speed restriction after the work:
• Adjustment of rail gaps.

• Tightening and repairing of fastenings.
• Adjustment of gauge.
• Correction of Joint assemblies.
• Changing of rails without disturbing thejoints.
• Welding of rail joints.
• Resurfacing of rail by welding.
• Grinding of rails.
2. Works requiring imposition of speed restriction immediately after completion of the

work:
• Changing of sleepers .
• Renewal of ballast.
• Increasing ballast cushion .
• Cleaning of ballast.
• Realignment of track .
• Lifting or lowering of track .

fli1~TIIII
Plant and Machinery Chapter 53
Chapter 53
Plant and Machinery
Document History
Issue Date Descriptio n
Authorised By:
Signature:
Date: MOHD RAMLI MOHO NOH
General
8 MAY 201
Kereatspl Tanah Melayu Berhad
Kuala Lumpur

(:jJICTIIII Plant and Machinery Chapter 53
TABLE OF CONTENTS
53.1 GENERAL .................................................................................................... ....................... 3

53.2 CLASSIFICATION ...... ........................................................................... ..... ........................ 3
53 .3 GROUPING ........................................................................................................................ 3
53 .4 CUSTODY ............................................................................................. ............................. 4
53.5 OPERATION ......................................................... .............................................................. 7
53.6 MAINTENANCE ....... ......................................................................... .................................. 7
53.7 SUSTENANCE ............................................ ........ .................................................. ............. 7
53.8 BREAKDOWN ..................................................... ....... ........................................................ 8
53.9 TRAINING ........................................................................................................................... 8
LIST OF ANNEXURES ............................................................................... ............................................ 8
Annexure 53.1 -Daily Schedule (After every 8- 10 Operating Hours) .................... ............................... 9
Annexure 53.2 - Weekly Schedule (After 40 -50 Operating Hours) .................................................... .. 11
Annexure 53.3- Half Yearly/Annual Schedule (After Every 1000 - 1200 Operating Hours) ................ 13

53.1 GENERAL
This Chapter deals with the custody, maintenance and upkeep of plant and machinery
used for maintenance and renewal of track. The general procedures for maintenance
and servicing of such equipment are .described for the guidance of Permanent Way Staff.
Specific instructions of the manufacturers of the equipment shall also be strictly
followed.
53.2 CLASSIFICATION
Plant and machinery are classified broadly into three categories.
• Light Plant.
• Heavy Plant.
• Special Plant.
53.3 GROUPING
Plant and machinery are grouped as under:
53.3.1 Light Plant:
• Motor Trolleys.
• Light Duty On-Track Tampers.
• Off-Track Tampers.
• Ultrasonic Rail Flaw Detectors (portable)
• Other similar equipment.
53.3.2 Heavy Plant:
• Tampers for Plain Track- Levelling & Lining.

• Tampers for Switches & Crossing.
• Ballast Regulators.
• Ballast cleaners.
• Other similar machines.
Track renewal machines like:
• Sleeper changing machines.

• Track Renewal portals.
• Track Relaying Train.
• Multi-purpose machines for transport of track materials.
53.3.3 Special Plant:
• Track Recording Car.

• Self-Propelled RFDV (Ultrasonic Rail Flaw Detection Vehicle).
• Cranes.

53.4 CUSTODY
53.4.1 Permanent Way Depot
A Permanent Way Depot in Shah Alam, under the Charge of a Plant Depot Engineering
Manager (nominated by the General Manager Permanent Way) is the home base for all
Permanent Way Plant and machinery. These shall be sent to the Regions for operations
as specified by the Headquarters. The Permanent Way Depot shall manage the training
and execution of work of plant and machinery operators and other maintenance staff and
shall be responsible for:
• The schedule laid down for servicing and for overhaul

• Documentation
• Optimum productivity
53.4.2 Heavy Track Machinery Register
53.4.2.1 All plant numbers for Permanent Way Department heavy machinery such as track
mechanised machines and track motor car (trolley) shall follow the asset code system as
below:

. . . ~. ·.".· .·.··"'······ .·•" ::.·
<fi· Permanent Way Manual Part V
'.. I~Titll Plant and Machinery Chapter 53
P X X X X
~~~
~ .,.
'
Departme nt
::
Machinery Type Machine Model Group Serie; nulllber_ I
P Permane ntWay 0 Trolley 1 Fairmont (FT) '1,2,3 ...xx
2 Wickham (WT
3 UMW
4 China JY100A
- ---··
1 Ballast Regulator 1 PBR101
.:
2 PBR202
3 PBR202 (11)
4 PBR400
·-
5 SSP103
-··-----
2 Tamping Machine 1 07-16BRBS
2 07-16G
3 07-16GS
----·- --
4 09-16CAT
5 08-75 GS
6 08-3S Unimat
~------- ·-
7 09-32CSM
, __ ___
_,
·- --
3 Ballast Cleaner 1 RM62

:
-- :: ...
2 RM74
: -
4 Multipurpose 1 TGB0-4 (I)

r---- --·
2 TGB0-4(11)
----- -----
5 Recording Car 1 EMBO
2 Tamper UT
--·------
3 EM120
r----· . .
4 Ultrasonic Car
6 Dynamic Track Stabilizer 1 DGS62N

---·-
7 Sleeper changer 1 Geismar
----··--- -
8 KGTV/roadrail machine 1 KGTV Geismar
9
. ----~------
Bridge Inspection 1
---.--------
Combi Sarin
I
-·--- - - ·-
10 Rail grinder 1 GWM250
--~

Examples: Trolley, Type UMW, number 1: P0301,
Tamping Machine, Type 09-16 CAT, number 9: P2409
53.4.3 Other Plant & Machinery Register
54.4.3.1 Plant register is for all other small machinery e.g rail cutting machine, rail drilling
machine, generator, tie tamper, trailer shall be tagged using the code system below:
PBUJ ,X XYX X,
/
Department
~
Asset serial
Initial numbers
53.4.2.2 The Permanent Way Depot shall maintain the assets register for all Permanent Way
Department plant and machinery. lt is the obligation of the users in the Permanent Way
region to periodically notify the status and condition of the plant and machinery under
their custody to Permanent Way Depot for maintenance and/or asset write-off purpose.
An annual return of the plant in the Depot showing the balances at the end of the year
and indicating the condition of the plant shall be submitted annually to the Headquarters
office.
53.4.2.3 Log Book
A log book shall be maintained for each individual plant. lt shall indicate the following:
• Description of the plant in general form

• Detailed Description of the plant including all accessories
• List of spare parts normally carried
• List of instructions for maintenance
• History of the plant giving the dates of purchase and commissioning.
• Desirable interval between heavy overhauls
• Details of repairs and overhauls actually done with particulars of parts renewed and
total hours run at the time of repair/overhaul.
• Daily record of work output and consumption (in litres per hour) of:
o fuel oil
o lubricating oil.
• Total hours run, and
• Remarks
• A monthly summary shall be recorded indicating the following:
Month and year.

Total Work done.
Total hours the machine has worked/travelled.
Quantities of oils consumed.
Average consumption of oils per hour of running or working.
Remarks indicating reasons for poor output, wherever actual output is less than
the assigned norm.

53.4.3 Maintenance Record
A maintenance record of each plant shall be maintained in the Permanent Way Depot.
Essentials such as major overhaul or complete replacement of a part shall be extracted
from the log books (Clause 53.4.2.3) and posted up to date.
53.4.4 Operating Instructions
One copy of the Operating Manual along with relevant drawings of all components and
parts shall be maintained at the Depot for each machine. Another copy of the Manual
shall be kept with the plant for reference in the field by the Regional Engineer and his
officers.
53.5 OPERATION
The plant shall be operated strictly in accordance with the instructions contained in the
Manual supplied by the Manufacturer, read along with general instructions issued by the
General Manager Permanent Way.
53.6 MAINTENANCE
53.6.1 All plant and machinery shall be maintained so as to be ready for effective and efficient
use. Testing of plant shall be done at the intervals prescribed by the manufacturer.
53.6.2 All plant and machinery maintenance shall follow the maintenance manual prescribed by
the equipment manufacturer up to the latest standards. Details maintenance protocols
shall be available with the Permanent Way Depot.
53.6.3 Preventive maintenance shall be carried out by servicing plant periodically, as specified.
Suggested Maintenance Schedule for on-track machines are:
• Daily Schedule after 8 to 10 hours of operation as in Annexure 53.1.

• Weekly Schedule after 40 to 50 hours of working as in Annexure 53.2.
• Half yearly/Annual schedule after 1000 hours of working as in Annexure 53.3.
The schedules above are purely indicative and shall be modified to conform to the
recommendations of the manufacturer of the machinery.
53.6.4 Overhauling
Overhauling is done at intervals specified by the manufacturer. During overhaul, the

entire machine is stripped of all parts, and thoroughly, attended to. New parts shall be
used whenever found necessary.
53.7 SUSTENANCE
For efficient functioning of the plant, the following shall be ensured:
• Continuous supervision during work.

• Servicing and overhauling at prescribed intervals.
• Preventive replacement of working units.
• Timely availability of spare parts. ·
• Availability of special tools with the machines for carrying out maintenance.
• Training of staff as indicated in Clause 53.9.

53.8 BREAKDOWN
In the event of a breakdown, the Depot shall be advised for assistance. No part of the
equipment shall be opened out, pending the arrival of a competent mechanic from the
Depot. All failures shall be investigated and causes determined to take corrective action.
53.9 TRAINING
Training shall be arranged for the Operators, Maintainers and Supervisors as indicated
below. The duration and syllabus for each course shall be as specified by the General
Manager Permanent Way.
• Machine operator's course to train them in operation and minor repairs.

• Maintainer's course on Engines, Electronics, hydraulics, working principles and
carrying out repairs.
• Supervisor's course to improve skills in Management of equipment, quality control
and productivity.
• Special courses to train the concerned staff in getting acquainted with the working
of new plant and in trouble shooting.
LIST OF ANNEXURES
Annexure 53.1 Daily Schedule (after every 8- 10 operating hours).
Annexure 53.2 Weekly Schedule (after every40- 50 operating hours).
Annexure 53.3 Half yearly/Annual Schedule (after every 1000- 1200 operating
hours).

Annexure 53.1 -Daily Schedule (After every 8 -10 Operating Hours)
A. DIESEL ENGINE
1) Fuel Check
2) Lubrication oil check

3) Motor Oil Pressure and temperature
4) Battery charge and working hour meter check
5) V - belt check
B. PNEUMATIC SYSTEM, BRAKES
1) Air pressure check

2} Checking and topping up the air lubrifier
3) Checking and topping up anti-freeze (in winter)

4) Drain the main and secondary air container
5) Check pneumatic system for functioning (lifting and lowering of the trolley,
tensioning the lining and levelling chord, effectiveness of seal, Diesel engine,
pneumatic control).
6) Check functioning of pneumatic brakes
7) Check parking brakes
C. HYDRAULIC SYSTEM
1) Check level of Hydraulic oil

2) Check pressure of Hydraulic system
3) Check for smooth operation of pressure regulating valve.
4) Check for smooth operation of Hydraulic pumps.
5) Check working of Hydraulic valves (manually and electrically operated).

6) Check Serve-filters.
7) Check effectiveness of seals of hydraulic system (leaks)
8) Check fastenings of hydraulic elements (hoses, fittings, valves)

9) Check function of hydraulic motors
D. ELECTRICAL SYSTEM
1) Check acoustic and optic signals and control units.

2) Check functioning of instruments
3). Verification of the electric controls during test operation
4) Servicing of the recording units as per instruction
5} Verification of the performance of the speed recorder

M Plant and Machinery Chapter 53
E. MECHANICAL SYSTEM
1) General inspection of the tamping banks.
2) Verification of wear and of fixation of the tamping tools
3) Car body inspection for damages and tight fastenings.
4) lnspeciion of the chords.
5) Inspection of the tamping bank housing.

6) Checking the attachment of the ballast shoulder consolidators
7) General cleaning of the machine.
8) Greasing according to instructions.

9) Verification of accident prevention and safety devices.

Annexure 53.2- Weekly Schedule (After 40 -50 Operating Hours)
A. DIESEL ENGINE
1) Exterior cleaning of engine (inspecting: cylinders, cooling fins, ventilator blades,
tightness of the air channel).
2) Cleaning the air filter
3) Cleaning Oil Cooler

4) Cleaning centrifugal filter
5) Checking the engine attachment
6) Checking the fan bearings.

1) Verification of performance and tightness of the Compressor.
2) Verification of the emergency brake valve.

3) Verification of the brake cylinder.
4) Verification of brake rods and shoes.

5) Verification of the brake adjustment
6) Verification of the hand brake
7) Verification of the brake control valve.
C. HYDRAULIC SYSTEM
1) Verification of the hydraulic oil quality
2) When necessary replace or top up hydraulic oil
3) Cleaning and greasing the joints of hydraulic cylinders
4) Checking the damping of the tamping unit
5) Checking, adjusting the mechanical "0" point on the servo valve

6) Verification and adjustment of the suspension blocking
7) Working and pressure control of the hydraulic brakes

8) The servo filters are replaced during every second servicing
D. MECHANICAL SYSTEM
1) Greasing and checking the articulated shafts
2} Checking oil level in gears
3) Checking attachment of torque arms

4) Checking wheel wear
5) Checking the Springs
6) Checking the running gear for ruptures, fissures, deformations
7) Checking the gear shifts rods and Bowden controls
,gKTMB Rev. 0 Page11of14

8) Checking the attachment of vertical and horizontal guide columns

9) Verification of lifting roller adjustment.
10) Verification of the attachment of the bracket holding the lining unit guide column,
tightening the screws and bolts.
11) Checking the ballast shoulder consolidators
12) Verification of draw and buffing gear
13) Verification of hydraulic hoses, fittings and Cylinders
14) Greasing and oiling according to instructions
16) General cleaning of the machine

Annexure 53.3 - Half Yearly/Annual Schedule (After Every 1000 - 1200

Operating Hours)
A. DIESEL ENGINE
1) Replacing & Replenishing oils

2) Cleaning the fuel conduits and filters
3) Checking the tappet clearance and injection pump
4) Checking the pressure hoses

5) Checking the charging generator and voltage governor.
6) Checking the starter and the rim gear

7) Checking oil pressure gauge and the tele-thermometer
8) Verification of the pressure relief valve and of the lubrication oil circuit.
9) Checking the fuel pump.
10) Checking the effectiveness of seals of the charging system

1) Verification of brake shoes, adjusting, if necessary, exchange
2) Performance check of the pneumatic cylinders.
3) Verification of the quick release coupling and of the air valves.
4) Sensitivity check of the brake push-button

C. HYDRAULIC SYSTEM
1) Checking the main filter and its replacement after the due hours of operation.
2) Verification and adjustment of the hydraulic pressure
3) Performance test of the Safety Valve.

4) Verification of pressure and re-charging of the oil accumulator.
5) Performance test of the tamping bank adjustment

D. ELECTRICAL SYSTEM
1) Precision control of pendulum, versine and levelling unit
2} Verification of follow-up control
3} 0-point and follow-up lining control
4) 0-point and linearity of follow-up levelling

5) Follow-up lifting-coefficient and levelling control
6) Servicing the recording. Unit as per adjoined instruction

7) Performance check of RVA (Y automatics) input of pre-calculated versine data in
manual control.
8) Performance check of RVA (X automatics) Comparison with calculated
superelevation values in manual control.

E. MECHANICAL SYSTEM
1) Speed and reverse gear

2) Checking the axle gears
3) Checking differential gear
4) Checking and adjusting of the clutch
5) Checking dead play of vibration shaft, lining, feed-in cylinders, bolts and bushes.
6) General cleaning of the machine.
7) Greasing as per instructions.

Training of Permanent Way Staff Chapter 54
Chapter 54
Training of Permanent Way Staff
Document History
Authorised By:
Signature:
L-0 - _Qr \
Date: MOHD RAMUMOHD NOH 28 MAY 2015

/":!, •• • •
Kere~p1
.
- :
. ....
..,
lJI,
Tanah Melayu Berhad

Kuala Lumpur

I€TIIII Training of Permanent Way Staff Chapter 54
TABLE OF CONTENTS
54.1 GENERAL ............................... ............................................................................................ 3

54.2 OBJECTIVE OF TRAIN ING .......... ..................................................................................... 3
54 .3 TYPES OF TRAINING COURSES ..................................................................................... 3
54.4 INDUCTION COURSES ......... ............... ............................................................................. 3
54.5 INITIAL COURSES ............................................................................................................. 4
54.6 PROMOTIONAL COURSES ....................... ....................................................................... 8
54 .7 REFRESHER COURSES ................................................................................................... a

54.1 GENERAL
This chapter lays down the broad outlines for training to be provided to Permanent Way
Staff at different levels.
54.2 OBJECTIVE OF TRAINING

All trainers shall keep in mind that the basic objective of effective training is that:
• The trainee obtains the required degree of practical job competence as early as
possible.
• Those attitudes which contribute to attain better performance in his job are
developed adequately.
54.3 TYPES OF TRAINING COURSES

The following types of training eo-curses shall be arranged for Permanent Way staff.
Course Applicable to:

1. Induction New entrants
2. Initial New entrants
3. Promotional Staff due promotion or recently promoted.
4. Refresher All trained staff at specified intervals.
5. Special As applicable
54.4 INDUCTION COURSES

54.4.1 These are courses for new entrants, usually on their first day of enrolment, conducted by
the Malaysian Railway Academy (MyRA).
54.4.2 The following subjects shall be dealt with in a simple friendly way:
• Role of Railway and KTMB in the country's economy.

• KTMB organisation and functions of the various departments and units
• What does the Permanent Way Division do?
• The basics of railway track
• The rules (Need to learn and obey)
• Movement of traffic (Up/Down etc.)
• Personal track safety (walking on track, working in electrified lines etc.)
• Works of maintenance (need, who does what, use of gauge, level, etc.)
• Emerg.encies (action to inform)
• Conditions of service (salary, privileges, duties, etc.)
54.4.3 The course shall be conducted in a friendly informative atmosphere. The new entrant
shall be given several opportunities to ask questions. Trainees shall be in groups of four
to eight.

54.5 INITIAL COURSES
54.5.1 These courses are run for new entrants. The courses for new Gangmen will be arranged
by Permanent Way Division Headquarters and the courses for newly recruited Inspectors
will be held centrally at region/ MyRA.
54.5.2 Initial Course for Gangmen
This course shall be undergone by all new Gangmen within the first three months of
service in two phases.
54.5.2.1 Phase I (In the first month)
1. A 3 day course in safety and basic job skills shall be arranged by the Permanent
Way Division Headquarters. The training staff shall be either from Malaysian Railway
Academy (MyRA) or external trainers wherever applicable.
2. The following subjects shall be included:
1. Personal track safety
• Walking along the Permanent Way

• Working under lookout protection
• Working at night and in adverse weather
• Working with on-track machines
• Working in AC Electrified Lines
2. Rules
• Explanation of all rules to be understood and practiced by Gangmen

3. Tools
• Handling tools
• Carrying out manual work safely and efficiently.
4. Track Construction
• Identifying components of track.

• Learning the way they are built up.
5. Switches and Crossing Components
• Identifying components.
• Learning the way they are built up.
6. Treatment of Accidents
• What to do?
• What not to do?
• First Aid equipment issued to Gangs.
7. Permanent way Maintenance
• Practical session to learn to do simple tasks safely and efficiently using the
correct tool the correct way.
• Introduction to Mechanised Track Maintenance
• On-track and off-track machines and their functions
8. Conditions of service
• Terms and conditions of employment (Salary & Privileges)

• Duties and responsibility

54.5.2.2 Phase 11 (Within the first three months)
54.5.2.2.1 A five (5} day course shall be arranged by the Permanent Way Division Headquarters ..
54.5.2.2.2 The following subjects shall be included:
1. Lookout duties (2 days)
o Personal safety
• Equipment
• Duties
• Special arrangements (for working with on-track machines, in unfamiliar
situations, etc.)
• Emergencies
• Demonstration and practice.
2. Gangman's duties (3 days)
• Rules (including patrolling and protection of track)

• Mechanised maintenance (functions of machines, preparation and follow
up by Gangs, safety arrangements).
• Track and line side equipment (Insulated joints, track circuits, cables,
signalling equipment, signal recognition, speed restriction boards etc.).
• Personal safety (Tools, equipment and materials, keeping the
cess/refuges clear, fire prevention and control, noise, protection of eyes).
• Track construction (Rails-rolling marks, section, joints, baseplates,
sleepers, fastenings of different types as applicable).
• Switches and Crossings (Basic layout and nomenclature).
• Mechanised Track Maintenance (Preparatory works and gangmen's duties
in mechanised maintenance)
• Clearances.
• Earth work and drawings.
• Practical track maintenance (This is the key lesson. Care and use of tools,
need for maintenance works, tasks involved, practical work).
• Off-track works (Fencing, weed control etc.).
• Renewals (basic concepts on need and methods)
54.5.2.3 Initial Courses for PWI
1. Course content
This training course for new entrants will be arranged by the Permanent Way
Division HQ with duration of about a year. The course content shall include class
room lectures, field demonstration and practical training.
2. Class room lectures
The class room lectures shall include:
• General working of KTMB and organisation of various departments.

• All establishment matters including extant rules and various Acts.
o Permanent Way organisation, distribution of Permanent Way Staff and
maintenance of Permanent Way.
• Rules as provided in Permanent Way Manual which are applicable to the PWL

• KTMB railway operating rules that are applicable to the PWI, as in the current
Working Timetable, Rule and Regulation Book.
• Administrative, office work and personal time management
3. Practical Training
The practical training shall include:
• Working with the gangs.

• Various maintenance operations
• Track monitoring.
• Track construction, renewals and rehabilitation works
• Yard remodeling Works.
• Visit to construction sites.
• Exposure in working at breach and accident sites.
• Attending to derailments.
• Safety in Permanent Way Works.
4. Training Module.
A training module is given in TableT -54.1 for illustration.

I<TIIII Training of Permanent Way Staff Chapter 54
Table T -54.1
Training Module for PWI
1. 1-2 Basic Departmental knowledge.

2. 3-8 WithCPWI
- To gain insight into Region organisation,
- Running of store depots,
- Departmental trains,
- Material control.
3. 9 Track recording and evaluation techniques.
4. 10 Straight track.
5. 11 Switches and Crossings.
6. 12- 16 Site works relating to planning and execution of renewals.
7. 17 Use of track machines.
8. 18 Planning of track maintenance.
9. 19 Renewals.
10. 20-22 With Headquarters Drawing office
-All aspects of Permanent Way including renewals,
- Basic planning procedures.
- Interpretation of track recording car records. .
11. 23-24 With CPWI's office
- Staff matters,
- Accounts,
- Stock control
- Use of small tools and equipment
12. 25-29 With a PWI
- Insight into duties
13. 30 Review course at KTMB Malaysian Railway Academy
(MYRA)
14. 31-40 On the job training with PWI.
15. 41-48 Further training as required after review by a reviewing
Officer, (nominated by the General Manager Permanent
Way), especially in:
- Accounts
- Organisation
- Accidents
- Correspondence and returns
- Permanent Way Manual.
©·KTMB Rev.O Page 7 of9

54.6 PROMOTIONAL COURSES

54.6.1 These courses shall be conducted in the region I MyRA for:
• Gangmen to be promoted as Patrolmen
• Patrolman to be promoted as Gangers
• PWis (to be) promoted as CPWis.
54.6.2 Phase 1 courses for Gangmen/Patrolmen promoted as Gangers shall be arranged by

Permanent Way Division Headquarters in consultation with MyRA at first available
opportunity after selection. The rules applicable to Gangers as provided in the
Permanent Way Manual may be taught first in the class room and practically
demonstrated by site visits. The duration shall be one week. The contents of the course
shall include:
• Lookout duties.
• The Ganger's function in execution of planned work.
• Action during emergencies.
• Documentation and reports.
• Use of tools and equipment.
• Safety of work men on track.
• Skills in management of his team.
54.6.3 Phase 2 and other subsequent trainings shall be organised by the Regional Engineer in
consultation with the Permanent Way Division Headquarters.
54.6.4 The course for PWis promoted as CPWis shall be held at MyRA. The duration shall be
two weeks. The contents of the lessons shall include:
• A review of the subjects in the initial courses for PWis.

• A 'management' module to develop the management skills required to manage the
Permanent Way Staff and other resources on a Region.
• A 'communication' module to improve skills in correspondence, documentation and
reporting.
• Rules applicable to the CPWI as provided in the Permanent Way Manual.
• Accounting and Material management.
54.6.5 Detailed syllabus will be prescribed from time to time by the Permanent Way Division HQ
office.
54.7 REFRESHER COURSES

54.7.1 These shall be arranged as directed by the General Manager Permanent Way to improve
the skills of staff in subjects like:
• Maintenance of welded track

• Track monitoring
• Welding of rails
• Ultrasonic flaw detector
• Track renewal
• Maintenance of curve
• Switches and crossings
• Use of on-track machines

• Use of portable tools and equipment

• Annual works planning.
54.7.2 The duration, syllabus and the category of staff for each course shall be laid down by the
Permanent Way Division HQ ..

Part V
Maintenance of Track in Track Circuited Areas
Chapter 55
and Near Track Side Signalling Installations
Chapter 55
Maintenance of Track in Track
Circuited Areas and near Track Side
Signalling Installations
Document History
Authorised By:
Signature:
Date: 28MAY201

Part V
Chapter 55
TABLE OF CONTENTS
55.1 TRACK CIRCUIT ................ :.................................................. ............................................. 3

55.2 INSULATED JOINTS ........................................................ ........... ....... ................................ 5
55.3 THE AXLE COUNTER SYSTEM ........................................................................................ 7
55.4 LAYING , INSTALLATION AND MAINTENANCE OF INTERLOCKED TURNOUTS ......... 7
55.5 TRACK SIDE SIGNALLING INSTALLATIONS .................................................................. 9
55.6 JOINT INSPECTION BY PERMANENT WAY AND SIGNAL INSPECTORS .................. 10
LIST OF FIGURES ................................................................................................................................ 11
LIST OF ANNEXURES ........................ ................................................................................................. 11

Part V
Chapter 55
MAINTENANCE OF TRACK IN TRACK CIRCUITED AREAS

55.1 TRACK CIRCUIT
55.1.1 A track circuit is a device in which the running rails of a track form part of an electrical
circuit. In some track circuits, the limits of the track circuits are demarcated by insulated
joints in the rails. In jointless track circuits, the delimitation of the track circuits sections
is by means of electrical impedance boundaries (filter circuits), consisting of an assembly
of inductors and capacitors, (used in place of the insulated rail joints).
The rails within the track circuits sections are bonded across their joints for better
conductivity and the left rail kept insulated from the right rail. Wooden sleepers are
inherently able to provide the required insulation between the left and right rails but, for
concrete sleepers, appropriate insulating pads and liners have to be provided.
55.1.2 Ballast across the track is another major component of the track circuit and has to be
maintained so as to minimise the leakage of electricity between the left and right rails.
Ballast electrical resistance is the resistance between the two rails of a track circuit and
is measured by the leakage current between the rail fixings, sleepers and earth. The
condition of any insulations, cleanliness of the ballast and the prevailing weather
conditions affects the value of the ballast resistance. The track circuit length is
dependent on ballast electrical resistance and is expressed as ohm per km , typical
values being in the range 2 to 10 0 per km. The ballast electrical resistance will be
reduced with bad drainage due to the wet conditions and/or contamination with
conductive materials. Higher values may be obtained with clean ballast and in dry
weather conditions. A reliable track circuit must therefore be able to operate over a wide
variation of ballast resistance.
55.1.3 Rail Bonds
55.1.3.1 Rail bonds provided for signalling purposes are installed and maintained by Signal staff.
They are generally made of 4mm diameter galvanised iron wire and are duplicated to
reduce failures due to breakage.
55.1 .3.2 Expansion loops are provided to cater for temperature changes.
55.1.3.3 Holes for bonding are drilled close to ends of fish plates. Drilling is done in the same
direction in which the channel pin is to driven.
55.1.3.4 Bonding is done immediately after the holes are drilled, so that there is no rust formation.
Flexible bonds welded to the rail {for example, Cadweld Bonds) are also used.
55.1.3.5 Temporary bonding may be permitted where the bond wire is welded directly to the rail
web (refer Photo1 below)

Part V
Chapter 55
Illustration of Typical Rail Bond with Studs
Photo 1 -Typical Temporary Bond CAD welded directly to Rail
55.1.4 Schematic Sketch

Figure 55.1 is a schematic sketch of a track circuit with insulated joints. Bonding is also
provided at switches and crossings to ensure good electrical continuity.
55.1.5 Precautions to be taken in track circuited areas
The following precautions are to be taken during maintenance of track in track-circuited
areas to avoid failures of track circuits:
55.1.5.1 The Perm anent Way Inspector shall instruct his staff not to place across the track
(touching both the rails in the track), any tool, metal object or any conducting material
which may cause short-circuiting.
55.1 .5.2 All gauges and levels used in tracl<-circuited areas shall be insulated.
55.1.5.3 Steel or cast iron pipes, provided as a reg ular crossing under the track, for carrying
water/gas or electrical/communication cables, shall be located at least 2 meter below the

Part V
Chapter 55
formation level to prevent any short-circuiting and must be designed to be able to absorb
the load of the material above them as well as the train loads. Allowance shall be given
for settlement after installation.
55.1.5.4 Care shall be taken to see that no damage is caused to track-circuit fittings (like
bootlegs, rail bonding wires, lead wires to rails, and jumper wires) during track
maintenance operations.
55.1.5.5 Use of steel tapes shall be avoided.
55.1.5.6 The top of the rails shall be kept free from sand, rust and other foreign matter as it may
affect proper functioning of the track circuit.
55.1.5.7 Proper drainage shall be ensured so as to avoid flooding of track during rains.
55.1.5.8 Valves of water pipes near the track shall be regularly checked and maintained to
prevent leakage. For new construction, valves or manholes shall be kept beyond the
railway reserve boundary.
55, 1.5.9 Pulling back of rails for creep and gap adjustment shall be done in the presence of
Signalling staff.
55.1.5.1 0 Ballast shall be kept clean and clear of the rails and rail fastenings. Care must be taken
to ensure that ballast are not unloaded over signalling rodding, motor points or other
wayside signalling equipment. The clearance from the foot of the rail shall not be less
than 55mm. During every packing, this clearance shall be ensured.
55.1.5.11 Insulating liners and pads on concrete sleepers shall be carefully observed and if found
crushed, broken or loose, shall be refitted. Missing liners and pads shall be reported to
the PWI for replacement.
55.2 INSULATED JOINTS

55.2.1 General
Track-circuited sections, (unless provided with jointless track circuits), are 'insulated'
electrically from the adjoining track on either side by insulated joints. Failure of insulated
joints results in failure of track circuits. Hence care has to be exercised in the installation
and maintenance of insulated joints, which are the combined responsibility of Permanent
Way and Signalling staff. Also refer to Chapter 3 for detail.
55.2.2 Requirements
55.2.2.1 An insulated rail joint shall have flexural strength and stability comparable to a full rail
section and stilt maintain a specified degree of electrical insulation between the rail ends
under adverse conditions of temperature, moisture, oil, dust etc.
The joint shall not bend or fail under vertical or lateral wheel loads and shall not
deteriorate during its service life. lt shall perform its function reliably in such a manner
that signal failure shall not occur as a result of electrical conduction occurring across the
joint.
55.2.2.2 Apart from the d;-namic loads (whose magnitude depends on the axle load and the
stiffness of the rail joint), the joint is a~so subject to forces due to temperature changes
and creep. The damage due to the latter can be partly avoided by minimising the
longitudinal movement of the adjacent rail ends by providing anti-creep devices.

Part V
Chapter 55
55.2.3 Type
55.2.3.1 Insulated rail joints are manufactured using
• Resin impregnated wood veneers for insulation (e.g. Permalli),

• Glass fibre reinforced epoxy material (e.g. 3M Scotchply), or
• Nylon
55.2.3.2 The joints may also be pre-fabricated. In this case, the fish plates are glued to the rails
with a high polymer adhesive and bolted with high tensile bolts. Insulation is provided by
a special type of glass cloth or similar material.
55.2.4 Precautions to be taken
The following precautions shall be taken during the installation and maintenance of
insulated joints:
55.2.4.1 Insulated joints shall be maintained as square joints. Where staggering cannot be
avoided, the distance between staggered joints shall be kept to within 1 to 2 metre and
shall never exceed 6 m.
55.2.4.2 Rail ends of insulated joints shall be square and true. All rough edges and burrs shall be
removed from bolt holes. Cutting of rails by gas torch is prohibited. Mechanical rail saws
shall be used to cut rails.
55.2.4.3 The gap between the rails shall be equal to the thickness of the end post.
55.2.4.4 Fish bolts at the joints shall be tightened to the torque specified by the manufacturers:
Joints fitted with Huck or similar fasteners (instead of bolts and nuts) shall be inspected
for signs of failure of the joints/fasteners. Sleepers shall be kept well packed in the
vicinity of the joints to prevent undue rail movement.
55.2.4.5 Rail ends shall be kept free from brake dust, iron dust from wear and tear of the wheel
and rail, dirt, sand, rust, and other foreign materials. All rough edges, burrs and lipping at
the rail ends shall be removed.
55.2.4.6 Regular monitoring shall be kept on the smooth profile of the rail to ensure that
projections and burrs do not cut into the insulation.
55.2.4.7 Rail fastenings shall not be allowed to touch the fish-plates.
55.2.4.8 Particular care shall be taken to ensure that the spikes/screws do not protrude below the
sleepers.
55.2.4.9 The ballast used in track in the vicinity of insulated joints shall be clean to ensure efficient
packing and drainage.
55.2.4.10 To avoid crushing of end posts of insulated joints, creep shall be effectively arrested. At
least one rail length on either side of the insulated joint shall be well anchored.
55.2.4.11 In the case of an insulated joint between long welded rails, one standard (12.2m) length
of rail. shall be installed on either side, adjacent to the insulated joint. This is only
applicable for LWR sections on conventional Class 11 routes.
55.2.4.12 Any separation of rail/fish-plate in a glued joint shall be carefully looked for and the joint
shall be replaced if such separation is observed.
55.2.4.13 Glued Insulated joints for CWR track are designed to function as a continuous rail as
they are welded to the adjoining rails.

Part V
Chapter 55
55.3 THE AXLE COUNTER SYSTEM

An alternative form of signalling system that do not use the Track Circuit system is the
Axle Counter System. This system employs a device which counts the number of wheel
sets belonging to trains whichare travelling in a given section. This operation is made
using suitable sensors, which are placed next to the track (refer to Figure 55.2).
The consecutive calculations of the number of axles entering and leaving the railway
section allows the system to establish if the section itself is free (if the number of leaving
or exiting axles is equal to the number of entering axles) or is still occupied by a train.
This information is then used to enable or to forbid the next train to enter the section.
The PWI shall take cognisance of these installations beside the railway track and ensure
that Permanent Way maintenance work do not damage them. Permanent Way staff shall
immediately report to the Signal Inspector and the TCCC Operator if these equipment
are found to be damaged or vandalised.
55.4 LAYING, INSTALLATION AND MAINTENANCE OF INTERLOCKED

TURNOUTS
(For Class 1 Line Turnouts, please also refer to Chapter 6, Annexure 6.5: High Speed
Turnout Maintenance Manual)
55.4.1 Responsibilities of PWI and Signalling Inspector (SI)
55.4.1.1 Maintenance of switches, their connecting rods, gauge tie plates and bolts and cotters for
pad locks is the responsibility of the Permanent Way Inspector. In addition, all non-
interlocked switches, hand points, and spring loaded points are to be maintained by him.
55.4.1.2 The Signal Inspector is responsible for keeping in working order the interlocking parts
and apparatus.
55.4.2 Installation of interlocked switches
Before the switch layout is handed over for carrying out interlocking work, the Permanent
Way Inspector shall ensure that:
55.4.2.1 Track is brought to the correct level and alignment.
55.4.2.2 Layout is fully ballasted and switches are well packed, especially under the rail joints.
Ballast shall be kept clean at all times.
55.4.2.3 The switches are not liable to movement, laterally or longitudinally.
55.4.2.4 Sleepers on adjacent tracks are arranged suitably to facilitate crossing of rods and wires.
55.4.2.5 Gauge is maintained properly and gauge tie plates are fixed correctly.
55.4.2.6 Special timbers or concrete bearers have been provided at the switches to fix signaling
gadgets.
55.4.2.7 Adequate means are provided to prevent creep in the vicinity of switches.
55.4.2.8 Correct throw of switches is maintained at their toe.
55.4.2.9 Fixed heel switches are so adjusted that:
(i) They normally lie in mid-position and flex equally in the normal and reverse posilions.
©KTMB Rev. (} Page 7 ol15

Part V
Chapter 55
(ii} The planed surface of switch rails is able to flush fully against the stock rails.
55.4.2.1 0 Switches have been fitted with flexible stretchers so that they flex equally in the normal
and reverse positions.
55.4.2.11 Formation is cleared and brought up to the level to facilitate laying of rodding, wire run
and cables.
55.4.2.12 If a Level Crossing falls in the area, the road surface is brought to correct level and
section so as to enable casing pipes for carrying signalling wires to be put in their final
position.
55.4.2.13 At all turnouts in track circuited areas split stretcher bars and gauge tie plates are
properly insulated according to the requirements of the Signalling & Communication
Division.
55.4.3 Installation of electrically operated switches (Point machines)
55.4.3.1 In the case of electrically operated switches, the PWI shall, in addition to the above,
ensure the following:
1. The Signal Inspector takes expeditious action to maintain proper alignment and level
of the connection between the electric point machine and the point gear. The PWI
shall alert the Signal Unit to rectify the alignment and level and assist them for any
adjustments if necessary to the turnout.
2. The sleepers supporting the point machine shall be tied together by means of a
suitable fixture, on both sides of the track, to prevent movement of the point machine
relative to track. The point machine installation may already include brackets which
effectively tie the sleepers together. In that case, additional tie bars need not be
provided.
3. At places, where point machines are installed, extra care shall be exercised to
ensure that drains and culverts are always well maintained in order to prevent
damage due to floods and stagnant water.
55.4.4 Maintenance of interlocked switches
55.4.4.1 Point layouts shall be regularly inspected to ensure that:

1. Wear and tear in fittings do not exceed such limits as to cause failure of interlocking
when tested (by Signal staff) with a 5mm test piece between the switch and the stock
rail.
2. Creep of track in the vicinity of switches does not exceed 25mm.
55.4.4.2 Sleepers under switches of interlocked points shall be kept well packed, packing of
sleepers being undertaken in the presence of Signal staff, to avoid damage to
interlocking installations and failure of interlocking.
55.4.4.3 Stewing of track at switches is likely to throw the interlocking out of adjustment; hence
such works shall not be undertaken except in the presence of signal staff.
55.4.4.4 Special care shall be taken to ensure that, during maintenance operations, no
obstruction like ballast, dirt, replaced nut/bolt or other fitting is left either between stock
and switch rails or under the lock bars; such obstructions result in failure of switches and
signals.
55.4.4.5- All bolts and nuts in the permanent way fixtures on turnouts shall be tightened.

Part V
Chapter 55
55.4.4.6 Proper drainage shall be ensured, all drains being kept clear to avoid flooding.
55.4.4.7 On receipt of advice of track defects from Signal staff, the PWI shall promptly rectify
them.
55.5 TRACK SIDE SIGNALLING INSTALLATIONS

55.5.1 When working in close proximity to signalling installations, the PWI shall ensure
the following:
55.5.1.1 All runs of rodding and wires, also all wheels, cranks and rollers shall be kept free from
obstructions such as grass, weeds, dirt, cinders, ballast, chippings, sleepers or any
material accumulation that will prevent their free movement.
55.5.1.2 No material shall be unloaded on runs of rodding and wires.
55.5.1.3 it shall be ensured that the top of rod run under tracks remains at not less than 25mm
below the bottom of the rails.
55.5.1.4 Rodding elements crossing the tracks shall not, as far as practicable, be under rail joints.
55.5.1.5 Wire runs under the track shall be clear of rails, ballast and sleepers.
55.5.1.6 At locations where track machines are deployed, the PWI shall ensure that all
obstructions such as signal rods, cables, and treadles in the approach of level crossings,
which are likely to be damaged by the tampers, are clearly marked and made known to
the track machine operators. Care shall be exercised in protecting these installations
during operation of track machines. Prior notice shall be given to the Signalling Inspector
of all work by track maintenance machines in track circuited areas or of work which is
otherwise likely to affect any signalling apparatus.
55.5.1.7 If any bond wire is damaged inadvertently by the tampers, immediate report to Signal
staff shall be made.
55.5.1.8 Proper drainage has to be ensured to avoid damage to signalling installation due to
flooding of track during rains.
55.5.1.9 While carrying out spot welding (e.g. for repairs of wheel burns on rail table), suitable
precautions for the safety of the signalling installations shall be taken in consultation with
Signal staff.
55.5.1.1 0 While working Material trollies in a block section, the official in charge of the Material
trolley shall ensure before starting the run of his Material trolley that:
1. There is no hanging chain, material or any other such article on the Material trolley
which could damage the point equipment or any other signalling apparatus installed
on or near the track.
2. No part of material· such as rail or sleeper is protruding sideways so as to strike any
signal post or any other equipment installed near the track.
55.5.1.11 Any inadvertent damage to signalling equipment shall immediately be reported to the
concerned Signal stall for rectification.
55.5.1.12 Cables (signalling/communication/power), when laid underground are normally buried

one meter deep below formation level and the alignments are marked with cable (route
and joint} markers to indicate the position of the cables and the location of cable joints.
While working in the vicinity of such cables. the PWI shall take the following precautions:

Part V
Chapter 55
i. The formation along the cable route shall be maintained at the designed-level, care
being taken that, during heavy rains, the cable is not exposed by erosion of the
formation.
ii. No heavy materials like rail and- sleepers shall be unloaded on the cable route near
joint markers.
iii. Digging or maintenance work along the cable route, shall not be undertaken except
under instruction from the PWI and with the supervision of the Ganger and with prior
notice to the SI.
Special care is particularly required in the following cases:
• When the cable is crossing the tracks.

• When the cable is leaving the ground for termination in a junction box or at
approaches to bridges or cuttings.
• When the cable is fastened on bridges.
PWI shall take adequate precautions to ensure that the cables do not suffer damage.
The PWI shall be alert to avoid damage to cables while attending to cleaning and repair
of drainage arrangements like drains, sumps and manholes.
55.5.1.13 The PWI shall be alert to see that no damage is caused to signalling equipment within or
near the track as indicated below:
i. Ground receivers (last vehicle detection device for tokenless block system).
ii. Transponders or Balises

iii. Silec contactors (for gate warning systems)
iv. Treadles (for gate warning systems)
v. Equipment cases and cabinets.
vi. Terminal boxes and "bootlegs" within track.
55.5.1.14 Road vehicles or plant and machinery must cross cables or cable troughs only at
specified locations and with adequate safeguards and protection to these cables.
55.6 JOINT INSPECTION BY PERMANENT WAY AND SIGNAL INSPECTORS

55.6.1 Joint inspections by PWI & Signal Inspectors shall be conducted once in six months to
identify problems at site especially in the interlocked switches and track circuited areas.
However closer intervals of joint inspections need to be carried out for turnouts that are
having frequent failures, as instructed by the Regional Engineer.
55.6.2 At least one such joint inspection shall be carried out before the onset of rainy
season.
55.6.3 A general check list of items to be inspected jointly by PWI and Signal Inspectors is given
at Annexure 55.1 for guidance. This may be supplemented to suit the site
conditions.

Part V
Chapter 55
LIST OF FIGURES
Figure 55.1 Schematic sketch of a Track Circuit with Insulated Joints.
Figure 55.2 Schematic of Axle Counter System
LIST OF ANNEXURES
Annexure 55.1 List of items to be checked during Joint Inspection by
Permanent Way and Signal Inspectors.

Part V
Chapter 55
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Part V
Chapter 55
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Part V
I<TM and Near Track Side Signalling Installations
Chapter 55
Annexure 55.1 - List of Items to be Checked During Joint Inspection by

Permanent Way and Signal Inspectors
1. TRACK CIRCUITED AREAS
1. Is proper (cross and longitudinal) drainage provided to ensure that the rails are not
short-circuited by water? Are there any signs of flooding in the vicinity of the track?
Check whether the drains are choked and require to be cleaned.
2. Are there any leaking valves of water pipes in the vicinity of track?
3. Is the ballast kept clear of earth?
4. Is the ballast kept clear by at least 55mm from the foot of the rail?
5. Are the rails clear from scale, brake dust, dirt or other foreign material?
6. Is the packing below the insulated joint proper?
7. Is the gap between rails within the specified limits at the insulation joints? Is there
any apparent evidence of crushing of insulation joint? Are there any signs of rail
creep? If so, investigate, record the reasons thereof, and take remedial action.
8. On track-circuited switches, are the ends of rails, where insulation joints are fitted,
square and smooth?
9. Check out any burnt out or damaged sleeper and take protective measures.
10. Note missing liners and insulation pads on rails for recoupment.
2. SWITCHES AND CROSSINGS
1. List fastenings and other Permanent Way fittings which are missing, including nuts
and bolts of slide chairs, fish plates and the bolts of heel block etc. for each switch.
2. Check the condition of switch for damages and chipping.
3. See if the switch is bent or worn-out and whether any burr on stock/tongue rail is
obstructing the movement of lock bar/housing of switches?
4. If the switch is out of square or level, the extent by which it is so (out of square or
level), shall be recorded.
5. Is the creep at switches and crossings within permissible limits? Is the layout
provided with means to prevent creep in the vicinity of switches? Are these means
effective?
6. Are the stretcher bars of correct length and throw of switch is maintained correctly?
7. Is the layout fully ballasted and properly packed?
8. Is the gauge tie plate fitted correctly? Twist or damage shall be noted.
9. Is the track correct in level and alignment?
10. Is the gauge correct in the rear of the switches and on the entire length of the
switches and crossings?
11. Are the special timbers as required provided and fixed? Is the condition of sleepers
on which point equipment is installed satisfactory?

Part V
I<TNI and Near Track Side Signalling Installations
Chapter 55
12. Are the sleepers on track in such an alignment so as to keep space for point-rodding
and signalling wires to cross under the tracks?
13. Are the fish plates at joints kept tight in the vicinity of switches?
14. Are stretchers fitted in such a manner that they flex equally in normal and reverse
position of the switches?
15. Are the fixed heel switches so adjusted that they normally lie in the middle position
and flex equally in normal and reverse position? Does the planed surface of the
switch rail fully house against the stock rail?
1o. Are the switches out of adjustment on account of wear in the fittings, creep of track
and poor track maintenance? Are there any slack fillings?
3. MISCELLANEOUS
1. Are any tree branches interfering with Driver's sight of signals (This is the
responsibility of Signalling Department, PWI is to report to SI)
2. Are all runs of rodding and wires including fittings and fixtures free from
obstructions?
3. Are the gauges and levels of Permanent Way staff correctly insulated? (Staff shall
be educated to ensure that trolleys move only under block protection and on proper
signals).
4. Are the staff generally conversant with the rules of working of trolleys and material
trolleys? Do they understand the implications of unloading Permanent Way material
and ballast in the vicinity of signalling gears including rod and wire runs?

Maintenance of Track in Electrified Lines Chapter 56
Chapter 56
Maintenance of Track in Electrified
Lines
Document History
Authorised By: \_
l,- D - ~
_..,.,Q_,
-;...-'
Signature:
Date: ,..MOHDu.,.,.,.,.,r
RAMLI MOHD NOH
t Way 2 8 MAY 2015
Keretapi Tanah Melayu Berhad
Kuala Lumpur

TABLE OF CONTENTS
56.1 GENERAL ........................................................................................................................... 3

56.2 TRACTION INSTALLATIONS RELEVANT TO PERMANENT WAY MAINTENANCE ...... 3
56.3 PRECAUTIONS TO BE OBSERVED BY STAFF WORKI NG IN TRACTION AREA ........ A
56.4 ELECTRIC SHOCK FROM OVERHEAD TRACTION EQUIPMENT ................................. 7
56.5 FIRE IN ELECTRIFIED AREAS .................................................................................. ....... 8
56.6 ACC IDENT TO POWER LINES OF OTHER ORGANISATIONS ...................................... 8
LIST OF FIGURES .................................................................................................................................. 8

~;······················ ..
········I<TM Maintenance of Track in Electrified Lines Chapter 56
56.1 GENERAL
56.1.1 This Chapter deals with the precautions to be observed in maintenance of track and
execution of works in electrified lines.
56.1.2 Rules framed for working in electrical traction area specify the procedure to be followed
by the Permanent Way staff in execution and maintenance of works. These shall be
strictly observed by competent staff..
56.1.3 All electrical equipment, every power line or cable shall be regarded as being 'live'
at all times. No work shall be commenced adjacent to any electrical equipment except
on authority issued in writing by a certified Nominated Person (N.P.) of the Electrification
System Division to the effect that the equipment has been made dead and earthed.
56.2 TRACTION INSTALLATIONS RELEVANT TO PERMANENT WAY

MAINTENANCE
56.2.1 Track bonds
56.2.1.1 In electrified areas the return current fully or partially flows through the rail. To ensure
reliable electrical circuit continuity and ensure proper earthing in case of leakage of
current, traction bonds are provided at suitable places and maintained by the
Electrification System Division.
56.2.1.2 Care must be taken to ensure that damage is not caused to any traction bonds in
electrified sections, particularly when the fishplates are being removed for lubrication or
replacement. Any broken or disconnected bonds should not be interfered with but
should be reported immediately to the Electrification System Division.
56.2.2 Structure bonds
All structures supporting overhead equipment in track circuited areas are connected to
the running rails for ensuring good earthing. Failure of insulator or leakages of current
switches off the supply from substation, so that men coming in contact with the
supporting structure do not get electric shock. Removal or tampering of such bonds can,
therefore, result in unsafe conditions. Since the structures are grouted in concrete, they
are likely to become charged, in case such bonds are kept disconnected. Similarly other
steel structures such as foot-over bridges, sheds etc., in the vicinity of Over-head
Electrification (OHE) lines are also connected to rails through similar structure bonds.
56.2.3 Track Markers
56.2.3.1 On lines electrified with the overhead system, the track has to be maintained in its
correct position relative to the contact wire. Track markers are installed to indicate the
correct cant and alignment. The correct rail level will also be indicated at over-bridges,
tunnels and masts. Alignment, level and cant niust be checked regularly, with particular
attention being paid at over-bridges, in tunnels and in platform areas. The maximum
permissible amounts by which the track may be allowed to vary from its correct position
without endangering the safe passage of the pantograph are:

Where standard clearances exist
Track level +25 mm.
Track cross level ±20 mm.
Track alignment ±25 mm.
Where restricted clearances exist
Track level + 15mm.

Track cross level ± 15mm.
Track alignment ± 15mm.
56.3 PRECAUTIONS TO BE OBSERVED BY STAFF WORKING IN TRACTION

AREA
The following precautions shall be taken while working in traction area:
56.3.1 Execution of works
56.3.1.1 Instructions listed below shall be followed while walking near the track in electrified lines
and while executing works in traction area.
In electrified section:
(i) Keep yourself and your clothing and equipment at least 2.75m from:
• Anything live attached to or hanging from the overhead line equipment.

• Any broken or displaced live wire connecting to the overhead line equipment.
(ii) Do not attempt to climb any structure which might bring you, your clothing or
equipment within 2.75m of the overhead wires.
(iii) Do not work on any plant or equipment which could bring you within 2. 75m of the
overhead line equipment.
(iv) Carry long articles horizontally - take extra care with pipes, rods and poles.
56.3.1.2 No work shall be done within a distance of 2.75 metres from the live parts of the Over
Head Equipment without a 'permit-to-work'.
56.3.1.3 For work adjacent to overhead equipment, the Permanent Way Inspector shall apply to
the proper authority sufficiently in advance for sanctioning the line possession and
electrification power isolation required.
56.3.1.4 Electrical Control Operator (ECO) through the Electrification System Division Nominated
Person (N.P.) will arrange to isolate and earth the section concerned on the date and at
the time specified in consultation with the Traffic Controller. The N.P. shall then issue
'permit-to-work' to the PWI.
56.3.1.5 On completion of the work, the PWI inform the N.P. who shall cancel the 'permit-to-
work' and advise the Electrical Control Operator (ECO} who will then arrange to remove
the earth and restore power supply.
56.3.2 Cutting or Trimming of trees
No part of a tree shall be nearer than 4 metres from the nearest live conductor. Any tree
or branches likely to fall on live conductors should be cut or trimmed periodicafly to

maintain this clearance. The PWI shall intimate to the Etectrification Unit to enable
cutting or trimming to be done by authorised Electrification staff or agency appointed by
KTMB. The work shall only be carried out in the presence of Permanent Way staff.
56.3.3 Fallen wire
No fallen wire or wires shall be touched unless power is switched off and the wire or
wires suitably earthed.
All fallen wires shall be considered "live" until cleared by the Electrification staff.
56.3.4 Work on Station roofs and Signal Gantries
Staff working on station roofs and signal gantries and similar structures adjacent to OHE
lines shall not use any measuring tools and materials, when there is a possibility of their
being dropped or carried by wind on to the overhead equipment.
56.3.5 Electric cables and other services
56.3.5.1 When carrying out any excavation work near locations, where electric cables, signalling
cables etc., are laid underground, greatest care must be exercised. Where cable runs
(cased or uncased) are above the ground, they must be kept free from grass or weeds.
Grass and rubbish must not be burnt near cable runs. Lamps, lit or unlit, must not be
hung on or near the cable runs, particularly if they are in tunnels.
56.3.5.2 Cables on hangers attached to retaining walls, platform walls and bridge parapets are
particularly vulnerable. Care must be taken to ensure that rails, sleepers and scrap
materials are not placed against cables or on cable ducts. Road vehicles or plant and
machinery must cross cables or cable troughs only at specified locations and with
adequate safeguards and protection to these cables.
56.3.6 Track and jumper cables
Ballast and other materials must always be kept clear of track and jumper cables,
especially at places where these enter ducts.
56.3.7 Alteration to Tracks
56.3.7.1 The relative alignments of the entire line of the track with respect to the alignment of the
contact wire must be maintained within the specified tolerances. This applies to both
horizontal and vertical clearances. Slewing or lifting of track must not be done outside
the agreed maintenance limits unless the position of the contact wire is altered at the
same time. Adjustment of cant has a magnified effect of the horizontal displacement of
the centre line of the track with respect to the alignment of the contact wire.
56.3.7.2 Horizontal clearances to structures within the limits laid down in Chapter 11 must be
maintained. For slewing or alterations to track involving adjustment of contact wire
(outside the agreed maintenance limits) sufficient notice shall be given to the
Electrification System Division so that they arrange to adjust the overhead equipment
and to carry out re-registration of the alignment and clearances.
56.3.8 Alterations to Track bonding
No alteration- or removal of track bonding is to be carried out without the permission of

the Electrification System Division. Bonds shall not be removed, replaced or altered by
the staff of the Permanent Way Division. All details of any damaged bonds shall be
promptly reported to the Electrification System Division by the Permanent Way Division.
©KTMB Rev.O Page5ol9

56.3.9 Working of Cranes

No crane shall be worked except with an authorised 'permit-to work' and an approved
Method Statement or procedure. In every case of working a crane near OHE lines,
arrangement should be made for the presence of authorised Electrification staff to
ensure that all safety precautions are taken.
56.3.10 Inspection of Tunnels

For inspection of roofs and sides of a tunnel, the overhead equipment shall be rendered
'dead'. No inspection is to be carried out except with an authorised 'permit-to
work'. Special insulated apparatus should be used if sounding is required to be carried
out in the unlined portions to locate loose rock in the roof and sides.
56.3.11 Loading and Unloading of Materials

Loading and unloading of materials in electrified tracks shall be done under the
supervision of a PICOW (person in charge of work) having a valid competency
certificate. He shall personally ensure that no tool or any part of body of the worker
comes within the 'danger zone' i.e. within 2.75m of O.H.E.
56.3.12 Measuring Tape

Steel tapes or metallic tapes with woven metal reinforcement shall not be used in
electrified tracks. Linen tapes shall be used.
56.3.13 Foundation Blocks
The top of foundation blocks of electrified structures shall be kept clear of all materials.
56.3.14 Maintaining Continuity of Track
56.3.14.1 During maintenance or renewal of track, continuity of the rails serving electrified tracks
shall invariably be maintained. For bridging gaps which may be caused during removal of
fish-plates or rails, temporary metallic jumpers of approved design shall be provided. The
necessary jumper shall be provided by the Electrification System Division on requisition.
56.3.14.2 In case of rail fracture, the two ends of the fractured rail shall be first temporarily
connected by a temporary metallic jumper of approved design (as shown in Figure 56.1 ).
In all cases of discontinuity of rails, the two parts of the rail shall not be touched with bare
hands. Gloves of approved quality shall be used.
56.3.14.3 In the case of defective or broken rail bond, a temporary connection shall be made as
shown in Figure 56.1.
56.3.15 Unloading of rails
56.3.15.1 When unloading rails along tracks, care shall be taken to ensure that rails do not touch
each other to form a continuous metallic mass of length greater than 300 metres.
56.3.15.2 Permanent way staff shall keep clear of the tracks and avoid contact with the rails when
an Electrical Multiple Unit or Electric Locomotive hauled train is within 250 m.
56.3.16 Clearing Ballast from under the Rails in Electrified Lines.
i. Traction power return current in the rails is searching for ground. Some amount of
the current will follow routes other than the rail in an inverse relationship to the
electrical resistance of that path.
ii. This is stray current. The ballast is a slight conductor. Wet ballast has marginally
more conductivity and muddy ballast can be much worse. lt is therefore important

Maintenance of Track in Electrified· Lines Chapter 56
that ballast does not touch the rail. If ballast continuously touches the rail, the track-
to-earth resistance test will generally fail. Therefore, the ballast in the cribs between
the sleepers must be removed from under the rail, usually to a minimum clearance
of 1 inch [25 mm) between the top of the ballast stone and the underside of the rail
or any other metallic part of the track structure.
iii. This is achieved by using a track shovel to push the ballast from beneath the rail
with a final clean-up and disposal of surplus ballast. This operation is not necessary
on non-electrified lines.
iv. Another good practice that can provide better insurance of passing the electrical
isolation testing is to use compressed air to blow any ballast fines off the rail
fastenings. Ballast fines, when mixed with rainwater, can result in a "paste" that
coats the rail fastenings and provides a conductive path to ground.
56.3.17 Permanent Way Tools
Permanent Way tools (insulated and un-insulated) along with gloves shall be used in the
manner as approved by the General Manager Permanent Way Division.
56.3.18 Rules for working in AC Electrified Lines
56.3.18.1 The precautions prescribed in the Rules framed for working in electrical traction area
shall be strictly observed. Refer to Instructions booklet for Working in AC Electrified Line.
56.3.18.2 In an AC Electrified Line, no track work shall be carried out when the track is inundated
with flood water unless the line has been isolated and verified by a Nominated Person
and permission granted to the PWI.
56.4 ELECTRIC SHOCK FROM OVERHEAD TRACTION EQUIPMENT

The following action shall be taken in rescuing a person receiving electric shock:
56.4.1 If the casualty is not completely below or is within 1 meter of live overhead equipment it
is essential that the electricity is switched off before the casualty is approached or
touched.
56.4.2 Ensure that no part of your body, clothing, anything you are holding or the casualty, gets
within 1 meter of the live overhead equipment or anything in contact with it.
56.4.3 Cover your hands with rubber gloves or dry clothing which will not conduct electricity.
Stand on dry non-conducting material such as wood, thick paper, glass or rubber. If none
of these is possible, move the casualty clear with dry rope or dry wooden pole. Do not
use anything made of metal.
56.4.4 When persons received electric shock, in practically every case they can be revived with
the prompt application of First Aid. Artificial respiration shall be the method of
resuscitation. The efforts to restore breathing must be continued regularly and with
perseverance, and must not be discontinued until a Doctor has taken charge of the case.

Maintenance of Track in Electrified· Lines Chapter 56
56.5 FIRE IN ELECTRIFIED AREAS

The Permanent Way staff noticing a fire likely to result in loss of life or cause damage to
property shall take all possible steps to prevent it from spreading and to extinguish it. In
case the fire is on adjacent to any electrified equipment, the Permanent Way staff shall
make no attempt to extinguish the fire but shall report the occurrence of fire to the
nearest Station Manager by most expeditious means.
56.6 ACCIDENT TO POWER LINES OF OTHER ORGANISATIONS

The PWI shall be in possession of the name and address of the officer-in-charge of each
electrical power line across Railway land to enable an immediate report of any defect or
accident appertaining thereto being made, under advice to the CPWI, Regional Engineer
and the Electrification System Division.
LIST OF FIGURES
Figure 56.1 Temporary Jumpering of rail in case of Rail Fractures
@>KTMB Rev.O Page 8 of9

Fig. 56.1
,
L NAKED COPPER WIRE 4 mm DIA
Figure 56.1 - Temporary Jumpering of Rail in case of Rail Fractures

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00 020

List of Volumes and Chapters

PART CHAPTER DESCRIPTION

21 Track Maintenance System

23 Creep Control and Other Track Works

28 Maintenance Track Component

33 Reconditioning of Track Materials

Permanent Way Manual

List of Volumes and Chapters

36 Duties of Chief Permanent Way Inspector

37 Duties of Permanent Way Inspector

38 Duties of the Ganger

39 Track Maintenance Operations

40 Inspection and Maintenance of Turnouts

41 Inspection and Maintenance of Bridges

51 Procedures for Obtaining Sanctions

53 Plant and Machinery

54 Training of Permanent Way Staff

56 Maintenance of Track In Electrified Lines

Permanent Way Manual

0 May,2015 First Issue

Date: 2 8 MAY 2015

© KTMB Rev. 0 Page 1 of 47

20.1 MAINTENANCE STRATEGY ...................................................................................... ....... 3

© KTMB Rev. a Page 2 of 47

20.1 MAINTENANCE STRATEGY

20.1.1 In principle, maintenance is categorised as preventive or corrective as shown below:

20.1.2 Preventive maintenance is a fundamental, planned maintenance activity designed to

• Systematic inspection and early detection of defects

20.2 PLANNING OBJECTIVE

©KTMB Rev. 0 Page 3 of 47

20.3 CATEGORIES OF PERMANENT WAY WORKS

1. Repair, maintenance and renewal of track components and materials

2. Rectification of track geometry

20.4 FACTORS INFLUENCING THE MAINTENANCE INPUTS

The track maintenance requirement of a particular section depends upon:

• Classification of the line.

20.5 METHOD OF PLANNING

©KTMB Rev. 0 Page 4 of 47

20.6 PREDETERMINED MAINTENANCE WORKS

Predetermined Maintenance Works

2. Shallow ballast Minimum once a year See Chapter 30 {Ballast

3. Lubrication of rail joints Twice a year See Chapter 39 (Track

5. Through Once every 2 years Refer also Chapter 22 and 49.

• Type of track structure

©KTMB Rev. 0 Page 5 of 47

20.7 CONDITION-BASED ITEMS OF WORKS

1. Material Replacement of worn out, missing and defective

©KTMB Rev. 0 Page 6 of 47

20.8 WORKS PLANNING PROCESS

1. Prospecting of the work to be done for the following year. This is to be

3. Programming work for the year.

5. Inspecting the work done to ensure that quality is maintained.

2. Quantum of work to be executed in the following year.

4. Additional materials required to strengthen the track structure

5. Manpower required for the execution of work

7. Line Possessions needed.

©KTMB Rev.O Page 7 of 47

1. Materials to be replaced........... White