Documente Academic
Documente Profesional
Documente Cultură
ON
TRACK DESIGN, INSTALLATION AND
MAINTENANCE
PART 2 : DETAILED STANDARD
Track : Part 2
Table of Content
1. Scope of Application
2. Objective
3. Definitions and Interpretation
4. Basic principle
5. Railway geometry
5.1 Radius of curvature
5.2 Cant
5.3 Slack
5.4 Transition Curve
5.5 Gradient
5.6 Formation Level
1
1
1
3
4
4
6
7
7
7
8
11
13
14
14
16
17
20
21
21
21
24
24
9. Safety Facilities
9.1 Guard Rails
9.2 Buffer stop, etc.
10. Level crossing
11. Rail-Sign Posts
12. Maintenance
12.1 General
12.2 Values to be Aimed at in Stability of Track
12.3 Standard on Maintenance of Turnouts
12.4 Target to be achieved in Rail care
28
28
29
30
32
33
33
33
34
35
36
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ii
38
38
40
41
42
42
42
45
45
48
50
53
60
61
68
71
73
75
76
77
77
79
86
87
87
89
89
90
92
Track : Part 2
1. Scope of Application
2. Objective
This detailed procedure deals with the technical specification that proper to the particular
condition of each track location and taking into condition a safety railway operation, efficient
and economic point of view.
Front edge of Turnout means the position of the front edge of the joint of turnout.
(2)
Rear edge of Turnout means the position of the rear edge of the joint of turnout.
(3)
(4)
Structures means bridges, civil engineering works, drainages and any other
structures related to the track.
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(5)
Side Drain means the ditch to be constructed at the edge of the formation level or at
the foot of embankment etc. for drainage of water on roadbed.
(6)
Labor-saving Track means Elastic ballast track (Elastic sleeper direct fixed track),
Slab track, Paved track and other track of similar kind.
(7)
Train (A) means the train composed of less lateral pressured or air spring high speed
electric or diesel cars with unsuspended mass of less than 2 tons and maximum axial
load of less than 13 tons at full passenger capacity.
(8)
Train (B) means the train composed of any electric or diesel cars other than those in
(7) above.
(9)
Train (C) means the train hauled by locomotive, and it is divided into C-1 (hauled by
ordinary locomotive) and C-2 (hauled by high performance locomotive).
(10) Sub-Main Line means the up line in the single line, the middle line in the double
lines, the Down #1 line, etc.
(11) Double elastic fastening means the method of fastening being done by elasticity
strength from the two directions, i.e. upward and downward from the rail.
(12) Ordinary section long rail means any other long rails than those inside the tunnel
and on the bridge.
(13) Long rail inside the tunnel means the long rail whose use is limited only to the
inside of the tunnel.
(14) Long rail on bridge means the long rail whose use is limited to non-ballast bridges.
(15) Installation of Long rail means the process from installation of long rail up to
complete fastening of the rail by fastening device.
(16) Installation temperature means the rail temperature at the time of installation and
fastening of long rail.
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(17) Neutral temperature means the rail temperature in the middle between the
anticipated maximum rail and the anticipated minimum rail temperatures.
(18) Maintenance Grade means the track classification to be used for overall rail
assessment and rating, taking into consideration the annual passing tonnage, the track
strength, the degree of track maintenance and any other factors, and it shall be
established by DGLC.
(19) Slab track, etc. means Slab track, Direct-connected track, Paved track, Elastic sleeper
direct-connected track, etc.
4. Basic principle
The detail standard intent to define the minimum and maximum limits the railway structure
function / components from the point of safety, standard application, standard method and the
management of particular condition. However, in the following case, a deferent standard that
may have a better result shall be adopted.
(1) When a new technology is discovered.
(2) New method with more economic, efficient and durable is discover.
(3) On the following situation :
a. Transition between ballasted and ballasted track.
b. Transition part between embankment and Bridge.
c. Significant changing of topographic condition.
d. Significantly impact of ground water.
Track : Part 2
5. Railway geometry
In the two adjacent curves in main line, straight line longer than the longest
rolling stock shall be inserted between the two transition curves. However, should
it be impossible to insert the straight line due to an inevitable topographic reason,
then the whole transition curve or the gradual decrease curvature with the two
transition curves may be used as an alternative.
b.
In between the two curves in siding, straight line of 5m without cant, shall, in
principle, be inserted.
b.
In case of turnout and curve adjacent to the curve side rear edge of turnout
Track : Part 2
i) When there is a transition curve in the adjacent curve the distance from the
front edge of crossing to the beginning point of curve shall be more than 5 m.
However, in the event of the crossing being more than 5m in length, the rear
edge of turnout shall be regarded as the beginning point of transition curve.
ii) When the adjacent curve has no transition curve the distance from the rear
edge of turnout to the beginning point of curve shall be more than 5 m.
Edge of turnout
5m
c. In case of turnout and curve near the straight line side rear edge of turnout.
i) When the adjacent curve has a transition curve
The rear edge of turnout shall be regarded as the beginning point of transition
curve.
ii) When the adjacent curve has no transition curve
The distance from the rear edge of turnout to the beginning point of curve
shall be more than 5m.
(4) Indication of Absolute Point
At the absolute points of curve (only curvature changing points of BTC, BCC, ECC,
ETC, etc.), absolute-point-sign posts shall be fitted. The method of indication shall be
according to the standard that is described in Fig.1 (clause 6) attached hereto.
(5) Management of Curves running alongside Station Platform
Curves corresponding to Clause 9.3 of Basic Standard on Track Installation and
Maintenance shall be managed, in accordance with Management Table set forth
separately for their structural conditions, etc.
Track : Part 2
5.2 Cant
(1)
(2)
Setting cant
a.
Except for special cases, cant shall be set, by placing its basis on the inner rail
of the curve and lifting up the outer rail.
b.
The Maximum value of cant shall be 110 mm, besides Clause 11(2) of Basic
Standard on Track Installation and Maintenance.
V2
Cd = 8,4 x Co
R
Where,
Cd :
V :
R :
Co:
Cant deficiency
Train speed at Curve (km/h)
Radius of curve (m)
Setting cant (mm)
(4)
Cant on Bridge
a. On the other bridges than those of truss-type and similar to truss type, 1/2
(Half) of cant shall be, in principle, fitted onto the bridge seat.
Track : Part 2
b. In trough girders and I-beams, the whole of cant shall be, in principle, fitted onto
the girder seat.
5.3 Slack
(1)
Gauge Widening
a. Depending on radius of curve, slack shall be provided, according to Table 2
attached hereto.
b. With regard to its structural conditions, etc., slack falling the Basic Standard for
Track Installation and Maintenance shall be managed by the set out separately
management table.
(2)
5.5 Gradient
(1)
Track : Part 2
The width of formation level of track (except side drain) shall be kept wider than
that specified in 6.7 of Basic Standard for Track Installation and Maintenance.
b.
c.
150 mm
300 mm
450 mm
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10
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11
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6. Railway structure
Examination of track structure means that the appropriateness of strength, safety and
security of permanent-way operation and maintenance shall be confirmed and ensured
with examination system on track structure and track maintenance, taking into due
consideration, the maximum train speed, the maximum loads for the maximum speed
train, the minimum radius of curve and any relevant factors.
(1) Main line Track Structure in the Vicinity of Large Town
In Main lines in and in the vicinity of large town of the country, labor saving tracks
(good strength, maintenance and life cycle cost minimum tracks) shall, in principle, be
installed.
(2) Track structure in Tunnels and Elevated Bridge Section
a. In tunnels and elevated bridges, labor saving tracks shall, in principle, be
installed.
b. Should installation of labor-saving track be impractical or difficult in Turnout in
the foregoing 30.1 above, then directly sleeper connected track shall be fitted, as
much as possible.
(3) Track structure on Steel bridge, etc
a. In steel bridges, either steel direct connected track or labor saving track shall, in
principle, be installed.
b. In long concrete bridges, labor saving track shall, in principle, be installed.
(4) Track Structure in Ordinary Track Sections
For track structures other than those in the preceding clauses 29,30,31, ballast track
shall be installed.
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Track : Part 2
7.1 Rail
(1) Weight of Rail
a.
Rails to be used for main tracks shall be heavier than specified below.
First class
R.60 / R.54
Second class
R.54 / R.50
Third class
R.54 / R.50 / R.42
Fourth class
R.54 / R.50 / R.42
Fourth S class
R.42
b.
With regard to important sidings, the specification for Fourth class track shall
apply.
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15
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Sleeper
Number of sleeper
31 pcs
29 pcs
16
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17
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Notwithstanding the preceding 57.(1) above, where considered necessary, anticreepers may be used, and the number of anti-creepers may be adjusted,
depending on the rail creeping conditions.
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Track : Part 2
fixing method. However, should fastening with hook bolts be necessitated due to
the inevitable circumstances, then sleeper fastening shall be made according to
the Table 14 attached hereto.
b. For the bridge sleeper used for bridges and drains, sleeper connectors shall be
used to prevent movement of sleeper. However, at such places where bridge
sleeper are firmly fixed to the bridge girders with L-shaped fixing device, or
bridge guard rails are in place (only when the guards are connected to each
sleeper), unless otherwise specified, use of sleeper connectors is not required.
Fixing of sleeper connectors shall be as per the followings:
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7.6 Ballast
Standard Basic cross-section of the permanent way at the ballast track in main tracks shall
be as per the Table 18 attached hereto.
7.7 Turnouts
(1) Turnouts Applied for main Tracks
Turnout being used for Main tracks shall be code numbered in the Table 19 attached
hereto.
(2) Interval of turnouts
Confront and successive installation of turnouts shall be carried out, according to the
followings:
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Track : Part 2
a. In confront installation; the interval of the toes of the two switches of turnouts
shall be kept at more than 5 m. However, in case of the main track with traffic of
high speed trains and the track lay out passing across the diverged curve line, the
interval shall be more than 10 m.
b. The interval of the heel of turnout and the toe of the switch in main track shall be
kept at more than 5 m, except for special cases.
c. The same specifications as (a) and (b) above shall be applied to side track as much
as practically possible.
(3) Structure of Turnouts and Allowable Speed limit
Structural and installation conditions of the straight line section of the turnout in
terms of the maximum train speed of 120 km/h, 100 km/h and 90 km/h shall exceed
the following conditions and requirements:
a. The requisite conditions for turnout when high speed train runs through the
straight line section of turnout at 120 km/h
i)
60kg turnout (for high speed or ordinary use) and R54 turnout (for high speed
or ordinary use) shall be installed, and at the straight line section within 20 m
before and behind the turnout, the double elastic fastening device shall be set,
and ballast shall be 300 mm in thickness.
ii) Besides the specifications in a above, the purpose of R54 turnout (for ordinary
use) shall be to reinforce the switch and the crossing part. However, the
reinforcement shall be conducted as follows:
In case of the maximum of 120 km/h, large bed plate, bolts and sleeper at
the rear edge of the switch shall be reinforced.
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Track : Part 2
b. In case of the maximum speed of 100 km/h at the straight line side to the turnout
without regard to type of train, the structural conditions shall be as follows:
i)
The turnout shall be used the flexible switch with more than R54 rail and
manganese crossing or equivalent strength-type.
ii) At location within 20 m before and behind the straight line section of the
turnout, double elastic fastening shall be used, and the thickness of ballast
shall be 300mm.
c. In case of the maximum speed of 90 km/h at the straight line section of the turnout
without regard to type of car, manganese crossings or equivalent strength-type
shall be used for the R54 rail turnouts.
(4) Use of Spring Points
In case that train or rolling stock run at the speed over 45 km/h, spring points shall
not be used.
(5) Use of Specialized Turnouts
Use of Such specialized turnouts as Diamond crossing, Single-slip switch, Doubleslip switch, Scissors crossing etc. shall be avoided as much as possible.
(6) Turnout and Rail Before and Behind Turnout
In between each part of turnout and section more than 10m distant from before and
behind turnout, the same type of rail shall be used as much as practically possible.
(7) Manganese Crossing
For turnouts to be used for main track, manganese crossing or crossing of the same
performance or higher shall be used. However, at places with smaller traffic amount,
crossing other than manganese-type may be used.
(8) Use of Turnout Tie Plates
For turnouts to be used for main track and important side track, turnout tie plates shall
be installed. However, simple lines which require no strict requirement are excepted
there from.
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Track : Part 2
(2)
Installation temperature of long rail shall be set within the range set forth in the
Table 20, lest buckling and extraordinary expansion and shrinkage of rail should
occur.
(3)
Lateral resistance force of ballast in the long rail installed section shall be more than
those indicated in the Table 21. In this instance, lateral resistance force of ballast
means the value of the test on single sleeper pulling resistance force of ballast
converted by the following formula.
g=
P
2 a
Where,
g: Lateral resistance force of ballast (kgf/m)
P: Value of test on single sleeper pulling ballast resistance force (kgf/pc)
a: Sleeper spacing (m)
(4)
Vertical curve at grade changing point, shall be more than 2000 m in radius.
(5)
In case of installation inside the tunnel, long rail shall be installed at location where
the temperature remains small change in all the year round.
(6)
(7)
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(8)
(9)
Track : Part 2
a.
b.
c.
In case of the high embankment, the roadbed shall be carefully constructed and
well consolidated, and also, shall be situated in the section where settlement of
the ground is not likely.
Plan and design of the bridge shall be conducted, in full consideration to the
loads of long rail.
The total of Dead loads of bridge girder, slab and items on slab shall be more
than 9.5tf/m as per single line.
(10) It shall be constructed at location where partial damage such as black stained crack
(Shelling Crack) and wheel burn will not easily occur.
(11) Rail
a. It shall be new rail or used rail which is as good as new one.
b. It shall be free from any deviation in its characteristics required, and pass the
inspection by ultrasonic flaw detector prior to welding.
(12) Structure of rail joint
a. For both edges of the long rail of ordinary section and that of the bridge,
expansion joint shall, in principle, be used. However, at the location where
neither serious change in temperature nor serious creepage will occur, buffer rail
may be used.
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Track : Part 2
b. For the edges of the long rails inside the tunnel, buffer rail or expansion joint
shall be used, depending upon the necessity.
(13) Sleeper
a. At the location where long rail inside the tunnel and ballast less bridge long rail
and set-off mechanism/ temporary turnout are placed, wooden sleeper may be
used.
b. The number of sleeper to be installed into long rails of the ordinary sections, shall
be more than those specified in the Table 22 attached hereto.
c. The number of sleeper to be installed into the long rails inside the tunnel, shall be
according to the specified clause 43.
d. The number of sleeper to be installed into the bridge long rail shall be according
to the specified clause 45 in the Table 9 attached hereto.
(14) Anti-creepers
In case that dog spikes or fastening device of the similar kind are used for sleeper
fastening in the long rails inside the tunnel where wooden sleeper are installed, then
anti-creepers shall be fixed as per 25 m track, in the larger number than indicated in
the Table 23 attached hereto. However, in case of use of sleeper connection bars, the
number of anti-creepers used may be reduced within the range causing no
inconvenience to the proper maintenance of the track.
(15) Non ballasted bridge in the long rails of the Ordinary Section
a. Rail fastening part, sleeper to girder connecting part shall have a reasonable
lateral strength and also structured that uplift of sleeper may be prevented
properly.
b. Rail fastening part of ballast less bridge shall, in principle, be of such a system
that it will not have any longitudinal resistance force.
c. The length of ballast less bridge shall be less than 50m.
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Track : Part 2
The portion (both sides) of rail within the distance of 180mm from the point
welded by the other welding method than Flash But and Gas Pressure ones shall
not be re-used.
In case of removal of the defective part due to improper welding, both sides of
rail more than 120 mm away from the welded part shall be cut out and removed,
even if the welding had been effected with Flash But and Gas Pressure methods.
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Track : Part 2
9. Safety Facilities
(2)
(3)
Installation area of derailment preventive guard in the section where curve and grade
co-exist, shall be as follows:
As an additional length, 5 meters shall be allowed for the whole length of curve at
the side for entrance of train, and 50 meters at the side of exit of train. However,
installation of guard shall be within the section of the conflict between the curve and
the grade.
(4)
(5)
(6)
28
(7)
Track : Part 2
Point guards shall be installed for inner turnout with curve of less than 1000
m in main line side radius.
ii) Depending on the necessity, point guards may be installed for inner turnout
with curve of main line side radius from 1000m up to 1500 m
b Other turnouts whose installation of switch guards is considered indispensable.
(8)
Alignment of behind the turnout at Safety siding line shall be straight line. However,
in case of impossibility of provision of the straight line, the radius of curve behind
the turnout shall be larger than specified below:
a In case that the radius of the turnout curve being more than 200m, 120m in
radius.
b In case of the radius of the turnout curve being between 105 m to 200m in radius.
(2)
Should the above-mentioned curve connecting behind the turnout be opposite with
the turnout curve, then the line to which the turnout is joined, shall, in principle, be
straight line.
(3)
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Track : Part 2
(4)
(5)
(6)
In case that the adjacent line is the line from which safety side line is turned out:
more than 2.5 m
In case that the adjacent line is any other than referred to in (1) above: more than
3.5 m
(1)
(2)
(3)
30
(4)
(5)
Track : Part 2
Daily volume of roadway traffic shall exceed the volume classified by the daily
volume of railway traffic as specified in the Table 26 attached hereto.
For the last through years, more than two traffic accidents have occurred, and
installation of warning system can and shall be justified as useful in prevention of
further accidents.
In the double-line sections, installation of warning system can and shall be justified
as useful in prevention of accidents.
There is a railway crossing with more than 2.3 m in width, and the other than that of
car traffic is prohibited.
It shall satisfy any of the requirements referred to in the preceding 10(4). And its
hourly volume of roadway traffic shall exceed the volume classified by the hourly
volume of railway traffic as specified in the Table 27 attached hereto.
It shall satisfy either of the requirements (1) or (2) referred to in the preceding
10(4), and the watching distance of the light of its warning apparatus is less than 45
m (less than 22m for the warning apparatus at the level crossing to which a car
cannot approach at more than 35 km/h due to topographic reasons).
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They shall be a level crossing corresponding to (1) or (2) in the preceding 10(4),
and considered very dangerous due to heavy vehicular traffic, and installation of
crossing gate interceptor shall be regarded as useful in prevention of accidents.
Furthermore, it shall be regarded as very dangerous, more than two level crossings
are adjacent with one another due to parallel running of railways and a crossroads is
close to the level crossing, or there exist certain special circumstances.
Boundary sign (-post) as shown in Fig.15 shall be provided at the boundary of each
DAOP, RESORT, DISTRIC GANG.
(2)
The sign post to indicate the party in charge of and responsible for track maintenance
and technological management, shall be placed at the point of the boundary of its job
discharging the said responsibility.
i)
In case that inside the tunnel premises, and on bridges ( inclusive of elevated bridges ),
setting of sign posts as per the methods of 10.1 to 10.4 of Basic Standard for Track
Installation and Maintenance, special structured sign posts or writing of necessary
information on side wall, etc. may be used as an alternative.
(3)
(4)
Unless otherwise specified, track-signboards and sign poles shall be wooden, plastic or
reused rail made, and in case of those of wooden make, a certain exposed and
underground part of the sign poles shall be coated with coal tar or any other anti-erosion
agent. And in case of those of reused rail make, anti corrosive treatment in black paint
shall be made to the pert buried into the ground..
(5)
Track-sign poles shall be provided with some protective device or foundation to prevent
them from tilt and/or pull-out.
(6)
Except for the cases as shown in the Figures attached hereto, the ground of the
signboard shall be painted in white, and letters on the ground shall be written in black
color.
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(7)
(8)
Right of Way shall be managed so properly that it shall be cleared of any possible
trespassing, by constructing fences around it, if need.
12. Maintenance
12.1 General
(1)
For the purpose of securing and maintaining comfortable train riding, tracks shall be
carefully and deliberately arranged, based upon the target as stipulated in the Table
28 attached hereto.
(2)
For the purpose of the minimum possible train vibration, tracks shall be arranged,
based upon and aiming at the target value specified in the Table 29 attached hereto.
(1)
(2)
38 mm (including slack )
b. Alignment
33 mm
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Track : Part 2
(3)
(4)
Gauge at the crossing part shall maintain according to 11.2.2 of Basic Standard for
Track Installation and Maintenance. However, in case for 1067 mm gauge track
where the high performance train runs at more than 120km/h (referred to as
Turnout for high speed), track gauges shall be maintained in case that expansion of
the gauge exceed 3mm, and reduction thereof exceed take off 3 mm.
(2)
Back gauge of turnout for both New improved type and other than New improved
type shall be as per 11.2.2 of Basic Standard for Track Installation and Maintenance.
However, turnout for high speed train shall be maintained in case that for gauge of
less than 1023 mm and that of more than 1030 mm.
(3)
(4)
Contact for tongue rail shall be less than 4 mm. But the contact for turnouts for the
high speed train shall be less than 3mm, and less than 5mm for turnouts for side
track. Contact parts are the area except the pressed part of tongue rail.
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Track : Part 2
(5)
Rail end mismatch on the gauge side of joint rail for the rear edge of switch shall be
less than 1.5mm. However, the mismatch for turnout for the high speed train shall
be less than 1 mm.
(6)
Should the turnout not be placed in the designed direction, then it shall be corrected,
in one way or another.
(7)
Damage and Clutch to the front edge of the turnout shall be managed, according to
the Table 33 attached hereto.
(2)
(3)
(4)
(5)
(6)
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Track : Part 2
Chart of high speed track measuring car shall be divided into sections by
every five hundred meters, and in each 500 m section according to each
maintenance items, the number of points at which the actually measured
values exceed the target values shall be obtained, and in case of the section
that has more than two or three points whose values are in excess of the
target values (including the case that the irregularities in track gauge
continue consecutively more than 30 m), instruction of adjustment/
rectification shall be conducted.
ii) The method of obtaining the number of the points whose actual values
exceed the target values shall be as per the followings:
Regarding the irregularities of longitudinal level and alignment, it shall be
obtained by summation of those of left and right rails.
In case that more than two points with irregularities exist adjacent to one
another within the distance of 15m (30m, in case of irregularities in track
gauge), then the two adjacent points shall be regarded as one point
(instead of Two) stipulated in the Fig.16 attached hereto. Moreover, in
case that the irregular point of longitudinal level and alignment on the left
side rail exists less than 15m away from that of the right side rail, the two
points shall also be regarded as one point.
iii) Regarding the irregularities measured by the static measurement method, the
same adjustment as i) and ii) shall apply.
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Track : Part 2
ii) Regarding the static measurement, irregular points exceeding 4mm from the
finishing standard values shall be picked up by the specification of i) above.
(2)
In case that the track irregularity has already got to the degree as set forth in
11.2.1 of Basic Standard for Track Installation and Maintenance and 12.2
hereof, or has not yet reached them, but it is of acute nature, most likely
developing quickly.
ii) In case that the rolling stock vibration has already got to the degree as set
forth in 12.2.1 of Basic Standard for Track Installation and Maintenance, and
12.2 hereof, and needs to be urgently rectified, as a result of the field survey.
b. Should the rectification within 15 days from the time of the irregularitys
reaching the standard value (within the reasonable number of days in case of its
having developed far beyond the standard value) prove impossible due to an
inevitable reason, then Slow down operation shall be taken as an ad hoc
solution.
(3)
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The location where the control value of cross level has reached that specified in 12.2
hereof shall be rectified within one month. However, when the status has become by
far worse than the values specified at the time of having found it, the time for
rectification shall be made to be earlier.
(4)
ii) In case that the afore-mentioned irregularities are overlapped and have
developed far beyond the standard values, the time for rectification shall be
made to be earlier.
b. In case that the compound irregularities have reached the degree as specified in
12.2, and the rectification thereof within the time frame as required in a above is
impossible owing to an inevitable reason, Slow down operation at the point shall
be taken as ad hoc alternative solution. However, the section that is installed
with derailment preventive guard shall be exempted from this alternative
solution.
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Track : Part 2
(1)
(2)
For the rails to be installed at the heavily worn sections, care shall be so given that
the gauge corner of rail shall be coated with oil.
(3)
(4)
Care shall be taken as much as possible to ensure that the joint plates be grease-oiled
to properly maintain the performance of the joint gap and prevent worn of rail.
(5)
(6)
(7)
Bolts for rail fishplates shall be tightened properly, that is, not too tightly or not
too loosely, so that full bearing capacity of fish plates can be secured, and
ordinary expansion/shrinkage of rail can not be prevented.
Bolts for rail fastening apparatus, bolts for turnouts and hook bolts, etc. shall be
tightened properly, that is, not too tightly or not too loosely.
Except for special cases, bolts and nuts shall be fitted into the outside of the rail,
for the rail with weight of R 33 kg/m or less. For the rail R 41 kg/m or more in
weight, they shall be fitted alternately at the edges of the rail.
Installation of Sleeper
Sleeper shall be installed, taking into consideration the followings:
a
Round-shaped Sleeper shall be fitted, with wider part being placed at the
bottom.
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Track : Part 2
Rail braces and washers for turnouts shall be fitted, so that they may be completely
tightly contacted to the bottom, top and web of the rail.
(8)
Hook Bolts
Hook bolts with the shape allowing for easier control to keep its pull out
phenomenon within the minimum level possible, shall, in principle, be used.
Arrangement of track
a. Where a local irregularity (i.e. inherently at a certain point of the track) will
easily occur, maintenance of long rail installation shall be conducted with great
care.
b. Based upon the train vibration inspection, the location with large train vibration
shall be corrected promptly.
c. Tracks in the curve sections where long rails are laid, and those in the vertical
curve sections, shall be corrected, in terms of the circular alignment, before the
advent of the summer season.
(2)
Maintenance of Ballast
Ballast in the long rail section shall be maintained, according to the followings:
a. Width of ballast shoulder shall be more than the values specified in the Clauses
69 Table 18 attached hereto.
b. Side face of sleeper shall not be exposed.
c. Upper ballast shall be fully tamped.
d. Should shortage of ballast resistance force be likely, ballast shall be additionally
placed onto its shoulder. At locations such as bridges, points before and behind
level crossing, and convex gradient changing points etc., ballast resistance shall
be strictly secured.
(3)
40
Track : Part 2
a. Joint gap of buffer rails shall be proportioned in size towards its expansion
movement.
b. Bolts to fishplates of buffer rail shall be fastened with appropriate tightness, and
each buffer rail shall bear a constant joint resistance force (frictional resistance
force against change in joint gap).
(4)
Gap of more than 0.5mm and less than 1.0 mm, shall, in principle, be provided in
between the tongue rail and the washer and the receiving rail and the rail brace, of
the expansion joint.
(5)
(6)
The maintenance work in the long rail installed sections, shall be performed with
the method worked out by taking into consideration the atmosphere, the rail
temperature, etc., and within the restriction as stipulated in the Table 35 (provide
by separate method) attached hereto.
In the maintenance works relevant to ballast, not only the temperature while
working, but also a possible increase in the temperature after completion of the
work, shall be considered. And, in case that the rail temperature after the work
has become higher than the installation temperature by more than 15C, upper
ballast shall be tamped, so that the ballast resistance as specified in Clause 78
Table 21 hereof may be restored.
12.9 Others
(1)
Slow down speed as necessitated by the preparatory work shall be specified as its
standard in the Tables of 37 through 40 (provide by separate method) attached
hereto.
41
Track : Part 2
(2)
For main track lines and important sidings, materials shall be prepared and stored
beforehand at a certain place to meet with any possible emergency use, and the
materials shall be kept and maintained so properly that they can be utilized at any
time.
(3)
The type, the number and the conditions of machinery, installations and equipment
available shall be continuously checked and inspected, and so maintained that they
can be put into operation without any trouble at any time.
Item for
Inspection
Frequency of Inspection
Subject
Maintenance
Grade
Remark
Frequency
Main line
1 a-b
(excluding sub
2 a-b
main line)
3 a-c
4 a-d
may be omitted
Twist, Compound
Back gauge of
1 a-b
irregularity and
Sub main line
Turnout crossings
2 a-b
3 a-c
2 times/ year
1a b
2a b
4 a-d
Other lines
1 time/ year
42
Track : Part 2
3a c
4a d
Level of
Curvature
(2)
Main line
(excluding sub
main line)
1a b
2a b
3a c
2 times/ year
4a d
Method of Inspection
a. Method of inspection shall, in principle, be as per that by Electric and
overall track inspecting car (referred to as EM 120), but regarding submain lines and the other lines where EM 120 is not used, inspection shall be
manually carried out, by use of track master, turnout inspecting apparatus or
chord/ string measurement.
b. Chord measurement for track irregularity inspection, shall be done as
follows:
i)
: Left side rail for the straight line section and Inner
rail for the curve section to be used as the standard
for measurement
Longitudinal level : Left side rail to be measured for the straight line
section; inner rail to be measured for the curve
section.
Alignment
: Left side rail to be measured for the straight line
section; Outer rail to be measured for the curve
section
ii) The length of chord shall be 10m, and in case of longitudinal level, the
degree of irregularity shall be adjusted by adding 1mm corresponding to
the slackness of the chord (tensile strength: 2 kg, weight of chord:
approx. 0.16 g/m).
43
Track : Part 2
iii) The chord for measurement shall, in principle, be 10m, and for turnout
installed section, 50cm forwarding method shall be adopted, and 5 m
forwarding method for the other sections.
c. In case of measurement by Track Master, the standard rail shall, in principle,
be left side rail, but be inner rail for the curve section (R 250). In case of
consecutive measurement of curves of R250, the inner rail of the curve
with the smallest radius shall be used at the Standard side. Inspection and
measurement shall be carried out, by 2 m chorded 50 cm forwarding
method.
d. Track irregularity shall be expressed in the following manner, and
measurement unit shall be in mm. In this case, the degree of irregularity
shall be obtained by deduction of slack, cant and versine values (including
vertical curve).
i)
Track gauge
ii)
Cross Level
(3)
iv)
Alignment
v)
Twist
44
Track : Part 2
Frequency of
inspection
Subject
Acceleration of
vertical and
horizontal
vibration
Main line
(excluding sub
main line)
Acceleration of
horizontal
vibration and
vibration
frequency
Remarks
12 times/ year
2 times/ year
Items for
Inspection
Conditions of
Joint Gap
Subject
Frequency of Inspection
Main line
Maintenance
Frequency
(Including
Grade
sub-main line)
1a~b
2a~b
45
Twice/ year
Remarks
(N.B). Subject of
inspection shall be
decided by Director
of DAOP, before
Track : Part 2
3a~c
1 time/ year
Twice/year,
depend
upon
necessity
4a~d
At time of reduce of
rail temperature
(about sunset)
(daytime)
Note:
i) The case that the rail temperature at the time of measurement stays below such
temperature 12o degrees lower than the maximum rail temperature, even though
the maximum rail temperature of the day actually measured should exceed
40C, shall be regarded as duly satisfying the specifications.
46
Track : Part 2
ii) The case that in the section where more than two rails exceeding 35 m in length
are consecutively laid, the difference of the maximum rail temperature of the
day actually measured minus the temperature at the time of measuring is more
than 15C and the rail temperature there continues to be decreased, shall also be
regarded as satisfying the specifications.
(3) Criteria for judgment/assessment
a. Buckling side
i)
Stability
C rank
0.90
B rank
A rank
No rank
< 0.66
ii) After rating of stability, except for C rank section with three consecutive
joints with no joint gap, slow down rail temperature (XC) shall be
calculated, and finally into C/X.
b. Judgment/assessment of joint gap at bolt shearing side
i) Judgment/assessment on the joint gap at the bolt shearing side shall be
conducted as a result obtained through joint gap judging system.
ii) Assessment rating shall be as per the following table.
Stability rating
L rank
M rank
No rank
47
Track : Part 2
Items of
inspection
Subject
Frequency of inspection
Maintenance
Grade
Rail creep
status of
strokes at
expansion joint
(2)
Main line
Sub main line
Remarks
Frequency
1a b
2a b
3a b
2 times/ year
4a d
1 times/ year
(Twice/ year,
depend upon
necessity)
(Note)
Subjects for
inspection shall
be decided by
Director of
DAOP
Method of inspection
a. Strokes at expansion joints.
i) Degree of stroke shall be measured visually or by use of scale.
ii) In stroke measurement, the rail temperature shall also be measured, and
expansion/shrinkage of long rail shall be properly controlled, and the
data/information thereof shall be accumulated.
b. Creep age of long rail
i) In the unmovable sections where the edges of the long rails are firmly
and solidly fixed, creep age shall be measured with string and scale, by
establishing the measuring points at the interval of 50 200m including
the ends of the long rails, front and back and inside of unmovable
section, and the rail temperature shall also be measured.
ii) Degree of creep age shall be indicated by use of the punch mark in the
fashion that it shall be expressed with + when the punch mark moves
48
Track : Part 2
towards the starting point and with when it moves towards the
ending point.
Starting
()
()
()
()
()
()
Point
Ending
Point
120mm
ii) The stability of long rail shall be calculated by the following formula
and assessed into the rating described below.
Stability = Minimum buckling force/Axial force being generated
iii) Regarding the long rail with the stability of less than 1.2, the allowable
rail temperature shall be computed by Long rail stability judging system.
49
Track : Part 2
As per mentioned below, inspection on rails etc shall be carried out, under the
category of which, inspection of such an accessory equipment as guard rail,
fishplate and bolt for fishplate shall be included.
(2)
Items of Inspection
(1) Flow and adverse characteristic of
rear edge of the rail
(2) Condition on oiling fastening
between fishplate and its bolt
Status of
(3) Conditions on interval of rail and
Maintenance
guard rail (Safety rail and level
Work
crossing) and accessory
(4) Conditions on electric insulating
materials at the bridge guard rail
starting and ending points
Status and
Material
50
Subject
Frequency
of
Inspection
Main line
Sub main
line Other
line
1 time/ year
Track : Part 2
(3)
Method of inspection
Inspection shall be conducted by rail damage detecting and wear and tear
measuring car (RFD) or by visual check up and measurement. Instruments and
tools may be used, depending on the necessity.
(4)
51
Track : Part 2
Case in which the crack has developed from the top of plate or
the bottom of plate, by more than 20 mm.
b)
c)
b)
c)
d)
e)
Case in which the bolt has lost weight by more than 10% owing
to corrosion.
52
Track : Part 2
Items of Inspections
Subject
Frequency of Inspection
Remarks
Once/year
the turnout
1. Close contact of tongue rail
Maintenance
grade
stationary apparatus
and Function
(Including Sub
main line)
Once/3 months
1b
Main
line, sub
main
2b
3a
line and
others
2a
3b
3c
line
4a
Once/3 months
Once/6 months
Once/6 months
4b
4c
4d
switch
d. Mismatch on the tread,
mismatch on the gauge
53
months
Once/3
Once/6
months
Once/4 months
line
months
Others
Once/3
1a
Main line
Once/year
Once/year
Once/year
Track : Part 2
Once/year
switch
Once/ 3 months
Main,
the switch
sub
main
line and
c. Engagement of shape of
others
Tear
and
wear,
are
assigned
by
of DAOP
damages,
turnout
Director
line
tongue rails
Important
Once/ year
of the switch
54
Track : Part 2
55
Track : Part 2
a) Oiling status
b) Gap with tongue rail
Spacing of point guards, flow
They shall be inspected visually or by use of measuring tools.
b. Conditions on materials
i)
56
Track : Part 2
c) Should the results of (1) and (2) prove that the loss should be
replace with new rail, it shall be checked/inspected by wear
measuring gauge, etc., as to whether the angle point of the lost
part is positioned higher or lower that of the corner of the gauge.
Shape of tongue rail and its engagement position
a) Status of engagement of stock rail and tongue rail and the tread of
flange-way at the top of tongue rail shall be visually inspected.
b) In stock rail, at the point of 10mm in front of the front edge of
tongue rail in gauge line, amount of wear of the side face shall be
measured.
ii) Wear, damage and erosion of part other than toe of point
They shall be measured visually or by use of measuring tools.
Height of wear means the point showing the maximum height to be
measured right angled to the wear face.
Tongue rail wear measuring position
30mm
40mm
Crossing
Height of wear means the position showing the maximum height of
wear to be measured right angled to the wear face. However, the
measurement shall be made right angled at the top surface of the
recess of the crossing. In case of wing rail risen K-type crossing, the
measurement shall be done according to the specifications of itself.
Guards
The part correspondence to recesses near crossing nose-edge,
movable crossing and its closely contacted points shall be measured.
57
Track : Part 2
3 mm
The allowances for turnouts under 120 km/h speed shall be 4mm,
and side track turnouts shall be 5mm respectively.
58
Track : Part 2
b. Conditions on Materials
59
i)
Track : Part 2
ii) Wear, damage and erosion of other than toe of point and crossings
It shall be according to Basic Standard for Track Installation and
Maintenance
Items of Inspection
Status of
maintenance
1. Condition of contact
2. Flows of stock rail & tongue
rail
3. Wheel tread face (gauge
corner) of rail
4. Gap between tongue rail and its
washer and between stock rail
and rail brace.
Materials
(2)
Subject
Frequency
of
Inspection
Main line
Sub main
line Other
line
1 time/ year
Method of inspection
Inspection shall be made by visual measurement. Measuring instruments or tools
may be used depending on the necessity.
60
(3)
Track : Part 2
Condition of contact.
Looseness of more than 3mm in contact shall be rectified.
Inspection on ties shall be carried out according to the followings, and shall
include ordinary, bridge, turnout, EJ, plastic, PC and RC ties and fastening
devices thereof and anti-creepers, etc.
(2)
61
Track : Part 2
Items of Inspection
Subject
Frequency
maintenance
Main line
Sub main line
1 time/ year
Other line
insulator)
(6) Condition on bending, damage and
erosion to fastening devices of turnout
and expansion joint
(3)
Method of Inspection
Inspection shall be conducted by visual check or visual measurement.
Depending on the necessity, scales, space gauges, etc. shall be used.
(4)
62
Track : Part 2
63
Track : Part 2
64
Track : Part 2
6) Bed plate
Bed plate that has lost the designed capacity due to breaks
and deformation.
b) In the PC,RC, Slab track and Paved Track sections
1) Springs (plate spring, coil spring, rail brace etc to be
replaced)
-
65
Track : Part 2
2) Insulators to be replaced
-
5) Tie plate
-
6) Bed plate
Bed plate that has lost the designed capacity due to damages
and deformation.
66
Track : Part 2
Anti-creepers to be replaced
a) Anti-creepers that will not work any more due to wear, damage
and curve at rail contacting part.
b) Anti-creepers that will not work any more due to wear, crack or
curve of its chock.
67
Track : Part 2
to damage or wear.
b) Device that has lost the designed fastening capacity due to
deformation.
(2)
Subject
Frequency
Main line
Sub main
line
Other line
1 time/
year
Status of
maintenance
68
Track : Part 2
Status of
materials
(3) Condition
breakage/
pavement
on
crack/
damage
of
Method of Inspection
Inspection shall be conducted by visual check or visual measurement,
depending on the necessity, scales or a feeler gauges etc. may be used.
(4)
69
Track : Part 2
Fastening device
a) Fastening devices with looseness
b) Fastening devices of which the rail pad spring out
c) Status of Materials
Fastening devices
a) Fastening devices with the corrosion and breakage of a spring or a
bolt, etc.
b) Fastening devices with breakage, deformation, and quality
degradation of a rail pad.
c) Those with the embedded insert being lost the function due to
damage or wear, and with degradation/ deterioration of the quality of
its material.
Tie plate
a) Tie plate which is damaged.
b) Tie plate of which the side-face of shoulder is worn out 3mm or
more
70
Track : Part 2
Subject
Frequency
of
Inspection
1 time/ year
Items of Inspection
71
Track : Part 2
(2)
Method of inspection
They shall be inspected by visual check or visual measurement. Scales and
space/ feeler gauges shall be used, if considered necessary.
(3)
ii) CAM and filled materials under and around cylindrical stopper
Those with space between the base of track slab and filled layer
72
Track : Part 2
Status of
maintenance
Status of
material
73
Subject
Frequency
of
Inspection
Main line
Sub main
line Other
line
1 time/ year
Track : Part 2
(2)
Method of inspection
They shall be inspected by visual check or by visual measurement. Scales and
space gauges shall be used, if necessary.
(3)
Type of ballast
Type of
sleeper
Resistance
(kg/ m)
Crushed stone
PC
600
Crushed stone
PC
500
II-1
Crushed stone
Over 10cm
Wooden
400
Grade
II-2
350
III-1
Screen
Wooden
300
III-2
Screen
Extra banking
Wooden
200
74
Track : Part 2
Status of
maintenance
items
Status of
material
Subject
Frequency
Main line
Sub main
line Other
line
1 time/ year
(2)
Method of inspection
Inspection shall be made by visual check or visual measurement, depending on
the necessity, scales or space/ feeler gauges etc. shall be used.
(3)
75
Track : Part 2
i)
ii)
iii)
iv)
Status of
material
Subject
Frequency
1 time/ year
76
Track : Part 2
iii) Insulated joint of which the insulated part is remarkably stained with
iron powders.
iv) Insulated joint of which the insulated plate shifts.
v) Insulated joint with the looseness or omission of joint bolts.
vi) Insulated joint with an excessive joint gap
b. Status of materials
Those have a deficit, breakage, or degradation on the quality of the material
in an insulator.
Subject
Frequency of Inspection
Line
Maintenance
Frequency of Inspection
Classificati
grade
Ordinary section
on
Damage,
line
flow,
Sub
erosion
main
Special
section
1
Main
Remarks
1-a
1 time/ year
1 time/ year
2-a
1 time/ year
1 time/ year
2-b
1 time/ 2 years
3-a
1 time/ 3 years
1 time/ year
3-b
1 time / 4 years
1 time/ 3 years
1-b
2
line
3-c
4
Special section
means the section
where heavy rail
wear or serious
rail damage may
be casude (sharp
curve etc.)
4-a
4-b
1 time/ 5 years
4-c
Whenever
4-d
necessary
According to new rail section, the inspection work may be extend the period as
the following table.
77
Track : Part 2
Frequency of Inspection
Line classification
1
2
Maintenance grade
Ordinary section
Special section
3 years
2 years
2-a
3 years
2 years
2-b
4 years
3 years
5 years
3 years
1-a
1-b
3-a
3
3-b
3-c
4-a
5 years
4-b
3 years
4-c
10 years
4-d
78
Track : Part 2
Subject
Inspection
Frequency of Inspection
Remarks
Line
Maintenance
Frequency of inspection
Classification
grade
Min line
Sub main
Others line
1-a
1
1-b
Main line
Damage, flow,
Sub main
erosion
line Other
line
2-a
2-b
3-a
3-b
3-c
necessary
shall be
1 time/year
1 time/ 2 years
1 time/ 3 years
4-a
1 time/ 3 years
4-b
1 time/ 4 years
4-c
4-d
Whenever
1 time/year
defined and
Whenever
necessary
established, in
advance, by
Director of
DAOP
1 time/ 5 years
According to new rail section, the inspection work may be extend the period as the
following table.
Line
Classification
Maintenance
grade
Others line
1-a
1 years
3 years
1-b
2 years
4 years
2-a
2 years
4 years
2-b
2 years
4 years
3-a
2 years
4 years
3-b
3 years
5 years
3-c
3 years
5 years
4-a
3 years
5 years
4-b
3 years
5 years
3
4
79
Track : Part 2
4-c
5 years
4-d
5 years
R54 turnouts
a) Bolts for switch rod
b) Bolt holes at the bottom of tongue rail (in case of direct
connecting type)
c) Bolt holes for switch rods
d) Collars
e) Washers
f) Bolt holes for connecting plates (in case of connecting plate
being fitted with)
g) Point levers (S-shaped) etc.
R54 turnouts
a) Joint bolts
b) Bolt holes for tongue rail, lead rail and stock rail
c) Scraped face of the web of tongue rail
d) Turnout joint plate
e) Large-size alcove plate
80
Track : Part 2
Joint bolts
Bolts holes for tongue rail, run-ver type rail, lead rail
Turnout joint plates
Collars
Bed plate
Other bolts and washers
iii) Others
Bolt holes at the bottom of tongue rail at the point to which
supporting rod is fitted for N turnouts (wit)
Flexible part of tongue rail for high speed turnouts.
Side face (gauge corner) near toe of tongue rail
Joints of rail
Bolt holes for web of tongue rail
b. The standard procedure for inspection shall be as follows:
(i) Points to which switch rod is fitted.
Conversion apparatus shall be removed from switch rod
Steel fitting for prevention of falling down fixing bolt of switch rod
to tongue rail shall be removed
Fixing bolt of switch rod shall be loosened, and then removed.
Collars and washers shall be removed
81
Track : Part 2
82
Track : Part 2
recorded.
h) Each part shall be re-assembled.
Run-over type turnouts (unbroken main line turnout)
a) Joint bolts shall be loosened and removed.
b) Turnout joint plate and collars shall be removed.
c) Washers for rail fastening shall be removed.
d) Part shown as item for inspection shall be washed with machine
oil.
e) Part shown as item for inspection shall be carefully inspected by
visual check.
f) Color liquid penetrate test (color check) shall be effected, if
considered necessary.
g) Existence of crack, flaw and damage and extent thereof shall be
recorded.
h) Each item shall be re-assembled.
(iii) Others
83
4.
Track : Part 2
84
Track : Part 2
85
Track : Part 2
Switch rods
Joint bolts
Tongue rails
Bolt holes for connecting plate (in case of connecting plate being
fitted with)
Bolt hole for switch rod
Large-size alcove plate
(ii) Turnouts with cracks, flaws and damages to heel block, washers, collars
and joint plates that will most likely cause adverse effect to proper
operation of the turnouts.
b. In case of dismantling being not required:
Regarding the criteria for judgment/assessment, the preceding sub-clauses
shall apply. Further, the following factors shall be taken into account.
(i) Conditions of looseness and damage of the bolts and collars at the
switch rod -fitted point
(ii) Wear and damage to tongue rail and difference in position of tips of
pair tongue rails
(iii) Looseness and damages to bolts at the heel part, looseness and damage
to heel block, and damage to large-size alcove plate.
Subject
Main line
Sub-main line
Others line
86
Frequency of
Inspection
Whenever necessary
Track : Part 2
Item for
of inspection
inspection
Overall
Patrol by train
patrol
Responsible
Description
person
Patrolling around the whole track line from the front end of the
rolling stock
On foot patrol
Track
irregularity
Main line
(including
EM120
sub
main line)
Turnout
to
main
Joint gap
Long rail
Rail etc.
by
87
Turnout
Track : Part 2
Expansion joint
Sleeper
fastening
Anti- vibration
sleeper directly
inspected
fixed track
Slab track
Ballast and
roadbed
Individual
Rail bonds
Insulation
Rails
Turnout
(extra)
Damages
to
Others
N.B.
(1) The responsible person blanketed in Overall track inspection patrol shall be
responsible for the mode/method of inspection patrol.
(2) Facility technical chief, etc. means the person in charge of technical matters or
maintenance of the facilities, installations and equipment duly appointed by the
facility technical chief and the general manager of the track maintenance technology
centre.
(3) General Manager of Track maintenance technology centre means the General
Manager of Track maintenance technology centre or the General Manager of Business
promotion office.
88
Track : Part 2
Subject
Main line
Sub-main line
Other lines
Frequency of inspection
Prior to opening of new line
Prior to commencement of
reuse of lines not used
89
Track : Part 2
(1)
Subject
Frequency of Examination
Regular basis
Spacing of
track center
A rank
B rank
C rank
Once/ year
D rank
Once/ 5 years
E rank
While working
Every time
works 1 thru 7
actually done
Every time
works 1 thru 7
actually done
N.B. Items of work at which the value of spac shall be measured are:
a. Arrangement of Curve
b. Change in Transition curve
c. Improvement to cant
d. Rectification of alignment
e. Multi-tie tamper work
f. Work for continuous sleeper replacement
g. Ballast replacement work
(2)
Method of examination
It shall be as per track measuring cars or other measuring instruments and tools.
90
(3)
Track : Part 2
Main line
others
Single
Double
Single
line
Main line
(Including
sub main
line)
A Rank
Straight:
L+200
less than
Curve:
L+200+
less than
Double
line
Other line
B Rank
Straight :
3400 less than
(L+400)
Less than
Curve:
3400+a Less than
(L+400+) less than
Straight: 3450 less
than (L+450 less
than)
C Rank
D Rank
E Rank
Straight:
3600 less
than
Curve:
3600+
less than
Straight:
Straight:
3600+100
3600+100
less than
less than
Curve:
Curve:
3600++100 3600++100
Less than
Less than
Straight:
3400 less
than
Curve:
3400+
Less than
Straight:
Staright:
3400+100
3400+100
less than
Less than
Curve
Curve:
3400++100 3400++100
less than
less than
Curve:
3450+ Less than
(L+450+a) less than
Straight:
L+200
Less than
Curve:
L+200+
Less
Straight
3300 less than
(L+300)
Less than
Curve:
3300+
less than
(L+300+) less than
Note:
a. Single line section means the main line and any other lines adjacent thereto that are
located within the premises existing in the single line section (inclusive of the
premises of railway station at which the double line changes to the single line) and
existing in the multi-line section.
b. L: Maximum width of rolling stock of the largest wide rolling stock that is operated
in the section concerned.
c. L: Maximum width of rolling stock that is operated in the section concerned.
d. Figures in parentheses may be used in an inevitable case.
e. means the amount of deviation due to curvature and cant which shall be calculated
91
Track : Part 2
by the radiuses pf all curves concerned, not withstanding the Basic Standard for Track
Installation and Maintenance (Clause 28) and the Detailed Standard for Track
Installation and Maintenance (Clause 25 through 27 hereof).
(4)
(5)
Effective Date
This circular notice shall become effective from and including .............
(2)
Transitional Actions
The existing tracks suit the previous specifications or either of this specification, until
being improved in future.
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